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ANNUAL REPORTS
OF THS
WAR DEPAETMENT
VOK THB
FISOAL TBAE ENDED JUlfE 80, 1897.
REPORT OF THE
CHIEF OF ENGINEERS.
PART 4.
WASHINGTON:
GOVBKNMENT PRINTING OFFICE.
1897.
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C^Sl-i^
272969
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CONTENTS.
[Alphabetic*! index will be found at the end of each part, or Tolome.)
PAET I.
OFFICERS OF THE CORPS OF ENGINEERS.
Status, changes^ and dlBtribation of officers of corps, 3.
THE BOARD OF ENGINEERS 4
POST OF WILLETS POINT, NEW YORK.— U. S. ENGINEER SCHOOL.— BAT-
TALION OF ENGINEERS.—ENGINEER DEPOT.
Officer in coMMiiKD, Maj. John G. D. Knight, Corps of Enqinekrs —
Poet of Willets Point, 4; U. S. Engineer School, 5; Battalion of Engineers, £ngi«
neer Depot, 6; statement of funds, 7; estimates, 22.
FORTIFICATIONS.
Projects, sites, 7: sea walis and embankments, preservation and repair of fortifi-
cations, new works, appropriations.S ; emplacements, continuing contacts, 9,10 ; sub-
marine mines, defenses of coasts oi Maine and New Hampshire, 11; Boston, Mass.,
southeast coast of Massachusetts and Rhode Island, 12; eastern entrance to Long
Island Sound at New York, N. Y.— eastern entrance to harbor, on islands in harbor,
13; on Staten Island, southern entrance to New York Harbor, on Long Island and
Sandy Hook, Delaware River, 14; Baltimore, Md., Washington, D. C, 15: Hamp-
ton Roads, Va., coast of North Carolina, coast of South Carolina, 16 j coast or Georgia
and Cumberland Sound, coast of Florida, 17 ; Pensaoola, Fla., Mobile, Ala., and Mis-
sissippi Sound, New Orleans, La., 18: Galveston, Tex., 19 1 lake ports in New York,
San Diego, Cal. ^ islands in San Francisco Bay, and north side of San Francisco Bay,
Cal., San Francisco, Cal., on south side of bay, 20; mouth of Columbia River, Pnget
Sound, 21; estimates for 1898-99, 22.
RIVER AND HARBOR IMPROVEMENTS.
General statement, 22; establishment of harbor lines, 28; examination of bills
for bridges, Bartrand River, S. C, 24; obstruction of navigable Southern rivers by
the aquatic plant known as the water hyacinth, engineer divisions, 25.
ATLANTIC COAST AND GULF OF MEXICO.
In the charge of Lieut. Col. A. N. Damrell and Maj. R. L. Hoxis, Corps of
Engineers—
Lubec Channel, Me., 26; Moosabec Bar, Me., 27; Narraguagus River, Me., breakwa-
ter from Mount Desert to Porcupine Island, Bar Harbor, Me.^ 28; harbor at Sulli-
van Falls, Me., Union River, Me., 29; Bagaduce River, Me., Penobscot River, Mo.,
30; Belfast Harbor, Me., Camden Harbor, Me., 32; Rockland Harbor, Me., 33; Car-
vers Harbor, Vinalhaven, Me., 34; Georges River, Me., Kennebec River, Me.,
85; Sasanoa River, Me., Portland Harbor, Me., 37; Saco River, Me., 39; Bellamy
River, N. H., Cocheco River, N. H., 40; harbor of refuge at Little Harbor, N. H.,
41; removing sunken vessels or craft obstructing or eudangering navigation, ex-
amiuations and surveys, 42.
I
ENG 97 1
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II CONTENTS.
In teob charge of Lieut. Col. S. M. Mansfield, Corps of Engineers^
Ne wbnry port Harbor, MasB., 45; Merriinao River, Mass., 46; Powow River, Mass./
47; Essex River, Mass., 48; harbor of refuge, Sandy Bay, Cape Ann, Mass., harbor
at Gloucester, Mass., 49; harbor at Manchester, Mass., 51; harbor at Lynn, Mass.,
52; Mystic and Maiden rivers> Mass., 53; harbor at Boston, Mass., 55; Town River,
Mass., 57; Weymouth River, Mass., 58; harbor at Scitaate, Mass., 59; harbor at
Plymouth, Mass., 61 j harbor at Provincetown, Mass., harbor at Chatham, Mass.,
62; removing sunken vessels or craft obstructing or endangering navigation, ex-
aminations and surveys, 63.
In tue charge of Maj. D. W. Lockwood, Corps of Engineers--
Harbor of refnge at Hyaunis, Mass., 66; harbor of refuge at Nantucket, Mass., 67;
Marthas Vineyard inner harbor at Edgartown, Mass., 68 ; harbor at Vineyard Haven,
Mass., Woods Hole Channel, Mass., 69; New Bedford Harbor, Mass., 70; Canapitsit
Channel, Mass., Taunton River, Mass., 71; Sakonnet River, R. I., 72; Pawtuckei
River, R. I., 73 ; Providence River and Narragansett Bay, R. I., 74; removal of Green
Jacket Shoal, Providence, R. I., harbor at Wickford, R. I., 75; Newport Harbor,
R. L. 76; harbor of refuge at Point Judith, R. I., 77; entrance to Point Judith
Pond, R. I., harbor of refuge at Block Island, R. I., 78; Great Salt Pond, Block
Island, R. I., 79; removing sunken vessels or craft obstructing or endangering
navigation, examination and snrveys, 80.
In tub charge of Maj. Smith S. Leach, Corps of Engineers—
Pawcatuck River, R. I. and Conn., 82; harbor of refuge at Stonington, Conn^ 83;
MysticRiver, Conn., 84; Thames River, Conn., 85 ; Connecticut River below Hart-
ford, Conn., S6 ; harbor of refuge at Duck Island Harbor, Conn., New Haven Harbor,
Conn., 89; breakwaters at New Haven, Conn., 91; Hoosatonic River, Conn., 92;
Bridgeport Harbor, Conn., 94; Saugatack River and Westport Harbor, Conn., 96;
Norwalk Harbor, Conn., 98; Five Mile River Harbor, Conn., Stamford Harbor,
Conn., 100; harbor at Coscob and Mianus River, Coun., 102; Greenwich Harbor,
Conn., 103; surveys, 104.
In the charge of Col. G. L. Gillespie and Lieut. Col. William Ludlow,
Corps of Enginbeus—
Hudson River, N. Y., 105; Saugerties Harbor, N. Y., 107; harbor at Rondo ut, N. Y.,
108; harbor at Peekskill, N. Y., 109; Harlem River, N. Y., 110; East River and Hell
Gate, N. Y., Ill; New York Harbor, N. Y., 113; removing sunken vessels or craft
obstructing or endangering navigation, examinations and survey, 114.
In the charge of Maj. H. M. Adabis, Corps of Engineers^
Port Chester Harbor, N. Y., 116 ; Mamaroneck Harbor, N. Y., 117 ; East Chester Creek,
N. Y., Bronx River, N. Y., 118; Mattituck Harbor, N. Y., 119; Port Jefferson Harbor,
N. Y., 120; Huntington Harbor, N. Y., 121; Glencove Harbor, N. Y., 122; Flushing
Bay, N. Y., Patchogue River, N. Y., 123; Browns Creek, Sayville, N. Y., 124; Can-
arsie Bay, N. Y., Bay Ridge Channel, the triangular area between Bay Ridge and
Red Hook channels, and Red Hook and Buttermilk channels, in the harbor of
New York, 125; Gowanus Creek Channel, New York Harbor, 127; Newtown Creek,
N. Y., 128; Passaic River, N. J., 129; channel between Staten Island and New Jersey,
130; Elizabeth River, N. J., 131; Raritan River, N. J., 132; South River, N. J., Rar-
it«n Bay, N. J., 133 ; Mattawan Creek, N. J.. 134 ; Keyport Harbor, N. J., 135 ; Shoal
Harbor and Compton Creek, N. J., 136; Slirewsbury River, N. J., 137; removing
sunken vessels or craft obstructing or endangering navigation, 138; examinations
and surveys, 139.
In the charge of Maj. C. W. Raymond, Corps of Engineers^
Delaware River, N. J. and Pa., 142; harbor between Philadelphia, Pa., and Camden,
N. J., 144; Schuylkill River, Pa., 145; ice harbor at Maroushook, Pa., 146; con-
struction of iron pier in Delaware Bay near Lewes, Del., 147 ; Delaware Breakwater,
Del., 148; harbor of refnge, Delaware Bay, Del., 149; Rancocas River, N. J^ Allo-
way Creek, N. J., 150; Dennis Creek, N. J., 151; Cooper Creek, N. J., 152; Goshen
Creek, N. J., removing sunken vessels or craft obstructing or endangering naviga-
tion, examinations and survey, 153. '
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CONTENTS. Ill
In thb chargb of Wm. F. Smith, Unitsd States Agent, Major of ENGiNSEBa,
U. 8. Aemt, retired^
WilmiDgton Harbor^ Del., 166; Nanticoke Biver, Del. and Md., 167; Appoquinimink
River, Del., 158; Smyrna River, Del., 159; Mnrderkill River, DeL, 160; Mispillion
River, Del., 161; Broadkiln River. Del., inland waterway from Chinooteatfue Bay.
Ya., to Delaware Bay at or near Lewes, Del., 162*; Sasqaebanna River above ana
below Havre de Grace, Md., 163; Chester River, Md., from Grumpton to Jonea
Landing, Choptank River, Md., 164; La Trappe River, Md., 165; Warwick River,
Md., 166; Broad Creek River, Del., 167; Wicomico River, Md., Manokin River,
MQ., 168; Pooomoke River, Md., Qaeenstown Harbor. Md., 169; RockbaU Harbor
and inner harbor at Rockhall, Md., removing snnken vessels or craft obstrnoting
or andaugering navigation, 170; examinations and surveys, 171.
In the charge of Col. Peter. C. Hains, Corps of Engineers—
Patapsco River and channel to Baltimore, Md., 172; channel to Cnrtis Bay, in
Patapsco River. Baltimore Harbor, Md., 173; harbor of southwest Baltimore
(Spring Garden), Md., removing sunken vessels or craft obstructing or endanger-
ing navigation, surveys, 174.
In the charge of Lieut. Col. Chas. J. Allen, Corps of Engineers —
Potomac River at Washington, D. C, 175; Occoquan Creek, Ya., 177; Aqnia Creek,
Va., Nomini Creek, Va., 179; Lower Machodoc Creek, Ya., Rappahannock lUver,
Ya., 181^. UrbanaCreek,Va., 183; York River, Va., 184 ; Mattaponi River, Va., 186;
Pamunkey River, Ya., James River, Va., 187; protection of Jamestown Island, Ya.,
survey, 189.
In the charge of Capt. Thos. L. Casey, Corps of Engineers—
Harbor at Norfolk and its approaches, Va., 190; Western Branck of Elizabeth
River, Ya., 191; Nansemoud River, Ya., 192; Apjpomattox River, Ya., 193; harbor
at Cape Charles City, Va., 194; Nandua Creek, va., inland water route ft'om Nor-
folk Harbor, V a., to Albemarle Sound, N. C, through Currituck Sound, 195; North
Landing River, Ya. and N. C. Roanoke River, N. C, 196; Pasquotank River, N. C,
197; removing sunken vessels or craft obstructing or endangering navigation^
examinations, 198.
In the charge of Lieut. Col. D. P. Heap and Capt. W. E. Craighill, Corps
of Engineers —
Ocracoke Inlet, N. C, 199; Fishing Creek, N. C, 200; Pamlico and Tar rivers, N. C,
201; Contentnia Creek, N. C, Trent River, N. C, 202; Nense River, N.C., 203;
inland waterway between Newbem and Beaufort, N. C, harbor at Beaufort, N. C,
204; inland waterway between Beaufort Harbor and New River, N. C, 205; New
River, N. C, 206; North East (Cape Fear) River, N.C., Black River, N.C., 207;
Cape Fear Kiver above Wilmington, N. C, 208; Cape Fear River at and below
Wilmington, N. C, 209; Lockwoods Folly River, N. C.« examination and sur-
veys, 211.
In the charge of Capt. Frederic Y. Abbot, Corps of Engineers —
Waccamaw River, N. C. and S. C, 213; Lnmber River, N. C. and 8. C, 214; Little
Pedee River, S. C.,215; Great Pedee River, 8. C, 216; Mingo Creek, S. C, Winyah
Bay, 8. C, 217; 8antee River, S. C, 219; Wateree River, 8. C, 220; Congaree
River, 8. C., 221; Charleston Harbor, inclndiug Mount Pleasant and 8u]Iivan
Island shore, 8. C, 222; Wappoo Cut, 8. C, 223; Beaufort River, 8. C.,224.
In the charge of Capt. O. M. Carter, Corps of Engineers —
Savannah Harbor, Ga., 224; Savannah River between Savannah and Augusta, Ga.,
227; Savannah River above Augusta, Ga , 228; Darien Harbor, Ga., 229; Altamaha
River, Ga , 230; Oconee River, Ga., 231; Ocmulgee River, Ga., 232; Brunswick
Harbor, Ga., 233; Cumberland Sound, Ga., 235; inside water route between
Savannah, Ga., and Femandina, Fla., 236; removing sunken vessels or craft
obstructing or endangering navigation, survey, 237.
In the charge of Lieut. Col. W. H. H. Benyaurd, Corps of Engineers^
St. Johns River, Fla., 238; Volusia Bar, Fla., 240; Ocklawaha River, Fla., 241; St.
Augustine Harbor, Fla., Indian River, Fla., Negro Cut, Jupiter Inlet, Fla., 242;
northwest entrance. Key West Harbor, Fla., 244 : Caloosahatchee River, Fla., 245;
Charlotte Harbor and Pease Creek, Fla., 246; Sarasota Bay, Fla., 247; Manatee
River, Fla., 248; Withlacoochee Kiver, Fla., Suwanee River, Fla., 249; removiujr
snnken vessels or craft obstructing or endangering navigation, examinations and
surveys, 251.
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IV CONl'ENTS.
In the charge of Maj. F. A. Mahan, Corps of Engineers —
Carrabelle Bar and Harbor, Fla., 253; Apalachicola Bay, Fla., Apalaohicola Riyer,
the Cut-off, and lower Chipola River, Fla , 254; Flint River, Ga., 256; C hatta-
hoochee River, Ga. and Ala., below Colambus, 256: Cbattahooonee River, bet ween
Westpoint and Franklin, Ga., Chootawbatcbee River, Fla. and Ala., 257; barbor
at Pensacola, Fla., 258; Escambia and Conecub rivers, Fla. and Ala., 259; Alabama
River, Ala., 260; improvement of, and operatlne and care of canals and other
works of navigation on, Coosa River, Ga. and Ala., 261, 262; survey, 262.
In the charge of Maj. Wm. T. Rossell, Corps of Engineers— -
Mobile Harbor, Ala., 263; improvement of, and operation and care of locks and dams
on, Black Warrior River, Ala., 264, 265; Warrior and Tombigbee rivers, Ala., 265;
Tombigbee River from month to Demopolis, Ala., 266; Tombigbee River, from
Demopolis, Ala., to Columbus, Miss., 267 ; Tombigbee River, from Fulton to Colum-
bus, Miss,, and from Walkers Bridge to Fulton, Miss., 268; Noxubee River, Miss.,
Pascagoula River, Miss., 269: Chickasabay River, Miss., 271; Leaf River, Miss.,
Pearl Kiver. below JaokBon, Miss., 272; Pearl River between Carthage and Jack-
son, Miss., 273; Pearl Kiver, between Edinburg and Carthage, Miss., Bogue Chitto,
La., 274; survey of canal from Birmingham, Ala., to the Warrior River, Ala.,
examinations and surveys, 275.
In the charge of Maj. James B. Quinn, Corps of Engineers—
Inspection of the improvement of the South Pass of the Mississippi River, 277;
ChofuDcte River and Bogue Falia, La., 278; Tickfaw River and tributaries, La.,
279 ; Amite River and Bayou Manchao, La., 280; Bayon Lafourche, La., 281 ; Bayou
Plaqiiemiue, Grand River, and Pigeon bayous. La., 282; Bayou Courtableau, La.,
283; Bayou Teche, La., 284; Bayou Vermilion, La., Mermentau River and tribu-
taries, La., 285; mouth and passes of Calcasieu River, La., 286; harbor at Sabine
Pass, Tex., 288; Sablue River, Tex., 289; Neches River, Tex., 290; closing crevasse
in Pass a Loutre, Mississippi River, removing sunken vessels or craft obstructing
or endangering navigation, examinations and surveys, 291.
In the charge of Maj. A. M. Miller, Corps of Engineers—
Galveston Harbor, Tex., 292; ship channel in Galveston Bay, Tex., 294; channel in
West Galveston Bay, Tex., 295; Trinity River, Tex., Buffalo Bayou, Tex., 296;
Brazos River, Tex., 297; operatiug and care of Morgan Canal, Tex., examination
and survey, 298.
In' THE CHARGE OF A BOARD OF ENGINEERS, COL. HeNRY M. ROBERT, CORPS OF
Engineers, Senior Memder—
Ascertaining the character and value of the improvements made at the mouth of the
Brazos River, Tex., by the Brazos River Channel and Dock Company, 298.
WESTERN RIVERS.
In the charge of Maj. J. H. Willard, Corps of Engineers—
Red River, La. and Ark., 299; Red River, above Fulton, Ark., 300; Cypress Bayou,
Tex. and La., 301; Ouachita and Black rivers. Ark. and La., 302; Bayou Bartholo-
mew, La. and Ark., Boeuf River, Ln., 303; Tensas River and Bayou Ma^on, La.,
304; Yazoo River, Miss., 305 ; mouth of Yazoo River and harbor at Vicksburg, Miss.,
306; Tallahatchie River, Miss., Bi^ SunHower River, Miss., 308; water gauges on
the Mississippi River and its principal tributaries, 309; examination, 310.
In the charge of Capt. William L. Sibert, Corps of Engineers—
Removing obstructions in Arkansas River, Ark. and Kaus., 310; Arkansas River,
Ark., 311; White River, Ark., 312; Black River, Ark. and Mo., 313; Current River,
Ark. and Mo., St. Francis River, Ark., 314; St. Francis River, Mo., 315; exami-
nation and surveys, 316.
In the charge of Maj. Thomas H. Handburt, Corps of Engineers —
Removing snags and wrecks from Mississippi River, 317; Mississippi River between
Ohio and Missouri rivers, 318; harbor at St. Louis, Mo., 320; preventing the Mis-
sissippi River from breaking through into the Cache Kiver at or near a point
known as Beach Ridge, a few miles above Cairo, 111., 321,
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• CONTENTS. V
Ik the chargk of Lraur. Col. W. R. King, Corps of Engineers —
Operating snag boats and dredge boats on Upper Mississippi River, 321 ; Mississippi
River between Missouri River and Minneapolis, Minn., 322; operating and care
of Dee Moines Rapids Canal and Dry Dock, operating and oare of Galena River
improvement. 111., Mississippi River between St. Panl and Minneapolis, Minn.,
(construction of Look and Dam No. 2), 323; surveys, 324.
In the charge of Lieut. Col. W. A. Jones, Corps of Engineers —
Construction and operating and care of reservoirs at head waters of Mississippi
River, 326, 328; Chippewa River, including Yellow Banks, Wis., 328; St. Croix,
River, Wis. and Minn., 329; Minnesota River, Minn., Red River of the North, Minn,
and N. Dak., 330; ganging Mississippi River at or near St. Paul, Minn., exam-
inations, 332.
In the charge of Lieut. CoL. W. A. Jones and Capt. J. C. Sanford, Corps of
Engineers —
Missouri River between Stnbbs Ferry^ Mont., and the lower limits of Sioux City,
Iowa, 333; improving Upper Missouri River by snagging, 337 ; Yellowstone River,
Mont, and N. Dak., ^.
In the charge of Capt. John Biddle, Corps of Engineers—
Obion River, Tenn., 339; Forked Deer River, Tenn., 340; North or Middle Fork,
Forked Deer River, and Obion River, 341; Cumberland River, Tenn. and Ky. —
below Nashville, 342; above Nashville, 344; surveys, 347.
In the charge of Capt. Dan C. Kingman, Corps of Engineers—
Tennessee River system, 348; Tennessee River above and below Chattanooga, Tenn.,
348, 349; operating and care of Muscle Shoals Canal, Tennessee River, Ala., 351;
French Broad, and Little Pigeon rivers, Tenn., 352; Clinch River, Tenn., 353;
surveys, 354.
In the charge of Maj. W. H. Heuer, Corps of Engineers—
Ohio River, 355; operating snag boat on the Ohio River, operating and care of Davis
Island Dam, Ohio River^ near Pittsburg, construction of movable dams Nos. 2, 3,
4, 5, and 6 in the Ohio River, 356 ; improvement of, and operating and oare of locks
and dams on Muskingum River , Ohio, 358 ; examination, 359.
In the charge of Maj. Charles F. Powell and Maj. R. L. Hoxie, Corps of
Engineers —
Improvement of, and operation and care of locks and dams Nos. 8 and 9, Mononga-
hela River, W. Va, and Pa., 359, 360: purchase of locks and dams Nos. 6 and 7,
Monongahela River, condemnation oi all the property and appurtenances of the
Monongahela Navigation Companv, 361; Allegheny River, Pa., 362; construction
of locks and dams at Uerr Island, above the head of Six Mile Island, and at Spring-
dale, Allegheny River, 363.
In the charge of Capt. J. G. Warren, Corps of Engineers—
Falls of the Ohio River at Louisville, Ky., and Indiana Chute, Falls of the Ohio
River, 364, 865; operating and care of Louisville and Portland Canal, Kv., Wabash
River above and below Vincennes, Ind., 366; operating and care of lock and
dam at Grand Rapids, Wabash River, White River, Ind., 368; Tradewater River,
Ky., construction of Lock No. 2, Green River, at Rumsey, Ky., 369; Green River
above mouth of Bi^ Barren River, Ky., operating and care of looks and dams on
Green and Barren rivers, Ky., 370; Rough River, Ky., 371; examination and sur-
veys, 372.
In the charge of Maj. James F. Gregory, Corps of Engineers —
Imjirovement of, and operating and care of locks and dams on, Kentucky River, Ky.,
373, 375; Tug Fork of Big Sandy River, W. Va. and Ky., 375; Levisa Fork of Big
Sandy River, Ky., 376; Big Sandy River, W. Va. and Ky., 377; Guyandotte River,
W. Va., 378; New River, Va. and W. Va., 379; Gauley River, W. Va., Elk
River, W. Va., 380; improvement of, and operating and care of looks and dams on,
Great Kanawha River, W. Va., 381, 383; improvement of, and operating and care
of lock and dam on, Little Kanawha River, W. Va., 384.
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VI CONTENTS.
LAKE RIVERS AND HARBORS.
In thb charge of Maj. Cuin'ON B. Sears, Corps of Enqimbers—
Harbor at Grand Marais, Minn., 385; harbor at Aeate Bay, Minn., harbor at Dnlath,
Minn., and Superior, Wis., 3o6; harbor at Ashland, Wis., 388; harbor at Ontona-
gon, Mich., 3^; improyement of, and operating and oare of, waterway across
Keweenaw Point from Keweenaw Bay to Lake Superior, Mich., 389, 390; harbor
at Marquette, Mich., harbor of refage at Presque He Point, Marquette Bay, Mich.,
391; harbor of refuge at Grand Marais, Mich., 392; examination, 393.
In the charge of Capt.-Geo. A. Zinn, Corps of Engineers—
Menominee Harbor, Mich, and Wis., Menominee River, Mich, and Wis., 393: Oconto
Harbor, Wis., 394 ; Pensaukee Harbor, Wis., Green Bay Harbor, Wis., 395 : improve-
ment of, and operating and care of. Sturgeon Bay and Lake Michigan Snip Canal,
Wis., 396, 397; Sturgeon Bay Canal harbor of refuffe. Wis., 397; Ahnapee Har-
bor, Wis., 398; Kewaunee Harbor, Wis., Two Rivers Harbor, Wis^ 399; Manitowoo
Harbor, Wis., 400; Sheboygan Harbor, Wis., Port Washington Harbor, Wis., 401;
harbor of refuge, Milwaukee, Wis., 402: Milwaukee Harbor, Wis., South Mil-
waukee Harbor, Wis., 403; Racine Harbor, Wis., Kenosha Harbor, Wis., 404:
Wankegan Harbor, IlL, 405; improvement of, and operating and care of locks ana
dams on. Fox River, Wis., 406, 407; removing sunken vessels or craft obstructing
or endangering navigation, 407 ; surveys, 408.
In the charge of Maj. W. L. Marshall, Corps of Engineers—
Chicago Harbor, 111., 409; Chicago River, 111., 411; Calumet Harbor, 111., 412; Calu-
met River, 111. and Ind., 414; Illinois River, 111., 415; operating and care of
Lagrange and Kampsville locks, Illinois River, and approaches thereto, 417 ; Illi-
nois and Mississippi Canal, 418; operating and care of Illinois and Mississippi
Canal: canal around lower rapids of Rock River at Milan, 111., removing sunken
vessels or craft obstructing or endangering navigation, 420; examination and
survey, 421.
In the charge of Lieut. Col. G. J. Lydeckbr and Capt. C. McD. Townsend,
Corps of Engineers —
Michigan City inner and outer harbors, Ind., 421 ; St. Joseph Harbor, Mich., 423; St.
Joseph River, Mich., South Haven Harbor, Mich., 424; Sangatuck Harbor, Mich..
425; Kalamazoo River, Mich., Holland (Black Lake) Harbor, Mich., 426; Grand
Haven Harbor, Mich.. 427; Grand River, Mich., Muskegon Harbor, Mich., 428;
White Lake Harbor, Mich., 429; Pentwater Harbor, Mich., Ludington Harbor,
Mioh., 430: Manistee Harbor. Mich., harbor of refuge at Portage Lake, Manistee
County, Mich., 431; Frankfort Harbor, Mich., 432; Charlevoix Harbor, Mich.,
433; Petoskey Harbor, Mich., removing sunken vessels or craft obstructing or
endangering navigation, surveys, 434.
In the charge of Lieut. Col. G. J. Lydecker, Corps op Engineers —
Ship channel connecting waters of the Great Lakes between Chicago, Duluth, and
Buffalo, 435; St. Marys River at the falls, Mich., 437: operating and oare of St.
Manrs Falls Canal, 438 ; Hay Lake Channel, St. Marys River, Mich., 439 ; Cheboygan
Harbor, Mioh., 440; Alpena Harbor (Thunder Bay River), Mich., 441; Saginaw
River, Mich., 442; Sebewaing River, Mich., 443; harbor of refuge at Sand Beach,
Lake Huron, Mich., 444 ; improvement of, and operating and care of, St. Clair Flats
Canal, Mich., 445 : mouth of Black River, Mich., Black River at Port Huron, Mich.,
446; Pine River, Mich., 447; Belle River, Mich., 448; Clinton River, Mich., Detroit
River, Mioh., 449; Rou^e River, Mich., 450 j taming basin in Rouge River, Mich.,
removing sunken vessels or craft obstructing or endangering navigation, exami-
nation, &1.
In the charge of Col. Jared A. Smith, Corps of Engineers —
Monroe Harbor, Mich., Toledo Harbor, Ohio, 452 ; Port Clinton Harbor, Ohio, San-
dusky Harbor, Ohio, 454; Hnron Harbor, Ohio, 455; Vermilion Harbor, Ohio, 456;
Black River (Lorain) Harbor, Ohio, 457; Cleveland Harbor, Ohio, 458; Fairport
Harbor, Ohio, 459; Ashtabula Harbor, Ohio, 460; Conneaut Harbor, Ohio, 461;
examination, 463.
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CONTENTS. VII
IV THE CHARGE OF MaJ. THOMAS W. SyMONS, CORPS OF ENGINEBRS —
Erie Harbor, Pa., 468; harbor at Dnnkirk, N. Y., 464; Buffalo Harbor, N. Y., 466;
Tonawanda Harbor and Niagara River, N, Y., 469; Niagara River from Tonawanda
to Port Day, N. Y., 470; Wilson Harbor, N. Y., 471 ; removing sunken vessels or craft
obstrncting or endangering navigation, examination and surveys^ 472. report apon
House bill No. 7775, Mth Congress, first session, providing for widening the looks
of Erie Canal, N.Y., 473.
Iir THE CHARGE OF MaJ. W. S. St ANTON, CORPS OF ENGINEERS—
Harbor at Charlotte, N. Y., harbor at Pultneyville, N. Y.,474; harbor at Great Sodns
Bay, N. Y., harbor at Little Sodus Bay, N. Y., 476; harbor at Oswego, N. Y., 476;
harbor at Sacketts Harbor, N. Y., harbor at Cape Vincent, N. Y., 477; shoals between
Sister Islands and Crossover Light, and between Ogdensburg and the foot of Lake
Ontario, St. Lawrence River, 478 ; harbor at Ogdensburg, N. x ., 479: harbor at Bur-
lington, Vt., channel between North and Sonth Hero islands, Lake Champlain, Yt.,
480; Otter Creek, Vt., Narrows of Lake Champlain, N. Y. and Vt., 481; removing
sunken vessels or craft obstructing or endangering navigation, examinations and
surveys, 482 ; report upon House bill No. ^07^ 54th Congress, first session, provid-
ing for widening the locks of Oswego Canal, N. Y., 483.
PACIFIC COAST.
Iir THX CHARGE OF COL. ChAS. R. SUTBR, CORPB OF ENGINRXRa^
Oakland Harbor, Cal., 484.
In the CHARGE OF Maj. Cha8. £. L. B. Davis, Corps of Enginbbrs^
San Luis Obispo Harbor, Cal., 485; Wilmington Harbor, Cal., 486; San Diego Harbor,
Cal., examinations and surveys, 487.
Ik the charge of Capt. Cassius E. GirxEiTE, Corps of Enginbrrs—
San Joaquin River, Cal., 488; Mokelumne River, Cal., 489; Sacramento and Feather
rivers, Cal., 490; Napa River, Cal., 491; Petaluma Creek, Cal., Humboldt Harbor
and Bay, Cal., 492, examinations, 494.
Ik the charge of Capt. W. L. Fisk, Corps of Engineers—
Port Orford Harbor, Oreg., 494; Coquille River, Oreg. (general improvement), 495;
Coquille River, Oreg., between Coquille City and Myrtle Point, entrance to Coos
Bay and Harbor, Oreg., 496; harbor at Coos Bay, Oreg. (dredging), 497; Coos River,
Oreg., Umpqua River, Oreg., mouth of Siuslaw River, Oreg., 498; Alsea River,
Oreg., Yaquma Bay, Oreg., 499; Nestugga River, Oreg., Tillamook Bay and Bar,
Oreg., 501 ; mouth of Columbia River, Oreg. and Wash., Columbia River, Oreg.,
below Tongue Point, 502; Columbia and Lower Willamette rivers below Portland,
Oreg., 503; Columbia River between Vancouver, Wash., and the mouth of Willa-
mette River, canal at the Cascades, Columbia River, Oreg., 504 ; operating and care
of canal and locks at the Cascades of the Columbia River, Oreg., Colnmbia River
at Three Mile Rapids, and the construction and equipment of a boat railway from
the foot of The Dalles Rapids to the head of Celilo Falls, Oreg. and Wash., 506;
Willamette River above Portland and Yamhill River, Oreg., 506; gauging waters
of Columbia River, Oreg. and Wash., 507.
In TiiE charge of Capt. Harry Taylor, Corps of Engineers—
Willapa River and Harbor, Wash., 508; Grave Harbor and bar entrance, Wash., 509;
Chenalis River, Wash., 510; Pnget Sound and its tributary waters, Wash., 511;
harbor at Olympia, Wash., 512; waterway connecting Pnget Sound with lakes
Union and Washington. 513; Everett Harbor, Wash., 515; Swinomish Slough,
Wash., 516; Columbia River from Rock Island Rapids to Foster Creek Rapids,
Wash., 517; Upper Columbia and Snake rivers, Oreg. and Wash.. 518; Cowlitz
River, Wash., 520; Clearwater River,. Idaho, Kootenai River, laaho, between
Bonners Ferry and the international boundary line, 521; Flathead River, Mont.,
522 ; examinations and surveys, 523.
EXAMINATIONS, SURVEYS, AND CONTINGENCIES OF RIVERS AND
HARBORS 524
SURVEY OF PORTLAND CHANNEL (CANAL), ALASKA.
In the charge of Capt. D. D. Gaillard, Corps of Enginbers 524
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VIII CONTENTS.
SUPERVISION OF THE HARBOR OF NEW YORK.
Lieut. Commander Daniel Delehanty and Lieut. John F. Parker,
U. S. N., Supervisors 524
MISSISSIPPI RIVER COMMISSION 525
MISSOURI RIVER COMMISSION 527
CALIFORNIA DEBRIS COMMISSION 528
BRIDGING NAVIGABLE WATERS OF THE UNITED STATES.
Under authority of special acts of Congress, — (1) Bridge of tbe Boonville and Howard
County Bridge Company across Missouri River at Boonville, Mo., (2) bridge of
the Yankton Bridge Company across Missonri River at Yankton, S. Dak., (3)
bridge of the Union Railroad Company across Monongahela River between Port
Perry and Mifflin Township, Pa., (4) bridge of the city of Detroit, Mich., across
west channel of Detroit River, 529; (5) bridge of the Braddock and Duquesne
Bridge Company across Monongahela River between Braddock and Mifflin town-
ships, Pa., (6) bridge of the Aransas Harbor Terminal Railway Company across
Corpns Chiisti Channel (M<»rri8 and Cummings Ship Channel), Tex., (7) bridge of
the Delta Cooperage Company and the Yazoo and Mississippi Valley Railroad
Company across Tallahatchie River at Pliilipp, Miss., (8) bridge of Roane County,
across Clinch River at Kingston, Tenn., (9) bridge of the Mobile and Ohio Rail-
road Company across Cahaba River, in Bibb County, Ala., (10) bridge of ths
Mobile and Ohio Railroad Companj*^ across Alabama River, near Montgomery, Ala.,
(11) bridge of Marion County, Miss., across Pearl River, (12) bridge of the city of
Monroe, La., across Ouachita River at l)e Siard street, (13) bridge of the Mobile
and Ohio Railroad Company across Warrior River, in Tuscaloosa Connty, Ala.,
530; (14) bridge of the St. Francis Bridge and Turnpike Company across Lake St.
Francis at or near Lake City, Ark., (15) bridg*^ of the Northern New York Rail-
read Company across St. Lawrence River, near Hogansburg, N. Y., 531.
Under authority of State law8.^(l) Bridge of the Texarkana and Fort Smith Railway
Com]|)any cocross Neches River at Beaumont, Tex., (2) bridge of the Seattle and
Rainier Beach Railway Company across Black River, Wash., (3; bridge of the
Kansas City, Shreveporf. and Gulf Railway Company across Calcasieu River at
Lake Charles, La., (4) bridge of the Lake Shore and Michigan Southern Railway
Company across Swan Creek at Toledo, Ohio, (5) bridge of the Kansas City,
Osceola and Sonthern Railway Company across Osage River at Osceola, Mo., (6)
bridge of Bristol County, Mass., across Acushnet River between New Bedford and
Fairbaven, 531; (7) bridge of the Queen Anne's Railroad Company across Chop-
tank River at Denton, Md., (8) bridge of the city of New York across East River
at Delanoey street, (9) bridge of the city of Appleton, Wis., across United States
Fox River Canal at John street, (10) bridge of the city of Green Bay, Wis., across
East River, (11) bridge of the city of Green Bay, Wis., across Fox River at Main
street, (12) bridge of Monmouth and Ocean counties, N. J., across Manasquan
River between Manasquan and Point Pleasant, (13) bridge of the town of Jeaner-
ette, La., across Bayou Teche, (14) bridge of Essex County, Mass. (Essex Bridge),
across Beverly Harbor between Salem and Beverly, 532; (15) bridge of the Superior
Rapid Transit Railway Company and the Dnluth Street Railway Company across
St. Louis River between Dnluth, Minn., and Superior, Wis., (16) bridge of Shasta
County, Cal., across Sacramento River at Balls Ferry, (17) bridge of the New York,
New Haven and Hartford Railroad Company across Pequonnock River at Bridge-
{)ort. Conn., (18) bridge of the West Braddock Bridge Company across Mononga--
lela River at Rankin, Pa,, (19) bridge of the town of Hempstead, N. Y"., across
Long Beach Channel from Barnuni Island to Inner Beach, (20) bridge of the city
of Menasha, Wis., across Fox River, (21) bridge of the town of Oyster Bay, N. Y.,
across Mill Neck Creek Inlet from Aliens Point at Mill Neck to Pine Island at Bay-
ville, (22) bridges of the Chicago and Northwestern Railway Company across
Kinnickinick River at Milwaukee, Wis., (23) bridge of the New York, Philadel-
Ehia and Norfolk Railroad Company across the Southern Branch of Elizabeth
liver at Norfolk, Va., (24) bridge of the Astoria and Columbia River Railroad
Company across Blind Slough, Oreg., (25) bridge of the St. Joseph Valley Railway
Company across St. Joseph River, Mich., (26) bridge of Jefferson County, Tex.,
across Hillebrandt Bayou, (27) bridge of the Allegheny and Westmoreland liridffe
Company across Youghiogheny River at Suterville, i*a., 533; (28) bridge of tne
city of Philadelphia, Pa., across Schuylkill River, (29) bridge of the city of New
Haven, Conn., across Mill River at Chapel street, (30) bridge of Mr. J. B. Levert
across Bayon Teche, in St. Martin Parish, La., (31) bridge of the Houston, East
and West Texas Railway Company across Trinity River above Marianna, Tex.,
(32) bridge of the town of Y^irmouth, Me., across Caseo Bay, between Cousins
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CONTENTS. rX
and Littlejobns islaDds, (33) bridfi^e of the Lake Shore and Michigan Sonthem
Railway Company across Ashtabnla River at Asbtabnla, Ohio, (34) bridge of the
city of Brooklyn, N. Y., across Coney Island Creek from West Seventeenth street
to West Kijs^hteenth street, (35) bridge of the city of Manitowoc, Wis., across
Manitowoc River at Main street, (36) bridge of the Portsmouth, Rittery and Tork
Street Railway Company across Piscataqna River channel between Kittery and
Kadgers Island, Me., (37) bridge of the Portsmontb, Kittery and York Street Rail-
way Company across Brave Boat Harbor between Kittery and York, Me., (38]
bridge of the city of Port Huron, Mich., across Black River at Tenth street, (39'
bridges of the town of Bourne, Mass., across Monnment and Back rivers, liO[
bridge of St. Martin Parish. La., Across Bayou Teche at St. Martinville, (41) bridge
of Walton County across Aleqna Creek near Portland, Fla., 5.^; (42) temporary
bridge of the Union Street Railway Company across Acushnet River between
Popes Island and Fisb Island, New Bedford Harbor, Mass.. (43) bridge of the Ver-
mont and Province Line Railroad Company across Missisonoi Bay at Albnrgh
Point, Vt., (44) bridge of Iben'ille Parish across Bayou Plaquemine at Plaque-
mine, La., o35.
Alterations. — (1) Bridge of the Sonthem Pacific Company across Oakland Harbor,
Cal., at Alice street; (2) bridge of the city of Brooklyn and the county of Queens,
N. Y., across Newtown Creek, at Vernon avenue, Long Island City; (3) bridge of the
city of Portland (Tukeys Bridge), across Back Cove, Portland Harbor, Me., 636.
BRIDGE OBSTRUCTING NAVIGATION,
Bridge of the city of New York across Harlem River at One hundred and fifty-sixth
street, 536.
OCCUPANCY OP AND INJURY TO PUBLIC WORKS BY CORPORATIONS AND
INDIVIDUALS B36
MISCELLANEOUS.
REPAIR OF THE AQUEDUCT BRIDGE ACROSS POTOMAC RIVER AT
WASHINGTON, D. C.
In thr charge of Lirut. Col. Chas. J. Allen, Corps of Engineers 536
MAINTENANCE AND REPAIR OF WASHINGTON AQUEDUCT AND IN-
CREASING THE WATER SUPPLY OP WASHINGTON, D. C.
In the charge of Lieut. Col. Chas. J. Allen and Capt. D. D. Gaillard, Corps
of Engineers—
Washington Aqueduct, 537; increasing the water supply of Washington, D. C, 540.
PUBLIC BUILDINGS AND GROL^NDS AND WASHINGTON MONUMENT, Dlft-
TRICT OF COLUMBIA.
In the charge of Col. (now Brig. Gen.) John M. Wilson, Corps of Engineers,
Col. Theo. A. Bingham, U. S. A., and Lieut. John S. Sewell, Corps of En-
gineers 542
NORTHERN AND NORTHWESTERN LAKES.
Surveys, printing, and issuing of charts, 544, 545; correcting engraved plates^ esti-
mates, preservation of bench marks along the Erie Canal, 546; examination of
shoals in Lake Erie, water levels, 547.
MAPS AND PLANS 547
RECONNAISSANCES AND EXPLORATIONS.
Officers on duty at headquarters of military departments, 547; operations in
Department of the Missouri, Department of the Columbia, Department of Cali-
fornia, 548; Department of the Colorado, 549.
ESTIMATES FOR AMOUNTS REQUIRED FOR SURVEYS AND RECONNAIS-
SANCES IN MILITARY DEPARTMENTS, AND FOR MAPS, INCLUSIVE OF
WAR MAPS 549
OFFICE OF THE CHIEF OF ENGINEERS.
Officers on duty, 550.
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X CONTENTS.
EOETIFIOATIONS, ETC.
APPENDIX No. 1.
REPORT OF THE BOARD OF ENGINEERS.
Changes in personnel dnring the year, members, summary of reports, 553; inspec-
tion of sites for defense of New Orleans, La., and the mouth of the Mississippi
River^ additional duties of members, 556.
APPENDIX No. 2.
REPORT OF MAJ. JOHN G. D. KNIGHT, CORPS OF ENGINEERS.
Post of Willets Point, N.T., 559; United States Engineer School, 562; Battalion of
Engineers, 570; Engineer Depot, B74.
APPENDIX No. 3.
FORTIFICATIONS, FISCAL YEAR 1896-97.
(A) Coasts of Mains akd Nbw Hampshire. (In the charge of Lieut. Col. A. N.
Damrell and Maj. R. L.Hoxie, Corps of Engineers. )~Portrand Harbor, Me., 581;
Portsmouth Harbor, N. H., 597.
B) Boston Harbor, Mass. (In the charge of Lieut. Col. S. M. Mansfield, Corps of
Engineers.)— 600.
C) Southeast Coast of Massachusetts and Rhode Island. (In the charge of
M^. D. W. Lockwood, Corps of Engineers.) — ^Narragansett Bay, 603.
P) Eastern Entrance to Long Island Sound. (In the charge of Maj. Smith
S. Leach, Corps of Engineers.)— 608.
E) New York Harbor, N. Y.— At Eastern Entrance, on Islands in Harbor,
and on Staten Island. (In the charge of Msy . H. M. Adams and Maj. John G. D.
Knight, Corps of Engineers.) — 610; sea wall at Fort Schuyler, 611; Staten Island,
613.
F) New York Harbor, N. Y.— At Southern Entrance, on Long Island, and on
Sandy Hook. (In the charge of Col. G. L. Gillespie and Lieut. Col. William
Ludlow, Corps of Engineers.)— Long Island, 614; Sandy Hook, 618.
G) Delaware River, N. J., Pa., and Del. (In the charge of Maj. C. W. Ray-
mond, Corps of Engineers.)— 628; Fort Mifflin, Pa., 638; Red Bank, N. J., 639.
H) Baltimore, Md. (In the charge of Col. Peter C. Hains, Corps of Engineers.)—
Fort McHenry, Md., 639; Rock Point, Md., 649.
I) Washington, D. C. (In the charge of Lieut. Col. Chas. J. Allen, Corps of Engi-
neers.)— 650.
J) Hampton Roads, Va. (In the charge of Capt. ITios. L. Casey, Corps of Engi-
neers.) — 656; sewerage system, Fort Monroe, 663.
K) Coast of North Carolina. (In the charge of Lieut. Col. D. P. Heap and
Capt. W. E. Craighill, Corps of Engineers.)— 670.
L) Coast of South Carouna. (In the charge of Capt. Frederic V. Ahbot, Corps
of Engineers. )— 675.
M) Coast OF Georgia and Cumberland Sound. (In the charge of Capt. O. M.
Carter, Corps of Engineers. )— 700.
N) Coast of Florida. (In the charge of Lieut. Col. W. H. H. Benyaurd, Corps of
Engineers.)— Fort Marion, 702; Key West, 703.
O) Pensacola, Fla. (In the charge of Maj. F. A. Mahan, Corps of Engineers. ) — 714.
P) Mobile, Ala., and Mississippi Sound. (In the charge of Maj. Wm. T. RossoH,
Corps of Engineers.)— 721.
Q) New Orleans, La. (In the charge of Maj. James B. Quinn and Lieut. C. S.
Rich<$, Corps of Engineers.)— 727.
R) Galveston, Tex. (In the charge of Maj. A. M. Miller, Corps of Engineers.) —737.
8) Lake Ports in New York.— (In the charge of Maj. W. S. Stanton, Corps of
Engineers.)— Fort Niagara, 743; Fort Montgomery, 744.
(T) San Diego, Islands in San Francisco Bay, and North Side of San Fran-
cisco Bay, Cal. (In the charge of M^j. Chas. £. L. B. Davis, Corps of Engineers.) —
San Francisco, 744 ; San Diego, 745.
(IT) San Francisco, Cal., on South Side op San Francisco Bay. (In the charge
of Col. Chas. R. Suter, Corps of Engineers.)— 748.
Mouth of Columbia Kiver. (In the charge of Capt. W. L. Fisk, Corps of
Snglneers.)- 766.
(W) PUGBT Sound, Wash. (In the charge of Capt. Harry Taylor, Corps of Engi-
neers.)— 763.
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coNTEirrs. XI
EIVERS AND HARBOES.
APPENDIX A.
REPORT UPON WORKS IN THE CHARGE OF LIEUT. COL. A. N. DAMRELL
AND MAJ. R. L. HOXIE, CORPS OF ENGINEERS.
Improvkmkmts. — ^Lnbec Channel, Me., 770: Moosabeo Bar, Me., 771; Narraji^naguB
River, Me., 773; breakwater from Mount Desert to Porcupine Island, Bar Harbor,
Me., 775: harbor at Snllivan Falls, Me., 776; Union River, Me., 777; Bagadaee
River, Me., 778: Penobscot River, Me., 779; Belfast Harbor, Me., 781: harbor at
Camden, Me., 782; harbor at Rockland, Me., 783; Carvers Harbor, vinalhaven,
Me., Georees River, Me., 785; Kennebec River, Me., 787; Sasanoa River, Me., 789;
Portland Harbor, Me., 790; Saco River, Me., 792; Bellamy River, N. H., Cocheco
River, N. H., 794; harbor of refnge at Little Harbor, N. H., 796; removing sunken
vessels or craft obstructing or enuangerinff navigation, 798.
Examinations and Subvets.— Chandlers River, Me., 798; Union River, near Ells-
worth, Hancock County, Me., 800; south channel of branch of Penobscot River,
in Frankfort^ Waldo County, Me., with a view of removing wreck, 801; Boothbay
Harbor, Me., 802; Ovster River, N. H., 804; St. Croix River, below Calais, Me.
and N. B., 805 ; Macnias River, Me., from Machias to Machiasport, 809 : Bangor
Harbor and Penobscot River, including month of Kenduskeag River, Me., 811;
Harraeeeket River, Me., 815; Royal River, Me., 816; Exeter River, N. H., 818.
APPENDIX B.
REPORT OF LIEUT. COL. S» M. MANSFIELD, CORPS OF ENGINEERS.
Improvemientb.— Newburvport Harbor, Mass., 824; Merrimac River, Mass., 827;
Powow River, Mass., 829: Essex River, Mass., 830: harbor of refnge, Sandy Bay,
Cape Ann, Mass., 832 ; haroor at Gloucester, Mass., 835 ; harbor at Manchester, Mass.,
887; harbor at Lynn, Mass., 839; Mystic and Maiden rivers, Mass., 841; harbor at
Boston, Mass., 843; Town River, Mass., 848: Weymouth River, Mass., 849; barborat
Seituate, Mass., 8ol ; harbor at Plvmoutli, Mass., 864 ; harbor at Provineetown,
Mass., 856; harbor at Chatham, Mass., 858; removing sunken vessels or craft
obstructing or endangering navigation, 859.
Examinations and Surveys.— Duxbury Harbor, Mass., 800; Duxbury Beach,
Mass., 862 ; Gurnet Rock and other rocks at mouth of Plymouth Harbor, Mass., 863 ;
approaches of the Cape Cod Ship Canal, Mass., 864 ; Merrimac River, Mass., between
Newburyport and Haverhill, 865; Manchester Harbor, Mass., with a view of secur-
ing S-foot depth, 866; Manchester Harbor, Mass., for 6-foot depth, 869; Marblehead
Harbor, Mass., for sea wall, 870; Lynn Harbor, Mass., 872; Weymouth (Back)
River, Mass., 873; Neponset River, Mass., 875; harbor at Plymouth, Mass., 877;
Provineetown Harbor, Mass., for dike to protect the same, 878.
Habbor Linrs.— Charles River, at Cambridge, Mass., 881.
APPENDIX 0.
REPORT OF MAJ. D. W. LOCKWOOD, CORPS OF ENGINEERS.
IMPROVIBMEKTS.— Harbor of refuge at Hyannis, Mass., 884; harbor of refuge at Nan-
tucket, Mass., 886 ; Marthas Vineyard inner harbor at Edgartown^Mass., §90 ; Vine-
yard Haven Harbor, Mass., 892; Woods Hole Channel, Mass., o94; New Bedford
Harbor, Mass., 897; Canapitsit Channel, Mass., 900; Taunton River, Mass., 901:
Sakonnet River, R. I., 904; Pawtucket Riyer, R. L, 905; Providence River and
Narragansett Bay, R. I., 908; Green Jacket ShoaL Providence River, R. I., 911;
Wickford Harbor, R. I., 913; Newport Harbor, K. I., 915; harbor of refuge at
Point Judith, R. I., 918; entrance to Point Judith Pond, R. I., 921; harbor of ref-
uge at Block Island, R. L. 922; Great Salt Pond, Block Island, R. I., 925; remov-
ing sunken vessels or crafx obstructing or endangering navigation, 927.
Examination and SuRVSYS.—For obtaining a channel through Conanicut Island,
Narragansett Bay, R. I., 928; channel in Isew Bedford Harbor, Mass., leading to
the bridge between that city and Fairhaven, 930; Mount Hope Bay and Fall River
Harbor^ Mass., 931; Sakonnet Point, R. I., 934; easterly breakwater to shore, Point
Judith^ at Point Jndith harbor of refuge, R. I., 937.
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XII CONTENTS.
APPENDIX D.
REPORT OF MAJ. SMITH S. LEACH, CORPS OF ENGINEERS.
Impkovkments.— Pawcatock River, R. I. and Conn., 940: harbor of refoge at Ston-
ington. Conn., 942; Mystic River, Conn., 944; Thames lliver, Conn., 946; Connect-
icut River below Hartford, Conn., 948; harbor of refuge at Duck Island, Conn.,
951; New Haven Harbor, Conn., 953; breakwaters at New Haven, Conn., 9B5;
Housatonic River, Conn., 956; Bridgeport Harbor, Conn., 958; Saugatuck River
and Westport Harbor, Conn.. 961; Norwalk Harbor, Conn., 963; Five Mile River
Harbor, Conn., 965 ; Stamford Harbor, Conn., 967 ; harbor at Coscob and Mianus
River, Conn., 969; Greenwich Harbor, Conn., 970.
Surveys. — Niantic Harbor, Conn., 972; New Haven Harbor, Conn., 974; Housatonio
River, Conn., 979; Southport Harbor, Conn., 986.
Hakbor LiNES.—Bridgeport, Conn., 988.
APPENDIX E.
REPORT UPON WORKS IN THE CHARGE OF COL. G. L. GILLESPIE AND
LIEUT. COL. WILLIAM LUDLOW, CORPS OF ENGINEERS.
Improvements. — Hudson River, N. Y., 996; harbor at Saugerties, N. Y., 1010: har-
bor at Rondout, N. Y., 1013; harbor at Peekskill, N. Y., 1016; Harlem River, N. Y.,
1019; East River and Hell Gate,N. Y., 1026; New York Harbor, N. Y., 1031; remov-
ing sunken vessels or craft obstnictiug or endangering navigation, 1039.
Examinations and Survey.— -Catskill Creek, N. Y., 1041; Nyack Harbor, N. Y.,
1014; Wallabout Channel, N. Y., 1047; Coney Island Channel, N. Y., 1048; Coney
Island Creek, N. Y., 1050; New York Harbor, N. Y., from the Narrows to the sea,
with a view of obtaining a depth of 35 feet at mean low- water mark, 1053.
Harbor Lines. — Hudson River from West Twenty- third street to West Eighty-first
street, New York City, 1067; Hudson River, both sides, from Battery Place to West
Twenty-third street, New York City, and from Morris Canal Basin to abreast Bulls
Ferry, N. J., 1070'; Ellis Island, New York Harbor, 1075 ; Harlem River and Spuyten
Duyvil Creek, New York City, 1077; East River, near the foot of East Eighty-
eighth street, New York City, 1081.
APPENDIX F.
REPORT OF MAJ. H. M. ADAMS, CORPS OF ENGINEERS.
Improvements.— Port Chester Harbor, N. Y., 1084; Mamaroneck Harbor, N. Y.,
1087; East Chester Creek, N. Y., 1089; Bronx River, N.Y., 1093; Mattituck Harbor,
N. Y., 1095; Port Jefferson Harbor, N. Y., 1097; Huntington Harbor, N. Y., 1100;
Glencove Harbor, N. Y., 1103; Flushing Bay, N. Y., 1106; Patchogue River, N. Y.,
1108; Browns Creek, Sayville, Long Island, N. Y., 1111; Canarsie Bay, N. Y., 1114;
Bay Ridge Channel, the triangular area between Bay Ridge and Red Hook chan-
nels, and Red Hook and Buttermilk channels, in the harbor of New York, 1117;
Gowanns Creek Channel, N. Y., 1122; Newtown Creek, N. Y., 1125; Passaic River,
N. J., 1128; channel between Staten Island and New Jersey, 1130; Elizabeth River,
N. J., 1134; Raritan River, N. J., 1136; South River, N. J., 1139: Raritau Bay, N.
J., 1142; Mattawan Creek, N. J., 1145; harbor at Keyport, N. J., 1147; Shoal
Harbor and Compton Creek, N. J., 1150; Shrewsbury River, N. J., 1152; removing
sunken vessels or craft obstructing or endangering navigation, 1156.
Examinations and Surveys. — For channel connecting Flushing Bay and Newtown
Creek, N. Y., 1159; Roslyn Harbor, N. Y., 1161; harbor at Oyster Bay, N. Y., 1163;
Lloyds Harbor, with a view to its •connection with Cold Spring Bay, N. Y., 1165;
Northport Harbor,N. Y., 1167; Smithtown Harbor, N. Y., 1168; channels to Far
Rockawayand In wood, N. Y., 1170; Babylon Creek, N. Y., 1172; East Chester Creek,
N. Y., 1175; Bay Ridge Channel, the triangular area between Bjiy Ridge and Red
Hook channels, and Red Hook and Buttermilk channels, New York Harbor, for
channels 30 ana 35 feet deep at mean low water, 1177; Gowanns Creek, N. Y., 1180;
channel between the Battery and Governors Island, N. Y., 1182 ; Elizabeth River,
N. J., 1185; Rahway River, N. J., 1187.
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CONTENTS. Xni
PAET II.
APPENDIX G.
REPORT OF MAJ. C. W. RAYMOND, CORPS OF ENGINEERS.
Improvements.— Delaware River, N. J. and Pa., 1192; harbor between Philadelphia,
Pa., and Camden, N. J., 1205; Sohavlkill River, Pa., 1211; ice harbor at Marcns-
hook, Pa., iron pier in Delaware Bay, near Lewes, Del., 1213: Delaware Break-
water, Del.. 1214; harbor of refuge, Delaware Bay, Del., 1216; Bancocas River, N.
J., 1219; AUoway Creek, N. J., 1220; Dennia Creek, N. J., 1222; Cooper Creek, N. J.,
1223; Goshen Creek,N. J., 1225; removing sunken vessels or craft obstructing or
endangering navigation, 1227.
Examinations and Survey.— Bamegat Bay, N. J., between Mantoling (Mantol-
oking) and Bay Head, 1229: Tuckerton Creek, N. J,, and flats at mouth thereof,
1230; Wading River, N. J., 1233; Beach Thoroughfare, N. J., at and near the meet-
ing of tides from Abseoon and Egg Harbor Inlet, 1235; Oldmans Creek, N. J., 1238;
Dividing Creek, N. J., 1242; Sa&m River, N. J., 1245.
APPENDIX H.
REPORT OF WM. F. SMITH, UNITED STATES AGENT, MAJOR OF ENGI-
NEERS, UNITED STATES ARMY, RETIRED.
Improvements.— Wilmington Harbor, Del., 1250; Nanticoke River, Del. and Md.,
1260; Appoqninimink River, Del., 1261; Smyrna River, Del., 1263: Murderkill
River, Del^ 1266; Mispiilion River, Del., 1268; Broadkiln River, Del., inland water-
way from Chiucoteague Bay, Va., to Delaware Bay, at or near Lewes, Del., 1270;
Susquehanna River, above and below Havre de Grace, Md., 1272; Chester River,
Md., from Crnmpton to Jones Landing, 1273; Choptank River, Md., 1275; La
Trappe River, Md,, 1276; Warwick River, Md., 1277; Broad Creek River, Del.,
1278; Wicomico River, Md., 1280; Manokin River, Md., 1282; Pocomoke River.
Md., below Snow Hill, 1284 ; Queenstown Harbor, Md., 1286; Rockhall Harbor ana
inner harbor at Rockhall, Md., 1287; removing sunken vessels or craft obstructing
or endangering navigation, 1288.
Examinations and Surveys.— St. Jones River, Del., 1290; Mispillion River, Del.,
1291; Cedar Creek, Del., 1293; La Trappe River, Md., 1295; Cambridge Harbor,
Md., 1296.
APPENDIX L
REPORT OF COL. PETER C. HAINS, CORPS OF ENGINEERS.
Improvements. — Patapsco River and channel to Baltimore, Md., 1299; channel to
Curtis Bay, in Patapsco River, Baltimore Harbor, Md., 1306; harbor of southwest
Baltimore (Spring Garden), Md., removing sunken vessels or craft obstructing or
endangering navigation, 1307.
Surveys.— Baltimore Harbor, Md., with a view to securing a channel 30 feet in
depths 1308; Annapolis Harbor, Md., 1309.
APPENDIX J.
REPORT OP LIEUT. COL. CHAS. J. ALLEN, CORPS OF ENGINEERS.
Improvements. — Potomac River at Washington, D. C, 1313; Occoquan Creek, Va.,
1321; Aquia Creek, Va., 1324; Nomini Creek^ Va., 1326; Lower Machodoc Creek,
Va., 1329; Rappahannock River, Va., 1331; tJrbana Creek, Va., 1335; York River,
Va., 1837; Mattaponi River, Va., 1342; Pamunkey River, Va., 1344; James River,
Va., 1346; protection of Jamestown Island, Va., 1349.
Survey.— Chapel Point Harbor, Md., 1350.
APPENDIX K.
REPORT OF CAPT. THOS. L. CASEY, CORPS OF ENGINEERS.
Improvements.— Harbor at Norfolk and its approaches, Va., 1353; Western Branch
of Elisabeth River, Va.,1365; Nansemond River, Va., 1367; Appomattox River, V a.,
1369; harbor at Cape Charles City, Va., 1370; Nandua Creek, Va., 1373; inland
water route from Norfolk, Va., to Albemarle Sound, N. C, through Currituck
Sound, 1374; North Landing River, Va. and N. C, 1376; Roanoke River, N. C,
1377; Pasquotank River, N. C., 1378; removing sunken vessels or craft obstructing
or endangerii\g navigation, 1379.
EXAMiNATiONB.— Cashie River, N. C, 1381; Potecasi Creek, N. C, 1383.
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APPENDIX L.
REPORT UPON WORKS IN THE CHARGE OF LIEUT. COL. D. P. HEAP AND
CAPT. W. E. CRAIGHILL, CORPS OF ENGINEERS.
Improvements.— Ocraooke Inlet, N. C, 1385; Fishing Creek, N. C, 1387; Pamlico
and Tar rivers, N. C, 1388; Contentnia Creek, N. C.,' 1389; Trent River, N. C,
1391; Neuse River, N. C, 1393; inland waterway between Newbern and Beanfort,
N. C.y via Clubfoot, Harlowe, and Newport fivers, 1395: harbor at Beaufort. N. C,
1396; inland waterway between Beanfort Harbor and New River, N. C, 1398; New
River, N. C, 1399; North East River, N. C, 140(); Black River, N. C, 1402; Cape
Fear River above Wilmington, N. C, 1404; Cape Fear River, N. C, at and below
Wilmington, 1406; Lockwoods Folly River, N. C, 1417.
Examination and Surveys.— Bogue Inlet, N. C, 1418; Ocracoke Inlet, N. C, 1428:
Pamlico River, N. C, and harbor at Washington, 1425; Neuse River, N. C, at ana
below Newbern, 1427; Cape Lookout harbor of refuge, N. C, 1430; Town Creek,
Brunswick County, N. C, 1434.
APPENDIX M.
REPORT OF CAPT. FREDERIC V. ABBOT, CORPS OF ENGINEERS.
Improvements.— Waocamaw River, N. C. and S. C, 1439; Lumber Rive>, N. C. and
S. C, 1442; Little Pedee River, S. C, 1444; Great Pedee River, S. C, 1447; Mingo
Creek, S. C., 1450; Winyah Bay, S. C, 1452; Santee River, S. C, 1458; Wateree
River, S. C, 1465; Congaree River, S. C, 1468; harbor at Charleston, including
Sullivan Island and Mount Pleasant shore, S. C., 1471 ; Wappoo Cut, S. C, 1479 ;
Beaufort River, S. C, 1482.
Harbor Lines. — Ashley and Cooper rivers, at Charleston Harbor, S. C, 1487.
APPENDIX ]sr.
REPORT OF CAPT. O. M. CARTER, CORPS OF ENGINEERS.
Improvements. — Savannah Harbor. Ga., 1493: Savannah River, between Savannah
and Augusta, Ga., 1503; Savannah River, above Augusta, Ga., 1506; Darien Har-
bor, Ga., 1508; Altamaha River, Ga., 1513; Oconee River, Ga., 1516; Ocmulgee
River, Ga., 1519; Brunswick Harbor, Ga., 1521; Cumberland Sound, Ga., 1526;
inside water route between Savannah, Ga., and Femandina, Fla., 1535; removing
sunken vessels or craft obstructing or endangering navigation, 1538.
Survey.— Doboy Bar, Ga., 1538.
APPENDIX O.
REPORT OF LIEUT. COL. W. H. H. BENYAURD, CORPS OF ENGINEERS.
Improvements.— St. Johns River, Fla.. 1547; Volusia Bar, Fla., 1650; Ooklawaha
River, Fl
[•la., 1552; St. Augustine Harbor, Kla., 1553; Indian River, Negro Cut, and
Jupiter Inlet, Fla., 1554; northwest entrance. Key West Harbor, Fla., 1555;
Caloosahatchee River, Fla., 1557; Charlotte Harbor and Pease Creek, Fla., 1559;
Saranota Bay, Fla., 1560; Manatee River, Fla., 1562; Withlacoochee Kiver, Fla.,
Suwanee River, Fla., 1564; removing sunken vessels or craft obstructing or endan-
gering navigation, 1566.
Examinations and JSurve vs.— Jupiter Inlet, Fla., 1568; Orange River, Fla., to its
confluence with the Caloosahatchee River, and thence to the Gulf of Mexico, 1569;
inside passage from Punta Rasa to Charlotte Harbor, Fla., 1572^ Hillsboro Bay,
Fla., from Tampa Bay through Hillsboro Bay and River to the city of Tampa, 1574 ;
Clearwater Harbor, Fla., 1578; Crystal River, Fla., 1580; harbor at Cedar Keys,
Fla., 1583; Palmbeach, Fla., 1585; Biscayne Bay, Fla., 1588; Tampa Bay, 1596.
APPENDIX P.
REPORT OF MAJ. F. A. MAHAN, CORPS OF ENGINEERS.
Improvements. — Carrabelle Bar and Harbor, Fla., 1603; Apalachicola Bay, Fla.,
1605; Apalacbicola River, the Cut-off, and lower Chipola River, Fla., 1609; Flint
River, Ga., 1612; Chattahoochee River, Ga. and Ala., 1616; Choctawhatchee River,
Fla. and Ala., 1621; Pensarola Harbor, Fla., 1625; Escambia and Conecuh rivers,
Fla. and Ala., 1631; Alabama River, Ala., 1633; Coosa River, Ga. and Ala., 1642;
operating and care of canals and other works of navigation on Coosa River, Ga.
and Ala., 1654.
fiuRVEY.—Apalachicola Bay, Fla., 1655.
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CONTENTS. XV
APPENDIX Q.
REPORT OP MAJ. WM. T. ROSSELL, CORPS OP ENGINEERS.
iMPROYEifBKTS.— Harbor at Mobile. Ala., 16G2; Black Warrior River, Ala., from
Tuaoaloosa to Daniels Creek, 1667; operating and care of looks and dams on
Black Warrior River, Ala., 1675; Warrior and Tombigbee rivers, Ala. and Mies.,
1678; Noxubee River, Miss., 1691; Pascagonla River, Miss., 1692; Chickasahay
River, Miss., 1696; Leaf River, Miss., 1697; Pearl River below Jackson, Miss., 1698;
Pearl River between Carthage and Jackson, Miss., 1700: Pearl River between Edin-
burg and Carthage, Miss., 1702: Bogae Chitto, La., 1703; canal from Birmingham,
Ala., to the Warrior River, 1704.
Examinations and Subvbts.— Canal to connect Black Warrior River and Five Mile
Creek, Ala., via Vallev Creek, 1704; Ship Island Pass, Miss., for channel between
Gulf of Mexico and Ship Island Harbor, and for dredging channel to connect Ship
Island Harbor with Gnlfjport, 1708; Horn Island Pass, Miss., and the passage lead-
ing from said pass to the anchorage inside Horn Island, 1716; Pascagonla River,
Miss., and np Dog River 8 miles, 1718; Ship Island Harbor, Mississippi Sound, for
deep-water channel to the mainland, 1722; channel at mouuL of Pearl River, Miss.,
1727.
APPENDIX E.
REPORT OF MAJ. JAMES B. QUINN, CORPS OF ENGINEERS.
iNSPBcnoN of the improvement of the South Paes of the Mississippi River, 1781.
APPENDIX S.
REPORT OF MAJ. JAMES B. QUINN, CORPS OF ENGINEERS.
IMPBOVBMBNTS.— Chefuncte River and Bogue Falia, La., 1751 ; Tickfaw River and
tributaries. La., 1753; Amite River and Bayou Manchac, La., 1756: Bayou La-
fourche, La., 1757; Bayou Plaquemine, Grand River, and Pigeon bayous^ La..
1759; Bayou Courtableau, La., 1762; Bayou Teche, La., 1764 j channel, bay, and
passes of Bayou Yermilion, La., 1766; Mermen tau River and tributaries. La., 1767;
mouth and passes of CiJcasieu River, La., 1768; harbor at Sabine Pass, Tex.,
1771; Sabine River, Tex., 1773; Neches River, Tex., 1775; closing crevasse in Pass
a Loutre^ Miflflissipjsi River, removing sunken vessels or cran obstructing or
endangering navigation, 1776.
Examinations and Surveys.— Homochitto River, Miss., 1777; channel through
Atchafalaya Bay, La., 1779; Bayou Grossetete, La., 1781; Bayou Teche from St.
MartinviUe to Port Barre, La., 1783; Sabine Lake, Tex., for ship channel, 1789.
APPJ:5NDIX T.
REPORT OF MAJ. A. M. MILLER, CORPS OF ENGINEERS.
Improvkments.— Galveston Harbor, Tex., 1793 ; ship channel in Galveston Bay, Tex.,
1808; channel in West Galveston Bay, Tex., 1804; Trinity River, Tex., 1805; Buf-
falo Bayou, Tex., 1806; Brazos River, Tex., operating and care of Morgan Canal,
Tex., 18C«.
Examination and Survey. — Channel between Brazos River and Galveston Bay.
Tex., 1809; for further determining the causes of the erosion of the easterly ena
of Galveston Island, Tex., 1813; character and value of improvements made at the
mouth of Brazos River by the Brazos River Channel and Dock Company, 1816.
PART III.
APPENDIX U.
REPORT OF MAJ. J. H. WILLARD, CORPS OF ENGINEERS.
IMPROVXMRNTB.— Red Rlver, La. and Ark., 1877; Red River above Fulton, Ark..
1895; Cypress Bayou, Tex. and La., 1896; Ouachita and Black rivers. Ark. and
La., 1904; Bayou Bartholomew, La. and Ark., 1914; BcBuf River, La., 1917; Tensas
River and Bayou Ma^on, La., 1920; Yazoo River, Miss., 1922; mouth of Yazoo
River and harbor at Vicksbarg, Miss., 1927; Tallahatchie River, Miss., 1932; Big
Sunflower River, Miss., 1935; water gauges on the Mississippi River aud its prin-
cipal tributaries, 1936.
Examination. — Cold water River. Miss.. 1943.
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XVI CONTENTS.
APPENDIX V.
REPORT OF CAPT. WM. L. SIBERT, CORPS OF ENGINEERS.
Improvements. — Removing obstractions in Arkansas River, Ark. and Kans., 1949;
improving Arkansas River, Ark., 1952: White River, Ark., 1971; Black River,
Ark. and Mo., 1975; Current River, Ark. and Mo., 1978; St. Francis River, Ark.,
1980; St. Francis River, Mo., 1982.
Examination and Surveys.— Neosho River, Kans., 1984; Arkansas River at Little
Rock, Yanbnren, and Fort Smith, Ark., 1989; Arkansas River at Pinebluff, Ark.,
1990; White River from Batesville to Bnffalo Shoals, Ark., 1992; Buffalo Fork of
White River, Ark., 1994; St. Fxanois River, Ark., and Mo., from the Sunk Lands
to Poplin, Mo., 1999.
APPENDIX W.
REPORT OF MAJ. THOS. H. HANDBURY, CORPS OF ENGINEERS.
Improvements. — Removing snags and wrecks from Mississippi River, 2001 ; Missis-
sippi River between Ohio and Missouri rivers, 2012; harbor at St. Louis, Mo.,
204S; preventing the Mississippi River from breaking through into the Cache
River at or near a point known as Beach Ridge, a fpw miles above Cairo, 111., 2047.
APPENDIX X.
Report of lieut. col. w. r. king, corps of engineers.
Improvements. — Operating snag boats and dredge boats on Upper Mississippi Ri
~ ■ * "" 1 Minneapolis, 1^
2049; Mississippi River between mouth of Missouri Kiver aud Minneapolis, 2059;
operation ana care of Des Moines Rapids Canal aud Dry Dock, 2104; operating
and care of Galena River improvement, 111., 2109; Mississippi River between St.
Paul and Minneapolis — construction of Lock and Dam No. 2, 2110.
BURVEYS. — East bank of Mississippi River between Oquawka aud Dallas City, 111.,
2111; east side of Mississippi River, between Drurys Landing and New Boston,
III., 2114: La Crosse Harbor, Wis., 2116; west side of Mississippi River, commenc-
ing near Lagrange and running along the bank of the river to near the raib-oad
bridge over Mississippi River above Hannibal, Mo., 2119; Egyptian Levee along
the south bank of Des Moines River to or near Mississippi Kiver at Alexandria,
Mo., thence along the west bank of said river to terminus of said Egyptian Levee,
2124; west side of Mississippi River from the bluft' above the city of Fort Madi-
son to the mouth of Skunk River, Iowa, 2130; west bank of Mississippi River
from mouth of Iowa River to Muscatine, Iowa, 2133.
APPENDIX Y.
REPORT OF LIEUT. COL. W. A. JONES, CORPS OF ENGINEERS.
Improvements. — Construction of reservoirs at head waters of Mississippi River,
2137; operating and care of reservoirs at head waters of Mississippi River, 2142;
Chippewa River, including Yellow Banks, Wis., 2152; St. Croix River, Wis. and
Minn.. 2154: Minnesota River, Minn., 2156; Red River of the North, Minn, and
N. Dak., 2158; ranging Mississippi River at or near St. Paul, Minn., 2164.
Examinations.— Mille Lacs Lake, Minn., for reservoir, 2170; Otter Tail Lake and
Otter Tail River, Minn., for reservoir, 2172; Red Lake and Red Lake River, Minn.,
for reservoir, 2173.
APPENDIX Z.
REPORT UPON WORKS IN THE CHARGE OF LIEUT. COL. W. A. JONES
AND CAPT. J. C. SANFORD, CORPS OF ENGINEEKS.
Improvements. — Missouri River, between Stubhs Ferry, Mont., and the lower limits
of Sioux City, Iowa, 2177; improving l^pper Missouri Kiver by snagging, 2208;
Yellowstone River, Mont, and N. Dak., 2211.
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CONTENTS. XVn
APPENDIX A A.
REPORT OF CAPT. JOHN BIDDLE, CORPS OF ENGINEERS.
IMPROVSMRMTB.— Obion River, Tomi.. 2215, 2219; Forked Deer Kiyer, Tenn., 2217;
Caniberland River, Tenu. and Ky., 2220.
SuJtvEYS. — North Fork of Forked Veer River, Tenn., main stream, and Obion River,
witli a view to improving navigation from Dyersborg to the MiBsissippi River,
2234; month of Cumberland River, 2242.
APPENDIX B B.
REPORT OF CAPT. DAN C. KINGMAN, CORPS OF ENGINEERS.
Improvements.— Tennessee River system, 2247; Tennessee River, 2251; operating
and care of Muscle Shoals Canal, Tennessee River, 2296; French Broad and Little
Pigeon rivers, Tenn., 2308; Clinch River, Tenn., 2311.
Surveys.— Mouth of Tennessee River, K^., 2314 ; Emory River, Tenn*, 2316.
APPENDIX 0.
REPORT OF MAJ. W. H. HEUER, CORPS OF ENGINEERS.
Improvements.— Ohio River, 2325; operating snag boat on Ohio River, 2349; oper-
ating and care of Davis Island Dam, Ohio River, near Pittsburg, Pa., 2354; Mov-
able Dams Nos. 2, 3, 4, 5, and 6, Ohio River, 2358; Muskingum River, Ohio, 2363;
operating and care of locks and dams on Muskingum River, Ohio, 2364; observa-
tions on Muskingum River, Ohio, 2378.
Examination.— Ohio River from Marietta, Ohio, to its mouth, 2379.
APPENDIX D D.
REPORT UPON WORKS IN THE CHARGE OF MAJ. CHAS. F. POWELL AND
MAJ. R. L. HOXIE, CORPS OF ENGINEERS.
Improvements.— Monongahela Eiver, W. Va., and Pa., 2383; operating and care of
liOcks and Dams Nos. 8 and 9, Monongahela River, 2409; purchase of Locks and
Dnius Nos. 6 and 7, Monongahela River, condemnation of all the property and
appurtenances of the Monongahela Navigation Company, 2411; Allegheny River,
Pa., 2424; construction of locks and dams at Herr Island, above the head of Six
Mile Island, and at Springdale, Allegheny River, 2428.
APPENDIX E E.
REPORT OF CAPT. J. G. WARREN, CORPS OF ENGINEERS.
Impkovements.— Falls of Ohio River at Louisville, Ky., and Indiana Chute, Falls
of Ohio River, 2441; operating and care of Louisville and Portland Canal, Ky.,
2444; Wab.'ish River, Ind. and 111., 2452; operating and care of look and dam at
Grand Rapids, Wabash River, 2455; White River, Ind., Tradewater River, Ky.,
2456; reconstruction of Lock No. 2, Green River, at Rumsey, Ky., 2457: Green
River, Ky., above mouth of Big Barren River (Lock No. 5), 2459; operating and
care of looks and dams on Green and Barren rivers, Ky., 2462; Rough River, Ky.,
2471.
Examination and Surveys.— Treadwater (Tradewater) River, Ky., 2476; White
River, Ind., 2483; Green River, Ky., at or near its mouth, for new lock and dam,
2504.
APPENDIX FP.
REPORT OF MAJ. JAMES F. GREGORY, CORPS OF ENGINEERS.
Impkovements. — Kentucky River, Ky., 2513; operating and keeping in repair the
six locks and dams on Kentucky River, Ky., 2519: Tug Fork of Big Sandy River,
W. Va. and Ky., 2528; Levisa Fork, of Big Sandy River, Ky., 2529; Big Sandy
River, W. Va. and Ky.. 2530; Guyandotte Kiver, W. Va., 2562; New River, Va.
and W. Va., 2663; Gauley River, W. Va., 2564; Elk River, W. Va., 2565; Great
Kanawha River, W. Va., 2566; operating and care of locks and dams on Great
Kanawha River, W. Va., 2575; Little Kanawha River, W. Va., operating and
lock on Little Kanawha River, 2582.
keeping in repair the ]
ENO 97 U
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APPENDIX G Or.
REPORT OF MAJ. CLINTON B. SEARS, CORPS OF ENGINEERS.
Improvements. — Harbor at Grand Marais, Minn., 2585 ; harbor at Agate Bay, Minn.,
2588; harbor at Duluth, Minn, and Superior, Wis., 2592; harbor at Ashland, Wis.,
2603; harbor at Ontonagon, Mich., 2606; improvement and operating and care of
waterway from Keweenaw Bay to Lake Superior, Mich., 2608; harbor at Mar-
quette, Mich., 2615; harbor of refuge at Presque He Point, Marqnette Bay, Mich.,
2638; harbor of refuge at Grand Marais, Mich., 2640.
Examination. — Harbor at Portwing, Wis., 2643.
Hakbor Links. — Superior and AUoucz bays at Duluth and Superior Harbor, Minn,
and Wis., 2647.
PAET IV.
APPENDIX H H.
REPORT OF CAPT. GEO. A. ZINN, CORPS OF ENGINEERS.
Improvements. — Menominee Harbor, Mich, and Wis., 2650; Menominee River,
Mich, and Wis., 2652: Oconto Harbor, Wis., 2653; Pensaukee Harbor, Wis., 2656;
Green Bay Harbor, W is., 2657 ; Sturgeon Bay and Lake Michigan Ship Canal, Wis.,
2660; operating and care of Sturgeon Bay and Lake Michigan Ship Canal|
Wis., 2666; Sturgeon Bay Canal harbor of refuge. Wis., 2671; Ahnapee Harbor,
Wis., 2672; Kewaunee Harbor, Wis., 2675; Two Rivers Harbor, Wis., 2678; Mani-
towoc Harbor, Wis., 2681 ; Slieboygan Harbor, Wis., 2685; Port Washington Har-
bor, Wis., 2687; harbor of refuge at Milwaukee, Wis, 2689; Milwaukee Harbor,
Wis., 2692; South Milwaukee Harbor, Wis., 2696; Racine Harbor, Wis., 2698;
Kenosha Harbor, Wis., 2702; Waukegan Harbor, 111., 2706; Fox River, Wis., 2709;
operating and care of locks and dnnis on Fox River, Wis., 2719; removing sunken
vessels or craft obstructing or endangering navigation, 2751.
Surveys. — Harbor at Menominee, Mich, and Wis., 2751; harbor at Ahnapee, Wis.,
2755; Sheboygan Harbor, Wis., 2761; Milwaukee Harbor, Wis., 2765; harbor at
Racine, Wis., 2768; harbor at Kenosha, Wis., 2772.
Harbor Lines. — Kewaunee, Wis., 2785; Waukegan, III., 2786.
APPENDIX 11.
REPORT OF MAJ. W. L. MARSHALL, CORPS OF ENGINEERS.
Improvements.— Chicago Harbor, 111., 2790; Chicago River, 111., 2793; Calnmet
Harbor, HI., 2801; Calumet River, 111. and Ind., 2810; Illinois River, 111., 2815;
operating and care of Lagrange and Kampsville locks, Illinois River, and approaches
thereto, 2822; Illinois and Mississippi Canal, 111., 2825; operating and care of Illi-
nois and Mississippi Canal — canal around lower rapids of Rock River at Milan,
III., 2880; removing snnken vessels or craft obstructing or endangering naviga-
tion, 2881.
Examination and Survey.— Upper Illinois River and lower Des Plaiues River, III.,
with a view to extension of navigation from Illinois River to Lake Michigan at or
near Chicago, 2882; Wolf Lake and River, 111. and Ind., with reference to their
navigation in connection with the waters of Lake Michigan, 2887.
APPENDIX J J.
REPORT UPON WORKS IN THE CHARGE OF LIEUT. COL. G. J. LYDECKER
AND CAPT. C. McD. TOWNSEND, CORPS OF ENGINEERS.
Improvements.— Michigan City Harbor, Ind., 2895; St. Joseph Harbor, Mich., 2905;
St. Joseph River, Mich., 2909; South Haven Harbor, Mich., 2910; Saugatuck Har-
bor, Mich., 2913; Kalamazoo River, Mich., 2915; Holland (Black Lake) Harbor,
Mich., 2916; Grand Haven Harbor, Mich., 2918; Grand River, Mich., 2921; Muske-
gon Harbor, Mich., 2923; Wliite Lake Harbor, Mich., 2926; Pentwater Harbor, Mich.,
2928; Ludington Harbor, Mich., 2930; Manistee Harbor, Mich., 2933; harbor of ref-
uge at Portage Lake, Manistee County, Mich., 2936; Frankfort Harbor, Mich., 2939;
Charlevoix Harbor, Mich., 2942; Petoskey Harbor, Mich., 2944; removing sunken
vessels or craft obstmoting or endangering navigation, 2947.
Surveys.— South Haven Harbor, Mich., 2948: harbor of Holland (Black Lake)^
Mich., 2950; Ludington Harbor, Mich., 2951 ; Charlevoix Harbor, Mich., 2953.
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CONTENTS. XIX
APPENDIX KK.
REPORT OF LIEUT. COL. G. J. LYDECKER, CORPS OF ENGINEERS.
Improvkmknts. — Ship channel connecting waters of the Great Lakes between
Chicago, Dnliith, and Buft'alo, 2955; St. Marys River at the falls, Mich., 2963;
operating and care of St. Marys Falls Canal, Mich., 2997; Hay Lake Channel, St.
Marys River, Mich., 3C06; Cheboygan Harbor, Mich., 3009; Alpena Harbor (Thun-
der Bay River), Mich., 3011; Saginsiw River, Mich., 3012; Sebewaiiig River, Mich.,
3014; harbor of refuge at Sand Heach, Lake Huron, Mich., 3015; improvement of
St. Clair Flats Canal, Mich., 3018; operating and care of St. Clair Flats Canal,
Mich., 3019; month of Black River, Mich., 3021 ; Black River at Port Huron, Mich.,
3022; Pine River, Mich., 3024; Belle River, Mich., 3025; Clinton River, Mich.,
3027; Detroit River, Mich., 3029; Rouge River, Mich., 3031; turning basin in
Ronge River, Mich., 3032; removing sunken vessels or craft obstructing or
endajiji^ering navigation, 3033.
ExAMiNATiON.—Hurou River, Mich., 3034.
APPP]NDIX LL.
REPORT OF COL. JARED A. SMITH, CORPS OF ENGINEERS.
Improvemknts. — Monroe Harbor, Mich., 3037; Toledo Harbor, Ohio, 3040; Port
Clinton Harbor, Ohio, 3049; Sandusky Harbor, Ohio, 3052; Huron Harbor, Ohio,
3061; Vermilion Harbor, (Miio, 3068; Black River (Lorain) Harbor, Ohio, 3072;
Cleveland Harbor, Ohio, 3075; Fairport Harbor, Ohio, 3082; Ashtabula Harbor,
Ohio, 3086; Conneaut Harbor, Ohio, 30iK).
Examination.— Raisin River, Monroe County, Mich., 3094.
APPENDIX MM.
REPORT OF MAJ. THOMAS W. SYMONS, CORPS OF ENGINEERS.
IMPROVEMENTS.—Erie Harbor, Pa., 3097; harbor at Dunkirk, N. Y., 3103; Buffalo
Harbor, N. Y., 3107; Tonawanda Harbor and Niagara River, N. Y.,3116; Niagara
River from Tonawanda to Port Day, N. Y., 3123; Wilson Harbor, N. Y., 3126.
Examination and StTRVKVS.— For ship canal from the Great Lakes to the Hudson
River, N. Y., 3128; Erie Harbor, Pa., 3237; Buffalo entrance to Erie Basin and Black
Rock Harbor, N. Y., 3245; report on widening locks of Erie Canal, N. Y., 3250.
Hakbor Links.— Bay of Presque Isle, Erie, Pa., 3265.
APPENDIX N N.
REPORT OF MAJ. W. S. STANTON, CORPS OF ENGINEERS.
iMrROVKMENTS. — Harbor at Charlotte, N. Y., 3269; harbor at Pultneyvillo, N. Y.,
3272; harbor at Great Sodus Bay, N. Y., 3274; harbor at Little Sodus Bay, N. Y,,
3276 ; harbor at Oswego, N. Y., 3278 ; harbor at Sackctts Harbor, N. Y., 3285 ; harbor
at Cape Vincent, N. Y., 3286; shoals between Sister Islands and Crossover Light,
and between Ogdensburg and the foot of Lake Ontario, St. Lawrence River, N. Y.,
3290; harbor at Ogdensburg, N.Y., 3292; harbor at Burlington, Vt., 3296; channel
between North and South' Hero islands. Lake Chaniplain, Vt., Otter Creek, Vt.,
3299; Narrows of Lake Chaniplain, N. Y. and Vt.,3302; removing sunken vessels
or craft obetrncting or endangering navigation, 3304.
Examinations and Surveys.— Mohawk River, N. Y., between Rome and the town
of Schuyler, 3304; Black River, N. Y., to harbor at Derter, 3306; harbor at Alex-
dria Bay, N. Y., 3312; Oak Orchard Harbor, N. Y., 3314; Missisquoi River, Vt., from
Swanton to Lake Cham plain, 3319; report upon widening locks of the Oswego
Canal, N. Y., 3324.
APPENDIX O O.
REPORT OF COL. CHAS. R. SUTER, CORPS OF ENGINEERS.
Impbovement.— Oakland Harbor, Cal., 3327.
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XX CONTENTS.
APPENDIX P P.
REPORT OF MAJ. CHAS. E. L. B. DAVIS, CORPS OP ENGINEERS.
Improvemknts. — San Luis Obispo Harbor, Cal., 3333; Wilmington Harbor, Cal.,
3335; San Diego Harbor, Cal., 3337.
Examinations and Survrys.— Colorado River, Ariz., 3339; Suisun Creek, Cal.,
3341; Alviso Creek, Cal., 3343; Redwood Creek, Cal., 3349; Mare Island Strait,
Cal., 3352.
APPENDIX Q Q.
REPORT OF CAPT. CASSIUS E. GILLETTE, CORPS OF ENGINEERS.
Improvemknts. — San Joaqnin River, Cal., 3357; Mokelnmne River, Cal., 8359;
Sacramento and Feather rivers, Cal., 3360; Napa River, Cal., 3364; Petaliinja
Creek, Cal., 3365; Humboldt Harbor and Bay, Cal., 3366.
Examinations.— Napa River, Cal., 3374: Petaluma Creek, Cal., 3375; Humboldt
Harbor, Cal., for dredging at Eureka, 3377.
APPENDIX EE.
Report of capt. w. l. fisk, corps of engineers.
Improvements. — PortOrford Harbor, Oreg., 3379; mouth of Coqnille River, Oreg.,
3380; Coqnille River, Oreg., between Coquille City and Myrtle Point, 3383;
entrance to Coos Bay and Harbor, Oreg., 3384; dredging haVbor at Coos Bay,
Oreg., 3387; Coos River, Oreg.. 3388; Umpqua River, Oreg., 3389; mouth of Sins-
law River, Oreg., 3391; Alsea River, Oreg., 3393; Yaqnina Bay, Oreg., 3394; Nes-
tugga River, Oreg., 3396; Tillamook Bay and Bar, Oreg., 3397; mouth of Columbia
River, Ore.?, and Wash., 3404; Columbia River below Tongue Point, Oreg., 3406;
Columbia and Lower Willamette rivers below Portland, Oreg., 3407; Columbia
River between Vancouver, Wash., and mouth of Willamette River, 3414; construc-
tion of canal at the Cascades, Columbia River, Oreg., 3416; operating and care of
(juial and locks at the Cascades, Columbia River, Oreg., 3423; Columbia River at
Three Mile Rapids, and boat railway from the foot of The Dalles Rapids to tlie
head of Celilo Falls, 3425; Willamette River above Portland, and Yamhill River,
Oreg., 3429; gauging waters of Columbia River, Oreg. and Wash., 3432.
APPENDIX S S.
REPORT OF CAPT. HARRY TAYLOR, CORPS OF ENGINEERS.
Improvements.— Willapa River and Harbor. Wash., 3434 ; Grays Harbor and bar
entrance, Wash., 3436; Chehalis River, Wasli., 3437 ; Pugot Sound and its tributary
waters, 3438; harbor at Olympia, Wash., 3443; waterway connectiujj Puget Sound
with lakes Union and Wasliingtou, 3445; Everett Harbor, Wash., 3447; Swinomish
Slough, Wash., 3450; Columbia River from Kock Island Rapids to Foster Creek
Rapids, Wash., 3455; Upper Columbia and Snake rivers, Oreg. and Wash., 3456;
Cowlitz River, Wash., 3463; Clearwater River, Idaho, 3465; Kootenai River, Idaho,
between Bonners Ferry and the international bonndarv line, 3467; P'lathead River,
Mont., 3468.
Examinations and Surveys. — North Fork of Lewis River, Wash., to head of navi-
gation, or Etna, 3469; North River, Wash., 3472; Lewis River, Wash., from Colum-
bia River to Lacenter, 3473; Bellingham Bay, from deep water to the mouth of
Whatcom Creek, at New Whatcom, Wash., 3478; Kootenai River, Mont., for removal
of obstructions above .Jennings, 3482.
Harbor Lines.— -Olympia Harbor, Wash., 3484.
APPENDIX T T.
REPORT OF CAPT. D. D. GAILLARD, CORPS OF ENGINEERS.
Phetjminart examination of Portland Channel (oanal), Alaska, 3487.
APPENDIX U U.
REPORT UPON THE SUPERVISION OF THE HARBOR OF NEW YORK, N. Y.—
LIEUT. COMMANDER DANIEL DELEHANTY AND LIEUT. JOHN F. PARKER,
U.S.N., SUPERVISORS 3499
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CONTENTS. XXI
PART V.
APPENDIX V V.
REPORT OF THE MISSISSIPPI RIVER COMMISSION.
G. L. GiLLRSPiKy colonel, Coips of Engineers, U. S. A., president; Amos Stickney,
lienteuant-oolonel, Corps or Engineers, U. S. A. ; Tbos. H. Handbnry, major, Corps
of Engineers, U. S. A. ; Mr. Henry L. Marindin, assistant, U. S. Coast and Geodetic
Survey; Mr. B. M. Harrod, Mr. Robert S. Taylor, and Mr. Henry Flad,
Commigaian era.
Annual Report for Fiscal Year ending June 30, 1897, 8505.
Appendix 1. — Paper by Lientenant-Colonel Stiokney on plan of bank protection
for the Mississippi River, 3536.
Appendix 2. — Letter of Mr. H. N. Pharr, chief engineer St. Francis Levee Board,
giving bis views as to the lessons of the flood of 1897, 3543.
Appendix 3. — Letter of Mr. T. G. Dabney, chief engineer Tazoo-Mississippi Delta
Levee district, giving his views as to the lessons of the flood of 1897, 3548.
Appendix 4. — Letter of Mr. William Starling, chief engineer Mississippi Levee
district, giving his views as to the lessons of the flood of 1897, 3.551.
Appendix 5. — Letter of Mr. Henry B. Richardson, chief State engineer, Louisiana,
giving his views as to the lessoas of the flood of 1897, 3558.
Appendix 6. — ^Letter of Mr. C. H. Pnrvis, engineer Cotton Belt Levee district, giv-
ing his views as to the lessons of the flood of 1897, 3562.
Appendix 7.— Report of Capt. H. E. Waterman, Corps of Engineers, secretary
Mississippi River Commission, npon operations dnring the year ending May 25,
1897,3563; (A) laws affecting the Mississippi River Commission, 3572; (B) specifi-
cations for hydraalic dredges Epailan and Zeta^ 3575: (C) report of Captain
Watennan upon dredging operations on the Mississippi River between Cairo and
Memphis during low-water season of 1896, 3588; (D) report of Assistant Engineer
J. A. Ockerson on field work, office redaction and mapping, and on the oonbtrnction,
operation, care, and repair of dredges, 3620; (£) report of Assistant Engineer
C. W. Stnrtevant on location of dredge work, 3695.
Appendix 8. — Report of Capt. Graham D. Fitch, Corps of Engineers, upon opera-
tions in First and Second districts, 3696; report of Assistant Engineer A. J. Nolty
on operations of construction parties at Plum Point Reach and New Madrid, Mo.,
3711; report of Assistant Engineer William Gerig on work of improving harbor
at Memphis, Tenn., and construction work at Helena, Ark., 3717, 3718; report of
Assistant Engineer Charles Levasseur on operations at Nonconnah Rock, 3720.
Appendix 9.— Keport of Lieut, (now captain) H. C. Newcomer, Corps of Engineers,
upon operations in Third district, 3725; report of Assistant Engineer A. Hider
on revetment work and plant, 3733; report of Assistant Engineer H. St. L.
Copp6e on levees in Arkansas above Greenville, Miss., 3742; report of Assistant
Engineer E. C. Tollinger on levees in Arkansas and Mississippi below Greenville.
Miss., 3747; report of Assistant Engineer J. D. Van Meter on levees in Mississippi
above Greenville, Miss., 3750; report of Inspector h, Y. Kerr on levees in Missis-
sippi below Greenville, 3752 ; tables of operations for high -water protection of
levees, revetment work, 3753; labor statement of levee work, 3758; United States
expenditures for leveea^ 3759.
Appendix 10.— Report ot Capt. Geo. McC. Derby, Corps of Engineers, upon opera-
tions in Fourth district, 3769; (A) value of plant, (B) commercial statistics. New
Orleans, La., 3794; (C) list of civilian engineers, (D) report of Assistant Engineer
H. S. Donglas on harbors at Natchez, Miss., and Vidalia, La., 3795; (E) report of
Assistant Engineer H. S. Donglas on New Orleans Harbor, La., 3797; (F) report
of Assistant Engineer H. S. Douglas on repairs to plant, 3806; (G) report of
Assistant Engineer A. F. WooUey, Jr., on Atchafalaya and Red rivers, 3809;
(H) report of Assistant Engineer A. P. Woolley, jr., on dredging Fords Crossing,
3811; (I) report of Assistant Engineer W.J. Hardee on levees above New Orleans,
La., 3812; (J) report of Surveyor H. B. Watson on levees below New Orleans, La.,
3823; (K) abstracts of proposah), 3829.
PAET VI.
APPENDIX W W.
REPORT OF THE MISSOURI RIVER COMMISSION.
Amos Stickney, lieutenant-colonel. Corps of Engineers, U. S. A., president: W. H.
Heuer, major, Corps of Engineers, U. S. A. ; Thoa. H. Handbury, major. Corps of
Engineers, U. S. A. ; Mr. G. C. Broadhead and Mr. R. S. Berlin. CommissionerB,
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XXII CONTENTS.
Annual Rkpokt for Fiscal Year knding June 30, 1897, 3837.
Appendix A. — AiiDual report of Assistaut Engineer F. B. Maltby on surveys, 3857.
Appendix B. — Annual report of Assistaut Engineer A. H. Blaisdell on water gauges
3859.
Appendix C. — Annual report of Assistant Engineer A. H. Blaisdell on commercial
statistics, 3860.
Appendix D. — Keport of Capt. Hiram M. Chittenden, Corps of Engineers, secretary
Missouri River Commission, on steamboat wrecks, 3870.
Appendix E. — 'Report of Assistant Engineer A. H. Blaisdell on bridges, 3893.
Appendixes F, G, and H. — Annual reports of Division Engineer Samuel H. Yonge
on operations at ibe following localities: (F) vicinity of Omaha, Nebr., and Coun-
cil Blufls, Iowa, 389-1; (G) vicinity of Nebraska City, Nebr., 3902; (H) Osage
division of first reach, 3907.
Appendixes I and J. — Annual reports of Division Engineer 8. Waters Fox on oper-
ations at the following localities: (I) Osage division of first reach, 3908; (J) Gas-
conade division, 3919.
Appendix K. — Annual report of Captain Chittenden on construction of Lock No. 1^
Osage River, Mo., 3933.
Appendix L. — Report of Assistant Engineer James A. Seddon on filling and empty-
ing locks, 3936.
Appendix M. — Report of Assistant Engineer F. B. Maltby on cement tests, 3941.
Appendix N. — Annual report of Assistant Engineer L. P. Butler on improvement of
Gasconade River, 3943.
Project for construction of Lock and Dam No. 1 at Brennekes Shoal, Osage Rlver^
Mo., 3946.
APPENDIX X X.
REPORT OF THE CALIFORNIA DEBRIS COMMISSION.
Chas. R. Sutkr, colonel, Corps of P^ngineers, U. S. A., president; CiiAS. E. L. B.
Davis, major, Corps of Engineers, U. S. A., and Cassius E. Gillette, captain,.
Corps of Engineers, IT. S. A., Commission era.
Annual Repokt for Fiscal Ykar ending June 30, 1897, 3961.
Appendix A. — Svnopsis of applications for authority to mine, with action taken
thereon, 3964. '
Appendix B. — Act of the legislature of California, approved March 17, 1897, appro-
priating funds to be used in conjunction with appropriations made by the United
States, 3979.
APPENDIX Y Y.
OCCUPANCY OF AND INJURY TO PUBLIC WORKS BY CORPORATIONS
AND INDIVIDUALS.
(1) Report of Lieut. Col. Chas. J. Allen, Corps of Engineers, 3981; (2) report of
Maj. J. H. Willard, Corps of Engineers, (3) report of Capt. Dan C. Kingman,
Corps of Engineers, 3982; (4) report of Maj. James F. Gregory, Corps of Engi-
neers, 3983: (5) report of Capt. Geo. A. Zinu, Corps of Engineers, 3984; (6; report
of Lieut. Col. G. J. Ly decker, Coi-ps of Engineers, (7) report of Maj. W. S. Stanton^
Corps of Engineers,* 3985.
MISCELLANEOUS.
APPENDIX ZZ.
REPORT OF LIEUT. COL. CHAS. J. ALLEN, CORPS OF ENGINEERS.
Repair of the Aqueduct Bridge across Potomac River at Washington, D. C, 3987.
APPENDIX AAA.
REPORT UPON WORKS IN THE CHARGE OF LIEUT. COL. CHAS. J. ALLEN
AND CAPT. D. D. GAILLARD, CORPS OF ENGINEERS.
Washington Aqueduct, 3991 ; increasing the water supply of Washington, D. C, 4018.
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CONTENTS. XXIII
• APPENDIX BBB.
REPORT UPON WORK IN THE CHARGE OF COL. (NOW BRIG. GEN.) JOHN
M. WILSON, CORPS OF ENGINEERS, COL. THEO. A. ^INGHAM, U. S. A.,
AND LIEUT. JOHN. S. SEWELL, CORPS OF ENGINEERS.
Improvement and care of public baildings and grounds in the District of Columbia,
4025; Washington Monument, 4032.
APPENDIX 0.
SURVEY OF NORTHERN AND NORTHWESTERN LAKES.
Appendix 1. — Report of Lieut. Col. G. J. Lydecker, Corps of Engineers, upon sur-
veys and issuing of charts, 4069; (A) report of Assistant Engineer E. E. Haskell
on resurvey of St. Marys River, 4073; (B) report of Ansistant Engineer E. E.
Haskell upon discharge measurements at Sanlt Ste. Marie. 4092; (C) report of
Assistant Engineer Thomas Russell upon field work across ttie upper peninsnla of
Michigan, 4104; (D) report of Assistant Engineer H. von Schon on resurvey of St.
Marys River, 4115; (E) report of Assistant Engineer H. von Schon on completed
extension of precise levels, St. Marys River, 4118.
Appendix 2. — Report of Maj. W. S. Stanton, Corps of Engineers, on preservation of
bench marks along the Erie Canal, 4122.
Appendix 3. — Report of Col. Jared A. Smith, Corps of Engineers, on examination
of shoal in Lake Erie, 4123; report of Assistant Engineer Wm. T. Blunt, 4125.
Appkndix 4. — Water-level observations, 4127.
APPENDIX D D D.
EXPLORATIONS AND SURVEYS IN MILITARY DEPARTMENTS.
Report of Maj. W. L. Marshall, Corps of Engineers, on operations in the Depart-
ment of the Missouri, 4131; report of Maj. Thomas H. Barry, assistant adjutant-
Seneral, on operations in the Department of the Columbia, 4132 ; report of Lieut. J.
>. Miley, Fifth Artillery, on operations in the Department of California, 4133;
report of Lieut. John L. Sehon, Twentieth Infantry, A. D. C, on operations in
the Department of the Colorado, 4134.
APPENDIX E E B.
LAWS FOR PROTECTION OF NAVIGABLE WATERS 4137
LAWS AFFECTING THE CORPS OF ENGINEERS, FIFTY-FOURTH CON-
GRESS, SECOND SESSION. AND FIFTY-FIFTH CONGRESS, FIRST SES-
SION, 189fr-97 4151,4197
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APPENDIXES
TO THE
REPORT OF THE CHIEF OF ENGINEERS,
UNITED STATES AEMY.
(OONTrNUED.)
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APPENDIX H H.
IMPROVEMENT OF RIVERS AND HARBORS ON WESTERN SHORE OF
LAKE MICHIGAN.
BBPOBT OF CAPT. GEO. A. Z1NN, CORPS OF ENGINEEBS, OFFICER IK
CHARGE, FOR THE FISCAL TEAR ENDING JUNE 30, 1S97, WITH OTHER
DOCUMENTS RELATING TO THE WORKS.
nCPROVBMKinV.
"L Menominee Harbor, Michigan and
Wisoonsin.
2. Menominee River, Michigan and
Wisconsin.
3. Oconto Harbor, Wisconsin.
4. Pensankee Harbor, Wisconsin.
6. Qreen Bay Harbor, Wisconsin.
6. Stnrfreon Bay and Lake Michigan
Ship Canal, Wisconsin.
7. Operating and eare of jStnrgeou Bar
and Lake Michigan Ship Canal,
Wisconsin.
5. Harbor of refhge at entrance of Stnr-
geon Bay and Lake Michigan Ship
Canal, Wisconsin.
9. Ahnapee Harbor, Wisconsin.
10. Kewannee Harbor, Wisconsin.
23.
Two Rivers Harbor, Wisoonsin.
Manitowoc Harbor, Wisconsin.
Sheboygan Harbor, Wisconsin.
Port Washington Harbor, Wisconsin.
Harbor of refnfe at Milwaukee, Wis.
Milwaukee HaAor, Wiseonsin.
South Milwaukee Harbor, Wisconsin.
Racine Harbor, Wisconsin.
Kenosha Harbor, Wisconsin.
Waukegan Harbor, Hlinois.
Fox River, Wisoonsin.
Operating and care of locks and
dams on Fox River, Wisconsin.
Removing sunken vessels or craft
obstructing or endangering navi-
gation.
BTTBYKTB.
24. Menominee Harbor, Michigan and
Wisconsin.
25. Ahnapee Harbor, Wisconsin.
26. Sheboygan Harbor, Wisconsin.
27. Milwaukee Harbor, Wisconsiiu
28. Racine Harbor, Wisconsin.
29. Kenosha Harbor, Wisconsin.
HABBOB LIHB8.
80l Ktfwaanae Harbor, Wisconsin. | 31. Wankegan Harbor, lUinoit.
nNTTBB States Enoinbeb Offiob,
Milwaukee, Wis.^ July 15, 1897.
Oeneral: I have the honor to transmit herewith annual rex>oi't for
the works of river and harbor improvement in my charge for the fiscal
year ending Jane 30, 1897.
Yery respectfhllyy your obedient servant,
Geo. a. ZiNNy
Oaptainj Oarpe of Bngineere.
Brig. Gen. John M. Wilson,
Ohief of EngweerBj U. B.A,
2649
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2660 REPORT OF Tfifi CfilE*' Ofr ENGINEERS, U. S. AkUf.
• •• • J*^ n £1 z«
■ • *• • . • •
IMPROVEMENT- QV-JMTsNOMINEE HARBOR, MICHIGAN AND WISCONSIN.
The oi:igiii9l';cbnditiou at the month of the MeDominee Biver, object
of .-ttf^ improvement, projects, and present works were described in
detaH In 'Annual Report Chief of Engineers for 1<S96, page 2459.
: dondition- of the improvement — June 30, 1896, the channel had the
required dimensions of 200 feet wide and 17 feet deep. Soundings
taken February 19, 1897, show that the upper end of it has been
reduced in depth 0.5 to 1 foot in places, but the shoals are not of suffi-
cient extent to seriously impede navigation.
The piers are built the full length contemplated.
Operations during the fiscal year. — ^By hire of labor and purchase of
materials in accordance with law, 300 linear feet of the superstructure
of the north pier and 100 feet of the south pier were rebuilt, openings
between the pile and crib piers were closed with plank shutters to
prevent the passage of sand into the channel, and minor repairs were
made to the outer end of the south pier.
The work was begun July 15 and completed September 24, 1896.
The materials used and cost of same in place were as follows:
Pine timber and plank $1,488.16
Iron bolts and spikes 24.79
Stone 256.36
Rent of scow 71.17
Tools, freiffbt, cartage, etc 16.07
Labor, inclnding pay of overseer 1,166.61
Total 3,011.06
Remarks. — In accordance with reqiiiremonts of river and harbor act
of June 3, 1806, a survey was made and report, dated November 30, 189G,
submitted for ^^ harbor at Menominee, Michigan and Wisconsin, with a
view of obtaining a 20-foot depth of water.''
The report, with map, is published in House Doc. No. 86, Fifty-fourth
Congress, second session.
The estimated cost of the desired improvement is $18,920.
The upper course of timbers of 1,060 linear feet of the piers require
renewal and new decking, and the north pierhead and 130 linear feet of
the waling to the protection piling should be renewed. In other respects
the piers are in good order.
For the maintenance of the channel and piers for the fiscal year
ending June 30, 1899, the following estimate is submitted:
For dredging $3,000
For repairs 2,000
For contingencies, 10 per cent 600
Total 5,500
Money statement.
Jnly 1, 1896, balance nnexpended $7,182.80
June 30, 1897, amount expended daring fiscal year 3,285.28
Jnly 1, 1897, balance nnexpended 3,897.62
(Amonnt that can be profitably expended in fiscal year ending June 30,
1899, for maintenance 6,500.00
Submitted in compliance with reouirements of sections 2 of river and
harbor acta of 1866 and 1867 and of sundry civil act of June 4, 1897.
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APPENDIX H H — ^REPORT OF CAPTAIN ZINH.
2651
Aotof-
MMrch3,1871 $25,000
Jnne 10,1872 25,000
March 3,1873 25,000
Juiie23,1874 25,000
March 3,1875 25.000
Angust 14, 1876 8,000
Jnne 18, 1878 10,000
March 3, 1879 10,000
June 14, 1880 10,000
March 3, 1881 12,000
APPSOPBIATTONS.
Act of-
Angn8t3,1882 $15,000
July5,1884..-- 10,000
ADgu«t5,1886 8,000
August 11, 1888 9,000
August 17, 1894 10,000
June 3. 1896 7,160
MiBcellaneons receipts cred-
ited to appropriations 62
Total 229,212
COMMBRCIAL STATISTICS FOR THE CALENDAR TSAR BNDIKG DECEMBER 31, 1896.
[Forniahed by Hr. Joseph Werner, deputy oolleotor of castoms.]
Name of harbor, Menominee, Mich. ; collection district, Superior, Mich. ; nearest
light-honse, Menominee, Mich.
4rrivaU amd dtg^rturtB of ve$§eU.
Arrivals.
DsMriptioB.
Number.
TODDSfB.
Number.
Tonuses
m^rnn.... ,---,„,,-
400
807
186,826
40,70*
400
818
188,056
Sail
40,821
Total
707
186^000
718
170,276
/
Principal arHeles cf export and import,
[By way of the harbor only.]
Artidea.
Botter.
nah...
Marebandlae (general).
Shiasiaa
woarr.
Total.
^aS!-.:::::::
Butter
Goal and eoka.
Tone.
2,4081
250,827}
88,806
607|
512
802.8801
4,616
ArUclea.
niPOBTB—contin lied.
lour
Hay
Lime and oement
Lumber
Merehandise (geueral).
MiUstoA.....
Oata
Salt
Shinglea
Stone
Wood
TMd.
Tona.
.^
107
S|
357
0,710
12
105
n
140
15,878|
Kora.~The railroad oompaniea deoline to glTO statement of their bosineoa, hence the statiBtica by
SO waya of traaaportatlon oonld not be given.
OOMMERCnULL STATISTICfi FOR THE OALBKDAR TEAR ENDING DECEMBER 81, 1896.
[Fumlahed by Mr. B. H. Anderly, deputy oolleotor of onstoma.]
Name of harbor, Marinette, Wis. ; collection district, Milwaukee, Wis. ; nearest
light-house, on north pierheaa, Menominee, Mich.
Arri/vaU and departmret of vtiaeU.
Deacriptlon.
Arrivala.
Departurea.
Number.
Tonnage.
Number.
Tonnaga.
Steam
826
248
07,410
72,188
828
206
07,647
72.501
Total
660
160,608
684
170,288
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2652 BEPOBT OF THE CHIEF OF ENQINEEB8, U. 8. ABICT.
Frineipal ariieUi Of export and impart
[Bj waj of the harbor only.]
Articles.
Tone.
ArUolee.
Tons.
■XPOBT8.
Apples
Flour
L«th
Ume and cement
Lmnber
Merchandise (general) . .
Paper
Pease
Salt
Shingles
Soap
Wood
Total
82.6
126
600
108.6
252,752
97
120
20
12.6
196
4.6
IM
264,107
IMPORTS.
Apples
Cattle
Coal and coke
Sr«»
Floor
Hay
Lomber
Merchandise (generul).
Oats
Salt
Wheat
Total
210
1
4,922
4.6
40
143
202.6
196
.5
1,612
.6
7,686.6
HHa.
IMPROVEMENT OF MENOMINEE RIVER, MICHIGAN AND WISCONSIN,
The original condition of the Menominee Biver, the object of the
improvement and the projects for carrying it oat, were fully described
in the Annual Report Ohief of Engineers for 1896, p. 2463.
Condition of the improvement — Theprojectsof 1890 and 1892 havebeen
completed. Since completion a shoaling of from 1 to 2 feet has occurred
in places.
Dredging under the contract now in force will form the turning basin
and extend the channel to Wells Street in accordance with the project
of 1896, and also admit of redredging the channel where most needed.
Operations during the fiscal year. — ^tinder the existing contract with
William A. Starke for the removal of 111,000 cubic yards of material,
more or less, dredging was begun April 27; 1897, and to June 30, 1897,
60,837 cubic yards were excavated, resulting in the completion of the
turning basin and dredging about 30 per cent of the amount required to
extend the channel to the west side of Wells street.
Bemarks. — ^The depth of water in the channel is reduced by materials
brought down the river during heavy spring freshets rendering periodi-
cal dredging necessary to maintain the required depth.
For the maintenance of the channel an appropriation of $6,000 is
recommended for the fiscal year ending June 30, 1899.
Oriiriiial MtimAte (see House Ex. Doo. No. 84, Fifty-first Congress, first
session) $109,609.80
Revised estimate (see Report of Chief of Engineers, 1891, pp. 2529-2530) . 74, 600. 00
Estimate for turning basin and extension of channel to Wells street,
(see report of Ciiief of Engineers, 1896, page 2464) 13, 800. 00
Money statement
Jnly L1896. balance unexpended $15,014.47
Jane 30, 1897, amount expended during fiscal year 3, 890. 61
July 1, 1897, balance unexpended 11,123.86
July 1, 1897, outstanding liabilities $2, 620. 20
July 1, 1897, amount coTered by uncompleted contracts 6, 190. 47
8,810.67
July 1, 1897, balance available 2, 313. 19
(Amount that can be profitably expended in fiscal year ending June 30,
1899. for maintenance 5,000.00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 ana of sundry civil act of June 4, 1897.
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APPSNOIX H H — ^REPOBT OF CAPTAIN ZIMK.
2653
AFFBOPBIATIONS.
Aotof-
September 19,1890 $54,000.00
July 13, 1892 20,600.00
AuffiiBt 17, 1891 6^000.00
Jnne.3 1896 16,000.00
Misoellaneoas receipts credited to appropriations 80. 03
Total 95,680.03
Ahttraot of propo$aU far dndg{ng 70,000 oubio yards of maUrial at Monom{nee River,
Michigan ana Wiaoomin, received in reeponee to advertisement dated September 1, 1896,
and opened October 6, 1896, by Capt, George A. Zinn, Corps of Engineers,
No.
Kame and retidenM of bidder.
Sand,
clay.mudf
etc.
Prioeper onblo yaid.
Bowlders
and hard
pan.
Total for
70,000 aon-
bio yards.
Arthur H. Yog^ Millrank6^ Wia . .
Williain A. Starke, Hilwaokee, Wia
Green's Dredging Co., Chioaffo, 111 . .
Baolne Dredge Co., Raoine, Wis
Genu.
12.9
9
15
9
OenU.
12.9
25
25
27
$0,030
7.096
11.560
8,208
•The oost being so low, a eoatraot was made for 111,000 oablo yards, man or lesa.
Amonnt of approprifttion available for this work $13,000.
With the approval of the Chief of Engineers, a contract was entered into October
14, 1896, with William A. Starke, the lowest responsible bidder for this work.
Coniraeiin fore$*
Work.
Approved.
Work com-
menoed.
Work to be
oompleted.
Wnifam Afttarfce T...
Dredcing 111,000
oablo yards.
Oot. 22,1896
Apr. 27,1897
Deo. 1,1897
COMMBRCIAL STATISTICS FOB THB CALENDAR TEAR ENDING DECEMBER 31, 1896.
The commercial statistics for the Menominee Biver are the same as for Menominee
H«rbor, Michigan, and Marinette, Wis.
HH3,
IMPROVEMENT OF OCONTO HARBOR, WISCONSIN.
The original condition of the Oconto River, the object of its improve-
ment, and the project for carrying it ont, and present works, were folly
described in the Annual Beport Chief of Engineers for 1896, p. 2465.
The original project was modified in 1897 by making Spies's mill the
terminus of the improved channel, instead of Section Street Bridge,
thereby abandoning 3,800 linear feetof the originally projected improve-
ment.
Conditionof theimprovement. — Soundings taken in April, 1897, showed
the channel to have a width of 70 feet, and a depth of 9 feet from Green
Bay to within about 300 feet of Spies's mill^ for the latter distance the
governing depth was about 8 feetC
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2654 REPORT OF THE CHIEF OF ENOINEERS, U. 8. ARMT.
Operaiiam during ihejiscal year. — Under contract dated Angnst 2d,
18d6, with the Green Bay Dredge and Pile Driver Oompany for dredg-
ing 45,000 cabic yards, more or less, work was began September 5, 1896,
and completed Novemb^ 12; 48,060.4 cubic yards of material were
removed nnder this contraet, resulting in an increase in depth from 7
feet to 9 feet from Green Bay to Spies's mill, and a width of 70 feet.
Remarks. — ^The channel should be widened 30 feet in order to obtain
the required width of 100 feet. To give the north pier the length con-
templated it should be extended 875 feet. Three hundred and twenty
feet of the north pier (damaged by fire) and 300 feet of the south pier
require repairs. The remainder of the piers are in fair condition.
The estimate to complete the work before the modification of project
was adopted was $72,000; the estimate to complete it as modified was
$37,610, being a reduction of $34,390. The estimate for repairs needed
to the piers, $3,100, and annual dredging for maintenance of the chan-
nel, $6,000, added to $37,610 for completion, makes the aggregate esti-
mate $46,710.
The estimate, therefore, for fiscal year ending June 30, 1899, is —
For completion of modified project $37,610
For repairs topiem 3,100
For mftintenance of channel 6,000
Total 46,710
Money statement.
Jnlyl, 1896» balance unexpended $4,806.77
Jane 30, 1897, amount expended daring fiscal year 4,741.89
July 1,1887, balance onezpended 154.^
(Amoant (estimated) req aired for completion of existing project 37, 610. 00
Amount that can be profitably expended in fiscal year ending J ane 30, 1899 *46, 710. 00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
APPROPRIATIONS.
Act of—
March 3, 1881 $10,000
August 2, 1882 15,000
July5,1884 15,000
August 5, 1886 8,000
August 11, 1888 20,000
Act of—
Julyl3,1892 $8,000
August 17, 1894 3,000
June 3, 1896 4,000
Total 78,000
Ah$triiei of prapwaU for dredging 37,000 ouhio yard9 of nmierial at Oeonto Harbor,
WiaoonHnf received in reepouMe to advertieement dated Augu$t 1, 1896, and opened Anguei
tOf 1896, by Capt. George A, Zinn, Corpe of Engineere,
No.
ITame and sddrmB of bidder.
Price per
oubfo
Total for
87,000 1
yard.
onbic yards.
O0nU.
20
f7.400.00
12|
4,«25.00
r
2,080.00
m
4,095.00
6,085.80
10
2,700.00
Grean'BDredglDgCo., Chioago,I]l
Racine Dredge Co., Saolne, wia
Green Bay Dredjpe and Pile Driver Co., Green Bay, Wis
C.£.MitoheU&Co.,Ladinf(ton.Mich
George Cooper and Theodore Joeach, Manitowoc, Wis..
Ooonto Company, Oconto, Wis
*|9,100 for maintenance.
tXhs ooat being so low, a
ooBtraot was made for 45,000 cubic yards, more or leas.
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APPENDIX H H — ^EEPOET OP CAPTAIN ZIKK.
2655
Amount of appropriation available for this work $4,000.
With the approval of the Chief of Enffineergy a contract was entered into An^st
28, 1896, with Green Bay Dredge and Pile Driver Company, the lowest responsible
bidder, for this work.
COMMKRCIAL STATISTICS FOR THE CALENDAR TEAR ENDING DECEMBER 31, 1896.
[Furnished by the mayor of Ocooto, Wis.]
Name of harbor, Oconto, Wis. ; collection district, Milwaukee, Wis. ; nearest light-
honse, Sherwood Poiot, Wisconsin.
Arrivals and departures of vessels.
DeecriptioB.
Arrivals.
Departures.
Namber.
Tonnagn.
Namber.
Tonnage.
Steam
1,060
230
182
52,800
22,620
72,800
1,045
235
182
51,400
Sail
24,300
Tow barge .-.-
72.800
Total
1,462
158,220
1,462
148,500
Ftindpal ariioles of ea^ort and import,
[By way of the hiurbor only.]
Artioles.
Tons.
Articles.
Tons.
BXPOBT8.
Flab
Lumber
Oats
Pease
Poles (telegraph)
Posts (fence)
Potatoea
Saw logs ,
Shingles
Ties (railroad)
Wood
Wool
Total
Total approximate value .
IMPOBTB.
Agricultnral implements
Apples
5«ney
Beer
Brick
Batter
Cattle
Chairs
Cheese
CkMdandooke
2.800
330
412^
12,000
5,020
25|
36.975
2,280
1,890
12,000
3,060
3,282
31,750
6|
111.811 {
$659,480
Hi
00
84
373|
92?
00
810
3
36i
1,230
IMPOBTS— con tinned.
Com
5Kg«
Floar
Fomitore
Hogs'!!I"'""I '..
Iron and steel
Leather
Lime and cement
Marble
Merchandise (general) .
Millstaflb
Oats
Oil
Plaster Hand)
Pork ana beef.
Provisions
Salt
Sash, doors, and blinds.
Saw logs
Sheep
Stone ,
Wagons and carriages.
Wheat
Wood ,
Woodenware
Total
Total approximate valae. .
187i
1.467J
27j
•60
218
700
4|
1,083
16
9,000
1,600
12,000
474f
110
720
900
600
30
6,000
40
3,920
85
1,060
8,750
124
49,280
.81,277,395
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2656 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARHT.
Principal artMe$ of export €md import — Continned.
[By all ways of tnnsportation.]
ArtiolM.
TOUB.
ArUolea.
Tons.
BXPOBTB.
Bark (tan)
Beaaa
Beer
Com
Fish
Hay
Hides
Lath
Lumber
Millstofls
Oats
Peas
Poles (telegraph)
Posta (fence)
Pototoes
Saw logs
Shingles
Ties (railroad)
Wool ii.'iiiiiiii.'iiriii;.*
Total
Total approximate ralne
DIPOBTS.
Agrienltaral implements
^?lr.:::::::::::::;:;::
Beer
Brick
Batter
Cattle
^^
6,000
1,450
200
8,850
90,000
480
7,200
281
95,000
23,660
2,220
12,000
6,260
4,228
47,600
838,7044
f 2, 040, S
SB
S25
180
1.0961
1,721
120
1,880
DIPOBTS— contin ned.
Ohalra
Cheeae
Coal and coke
Com
Eggs
Floar
Fornitore
Hay
Hogs
Iron and steel
Leather
Limeandoement
Marble
Merchandise (general)
Millstnib
Oato
Oil
Plaster (land)
Pork and beaf
Provisions
Salt
Sash, doors, and blinds
Saw logs
Sheep
Stone
Wagons and oarriagea
Wheat
Wood
Woodenware
Total
Total approximate yaloe
125
8,600
886
**#
12,000
680
1,160
1,847
84
19,700
14,200
26,000
837
240
1,128
1.860
1,060
76
13,800
68
4,480
22S|
2,010
8,500
10?|
119,481
$1,968,840
HH4.
mPROVEMENT OF PENSAUKEE HARBOR, WISCONSIN.
The original condition of the month of Pensaukee Biver, object of
the improvement^ project, and present works were described in detail
in Annual Report of Ohief of Engineers for 1896, page 2468.
OwndiUon of the improvement — ^The harbor pier is in about the same
condition as on June 30, 1896. A survey made in 1890 showed the
governing depth at that time to be 3.8 feet, foundings taken in April,
1897, showed a depth in channel varying from 3 to 10 feet below the
datum plane of harbor improvements, the average being about 5 feet.
Operations during the fiscal year. — ^There have been no operations by
the United States at this harbor during the fiscal year.
Bema/rks. — Some dredging was done by private parties in 1895. No
dredging has ever been done at this harbor by the United States,
except 5,698 cubic yards during fiscal year ending June 30, 1884.
There appears to be no prospect of any new industries being located
at this harbor, and there is no one there, except those engaged in or
interested in fishing, to the number of twelve or fourteen persons, who
seems to take any interest in the harbor.
It is considered that the funds available wiU be sufficient to make
any repairs and do any dredging that may be necessary during the
fiscal year ending June 30, 1899, and no further appropriation is recom-
mended.
No arrivals and departures of vessels were reported at this harbor
for tiie calendar year ending December 31, 1896.
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APPENDIX H H — ^REPORT OF CAPTAIN ZINN. 2657
Money statement
July 1,1896, baUnoe unexpended $1,000.00
Jnly 1, 1897, bftUmoe unexpended 1, 000. 00
APPBOPRIATIOllt.
Act of—
Angnst 3, 1882 $10,000
Jnly5, 1884 5,000
Jnne8,1896 1,000
Total 16,000
H H 5.
mPBOVEMENT OF GBEEN BAT HARBOR, WISCONSIN.
Fox Eiver near its moath constitates the harbor of Green Bay. Its
original condition, object of improvement, projects, and present works
were described in detail in Annual Beport of Ghief of Engineers for
1896, pages 2469, 2470.
Ptqjects. — ^1896: The modification in the project for improving "Fox
Biver below Depere,'' approved July 11, 1896, provided for increasing
the depth of channel to 15 feet, as wide as available funds would admi^
the ultimate depth to be 17 feet.
1897 : The modification in the project for improving "Green Bay Har-
bor," approved March 9, 1897, provided for increasing the width of
entrance at the northern end of the channel 300 feet, making its total
width 500 feet.
Condition of the improvement. — ^The revetments at Grassy Island are
in fair condition. The channel, 15 feet deep, 200 feet wide, was com-
pleted in 1892. The 17-foot channel has a minimum width of 100 feet.
Dredging now in progress is to give it a least width of 200 feet.
Fox Eiver below Depere. — A channel 150 feet wide, 13 feet deep, was
completed in 1894. Dredging now in progress is for increasing the
depth to 15 feet and as wide as available fimds will admit.
(derations during the fiscal year. — Under conti*act with Bacine Dredge
Company, dated October 14, 1896, for dredging 250,000 cubic yards,
more or less, work was begun June 1, 1897, and is in progress at the
dose of the fiscal year.
The number of cubic yards of material removed under this contract
to June 30, 1897, was 44,610.
To comply with a provision in river and harbor act of June 3, 1896,
appropriating (25,000 for improving Green Bay Harbor, viz, " of which
sum five thousand dollars may, in the discretion of the Secretary of War,
be expended on the Fox Biver below Depere," a contract, dated May 14,
1897, was entered into with the lowest bidder, Mr. Arthur H, Vogel,for
dredging 45,000 cubic yards, more or less. Under this contract dredg-
ing was begun June 2, 1897, and at the close of the fiscal year 17,935
cubic yards of material had been removed.
Bemarhs. — It is deemed worthy of record that the price paid the
Bacine Dredge Company for dredging under the existing contract, viz,
BKO 97 167
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2658 REPORT OF THE CmEP OF ENGINEERS, U. 8. ARMT.
ceDts per cabic yard, scow measure, is the lowest ever paid for work
of that character in this district.
The first contract for dredging at this harbor was in 1866, and the
price then paid was 60 cents per cnbic yard.
Owing to the extremely low prices for dredging under the present and
preceding contracts, the estimate to complete the work, as modified in
1897, was reduced from $26,916 to $2,200.
The estimate for completing the channel in Fox River below Depere
to dimensions of 160 feet wide, 17 feet deep, was $35,000, of which sum
$6,000 were appropriated by act of June 3, 1896.
Estimate far flsoal year ending June SO, 1899,
To complete GreoD Bay Harbor in accordance with modified project of 1897.. $2, 200
For repairs to revetments at Grassy Island 1,000
For dredging for maintenance of channel 6,000
Contingencies 600
8,800
For completing channel in Fox River below Depere in accordance with modi-
fied project of 1896 30,000
Total 88»800
Money statement
Jnly 1,1896, balance unexpended $26,703.48
June 30, 1897, amount expended during fiscal year 1,241.10
July 1, 1897, balance unexpended 25.462.38
July 1, 1897, outstanding liabilities $4,293.99
July 1, 1897, amount covered by uncompleted contracts 17, 306. 69
21,600.68
July 1, 1897, balance available 8,861.70
{Amount (estimated) required for completion of existing project 82, 200. 00
Amount that can be profitably expended in fiscal year ending June 30, 1899 * 38» 800. 00
Submitted in compliance with requirements or sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
APPROPRIATIONB.
Act of—
June 23, 1866 $30,600.00
March 2, 1867 46,000.00
July 26, 1868 (allotted) ... 17, 500. 00
April 10, 1869 (aUotted) . . 44, 560. 00
July 11, 1870 17,500.00
March 3, 1871 17,500.00
March 3, 1873 20,000.00
June 23, 1874 10,000.00
March 3, 1875 10,000.00
August 14, 18T6 8,000.00
June 18, 1878 5,000.00
March 3, 1879 4,000.00
June 14, 1880 6,000.00
March 3, 1881 6,000.00
Act of—
August 3, 1882 $20,000.00
July 5, 1884 10,000.00
August 6, 1886 7,000.00
August 11, 1888 10,000.00
September 19, 1890 10, 000. 00
July 13, 1892 25, 000.00
August 17, 1894 25, 000. 00
June 3,1896 25,000.00
Miscellaneous receipts
credited to appropria-
tions 62.50
Total 872,602.60
* $6,600 for maintenance.
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APPENDIX H H — ^BEPOBT OF CAPTAIN ZINN.
2659
Jh$traei of propo9ala far dredging 900,000 eubie yards of material at Qroen Bay Harbor,
Wiaeonein, reooivod in rotponee to advertisemeni dated September 1, 1896, aim oponed
October 6, 1896, by Capt, Charge A. Zinn, Corpe of Engineer:
Va
B nd nild«no6 of Uddo;
PriM
peroutaio
yard.
Totdl
ft»r900,000«
onbioyards.
Arfhnr H. Togel, HflwankM, Wis.
Gresn Bay Dredce and Pile Drirer _
William A. Starke, Ifllwaakee. Wia.
Grean Bay Dredie and Pile DrlTer Co., Green Bay, Wla.
Green's Dredging Co., Chicago. HI.
A.MoGiUis & Co., CleTelanl Ohio.
Baoine Dredge Co., Baeine, wia
I*
10
IS
9
$17,400.00
10,000.00
20,000.00
20.000.00
17,000.00
18,250.00
•The ooei being ao low, a oontraot waa made for 280,000 onbie yards, more or Iom.
Amoant of appropriation available for this work, $18,000.
With the approTal of the Chief of EDgineers, a contraot was entered into October
14, 1886, with fiacine Dredge Company, the lowest responsible bidders for this work.
Abetraet of prepoeaU for dredging 60,000 enMo yarde of material at Oreen Bay Harbor,
in Fox Biter, below Depere, Wis., received in reeponee to adcertieement dated April 5,
1897, and opened May 6, 1897, by Capt. €horge A. Zinn, Corpe of Engineere.
So.
Vame and residenoe of Uddar.
Prioe
per cnbio
yard.
Total for
80,000 enbio
yards.
John Smith, Iffanlsteew Hioh
Green Bay i>redge and Pile Driver Co., O reen Bay, Wis..
Bggen ft Simono, TwoBirers, Wis
Wffliam A. Storke, Ifilwankee, Wis
Chicago Dredging and Dock Co^ Chicago, HI
Ar£vH.yogei,liUwankee,Wi8..^.
Baoine Dredge Co., Baoine, Wis
Oente,
10
10
10
10
18.000.00
8,000.00
8,000.00
8,000.00
8,878.00
4,760.00
6,280.00
Amount of appropriation available for this work, $4,800.
With the approval of the Chief of Engineers, a oon tract was entered into liay 14,
1887, with Artnor H. Vogel, the lowest responsible bidder, for this work.
Xff< of all contracte in force.
Hameoroontraetor.
Work.
Approved.
Work com-
menced.
Work to be
completed.
Baoine Dredge Co....
Arthur H.yogel
Dredging 250,000 cnbic yards
Dredging 46,000 cnbic yards in
Fox BiTor below Depere.
Nov. 2,1890
June 1,1887
June 1,1897
Jane 2,1897
Deo. 1,1897
Nov. 1,1897
COMMBBCIAL 8TATI0nC8 FOB THB OALBNDAB TBAB EITDING DECSMBXB 31, 1886.
[Funished by Mr. M. J. HcCormiok, agent Lackawanna Transportation Company.]
Name of harbor. Green Bay, Wis. ; collection district, Milwaokea, Wio. ; nearest
llght-honse, Grassy Island, Wisconsin.
Arrivdle «md departwree ofveeeeU,
Arrivals.
Departnrea.
Knmber.
Tonnage.
Number.
Tonnage.
Steam
888
228
181,806
61,606
888
228
182,497
Sail
61,702
Total
691
288,008
806
04,199
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2660 REPOBT OF THE CHIEF OF ENGINEERS, U. 8. ABMT
FrimelpaJ orfioldf of export mtd import
[Sj wi^ of tho hubor mSj.}
ArtifllM.
Tons.
Barley
Brfok
Batter
Cattle
Cheeae
Com
Flah
Floor
Hay
Uidea
Hoga
Malt
Merohandiae (general)
Hillatoflli
Oata
OU
Peaae
Pork and beef
Potatoea
Bye
Salt
Wheat
Wool
Total
18,900
607
J^
87
000
911|
10.832
4.788
25
6
1.000
92,428
5.007
85,312
87*
8.000
1251
14,000
9,000
82
811,1951
jigrloQltaral implementa
Applea
Beer
Cattle
Cement
Cheeae
Cool and ooke
Fiah
Pamitnre
Hay
Iron and ateel
Marble
Merohandiae (general) . . . .
Oil
Piaster (land)
Pork and beef.
Poata (fence)
Rye
Salt
Shinglea
Wa^ona and carriages...
Wood
Total
246
1,184
17
27X
170,811
15
8,800
120
148,876
463|
180
173i
9,180
14,600
852,0961
HH 6.
IMPROVEMENT OF STURGEON BAY AND LAKE BflCHIGAN SHIP CANAL,
WISCONSIN.
The ori^nal condition, object of the improvement, project, and pres-
ent works were described in detail in Annual Beport of Chief of Engi-
neers for 1896, pages 2471 and 2472.
Frajeet of 1896. — ^A modification of the original project, approved
Angnst 4, 1896, provides for a width of 250 feet between revetments for
the westerly 1,000 feet of the canal and the dredging and maintenance
of a channel 200 feet wide and 15 feet deep below the datum plane of
harbor improvements from the westerly end of canal to deep water in
Sturgeon Bay. It is also provided that when the old revetments are
replaced in the narrow part of the canal they shall be set back so as to
give a width of 160 feet between them.
Ofmdition of the improvement. — For a distance of 6,200 feet on the
north side and 4,900 feet of the south side, measuring from the east
or lake end, the canal banks are protected by revetments. Work now
in progress will extend the revetment on south side 1,300 feet during
the present working season, making its total length 6,200 feet.
June 30, 1897, the governing depth in the channel was about 15 feet
below the datum plane of harbor improvements, being the same as at
the beginning of the fiscal year.
Operations during the fiscal year. — By hire of labor, the use of a Gov-
ernment dredge, and the purchase of materials in accordance with law
the north revetment was extended 555^ linear feet and the south revet-
ment 963 linear feet. Work on the extension of the south revetment
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN. 2661
was in progress at the close of the fiscal year. Thirty thousand four
hundred and twenty cabic yards of material was excavated in widening
for new revetment.
By hire of labor and purchase of materials in accordance with law
150 linear feet of guide piling was built on the north side of the harbor
entrance to the canaL The fender piling consists of two parallel rows
of round piles driven at 2-feet centers each way, with upper and lower
outsides wales of 12 by 12 inch white oak, inner wale of 12 by 12 inch
white pine, and inside binder 8 by 12 inch white pine, all securely bolted
together with screw bolts. The channel face of the oak wales is pro-
tected with heavy railroad iron.
EemarJa. — Since the purchase of the canal by the Government in 1893
the tonnage passing through this important waterway has increased
over 50 per cent, notwithstanding the commercial depression of the past
three years. This rapidly increasing commerce plainly demonstrates
the importance of the early completion of the present project for widen-
ing both the canal and the channel in Sturgeon Bay.
The estimated cost of project adopted m 1894 (see Report of Chief of Engi-
neers, 1894, p. 2057) was $98,450
Additional estimate, modified project of 1896—
Xncreasing width of westerly 1,000 feet of canal to 250 feet $4, 750
Increasing width of channel in Sturgeon Bay to 200 feet 10, 300
Total additional estimate 15,050
Total ., 113,600
Totalappropriationsyexolnsiye of purchase 50,000
Amount (estimated) to complete present proj ect 03, 500
An appropriation of (63,500 is recommended for the fiscal year ending
June SOj 1899.
Money statement.
July 1, 1896, balance unexpended $32,171.76
June 30, 18^, amount expended during fiscal year 16,088.26
July 1,1897, balance unexpended 16,083.50
{Amount (estunated) required for completiou of existing project 63, 500. 00
Amount that can be profitably expended in fiscal vear ending June 30, 1899 63, 500. 00
Submitted in compliance with reqnirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry ciyil act of June 4^ 1887.
APPBOPiOATIOira.
Act o^^
July 18, 1892 (for purchase) $81,833
August 17, 1894 20,000
June 3, 1896 30.000
Total , 131,833
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2662 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
COMMBBGIAL 8TA118TIC6 FOB THB CALXNDAB TBAB BNDINO DBCBMBBB 31, 1896.
[Furniahed by Hr. Adam N. Dier, avpaintaDdnit Sturgeon Bay and Lake Miohigan Ship OaaaL]
Name, Sturffeon Bay and Lake Michigan Ship Canal, Wisconsin; collection dis-
triotf MiiwanSee, Wis. ; nearest light-honae, on north pier head, entrance to harbor.
ArrivaU and deparlure$ of ve$9eU,
Claaa.
Bound down.
Bound up.
Total.
No.
Net tons.
No.
Net tona.
No.
2,063
1,482
486
Net tona.
Steam
232
441.163
153,908
233,425
986
689
254
872,448
115.204
242,000
818,611
Sail
209.112
Unriffffed....
475.425
Total
2,102
828,496
1.929
729,652
4,031
1,568,148
Navigation through the canal for the season of 1896 was resumed April 10, the date
on which the car-ferry steamer Ann Arlfor No, 2 forced a passage through the ice in
Green Bay, and was practically closed December 20, the active season being, there-
fore, two hundred and fifty-fonr days long.
Average number of vessels passing through the canal per day for the whole
season (not including tngs) 15.92
Average number of net tons passine through the canal per day for the whole
season (not including tonnage of tugs) 6,158.68
Average net tonnage of steam craft 394.33
Average net tonnage of sail craft 181.58
Average net tonnage of nnrigged crafb 978.24
StaUmani offreigXi and pasBongorM carried through the oanalfor the calendar year ending
December SI, 1896,
Artiolea.
Netl
Artiolea.
Net tona.
BOUHD DOWV.
Agricultoral implementa .
Applea
Beana
Beef and pork
Brick
Coal and ooke
Fiah
Flour and grain
Grindatonea
Hay
Iron (mannfoctured)
IroMpig)
Leather
Lumber (hard wood)
lierehandiae (general)....,
Oila
PUm ,
Polea (telegraph)
Salt :
Stone (building and orib).
Total cargo.
..number.
Bark..
Briok.
1,767
784
15
888
628
29.887
547
2,178
150
280
9,659
699
100
1,090
87,007
1,508
75
10
10,785
250
102,8
CTO
100
BOUND UF— continued.
Coal
Dairy prodnofca
Fiah
Flour and grain
Hay ?
Hldea
Ice
Iron (manufactured)
Iron (ore)
Iron (pig)
Logs
Lumber ,
Merchandiae (general)
Oila
Pilea
Polea (telegraph) ,
Poflta (fence and paving)
Potatoes
Stone (building and crib)
Tiee (railroad)
Treea (shade and Christmas)
Wood
Wool
Total cargo •
Paaaengen number
248
252
17,209
002
151
800
750
8,100
5,826
4,400
519,436
6,621
214
11,801
14,889
1,082
776
59.930
28,421
1,440
45,607
14
728,544
8,866
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APPENDIX H H — REPOBT OF CAPTAIN ZINN.
2663
StaUmm^i showing tnumnt and eiHmaied value of ff tight oarriod through ihe oamalfor ihe
calendar year ending December SI, 1896.
Itemi.
Qusntlty.
Price per
unit:
Total rafais.
tion.
Aisrienltanl implements
Ba""::;:::::::::::::::::::::::::::::::::::
tons..
barrels..
1,767
10,450
609
500
3,230
864
80,162
248
799
02,850
60,000
4,200
82,579
20.000
120.646
146,030
160
1,272
151
800
10,409
8,100
6.626
100
740
646
346.291
48,628
7,650
3,670
84,946
57.456
10,350
105,285
60,189
848,859
48,000
18,259
14
$160.00
4.00
6.00
1.00
10.00
10.00
8.50
160.00
80.00
6.00
.60
.60
.56
.85
.90
.66
80.00
10.00
100.00
8.00
60.00
3.50
17.00
160.00
12.00
30.00
16.00
150.00
7.00
3.00
LOO
.10
2.00
.90
.90
.20
.26
4.00
200.00
$266,060.00
41,800.00
3,654.00
600.00
82,300.00
3, 640. 00
Beans
Beef and pork
Brick
bushels..
barrels..
M..
Coal and coke
tons..
105. 567. 00
Dairy prodaota
'.lII"llIIII'"'.do!!!!
87,200.00
63, 920. 00
Sloar
Grain:
Barley
Com
Halt
Gate
Pease
barrels..
bushels..
do....
do....
do....
do
461.750.00
25,000.00
2,100.00
17.918.45
7,000.00
108, 580 50
Wheat .-.
do
04, 269. 50
Grindstones
......tons..
4,500.00
Fay
do
12, 720. 00
Hides
do....
15, 100. 00
Ice
do....
900.00
Iron:
Hannfactnred
Oi«
do....
do
620,460.00
28.350.00
Piff
do
110, 925. 00
Leathw
Logs
LnraberOiard wood)
Lumber (all other kinds 1
do....
MfeetB.M..
do ..
do
15,000.00
8, 880. 00
16, 850. 00
6,194,365.00
Merchandise (general)
.........r-x .t^ns..
6, 644, 200. 00
Oila
....barrels..
63, 550. 00
Piles (round)
number..
11, 010. 00
Poles (telegraph)
Posts (fence and paTlng)
Potatoes
do....
do....
barrels..
84.946.00
5,746.50
20, 700. 00
Salt
94, 711. 00
Stone (building and crib)
tons..
64,170.10
Ties (railroad)
Trees (shade and Christmas)
Wood
number..
do
...... «.••■.>. .cords .
•9,771.80
12,000.00
73, 036. 00
Wool
tons..
2, 800. 00
Total ralne of ft«lght
14, 224, 429. 86
ComparoHve statement of princi^l items of commerce through ike canal for the calendar
years 1895 and 1896.
Items.
Year.
1806.
1896.
Increase.
Decrease.
Vessels number..
Too nags tons..
Tonnage (freight) do..
Paasencers nnmber..
Agricnltoral implements tons. .
Apples barrels..
Beef and pork do —
Brick M..
Coal and coke tons..
Fish do...
Flour barrels..
Grain (all kinds) bushels..
Hay tons..
Iron:
KimnCActured do...
Ore do...
Pig do...
Lumber MfsetB.M..
Merchandise (general) tons...
Oils barrels..
Piles (round) number..
Poles (telegraph) do —
Posti (fenoe and paving) do....
Potatoes barrels..
Salt do....
Stone (building and crib) tons..
Ties (railroad) number..
Trees (shade and Christmas) do
Wood cords..
8.340
1,804,816
810,970
10,989
227
U,340
1,531
99,644
946
93,683
837,491
4,338
6,861
1,926
4,855
886,880
80,868
1.089
10,475
92.812
6,491
83,964
71, 212
163,900
22,000
12,805
4,031
1,658,148
831,370
9.700
1.767
10, 450
8,230
364
80,162
709
92,350
872,454
1.272
10.400
8,100
6.525
846,836
43,628
7,650
3,670
84,946
67,455
10,350
105. 235
60,180
848,850
48,000
18,259
253,333
20,400
1,540
'8,"236'
1,289
618
*34,'i63'
890
*i,'i67
147
1,833
8,066
4,648
6,175
1,670
12.776
7.650
2,581
74.471
40,044
8,859
21,271
184,959
26,000
6,464
85,357
"ii.'628
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2664 BEPOBT OF THE CHIBF OF ENGINEEBS, U. S. ABMT.
Estimated yalne of freight passing throngh oanal daring the calen-
dar year ending December 31, 1895 $12,171,908.75
Estimated valne of freight passing through the canal daring the cal-
endar year ending December 31, 1896 14,224,429.85
Increase of 1896 over 1895 2,052,526.10
Statement showing number and net tonnage of tugs paesing ihrough the oanal during ike
oalendar year ending Deoemher 31, 1896, and the number of vesseli and eeowe towed dur-
ing that time.
Bound down.
Bound up.
Month.
Nombor.
Kettons.
VesaelB
towed.
Scows
towed.
NumlMr.
Net tons.
Yetsel*
towed.
Soowa
towed.
April
89
121
140
184
104
108
156
188
U
1.09»
3,274
4,140
3.788
8.117
8,200
4,544
4,000
758
20
66
55
64
22
88
64
44
6
80
38
82
28
27
26
88
7
40
126
151
146
107
116
150
150
22
1,075
8,407
4,2M
8,101
8,661
4,600
4,411
630
94
84
72
71
46
40
60
82
8
11
fiky.." ..
81
j™,;:;::::::;::;::::::
88
July
88
28
84
j^ovembctr .-•••-
85
88
Deoomber
Total
055
27,007
850
280
1,016
20,486
882
252
Total namber of trips made throagh canal by tags for whole season 1, 971
Total number of net tons 57,433
Total number of vessels towed 741
Total namber of scows towed 482
Total namber of vessels and scows towed 1,223
Average net tonnage of tags 29.13
Average number passing throagh the oanal per day for the whole season .... 7. 79
Namber of tugs stationed at canal for local towing 6
Net tonnage of tugs stationed at canal for local towing 190
Length of towing route fix>m harbor entrance to month of Sturgeon Bay,
miles Si
Statement of olaee and tonnage of teeeele coming in from the lake via the eandl during
the season to seek.shelter in Sturgeon Bay from storms.
Montli.
Steam.
San.
Unrigged.
TotaL
Namber.
Net tons.
Nnmber.
Net tons.
Nnmber.
Nettona.
Namber.
Nettona.
April
8
18
2
11
10
5,665
6,283
505
1,206
1,110
1,623
4,039
8.172
8,878
6
12
10
9
22
17
87
18
8
1,508
8,172
8,752
2,742
6,068
4,362
6.881
4,788
177
8,086
1,100
800
6,107
2,062
4,726
11.005
3,334
5,070
17
28
14
23
20
29
56
81
16
10,289
mSv^ :;: :
10,555
6,067
3nne!:".i;;;:::..
July
10,146
9,U4
10,711
21, 515
August
September
October
November ........
11,256
9,620
Deoembor .........
Total
71
27,075
184
81,002
88
80,004
248
06,161
No record was kept of those craft bound oat detained at Sturgeon Bay bv stormy
weather, though at times during the spring and fall months the outbound fleet thns
sheltered numbered Arom 20 to 45 craft, not including those that came in firom the
lake via the canal to seek a harbor of refuge in this bay.
Craft hailing from nearly ever^ principal port on the chain of lakes could be found
among those sheltered here during storms, the natural landlocked harbor of Stur-
geon Bay affording ample room and perfect protection from all storms, whichever
quarter the wind may blow from.
Total number of steam craft sheltered daring the season (only those coming
in from the lake via the canal being counted) 71
Total namber of sail craft sheltered daring the season (oiUy those coming
in fh>m the lake via the canal being counted) 134
Total namber of unrigged craft sheltered daring the season (only those com-
ing in firom the lake via the canal being counted) 88
Average net tonnage of steam craft sheltered 881.33
Average net tonnage of sail craft sheltered 238.74
Average net tonnage of unrigged craft sheltered 1,028.78
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APPENDIX H H — HEPORT OF CAPTAIN ZINN.
2665
CZoM, qvumtUif, amd sitimated vdlite of oargoe* oarHed 5y veB9eU vdkiU Bheltered in Sturgeon
Bajfy teaeon of 1896^ only ikoee wming in from the lake via the canal being included.
Itema.
Qnantity.
Price
ice per
unit.
Total TaloA*
Anlonltiml impl«
....tone,
.barrels.
...oorde.
.M.
Briek.
Goal and coke tons.
floor barrels.
Grain (oata) bushels.
lion:
ICannfactnred..
Ore ,
Pig.
•• tons.
i do...
LBBib5p.V....-..........llV.V.V.V."V."lV.V.V-"V.VMf«^
Merohandise (xeneral) tone.
Pilea (round) number.
Poles (telegraph) do...
Pork barrels.
Posts (fenoe and p»^g) number.
Potatoes barrels.
Salt do...
Stone (building and orib) tons.
Ties (rallnwd) number.
Trees (shade) do...
Wood ooids.
51
8,060
430
100
4,28S
6,900
9,000
288
588
550
86
12,870
2,505
100
4,875
1,560
1,800
2,000
1,840
11,854
51,800
8,000
2,934
$150.00
4.00
8.00
10.00
8.50
5.00
.86
10.00
50.00
8.50
17.00
15.00
150.00
3.00
LOO
10.00
.10
2.00
.90
.90
.20
.25
4.00
17,860.08
12,200.00
2,520.00
1,000.00
14,815.50
29,500.00
700.00
2,880.00
29,800.00
1,925.00
1,105.00
192,060.00
888,250.00
800.00
4,875.08
16,800.00
180.00
4,000.00
1,478.00
10.218.80
10,200.00
2,000.00
11,788.00
Total estimated Talus of eargoes
Total approximate yalua of Tessels sheltered. .
Approximate yalne of yessela and cargoes .—.
746,041.10
8, 709, OIL 00
4,454,062.18
The Yftlnation of veosel property seeking shelter in Sturgeon Bay via the canal
dminff the past season, as given above, ia based on the valnation giyen in Lloyd's
Vessel Register y and is approximate.
Jhrineipal limee of trtmepcviation ming ike eamal during the poet gear amd number amd mei
tonnage of hoate eomprieing each Une.
I of line.
Hoineport>
Number
ofboato.
Net
tonnage.
Tsledo, ▲nn Arbor and Northern lOohigan B. R., freight
and passenger.
Lake Uiohigan Car Ferry Transportation <3o., freight. ..
Goodrioh Transportation Co., frwght and passenger
Kanistee Transportation Co., freight and passenger
Btenhenson Transportation <jo., freight
Spalding Lumber Co., freight
Leathern ft Smith Towing and Wrecking Co., freight
Toledo, Ohio..
Two Blyers Manofaotnring Co., freight..
Bamnton ft HenTman Co., freight
ChioagcIU
do ,
Manistee, Mioh
Chicago, HI ,
.....do
Sturgeon BaVtWis. .
Two JEUvers, Wis . . .
Marinette, Wis
11
2.992
8,847
6.128
487
2.134
1,588
8,801
877
966
TotaL.
44
24,868
In addition to the ahore regular lines of transportation a large number of steam
bargeSi said vessels and scows engaged in the general fireighting bnsiness, use the
canal oontinually going both ways dturing the season of navigation, and a large local
business is done by tugs engaged in assisting sail vessels, scows, etc, through the
canal. During the past year the Lake Michigan Car Ferry Transportation Company
added two large barges to their line, which increased the tonnage through the eanal
quite materially.
Among the large elass of craft passine throurii the canal during the past season
were the steamers W. H, Wolf, Florida, Jrgom4ng,Laekawinnaf Marquette, Bueeia, Cuba,
the Ann Arbor car ferriccy and others, whose net tonnage waa 1,000 tons and more.
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2666 BEPOBT OF THE CHIEF OF BNQINEEBSy U. 8. AKMT
H H 7.
OPERATING AND CARE OF STURGEON BAT AND LAKE MICHIGAN SHIP
CANAL, WISCONSIN.
Operations have been confined to work incident to operating and
care, examinations, keeping a record of vessels and tonnage through the
canal, and such dredging and repairs as were necessary for maintenance.
Mr. Adam N. Dier, saperintendent of the canal, reports as follows:
The work accomplished daring the ^ear consisted priuoipally in completing the
construction of the revetment of the slip on the north side 01 the canal near the lake
end andhailding abont 518 linear feet of fender piling along the channel face of same ;
rebnilding, above the water line, about 350 linear feet of the sonth revetment, adja-
cent to the harbor front, and further strengthening this section of the works by driving
an additional row of 3 by 12 inch by 16 feet white oak sheet piling in the rear of the
old piling; dredging in the canal to maintain the required depth of water as the
needs of navigation demanded ; replacing a large number of old and unserviceable
water wale, cap timbers, and tie-rods with new materials : increasing the durability
of the riprap and shore protection alone the harbor front by placing additional stone
in the works; entire renewal of the pile driver: grading and otherwise improving
the grounds adjacent to office building and dwelling house of assistant superintend-
ent and clerk; painting the exterior of the buildings and papering the rooms in
dwelling house; making a careful survey of the canal and the navigable channel in
Sturgeon Bay east of the railway bridge; in collecting commercial statistics, etc.
Revetment and fender piling of slip. — 3y hire of labor and purchase of materials in
accordance with law work on revetment of the slip on north side of the canal, near
lake end, which was in progress at the beginning of the present fiscal year was con-
tinued, and the improvement completed July 23. As soon as the revetment was fin-
ished work was commenced on construction of a line of fender piling along the chan-
nel face of the new docking. Including the ends of the slip and connections with the
old work, a total of 602^ linear feet of revetment and 530 linear feet of fender piling
were constructed. This fender piling^ consists of round piles driven on a line 3
feet out from the center of the dock piles, and at intervals of 5 feet from center to
center; a 12 by 12 inch white pine lower wale bolted to the piles with l^-inch by
2-foot 3-inch screw bolts, a 12 by 12 inch white pine upper wale, and 8 by 12 inch white
pine binder securely fastened with H-inch by 2- foot 9-inch screw bolts.
Repairs of canal recetmenta — About 350 linear feet of the south revetment, adjacent
to the harbor front, built by the canal company in 1879-80, was in such dilapidated
condition as to require entire renewal above the water line and an additional row
of oak sheet piling below the water. The materials for this improvement were pur-
chased in November, 1896, after inviting proposals as required by law, and by hire
of labor work on the same was commenced April 1, 1897, and completed May 20,
1897. The materials behind the revetment were removed with wheelbarrows, the
old round and sheet piles cut down on a plane with the upper surface of the lower
wale, new 6 by 12 inch white-pine backing sills put in between the upper ^nds of
the round and sheet piling, and 345 white-oak sheet piles 3 by 12 inches by 16 feet
driven in place and fastened at the top with 4 by 12 inch white-pine binders securely
bolted to the round piles. Three hundred and fifty linear feet of new superstruc-
ture, consisting of three courses of 12 by 12 inch white-pine timber securely bolted
together with 1 by 24 inch round driftbolts, with cross-ties of similar dimensions at
intervals of 6 feet bolted to anchor piles 6 feet apart driven on a line 8 feet back
from the face of the revetment, was put in place. The new superstructure is further
strengthened with a longitudinal wale of 6 by 12 inch white pine placed over the
Joint between the first and second courses of timber and held in position with tie-
rods fastened to the anchor piles.
Minor repairs to canal revetments during the year consisted principally in replac-
ing broken and unserviceable water wale, cap timbers, binders, tie-rods, etc., with
new materials and refastening a number of the old caps and binders with new screw
bolts. By hire of labor and purchase of materials in accordance with law the
following-described repair work was accomplished during the year.
North revetment. — One hundred and twenty-eight linear feet of new 12 by 12 inch
white-pine water wale, 36 linear feet of new 12 by 12 inch white-pine cap timber,
and 40 linear feet of new 3 by 12 inch white-pine binders were used in replacing
broken and unserviceable materials between Stations 1 and 13. This timber was
fastened in place with 24 iron tie-rods 1| inches by 17 feet and 18 new screw bolts
li by 27i inches. Seventy linear feet of the old caps and binders between Stations
22 and 26 were refastened with new screw bolts, and the comer of the works at the
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN. 2667
harbor eDtrancOy which was damaged by collision of Car Ferry No, 4 on the morn-
ing of October 21. 1896, was entirely rebailt, the materials used being as follows:
Twenty-two ronnd piles 20 feet long, S round piles 30 feet long, 40 linear feet of 12
by 12 inch white pine, 36 linear feet of 8 by 12 inch white pine, 6 iron tie-rods 1\
inches by 17 feet, and 12 screw bolts li by 27i inches; also 60 linear feet of 16 by 16
inch oak timber, formerly used as spuds on the dredges.
South rwettMni, — Between stations 1 and 21, lf313 linear feet of new 12 by 12 inch
white pine water wale, 80 linear feet of new 12 by 12 inch white pine cap timber,
and 92 linear feet of new 4 by 12 inch white pine binders were used in replacing
broken and uneervioeable materials. This timber was fastened in place with 237 iron
tie-rods, each 17 feet lone by 1^ inches in diameter, and 47 screw bolts 1^ by 27i
inches. One hundred and forty-seven linear feet of old caps and binders between
stations 32 and 39 were refastened with 37 new screw bolts X\ by 27^ inches, and the
cluster of protection piles near the comer of the harbor entrance farther strength-
ened by driving 4 additional round piles and putting on two more turns of heavy
binding chain.
Dreeing operaUon». — During the fiscal year, by hire of labor and use of United
States dredges Nos. 1 and 2, 28,202 cubic yards of material was removed from the
canal for maintenance of channel.
Improvements along harbor front. — The usefulness of the riprap and shore protection
along the north and south harbor ftonts having become impaired to a considerable
extent by the action of sea and drift ice, more hard stone was purchased after
inviting proposals, as required bv law, and deposited in the works. Forty-one and
one-half cords was deposited along the north harbor front during the month of
8|eptember, 1896, and 60 cords along the south harbor front during the month of June,
1897, the total cost of the additional stone in place being $363.7?.
Benewal of United Siateepile driver. — By hire of labor and purchase of material, in
aeeordance with law, the United States pile driver was entirely renewed during the
months of January, February, and part of March, 1897. Work on renewal of the
driver was commenced Januaiy 7 and completed March 5.
Improvemente toarounde and buildings, — By hire of labor and purchase of material,
in accordance with law, improvements were made to the grounds surrounding the
office building and dwelling house, also to the buildings. The canal lands on the
north side, between stations 33 and 72. were fenced in with a standard barb wire
fence 5 strands high. The fence is 266 rods in length, and cost, completed, $98.42,
•r at the rate of 37 cents per rod. The grounds adjacent to the office oailding and
dwelling house occupied oy the assistant superintendent were graded and sodded.
The terrace in fk'ont of the premises was extended westward 140 feet. The well on
the grounds was enlarged and provided with a windmill, with water tank of 24 bar-
rels capacity, at a total cost of $184. A small woodshed and outhouse, all under one
roof, was constructed near the dwelling house for the convenience of the assistant
superintendent's family. The office building, dwelling house, and watchhonse were
painted on the outside with two coats of best prepared paint, and minor repairs
made to the roof of the storage warehouse. The rooms in the dwelling house were
papered at a cost of $33.10.
Survevs and soundings. — ^During July and August, 1896, a topographical survey was
made of the lands pertaining to the canal, and the limits of the riffiit of way on both
sides of the canal were established. The survey was made under the immediate
sopervision of Mr. James Whelan.
During the month of December, 1896, soundings were taken in the canal. As here-
tofore, uiese soundings were taken on transverse lines 100 feet apart, at regular
intervals of 20 feet. February, 1897, soundings were taken through the ice, in the
navigable channel in the easterly portion of Sturgeon Bay from the westerly end of
the canal to the railroad bridge, a distance of about 23,100 feet. The soundings
were taken on transverse lines 1(% feet apart, at regular intervals of 20 feet, there being
16 soundings on each line between the westerly end of the canal and the ''Angle" in
Sturgeon Bay; from the ''Angle" to the railroad bridge 16 and 18 soundings were
taken alternately on the transverse lines. Very shoal water was found for about
3,000 feet easterly from the bridge, but nearly the entire bottom is composed of very
soft mud, through which craft could force their way without much difficulty when
deeply laden and drawing more water than actually exists.
General supervision, etc. — General supervision over the works and the different
improvements in progress during the year was maintained as usaal. Complete and
classified records of all craft passing through the canal during the year were care-
talLj kept as usual. Also a classified record of those craft coming in from the lake,
via the canal, to seek shelter in Sturgeon Bay from storms, together with a recora
of the class, quantity, and approximate value of the cargoes carried by them at the
time they were thus sheltered. The reports of commercial statistics received were
properly entered on the canal register and the necessary reporting, correspondence,
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2668 REPOBT OF THE CHIEF OF ENGINEEBS, U. 8. ABICY.
and all other clerical work connected with the office attended to. Dming the
season the regular night senrice was maintained and day patrols made along the
canal to see that the regulations governing the ose of the same were not violated.
The engineer property received for storage firom various sources during the year was
properly carea for.
The rules and regulations governing the use of the canal were generally observed
and carefully complied with oy those in charge of craft passing through the canal
during the year, there being only two apparently willful violations, and these were
promptly reported for prosecution by the United States district attorney. Collisions
in the canal between craft in transit bound in opposite directions occurred on only
two occasions, the damages in each case being nominal. The widening of the canu
at the westerly end reduces the danger of collisions very materially, as it gives
craft an opportunity to pass each other in comparative safety. Except in the case
of the damage done the comer of the works at the harbor entrance of the canal
October 21, 1896, by collision of Car Ferry No. 4^ of the Lake Michigan Car Ferry
Transportation Company, damage to the works from this source has been very light
during the past year. The car-ierry boats of this line are so large and unwieldy
tiiat tne utmost skill and care in towing them through the narrow portion of the
canal is required to prevent them from coming in contact with and damaging the
works. Since the damage done to the northeast comer of the north revetment last
fall by Car Ferry No. 4, the men in charge of the boats have been very careful in
navigating the canal, and no damage has resulted to the works since then. With
the canal widened to 160 feet for its entire length the chances of colliding with and
damaginj^ the works by craft in transit would be reduced to the minimum.
No serious groundings occurred in the canal during the year on account of an
insufficient depth of water, a few deeply laden craft striking bottom quite hard,
however, while passing out through the canal during the fall months. The water
reached its lowest stage for the year at noon of November 27, 1896, when tiie tide
gauge showed it to be 3.6 feet below the zero mark, or jB.66 feet below high-water
mark of 1838, and its highest stage at noon of June 17, 1897, when the tide gauge
showed it to be 0.2 foot below the zero mark, or 3.26 feet below the high- water mark
of 1838. A permanent raise of about a loot has taken place since April 1, 1897.
For commercial statistics for the calendar year ending December 31, 1896, see the
statistics with report on Sturgeon Bay and Lake Michigan Ship Canal, Wisconsin,
for the fiscal year ending June 30, 1897.
Remarks andreoofumendaiions. — The north revetment from harbor entrance to west-
erly end of the new slip is in good condition and will require no repairs unless dam-
aged by craft in transit, or from some other now unknown cause. About 350 linear
feet of this seotion of the works was rebuilt above the water line, and another row
of 3 by 12 inch by 16 foot oak sheet piling driven in the rear of the old piling dur-
ing the season of 1894, while the revetment of the slip was constructed last season.
Immediately westerly from the slip the revetment is in a very advanced state of
deca^ and badly out of line, and should be entirely rebuilt for a distance of about
500 linear feet and the new work set back to conform to the line of the revetment of
the slip and that at the westerly end of the canal where the canal has been widened.
Between stations 15 and 33 the old revetments on both sides of the canal are in a
very advanced state of decay above the water line, and will require extensive repairs
to put them in good order. The cap timbers, binders, and top ends of the round
and sheet piles are badly rotted, and new caps and binders will be neosssary in
many places to prevent more extensive damage to the works. The lower or water
wales, which were originallv only 10 by 10 inch white pine timber, have been so
badly worn by the action of the elements and by craft in transit chafing against
them that they have been very much reduced in size, and nearly or quite 50 per
cent of the old' wales have thus been rendered unserviceable. This also applies to
the old tie-rods, the greater portion of which have been rendered unserviceable by
rust and the wearing away of the button heads on the channel face of the wales.
It will therefore be necessary to take up nearly all the old water wales and tie-
rods and replace them with new materials. It is very essential that the revetments
be at all times provided with good water wales and tie-rods, so that the dock may be
held in line and prevent that portion above the water, which has been very much
weakened by progress of decay, from going to pieces.
Beyond station 33 on each side of the canal the revetments are in excellent condi-
tion and will require no repairs unless damaged by craft in transit, or by some other
now unknown cause.
Of the materials required for extension of revetment of the slip on the north side,
near the lake end of canal, and for repairs as above outlined, the round piles and all
the iron have been purchased in accordance with the requirements of law, and the
materials have been delivered on the works.
For placing a stone foundation under the office bnilding, further improvement of
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APPENDIX H H — ^REPORT OF CAPTAIN ZINN.
2669
the gronndSy and keoping the bnildings in f^ood condition, an appropriation of $800
Ib reoommended. as that amoant can be very profitably expended for those porposes
during the fiscal year ending June 30, 1898.
Navigation through the canal was maintained until December 22, 1896, when ice
closed Sturgeon Bay, and was reopened for the season March 27, 1897. Between the
foregoing dates the harbor and easterly portion of the canal were usually fne
enough urom ice to admit of nayigation, but Sturgeon Bay and Green Bay were
entirely frozen over and the ice so thick as to make navigation impracticable.
However, during the early part of Februarv the car-ferry steamer Ann Arhw No, i
made an attempt to force a passage through the ice from the canal to Menominee,
Mich., distant about 27 miles. The steamer encountered but little difficulty in mak-
ing its way as far as the mouth of Sturgeon Bay, but when that point was reached
it was found the huge windrows of ice had formed from shore to shore, making it
impossible for the craft to proceed farther. Dynamite was used to raise these bar-
riers of ice, but this too was abandoned as impracticable, and after seventy-two
hours of steady bucking, the Ann Arbor was compelled to return to the lake, via the
canal. This is the second attempt at maintaining winter navigation over the route
covered by this oar-ferry line, and each attempt having proved futile, it is probable
that the project will be abandoned.
The expenditures during the year ending June 30, 1897, amounted to
(169280.12, from an allotment from the indefinite appropriation for
*< operating and care of canals and other works of navigation," pro-
vided by section 4 of river and harbor act of July 5, 1884.
In accordance with this section an itemized statement of the expen-
ditores is appended hereto.
Money BtatemenU
July 1, 1896, balance unexpended $1,310.88
Amount aUotted for fiscal year ending June 30, 1897 17,613.84
18,824.72
June 90, 1887, amount expended during fiscal year 16, 280. 12
Julyl, 1897, balance unexpended 2,544.60
July 1, 1897, outstanding Uabilities 1,118.37
July 1, 1897, balance available 1,426.23
{Amonnt (estimated) for expenditure in fiscal year ending June 30, 1898. * 12^ 873. 77
Amount available for fiscal year ending June 30, 1898 14, 300. 00
lUmUsed Miaiement of expense* made from appropriation for operating and eare of eanaU
and other works of navigation, indefinite, act of July 6, 1884, applied to Sturgeon Bay
and Lake Michigan Ship Canal, Wieoonein.
Date.
ITo. of
voveber.
To whom peid.
For wh«t paid.
Amounl
July 8
16
16
Aug. 4
4
S
S
S
S
14
81
81
81
A.L. Lewi* & Co ,
Baworth, Sohodde&Co
W.D.Hakted
Hired mon
.....do
The Laurie Stone Co
J. S. Hay
A. Henaon
Danliem Towioe end Wrecking Co.
Leathern dt Smiui ,
JameeWheian...
Hired men
JameeWheian ,
Hiiedmen
Round piles ,
Soap
OU
Servioea, July, 1896. ,
.....do
Freight
Paint
Wood
Hire of tng
Coal, eto ,
Traveling expense* . .
Services
do
....do
$1,2S4.7S
6.90
18.54
1,126.40
644.00
7.50
10.60
800.63
130.00
880.01
4.18
805.00
150.00
688.34
•Amonnt aUotted If estimate i* approred*
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2670 REPORT OP THE CHIEF OF ENGINEERS, U. 8. ARMY.
Itemized etatement of expenses made from appropriation for operation and care of canaJe
and other works of navigation, indefinite, act of July 5, 1884, eto, — Continaed.
Date.
No. of
Touoher.
To whom paid.
For wliat paid.
Amount.
18M.
Sept. 2
10
10
12
25
30
Oct 1
2
2
9
10
18
17
31
81
Nov. 2
14
17
19
25
Deo. 2
2
8
2
9
19
81
31
1897.
Jan. 28
81
2
2
2
11
24
24
28
5
5
10
10
27
27
81
81
8
5
9
80
80
00
6
«
11
20
81
81
81
81
81
31
June 2
9
9
9
26
20
80
30
80
80
80
80
80
Feb.
Mar.
Apr.
May
Soofleld ft Co
M.J.Schraitt
Western Union Telegraph Co
G.K. Kendall
Chas. Crosman
Con tinental Bolt and Iron Worka
Hired men
F. A. Ha^en
WakeOeld Sheet Piling Co
WeeterD Union Telegraph Co
H. Niedecken Co
N. S. Waahbum & Co
Swain & Tate Co
£. A. Cannon
....do
Hired men ,
Rleboldt, Welter & Co
Bacyrua Steam Shovel and Dredge Co..
Parkhanit St Wilkinnon
LoniaFldler
Hired men
Leathern & Smith
N. S. Waahbum Si Co
J-S-Hay
TheMarah ft Bingham Co ,
BifthopftBrooka
A. Ross Honaton ,
Hired men
Manitowoc Steam Boiler Works
HughGiUen
Hired men
J.S.Hay
Rieboldt, Wolter ft Co
Hugh Gillen
Scnleld ft Co
E.Gilien
Hired man
J. 8. Hay
do..
H.B.ftG.B. Bnrger
E. Gillen
B. A. Cannon
Ives Brothers
£. A. Cannon ,
Hired men
HughGiUen
John M. Bergman
M.J. Schraitt
Chas. Crosman
Hired men .^
J.S.Hay
Soofleld ft Co
Leathem ft Smith Lumber Co
M.J.Schmitt
G.D.Greely
Chas.Croaroan
Rieboldt, Wolter ft Co
N. S. Washburn ft Co
J.S.Hay
E.G.Karker
Termansen ft Jensen
Hired men
E. A. Cannon
DesForgea ft Co
W.D.Hjilsted
Continental Bolt ft Iron Works
TheC.ReisaCoalCo
E. A. Cannon
Hired men
....do
J.S.Hay
E.G.Karker
Soofleld ft Co
....do
The P. Hayden Saddlery Hardware Co.
Iron atrapa, ate
Blueprinta, etc
Telegrams
Paper, etc
Traveling exi>ensea
Tie-rods, etc ,
Servioea, September, 1896. ,
Stone
Rovalty on aheet piling...
Teieerams
Stationerv
Pine lumber, etc
Books
Services
Traveling expenses
Services, October, 1896 . . . .
Pine timber, etc
Hoisting engine
Tie-rods, etc
Barb- wire fence
Services. November, 1806. .
Coal
Wood
Storm sashes, etc
Timber, etc
Round piles
Services
.....do ,
Steam dome
Services
Services, Janoary, 1897.
Bolta, etc
Pine timber, etc
Traveling expenses
Iron bolts, etc
Maple rollers, etc
Services
Globe valvea, etc
Steel, etc
Calking, etc
Sheaves, etc
Traveling expenses
Pnmp rods, etc
Services
do
Traveling expenses
Screw bolts, etc
Blue prints, etc
Services
do
Tallow.eto
Iron, etc ,
Coal
Blueprinta, etc
Letter paper
Services..
Pine timber
Pine plank
Iron, etc
Wall paper, etc
Stone
Services, May, 1897
Traveling expenses
Stationery
Oil
Bolto,etc
Coal
Servioea
do
do
Hawaerlina, etc
Paint, etc
Enlarging well, etc
Packing, etc ,
Dredge chain
$6.70
8.58
.62
15.10
15.26
238.87
410.73
165.17
150.66
L85
42.48
64.60
52.00
150.00
9.25
492.47
806.76
675.00
96.10
98.42
893.33
88.75
9.00
24.48
280.21
126.76
200.00
808.14
19.00
150.00
844.83
8L84
57.32
7.60
145.72
179.50
540.58
63.42
81.24
413.72
17.15
17.27
14.90
150.00
218.08
7.47
104.73
14.51
200.00
732.84
108.24
83.06
189.00
11.05
4.40
200.00
77.88
87.84
17.26
33.10
198.60
870.10
10.82
17.85
17.51
114.88
192.50
150.00
840.00
428.71
21.45
34.20
184.00
27.16
64.60
Total.
16,280.12
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APPENDIX H H — ^REPORT OF CAPTAIN ZINN. 2671
H H8.
IMPROVEMENT OF STURGEON BAY CANAL, HARBOR OF REFUOE,
WISCONSIN.
The original condition at this harbor, object of the improvement, proj-
ect8y and present works, were described in detail in Annual Keport
Chief of Engineers for 1896, pages 248 L and 2482.
Oimdition of the improvement. — ^The main and detached piers are of
the full length contemplated. Sonndings taken in April, 1897, showed
a channel 16 feet deep below the datum plane of harbor improvements,
with a width at entrance of about 190 feet, and a minimum width at
entrance to canal of about 90 feet. The dredging now in progress has
restored a channel 17 feet deep and about 100 feet wide, and this width
wiU be increased to about 180 feet during the present working season.
Operations during the fiscal year, — By hire of labor, and the use of
n. S. dredge No. 1, dredging was in progress at the beginning of
the fiscal year and was continued until July 9, 1896, resulting in the
removal of 3,793 cubic yards since the beginning of the fis(^ year.
Dredging was resumed by IT. S. dredge No. 2 on May 14, 1897, and
was in progress at the close of the fiscal year, 10,741 cubic yards
having been removed, or a total of 14,534 cubic yards during the fiscal
year.
By hire of labor and purchase of materials, in accordance with law,
repairs were made to the outer end of the detached south pier, which
had been damaged by the action of drift ice and by collisions. The
work consisted in cutting down the damaged i)ortion of the crib to
about 1 foot below the water surface and rebuilding same. The repairs
have been completed with the exception of redriving a line of fender ^
piling along the outer face of the pier, and which will be done during '
the present working season with the funds now available.
Remarks. — ^The project for the improvement of this harbor is com-
pleted, and the only expenditures now necessary are for maintenance
of channel and repairs to existing works.
Annual dredging will be necessary to remove the deposit of material
^ brought in by the canal, by waves from the lake, and by other causes,
^ but the amount of this deposit will probably be less in the future than
-^ in the past. Much of the shoaling in the harbor has been caused by
^ the erosion of the unrevetted portions of the canal banks, the eroded
n9 material being carried out and deposited in the harbor by currents set-
ting through the canal to tiie lake. 1 )uring the present working sea-
son, those portions of the canal banks from which erosion takes place,
will be revetted, and it is believed the amount of shoaling in the har-
bor will be greatly decreased. It is impossible to estimate the exact
amount of dredging required, but it is thought that the removal of
10,000 cubic yards annually will maintain the channel.
The fender piling built in 1881, that connects the main and detached
piers, is in an advanced state of decay, and has been materially weak-
ened at and near the water surface by the action of ice and by vessels
colliding with it. It should be entirely rebuilt as soon as fonds are
provided. Bepairs to the harbor piers are also necessary.
Estimaie of fundi required far flsoal year ending Jwne 30, 1899,
Renewal of 830 linear feet of fender piling $3,600
Repairs of piore 500
Dred^ng 10,000 cnbio yards, at 10 cents 1,000
Contingencies, 10 per cent 600
Total 1^600
Digitized by VjOOQIC
2672 BEPOBT OF THE CHIEF OF ENGINEEBSy U. 8. ABICT.
For the maintenance of the channel and existing works an appropria-
tion of t5,500 is recommended for the fiscal year ending Jnne 30, 1899.
Money itatemmU
July 1, 1896. balaDce unexpended $6,388.08
Jnne 30, 1887, amount expended daring fifloalyettr • 3,804.73
Jnlj 1, 1887, balanoe nnexpended 8»983.30
July 1, 1897, oatstanding UabiUtiee 35.33
Jnly 1, 1887, halanoe arailable 8,947.97
(Amoont that can be profitably expended in flacal year ending Jnne 30,
1899, for maintenance 6^600.00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry oiyil act of Jane 4, 1887.
APPBOPBIATIOm.
Act of—
March 3, 1873 $40,000.00
March 23, 1874 10,000.00
June 18, 1878 30,000.00
March 3^1879 30,000.00
June 14, 1880 10,000.00
March 3, 1881 - 10,000.00
August 2,1882 20,000.00
July 5, 1884 10,000.00
August 6^ 1886 6^000.00
Act of—
September 19, 1890 $3,000.60
July 13, 1892 5,000.00
August 17, 1894 5,000.00
June 3, 1896 6^000.00
Miscellaneous receipts
credited to appropria-
tions 182.60
Total 183»182.60
OOimSBOIAL BTAIISnCS FOB TRB GAIJEin>AB TBAB BNDIHO DBOBMBBB 31, 1806.
See the statistics with the report on Sturgeon Bay and Lake Miohigan Ship Canal,
Wisconsin.
HH9.
mPROVEMENT OP AHNAPEE HARBOR, WISCONSIN.
The original condition of the month of Wolf Biver, object of fhe^
improvement, projects, and present works, were described in detail in'
Annual Beport, Chief of Engineers, for 1896, pp. 2483, 2484.
Condition of the improvement, — To complete the original project the
extension of each pier 50 feet would be required. By a modification of
this project, approved March 6, 1897, further extension of the piers was
abandoned, such extension not being deemed necessary for the mainte-
nance of the projected depth.
Soundings taken in May, 1896, showed a depth of water of about 16^
feet below the datum plane of harbor improvements at the entrance
between the piers, decreasing to about 11 feet at the shore end of the
piers. Soundings taken in April, 1897, showed a channel between the
piers 12 feet deep, with a least width of about 75 feet, the depth at
entrance between the piers being about 16^ feet, and an average depth
of from 10 to 11 feet in the basin immediately inside the shore line.
Operations during the fiscal year. — By hire of labor and the purchase
of materials in accordance with law, repairs were made to the Gtovem-
ment dredging plant.
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN. 2673
BemarJcs, — ^In accordance with requirement of river and harbor act
of Jane 3, 1896, a survey was made and report dated December 31, 1896,
submitted for <^ Harbor of Ahnapee." The report is published in House
Document No. 172, Fifty-fourth Congress, second session, and fully
covers the condition and needs of the harbor.
The estimated cost of completing the project now in force is $18,000.
Various plans were submitted for increasing the harbor facilities, the
estimated cost of the plan that was considered to be the most desirable
being $19,000 in addition to the $18,000 for completing the present
project, making a total of $37,000 as the estimate for the work.
To obtain the projected depth in the harbor it is necessary to remove
about 5,060 cubic yards of rock, and to dredge about 24,500 cubic yards
of sand, which will cost as follows:
5,060 oubio yards of rocky at $2.75 $13,915
24,500 cnbio yards of sand, at 10 cents 2,450
Contingencies, 10 per cent 1,635
Total 18,000
There has been appropriated for improving this harbor a total of
$183,220, of which amount about $7,000 was on hand June 30, 1897. It is
estimated that $4,000 of the funds available will be required to main-
tain the channel until June 30, 1899, leaving the net amount of $3,000
available for completion of present project. There will then be needed
to complete the present project ($18,000 less $3,000), $15,000 in addi-
tion to the amount now available.
The original estimated cost of the present project (see Report of Chief of
Engineers, 1876, Part II, pp. 346 and 359, and 1880, p. 1910), was $175,000
Additional estimate (see Report of Chief of Engineers, 1891. p. 2539) 10, 000
Additional estimate (see Report of Chief of Engineers, 1893, pp. 850 and
Total 193,000
Less total appropriations 183,220
Balance of estimate, unappropriated 9,780
Estimated amount required for completion of present project, in addition
tofnnds now ayailable 15,000
Lees unappropriated balance of estimate 9, 780
Increase in estimate 5,220
Total estimated cost of present projeot 198, 220
The increase in the estimate is due to the cost of maintenance of
channel.
An appropriation of $15,000 for completion of present project is
recommended for the fiscal year ending June 30, 1899.
Money statement.
July 1.1896, balance unexpended $8,357.59
June 30, 1897, amount expended during fiscal year 1,377.77
July 1, 1897, balance unexpended 6,979.82
(Amount (estimated) required for completion of existing project 15, 000. 00
Amount that can be profitably expended in fiscal vear ending June 30, 1899 15, 000. 00
Submitted in compliance with requirements of sections 2 of river and
harbor acU of 1866 and 1867 and of sundry ciyil act of June 4, 1897.
BHG 97 168
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2674 BEPOBT OF THE CHIEF OF £NGIN£EB8| U. 8. ARMY.
APPBOPBIATIOHa
Act of—
March 3, 1871 $25,000
Jnnel0,l872 25,000
March 3, 1875 25,000
Angnst 14, 1876 8,000
June 18,1878 8,000
March 3, 1879 7,000
June 14,1880 7,000
March 3, 1881 8,000
August 2, 1882 12,000
July 6, 1884 15,000
Act of—
AQgu8t5,1886 $15,000
Augast 11, 1888 5,000
September 19, 1890 6,000
July 13, 1892 7, 000
August 17. 1894 5,000
Jane3,1896 5,000
Miscellaneous receipts cred-
ited to appropriations 220
Total 183,220
OOMMBBGKAL STATTBTICS TOB THS CAUBNDAB TSAR ENDING BBCBMBSB $1, 1896.
[Vonilahed by Mr. George £. Wilbur, mftyor.]
Kame of harbor, Ahnapee, Wis. ; collection district, Milwaukee, Wis. ; nearest
light-house, on north pierhead, Ahnapee, Wis.
ArrivaU amd departun$ of vcBseU.
Desoription.
Arrival*.
Departures.
Number.
Tonnage.
Number.
Tonnage.
Bimm
MO
224
205.809
22,397
540
125
205,809
22,007
e»fi
Total
7«4
227.700
765
227,910
JMmoipal ariioU$ of export and imporU
[By way of the harbor only.]
Artldles.
Tona.
Artiolea.
Tons.
Agrioultund Implementa.
Bark (tan)
Beana
Butter
Cheese
Bggs
Furniture
Hay
Hideo
Lumber
Mmrble
Merohandiae (general)...
OaU
oa
Peaae
Potatoes
Bye ,
Shinglea
Tiea (railroad)
Wagonaand canlagea...
Wheat
Wooden ware ,
Wool
Ttttal ,
Total approximate Talne. .
12
1.860
85
60
20
200.000
427
225
7,542
812
2721
120
1,680
26
206
280
1^
218,5091
XMPOBTB.
Agrioultund implementa.
Applee
Chaira ,
Cheeee
Goal and eoke
Fiah
Furniture
Iron and ateel
Leather
Lime and oement ,
Lumber
Marble
Merchandise (general)
MiU stufb
OU
Pork and beef
Provisiona
SaJt ,
Sash, doors, and blinds . . . ,
Shinglea
Wagons and carriages. . . .
Wooden ware ,
Total
Total approximate value. .
015
124
28^
84
180
2.744^
31
8,000
68
1851
2l{
800
845
lOi
48
8,25^
$718,380.27
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN.
Priiio»j»aI crfielet of ojspiMrt imd iiiijNw^— Oontinaed.
[By all ways of tnnaportatioii.]
2675
■ZPOBIB.
Agrienltaral implements
Bark (tan)
Barley
Beans
Botter
Cattle
Cheese
fP.?::::::::::::;:::;;:::
Floor
Fnrniture
Hay
Hiaes
Lnniber ■
Marble
Hercbandise (general) ...
Oafis ,
Oil
Pease
Potatoes
Bye
Sheep
Bbinf^les
Ties (railroad)
Wagons and oarrlaees...
Wheat
Wood
Woodemirare
Wool
Total
Tbtal approximate Talne. .
409, 728^
|8M,M0.0O
Afrienltofal implements.
Apples
Bark (tanj
Beer and liqnor
Chairs
Cheese
Coal and ooke
FUh ,
Floor
Famitnre ••*...
Iron and steel
Lath
Leather
Lime and oement
Lnmber
Marble
Merchandise (fensnl)....
MiU staflb...^
Oil
Pork sad bsef
ProTisions
Salt
Sash, doors, and blinds. . .
Saw logs
Shinglss
Stone
Wagons and curiages
Wooden wars ,
Total ,
Total approximate Talne.
97S
1.0U1
1:;
m
09
.I*
S,745
440
t»600
08
810
845
iH
240^
48
1,010
98
6
126,0811
$837,380.08
HHxo.
niPROVEMENT OF KEWAUNEE HARBOR, WISCONSIN.
The original condition of the mouth of the Eewannee Biver, object
of the improyement, projects, and present works were described in
detail in Annual Report, Chief of Engineers for 1896, page 2486.
Oondition of the improvement — Under the contract now in force the
piers will be completed to their projected length. Soundings taken in
May, 1897, on the completion of dredging showed a channel between
the piers 15 feet deep below the datum plane of harbor improvements,
with a width of 200 feet at entrance and a minimum width of about 95
feet.
Operations during the fiscal year. — Under contract, dated December
11, 1896, with Thomas J. McGrath for the constmction of 425 linear
feet, more or less, of' pile pier for the extension of the north pier 200
feet and the south pier 225 feet, work was begun May 10, 1897^ and was
in progress at the close of the fiscal year. The details of coDstruction
are the same as for the extension bnilt in 1895, except that Wakefield
triple-lap sheet piling, of 2 by 12-inch pine planks, was used instead
of the ordinary double-sheet piling of 3 by 12-inch planks.
By hire of labor, the use of United States dredges Kos. 1 and 2,
and the purchase of materials in accordance with law, dredging was
begun August 1, 1896, suspended September 15, resumed November
17, and closed for the season November 30; resumed March 25, 1897,
and completed May 11, resulting in the removal of 74,825 cubic yards
of material
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2676 REPORT OF THE CHIEF OF ENGINEERS, U. B. ARMT.
By hire of labor and purchase of materials in accordance with law,
a frame warehoase 24 by 50 feet was bnilt on land donated to the
United States by the city of Kewaanee, and the property was partially
docked, 135 linear feet of dock having been boilt daring the fiscal year;
minor repairs were also made to the piers.
Remarks. — ^The city of Kewaanee has donated to the United States
a piece of land, 120 feet by 265 feet, to be nsed for laying ap the Ooy-
ernment dredging plant daring the winter, and also as a yard for the
storage, handling, and framing of materials required for constraction
and repair of piers. The location of this land, and of the warehoase
bailt thereon by the United States, is shown on the map accompanying
this report. The warehoase and dock along the front of this property
were bailt oat of the appropriations fbr the improvement of Kewaunee,
Manitowoc, and Waakegan harbors.
The estimated cost of the project for improving Kewaanee Harbor
was $200,000 (see Eeport of Chief of Engineers, 1881, p. 2084), and
$150,014 has been appropriated for carrying it oat. The funds avail-
able will complete the piers to the present 19-foot contour, which is
about 200 feet in advance of this contour in 1880, when the original
estimate was made, and dredge the channel and turning basin to the
required depth, thereby completing the project of 1881 as modified in
1892, at a saving of nearly $50,000 over the original estimate.
The channel is subject to constant deterioration by the deposit of
sediment brought in by the river, waves from the lake, and other causes.
It is impossible to estimate the exact quantity deposited each year, but
it is believed that about 30,000 cubic yards will have to be removed
during the fiscal year ending June 30, 1899. Part of the superstructure
is now in a decayed condition, and should be renewed at once. The
snperstructure is constantly sabjeot to decay and requires renewal
from time to time.
BsHmaUfcrJUcal year ending Jwm SO, 1899,
Dredging, 30.000 onbio yards, at 10 eents $3,000
Repairs to piers 3,000
Contingenoies, 10 per oent 600
Total e,600
An appropriation of $6,600 for maintenance of existing works is
recommended for fiscal year ending June 30, 1899.
Money statemevii.
July 1, 1S96, balanoe unexpended $27,970.79
JaneSO, 1897, amoont expended daring fiscal year 7,639.46
•
Jolyl, 1897, balanoe unexpended 20,831.33
July 1, 1897, ontstanding liabilities $295.59
July 1, 1897, amount oovered by uncompleted contracts 18, 000. 00
18,295.59
Jolyl, 1897, balanoe ayaOable 2,035.74
fAmonnt that can be profitably expended in fiscal year ending June 30,
1899, for maintenance 6^600.00
Sabmitted in compliance with reqnirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry dyil act of June 4, 1897.
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APPENDIX H H — BBPOBT OF CAPTAIN ZINN.
2677
▲PPBOPRIATIONB.
Act Of—
March 3, 1881 $5,000
Angniftt 2, 1882 12,000
Jnly5, 1884 18,000
Augusts, 1886 10,000
August 11, 1888 10,000
September 19, 1890 20,000
July 13, 1892 80,000
Appropriated by local authorities in 1881 and expended by the United Statea
under the direction of the engineer officer in charge, $8,042.72.
Aetof—
August 17,1894 $20,000
Junes, 1896 25,000
Miscellaneous receipts cred-
ited to appropriations ... 14
Total 160,014
AhHract of propo$€kh fwr hMding 4M6 Unear feti, mor« or Im#, of oiar oxtwMUm at
Kewaunee Harbor^ fFMooiMin, received in reeponee to advertieemeni dated October j97,
1896, and opened JTovemher f7, 1896, hy Capt. €horge A, Zinn, Corpe of Engineere.
No.
Name and residenoe of
12
H
II
a
l§
II
If!
1%^
Total for
426 linear
P. W. Galloway, Baoine.
Wle
HcArtbar Broibera Co.,
Cbicago,Ill
QreiliDg Brothers, Qiaen
Bay, Wia
Adolph Green and W. B.
Anderson, Green Bay,
Wis
Jas. A. BeAuvaia, Charle-
voix, Hlob
James A. Bslow and John
Hnnroe, Charleyoix,
Mich
Chicago Star Constmction
and Dredging Co., Chi-
cago, HI
Joseph Wolter, Sheboygan,
Hansler k Lots Towing
andl>ookCo., ChicM;o, lU.
Donald A. McLeoiT and
William MoLeod, Mania-
tee, Mich
John M. Bergman, Kewan-
nee, Wia
Matthews dt Keith. Mani-
towoc, Wis,
to woe. Wis
George Cooper, Manitowoo»
Wfi
Thos. J. MoGrath, Green
Bay, Wis
0«fKt.
IH
ao
22
17
17
l«i
19
10
17
24
17
18
18
18
$25.00
25.00
27.25
24.00
28.00
25.00
28.00
80.00
26.00
27.75
26.00
28.50
28.00
28.00
886.00
28.00
42.50
88.80
80.00
88.00
60.00
84.00
40.00
88.00
88.00
86.00
86.00
88.00
$17.00
18.50
28.00
26.80
2L00
23.00
26L00
22.00
26.00
21.00
22.00
20.00
18.90
24.00
$16.00
19.00
82.00
21.00
16.00
18.00
20.00
16.00
17.00
18.00
18.00
17.00
20.00
20.00
$4.70
6.00
6.26
6.16
8.76
6.60
6.68
4.60
4.76
8.26
4.86
6.50
4.96
4.76
8
H
4
«i
S|
8
8
8
8|
S|
3^
H
4
8i
8|
8|
4
H
8
4
4
8|
4
4
$16,146.26
16,872.60
18,211.66
16,826.08
18,456.80
16,806.82
17,910.10
16,064.50
16.664.40
19,789.76
16,408.80
14,178.80
16,666.68
U, 118. 20
Amount of appropriation available for tbis work, $18,000.
With the approval of the Chief of Engineers, a contract was entered into Decem-
ber 11, 1896, with Thomas J. MoQrath, the lowest responsible bidder for this work.
Contract in force.
VHMofaontraotor.
Work.
Approred.
Work com-
menced.
Work to be
completed.
Thflt J MfiGnfeh
426 feet pile pier
Jan. 14,1897
May 17.1887
ir«T. 80^1807
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2678 BEPOBT OF THB CHIBF OP SNGINEBSSy U. 8. ABlfT.
COmUBBdAL 8TATI8TI08 FOB THB GALBNDAB TSAB BMDINO DBCBM BBB 31, 1896.
[Fnnlshtd hf Ih* BAjor of KawMinee, Wis.]
Name of harbor, Kewaunee. Wis.; ooUection distriet, Milwaakee, Wit.; nearest
light-house, on north pierheaOi Kewaunee, Wis.
BoMTiplleii.
▲XTiTlIS.
DopartiirM.
Knmber.
Toiuiafe.
Niunbw.
TcmiiAge.
Steun
eoo
100
451,687
It. 020
too
900
451,587
Bail
18,030
Total
too
4t6,B07
800
4t5,607
PriMlpdl mrticle$ of esq^rt amd im^forL
[By way of hazbor only.]
Artidfls.
▲rtiolot.
Ton*.
■ZPOBTB.
▲trionltunl implemeiiti.
▲ppleo ,
Bark (tan)
Barley
Beana
Beer ,
Brick
Botter
Cattle
Cheeae.
Com
far.:::::::::::::::::::::
Floar
Famltara ••••••..••.....,
Hiiei;r.'.iii;ii;iiir.\*iii;
Hoga ,
Lumber
Herohandiae (general)....
Mill etaiBi.....
Oata
Peaa •
Pork and beef.
Poat8(fenoe)
Potatoea
Sheep !...II!
Tiea (railroad)
Wheat.
Wood ,
Wool
Tbtal
Totid ^pprozlmata Talne. .
f7.5
It
486
728.6
t
t
S,400
1,400
1,600
800
38
160
40
10,312.6
5.6
«,000
26
100
1,500
85,000
88.500
400
«,800
120
880
81
1,300
180
1,400
1,060
750
U
108,567
|4|366,860
^SSlsr.::::::::::::::::
Beana
Beer
Cattle
Chaira
Cheeae
Coal and ooke
Com
Famltare •
Iron and ateal
Lath
Leather
Lime and oement
Lnmber •••...
Malt
Marble
Merehandiao (general).
MiU atofb.....
Oata
OU
Plaster (land)
Pork and beef
Potatoes
ProTislona
Bye
Salt
Saab, doora, and bUnda
Shinglea
Stone
Wagona and carriagea.
Wheat
Wood
Woodenwaro
Total
326
47
8.5
43
t
31
1
1,200
960
17
360
87.6
18.6
317.6
647.6
8
26
8. 500
800
2.680
875
3,500
80
78
88
1,860
80
80
11,300
875
880
1,000
88.064.5
H H zz.
ZMPROVEMENT OF TWO BIVEK8 HABBOB, WISCONSIN.
The original condition of the mouth of Twin Bivers, object of the
improyement, original project, and present works were described in
detail in Annual Bej[)orty Chief of Engineers, for 1896, page 2489.
Ttkt modification of the project adopted in 1897 was, in subBtance,
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APPENDIX U H — REPORT OF CAPTAIH ZINN. 2679
that no farther extension is necessary; that as now bnilt the require-
ments of commerce involved are snfficieiitly provided for.
Oonditionof the improveme^it. — June 30, 1896, the governing depth
of water in the channel was about 12 feet. The dredging that was
completed June 9, 1897, restored the channel to a depth of 13 feet for
a width of 150 feet.
The piers are built the frill length contemplated. The crib piers are
in good condition. The superstructure of the pile piers is in a dilapi-
dated condition, being very much decayed; the sheet piling to the pile
piers is very imperfect and does not prevent the passage of sand
through the piers into the channel.
Operations during the fiscal year. — Under contract dated August 28,
1896, with Eggers & Simono, for dredging 40,000 cubic yards, more or
less, work was begun September 10, 1896, suspended November 28,
1896, resumed April 24, 1897, and completed June 9, 1897, resulting in
restoring the channel to a depth of 13 feet and width of 150 feet by
the removal of 39,554.9 cubic yards of material.
The original estimate for oompleting this work was $266, 588. 80
There has beeniHPPropii*ted to date 214,500.00
Differenoe 51,088.80
The modifieation of the project, approved Febmary 27, 1897, caused a
reduction in the estimate of the foreeoing difference.
For the fiscal year ending June 90, 1^, the foUowing estimate is sub-
mitted for maintenance of channel and piers:
2,000 feet of snpentmctare and repairs to sheet piling, at $7 14, 000. 00
Dredffing 40,000 cable yards, at 10 cents 4,000.00
Contingencies, 10 per cent 1,800.00
Total 19,800.00
M(mey statement.
Jnly 1« 1896, balance nnezpended $5,122.43
Jane 30, 1897, amount exi>ended daring fiscal year 4,859.92
July ly 1897, balance nnezpended 262. 51
{Amonnt that can be profitably expended in fiscal year ending Jane 30,
1899, for maintenance 19,800.00
Sobmitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of snnd^ civil act of Jane 4, 1897.
APPROPRIATIONS.
Act of--
March3,1871 $25,000
June 10,1872 25,000
March 8, 1873 25,000
June 23,1874 15,000
March 3, 1875 15,000
August 14, 1876 5,000
June 18,1878 10,000
March 3. 1879 20,000
June 14,1880 20,000
Maroh8,1881 :VI^,000
Act of—
August 2, 1882 $15,000
July 5, 1884 8, 000
August 11. 1888 2,500
September 19, 1890 3,000
July 13,1892 8,0(X)
August 17, 1894 3,000
June 8,1896 5,000
Total 214,600
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2680 REPORT OF THE CHIEF OF ENGIKEERSy U. 8. ARMT.
Ah$iraot of propoiali for dredging 30,000 eMe yardi of nuaorial at ISoo Biver$ Hair^or,
Wiiooniin, received in reepcme to adrertieement dated Auguat 1, 1896, and opened Angmet
go, 1S96, by CapU George A, Zinn, Corpe ofEngineere,
Vo.
Kame ud realdflOM of bidder.
Pileepv
oabio
jard.
Total fiw
W.000aoa-
Moyaxda.
ArtbnrH.Yogel,Milwaakee, Wis
(ireen'a Dredging Co., Chicago, lU
Bggen & Siuiono, Two Rivera.Wl8
Goorge Cooper and Theodore Joeeoh, Manitowoo, Wis.
$8, no. 00
ft, 100. 00
1.812.80
S,OM.0O
a The eoat being so low, a oontraei waa made for 40,000 cnbie yards, mors or Isaa.
Ainoant of appropriation available for this work, $4,000.
With the approYal of the Chief of Engineers, a contraot was entered into Angosl
28, 1896, with Eggers &, Simono, the lowest responsible bidders, for this work.
OOHMBBdAL STATISTICS FOR THS OAUENDAB TSAR BNDINO DBCBMBXB 81, 1898.
[Famished by fhe piayor of Two Birers, Wis.]
Name of harbor, Two Rivers, Wis.; collection district, Milwaukee, Wis.; nearest
light-house, on north pierhead, Two Rivers, Wis.
Arrivdle and departwree of vetMli.
Description.
Arrivals.
Departozes.
Namber.
Tonnage.
Namber.
Tonnage.
Steam
200
54
400
208,000
10.600
20,800
200
64
400
208,000
10,000
Sail
Tan ....^.......^.*.T'rr^.^-rr^.Trr^T.---r-««......,.->«r**T..«.
20.800
Total
714
230,400
714
238,400
Principal articles of export and imporim
[By way of the harbor only.]
Artiolea.
Tons.
Artidfls.
■ZPOBTB.
Batter
Chairs
Cheese
Eggs
PTsl
Hay
Hides
Merchandise (general) . .
Uats
Ott
Pease
Pototoes
Wagons and carriages . .
Wooden ware
Wool
Total
P
18
1^
000
8
036
144
80
2.6021
UPOBTS.
Agrioaltaral implementa
Apples
Beer
Cheese
Famitare
Iron and steel
Lumber
Merchandise (general)...
Oil •
Salt
Saw logs
TetA. ...... .......
20
1,200
2,000
67»
180
46,000
47.60ift
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APPENDIX H H — ^BEPOBT OF CAPTAIN ZINN.
iVieflifNri oHMrn of wpinri and i«porl— Oontinaed.
[9y an mijs of tnuisportatioii.]
2681
ArtlolM.
Ttes.
Artlolaa.
Tona.
Bntlw
«,567J
OfPOBIV.
AvplM
e
Chain
1/^4 m>4 Mmoiii.
11.400
Cll68§6..... ....--.-
LninlMr
iSo
sso
ifqittvib
T«4al**4.^*xxxa^* — .*. xa
on
18.150
Sm^::::;::::;:::::::::::;:::::::::::;
Total
9,17^
HH 12.
mPROYEMENT OP MANITOWOC HARBOR, WISCONSIN.
The original condition of the mouth of Manitowoc Bivery object of
the improyement, projects and present works, werie described in detail
in Annual Eeport, Chief of Engineers, for 1896, page 2491.
The present project was approved July 9, 1896, and provides for an
extension of the south pier to the 20-foot contour, a distance of 500 feet,
at an estimated cost of $44,440. If it should be found necessary to
extend the piers to the 22-foot contour, the cost would be $36,900 addi-
tional, or an aggregate of $81,400.
The project, with map, is published in House Document No. 300,
Fifty-fourth Congress, first session.
Condition of the improvement. — ^The piers are in fair condition, minor
repairs to the decking being the only repairs n eeded. The work in prog-
ress will extend the south pier 500 feet; it will then terminate in 20 feet
depth of water.
June, 1896, the channel was 17 feet deep for a width of 70 feet. May,
1897, it was 18 feet deep and 110 feet wide, these depths being below
the datum plane of harbor improvements, giving at the present stage
of the lake an actual depth of 17 feet.
Operations during the fiscal ^^r.— Under contract dated December
11, 1896, with the Hausler & Lutz Towing and Dock Company for the
extension of the south pier 500 feet, more or less, with cribs 100 feet
long, 24 feet wide, and 22^ feet high, including the superstructure, work
was begun May 25^ 1897, and was in progress at the close of the fiscal
year. The first cnb was sunk June 12, the second crib was sunk June
21, and the remainder of the work is well under way.
By hire of labor and purchase of materials in accordance with law,
and the use of United States Dredge No. 2, dredging was begun July
3, 1896, and completed September 12, resulting in restoring the channel
to a depth of 19 feet for a width of 130 feet, by the removal of 37,493
cubic yards of material. Bepairs were also made to the dredging plant.
Remarks. — ^The proposed new lines of transportation between the
West and the East, of which mention was made in the last annual
report, to be formed by the Wisconsin Central Bailroad Company, the
Chicago and Northwestern Bailway Company, car ferries across Lake
Michi^n and Eastern railroads already built are in successful
operation.
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2682 REPORT OF THE CHIEF OF ENGINEERS, U. & ARMT.
Under date of May 5. 1896, the Secretory of Wsr granted {permission
to the Chicago and Northwestern Bail way Company to remove 320
linear feet of the shore end of the south pier to construct a car-ferry
sh'p about %5 feet long and to construct 2,000 linear feet of protection
cribs along the shore of Lake Michigan to afford protection to the ferry
slip and car tracks in that vicinity. This work has been completed in
accordance with the approved plans. The portion of the harbor pier
tiiat was removed afibrds entrance to and exit from the ferry slip.
The city of Manitowoc dredged the Manitowoc Biver to 20 feet depth
from the inner end of the harbor piers up the river for a distance of
about 5,500 feet. The mayor of the city states that 273,400 cubic yards
were removed, at a cost of $25,940.46. The Manitowoc Terminal Com-
pany dredged a strip of 30 feet width alongside of its docks, removing
about 60,000 cubic yards.
Owing to the extremely low prices for materials and labor under the
present and preceding contracts a large saving of the original esti-
mates was msule, and it is believed, as shown by the following state-
ment, that the ^nds now available will be sufficient to complete the
20-foot channel and to maintain the channel and piers until June 30,
1809; therefore no estimate for that purpose is submitted:
Funds available $45^600
Estimated expenditnreb '
Present contract $28,000
Dredging to complete the 20-foot channel 5,000
Minor repairs to piers * 1,000
Contingencies ^600
87,600
Estimated balance 8,000
Money statement.
Jnly 1, 1896, balance unexpended $51,020.11
Jane SO, 1897, amount expended daring flsoiU year 5,921.54
July 1, 1897, balance unexpended 45,098.57
July 1, 1^, outstanding UabiUties $406.08
July 1, 1897, amount oovered by uncompleted contracts 80, 000. 00
80,406.08
Jnly 1, 1897, baUuLoeavailftble 14^692.49
APPBOPBIATIOm.
Act of—
August 80, 1862 $8,000.00
June23,1866 62,000.00
March2, 1867 45,000.00
July 25, 1868 (allotted) . . 17, 500. 00
April 10, 1869 (allotted) . . 17, 820. 00
July 11, 1870 20,000.00
March 3, 1871 11,000.00
March 8, 1873 20,000.00
June 23,1874 10,000.00
March 3, 1875 10,000.00
August 14,1876 8,000.00
June 18, 1878 15,000.00
March 8,1879 6,500.00
June 14, 1880 7,000.00
Act of—
March 8, 1881 $4^000.00
August 2, 1882 10, 000. 00
July 5, 1884 15,000.00
August 5, 1886 15,000.00
August 11, 1888 8,000.00
September 19, 1890 8, 000.00
July 13, 1892 28,000.00
August 17, 1894 20,000.00
June3. 1896 44,440.00
Miscellaneous receipts
credited to appropria-
tions 220.50
Total 400^48a60
Digitized by VjOOQIC
APPENDIX H H — ^BIPOBT OF OAPTAIN ZIKN.
2683
AMraei €f pntp9$aU for ImMimg 600 UmMrfett, morv or le$s, of pier exteiuion at Mani-
Uwoe SarhoTj TFtfotmain, received in reepome to adverUeemetit dated Oeteher 27, 1896^
and opened Noveedber t7, 1896, ftjf Capt, George A. Zmn^ Corpe of Engineere,
Ko.
ludnaldtt
bidder.
»4
a
P
I'
J
e
■49
00
u
a
II
I
9h
Te/Uifet
SOOUbmt
Thot. jr. UoGnttli, Oreen
Bfty.Wia
licArthar BroUiers Oo.,
Chicago, HI
Hatthewa A Eaith, liani-
towoo«Wia
6«om Cooper,]Caaitowoo,
▲dolph Green and W.B.
AnderaoB, Oreen Bay,
Wla ...
I>oiiald A. HcLeod and
William McLeod. Mani*.
tee,Mioh
Nelaon J. GaylordfLadinff-
*on,liloh
Jamea A. Ealow and John
Hnnroe,CharleToix,
Mich
Ghieago Star ConatmeUon
and Dredging Co^ Chi-
oago,Ill
Haoaler A Lnto Towing
and Dook Co^ Chicago,
m
Knapp A Qillen, Baelne,
Joeeph Woltar, Sheboy-
gan, Wis ,
190.00
20.00
hqo
ia.00
90.M
IV 00
21.00
23.00
28.00
laoo
2L00
22.00
$18.00
17.00
10.00
14.00
16.00
10.00
l&OO
14. TO
17.00
15.00
16.25
14.00
120.00
10.00
17.60
15.00
10.20
18.00
U.00
17.00
10.00
17.00
10.60
10.00
10.00
5.40
5.00
5.45
5.40
5.00
5w85
8.00
5.75
5.00
5.40
5.20
H
8
1AM
SMI
21
2
(knU
8
H
8|
1
4
8|
4
tM
H
4
H
8
S|
5
H
8
$8.60
0.88
0.26
8.76
0.00
10.25
8.60
8.00
0.00
8.00
8.60
12.00
$80,004.00
28,810.20
81,648.00
27,028.02
28,004.08
81,200.00
28,787.87
85,407.60
81,412.71
27,088.60
28,028.25
28,400.50
Amount of ap^ropriatton aTailablo for this work, $36,000. With the approTal of
the Chief of Engineen a contract was entered into December 11, 1886, with Uansler A
Lnts Towing and Dock Company, the lowest responsible bidders for this work.
Canira4ft in force.
Kame of contractor.
Work.
Approred.
Work com-
menoed.
Work to be
completed.
Haoalar A Lnts Towing and Dock
Go.
600 fteterfb pier
Jaa. 0,1807
May 26,1807
Not. 80,1807
COMMXSdAL STATISTICS VOB THB GALXICDAB TKAB XNDIHa DSOBMBBR 31, 1896.
[Fomlahed by Mr. Thomaa B. Torrlaon, mayor.]
Name of harbor, Manitowoc, Wis. ; collection district, Milwankee, Wis. ; nearest
light-hoQse, on north pierhead, Manitowoc, Wis.
DeMTiption.
ArriTala.
Bepartoree.
Number.
Tonnage.
Number.
Tonnage.
Steam
701
818
608,128
48.128
788
818
607,482
Sail
48.818
Total
1,104
810,251
1,101
000,811
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2684 BEPOBT OF THE CHIEF OF ENGINEEBB, U. 8. ABMT.
Principal artieiet of export amd importm
[By way of fha harbor only.]
ArticlM.
Taos.
JLcriealtand implemento .
iSS^:.
Briok
Bottor
CatU*
CheiBM
Coal and ooke..
Bf£a..
TB1A..
Floor.
Fumitnro .
Hay
Hilea.*:
HOM .
Loatdier
Halt
Herchandiae (general).
Plaater Hand)..
Pork and beef. .
Potatoea
Bye
Waffona and oarriacea.
wBat .7^....
Wool
L050
90
98
80
90
S,000
40«000
225
5
M.«82i
600
9,000
4,000
H
750
7,000
8.000
9,600
12,000
400
24
4,120
1,092
1,600
12
100
Agrieultoral implementa.
▲pplea
Bark (tan)
Barley
Coal and ooke
Com
PUh
Pumitoie ,
Hides
Iron and ateel
Lath
Leather
Lime and oement
Lumber
Marble
Merchandiae (general)...
HillatoA
OU
Plaater (land)
Pork and beef
Salt
Shinglea
Stone
Wagona and oarriagei . . .
Wood
890
1,680
229,000
42
6
7,000
100
6,000
81
666
9,000
90
96.000
200
225
8,800
24
8,450
600
4,900
15,000
TMal
Total asFraztmata Ttlna...
801,6971
$2,769,009
TMal
Sotil ^proximate rain
121,6781
$2,170,C
BY ALL WAYS OF TBAKSPOBTATIOV.
Artioleo.
Tone.
Artlolea.
Afrlenltnral implementa
t£S.lr.:::::::::::::::::
Beaaa
Beer ,
Briok
Butter
Cattle
Cheeee ,
Coal and ooke
aS::::::::::::::::::::
Floor
Fomitnre
Hilei""ir.i""'.i;;.'r.
Hogs
Leather
Halt
Herohaadiae (general)..
HllletuiBi...-^
Data
Peaae
Plaater (land)
Pork and beef.
Peta
SSt
Sheep..........
Wagona andoarrlagea...,
Wheat
Wool
Total
TMal Appmimale Tain*,
4,600
54
456
86
2,625
8,400
806
660
1,600
210,000
27,960
1,100
18,000
7*
800
150
660
18,000
4,700
12,800
17,100
610
4,960
8,248
2,560
60
800
8,450
60
834,816
16,000,000
Agrienltnral implementa
Apples
Bark (tan)
Barley
Beana
Beer
Coal and ooke
Com
Fiah
Flour
Furniture
Hidea
Iron and ateel
Lath
Leather
Lime and oement
Lumber
Marble
Merchandiae (general) ...
MiUatolIli
oa
Plaater (land)
Pork and beef
Polea (telegraph)
Salt
Saab, doora, and blinda...
Shinglea
Stone
Tiee (railroad)
Wagona and oarriagee
Wheat .77.
Wood
Total
Total approximate ralne.
1,150
172|
1,820
^1?
86
20,400
1.680
•I
u,7n
«,600
2,475
26
712|
16.000
200
40,000
4,000
742|
8,900
74»
6a
406
70
765
7,700
680
150
060
16,760
156,9841
94,909.909
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APPENDIX H H — ^REPORT OF CiPTAIN ZINN. 2685
H H 13.
nCPBOVEMENT OP SHEBOYGAN HARBOR, WISCONSIN.
The original condition of the mouth of Sheboygan ftiver, object of the
improvement, projects, and present works, were described in detail in
Annual Report, Chief of Engineers, for 1896, page 2495.
Oondition of the improvement — ^To complete the present project each
pier should be extended 100 feet. Soundings taken in May, 1897,
showed a channel between the piers 19 feet deep below the datum
plane of harbor improvements, with a minimum width of about 70 feet,
except at its inner end, where it was obstructed by a shoal lying nearly
in mid-channel. This shoal has since been removed by dredging.
O^^ations during the fiscal year. — By hire of labor and the use of
United States dredge No. 2, dredging for deepening and widening the
channel, and for removal of the shore end of the original south pier,
was begun September 21, 1896, suspended December 2, resumed March
25, 1897, and was in progress at the close of the fiscal year; 44,239
cubic yards of material and about 1,200 linear feet of old pier were
removed during the fiscal year.
By hire of labor and purchase of material in accordance with law,
work on the pile pier to connect the old pier with the new pier built in
1895 and the construction of a warehouse has been in progress during
the fiscal -year. Work on the pile pier was begun May 20, 1897, and
at the close of the fiscal year about 100 linear feet had been finished,
leaving about 229 linear feet to be built. The pile pier is of the same
construction as that built in 1895.
The warehouse is a onestory frame building of outside dimensions
24 by 32 feet, located on United States land a^oining the life-saving
station on the north side of the harbor under authority granted by the
Secretary of the Treasury February 18, 1897. It was completed June
25, 1897.
Remarks. — ^The land needed for the widening of the channel was trans-
ferred by the city of Sheboygan to the United States and was dredged
away in November, 1896. The owners of the adjacent property have
put in an excellent revetment 935 feet long on the line of the new pier.
In accordance with requirements of river and harbor act of June 3,
1896, a survey was made and report dated January 27, 1897, submitted
for harbor at << Sheboygan, with a view of obtaining 21 feet." The
report, with map, is published in House Document No. 327, Fifty-fourth
Congress, second session, and fully covers the condition and needs of
tiie harbor. The estimated cost of the desired improvement is $75,000.
A revised estimate, approved March 6, 1897, for the completion of the
present project was submitted February 17, 1897, and is as follows:
200 feet pier extension, at $65 $13,000
Work on south pier 10,000
1,000 feet sheet pil e revetment along north pier, at $15 15, 000
Dredffing 60,000 cnbic yards, at lOcents 6,000
Contingencies, 10 per cent 4,400
Total 4 8,400
Eflrfeimated amount required to complete the present proj eot 48, 400
Fonda available February 1, 1897 21,800
Estimated amount to oomplete 26,600
Amount (estimated) required for completion of existing project, in Annual
Report for June 90, 1«96, was 55,900
Revised estimate herewith submitted 26,600
Raduotion 29^800
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2686 REPORT OF THE CHIEF OF BNGINEEBS, U. S. ARMY.
An appropriation of $26,600 for completion of present project is recom-
mended for the fiscal year ending June 30, 1899.
Money statemenU
Jnly 1, 1896, balance unexpended $36,393.57
June 30, 1897, amount expended daring fincal year 13,994.09
Jnly 1, 1897, balance unexpended 12,399.48
July 1, 1897, outetandingliabiUties 168.35
July 1, 1897, balance available s 12,231.13
f Amount (estimated) required for completion of existing project 26, 600. 00
Amount that can be profi tably expended in fiscal vear ending June30, 1899 26^ 600. 00
Submitted in compliance witb requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
APPBOPRIATIONS.
Act of—
August 30, 1862 $10,000.00
June 28, 1864 (allotted) ... 10, 000. 00
Jane 23, 1866 47,598.91
March 2, 1867 8,000.00
April 10,1869 (allotted).. . 14,850.00
July 11, 1870 15,000.00
March 3,1871 15,000.00
June 10,1872 18,000.00
March 3,1873 10,000.00
June 23,1874 10,000.00
March 3, 1875 12,000.00
August 14,1876 6,000.00
June 18, 1878 4,000.00
Act of—
March 8,1879 ,. $3,000.00
June 14,1880 7,000.00
March 3,1881 25,000.00
August 2,1882 30,000.00
July5,1884 28,000.00
August 5,1886 16,000.00
August 11,1888 16,000.00
September 19, 1890 16, 000. 00
Julyl3,1892 25,000.00
August 17, 1894 26,000.00
June 3,1896 26,000.00
Total 394,448.91
COMMKBCIAL 8TATIS1108 FOB THS CALBITDAB TSAR SNDINO DECSMBBR 31, 1896.
[Farniahed by Mr. & P. Ever.]
Name of harbor, Sheboygan, Wis. ; collection district, MilwaukeCy Wis. ; nearest
light-house, Sheboygan, Wis.
ArHvaU and departur$8 of veueU.
Descriptiaii.
ArriTslt.
Departaree.
Namber.
Tonnage.
Number.
Tonnage.
BtMRI ... ,,T-r.r r ^— „,,,^,, -,,,,
750
292
608,870
44,404
753
800
608,810
g|m ,,...,^_--
47,206
Total
1.042
013,340
1,060
01&,576
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APPEITDIX H H — ^SEPOBT OF CAPTAIN ZIMN.
2687
FHmcipdl arii6le$ of export and impork
[^7 an ways of tnaaporUtlon.]
Artiolea.
Tons.
ArtidM.
Tons.
A}r^<m1timd impleineiita.
Apples
Beer
Chain
CbeeM
Coal
^:::::::::;:::;::::::::
Fnroiture
Ironasdateel
Leather
Lime and cement
Halt
Merchandise (general) —
Peas
Potatoes
Salt
Stone
Woodenvare ,
Total
Agrkmltaral implements.
Bark (taiiVir.'.'."IIIII"iri
Barley
8S0
90
945
49,050
9,201
165,000
435
8,000
S.00O
8,150
1,150
9.400
4,085
960
256
1,660
2.400
8171
286,749
600
160
16,840
9»720
mpoRTB^contlnaed.
Cheese
Coal and coke
Com
Flonr
Famitore
Hav
Hides
Iron and steel
Lath
Leather
Lime and cement
Lnmher
Malt
Marble
Merchandise (seneral)
MiUstuHii...^
Oats
OU
Poles (telegraph)
Posts (fence)
Salt
Sash, doors, and blinds
Shingles
Stone
Ties (railroad)
Wood
Total
200,000
1,860
646
1,160
350
4,950
8,000
1,800
200
1804
72,000
2621
800
16,228
825
1,120
2,4071
680
648
2.176
200
1,600
292|
700
80,000
862,817
H H Z4.
IMPB07EMBNT OP POBT WASHINGTON HABBOR, WISCONSIN.
The original condition of the month of Sank Eiver, object of the
improvementy projects, and present works, were described in detail in
Annual Report Chief of Engineers, for 1896, page 2499.
Oimdition of the improvement — ^The piers were completed in 1893; the
rebuilding of snperstrnctnre over the inshore ends of the piers, built in
1871, is now in progress. Soundings taken in May, 1896, showed that,
with minor exceptions, the channel and basins had a depth of 13 feet,
and that the object of the improvement had been practically obtained.
The soundings taken in May, 1897, showed that shoaling had occurred
in places, and that the governing depth was about 12 feet.
Operations during the fiscal year. — By hire of labor and purchase of
materials in accordance with law, the rebuilding of decayed superstruc-
ture of the north and south piers was begun May 17, 1897, and is in
progress at the close of the fiscal year. The funds available will prob-
ably admit of rebuilding about (>70 linear feet, of which 320 linear feet
are completed, and the remainder is well under way. About 33 cords
of stone were transferred from the shore ends of the piers where they
were no longer needed, and used as refilling and riprap to the outer
ends of the piers.
Bemarks. — ^The most urgently needed repairs to the piers are in prog-
ress, and will be continued to the extent of available funds; they will
probably be completed during the month of August.
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2688 REPORT OF THE CHIEF OF BNGINEEBS, U. 8. ARMT.
EHUnatefarfiieal fwt mdHmg Jwm SO, 1999.
For dredging for restoration and maintenance of channel $3, 600
For minor repairs to pier 600
Contingencies 400
Total 4^400
Miyney statement.
Jnlj 1,1806, balance unexpended $6,978.17
June 30, 1897, amount expended dnring fiscal year 2,814. 28
Jnly 1,1897, balance unexpended 8,168.02
July 1, 1897, outstanding liabilities 849.77
July 1, 1897, balance arailable 2,809.16
{Amount that can be profitably expended in fiscal year ending June 30,
1899, for maintenance 4^400.00
Submitted in compliance with requirements of sections 2 of river and
harbor acta of 1866 and 1867 and of sundry dyil act of June ^ 1897.
APPBOPBIATIOim.
Act of—
Jnly 11, 1870 $16,000.00
March 3, 1871 16. 000. 00
JunelO, 1872 16,000.00
March3,1873 16,000.00
June 23, 1874 10,000.00
March 3,1876 10,000.00
August 14, 1876 8,000.00
June 18, 1878 6,000.00
March 3, 1879 7,600.00
June 14, 1880 20,000.00
March 3, 1881 17,000.00
August 2, 1882 17,000.00
Act of—
Jnly 6, 1884
August 6, 1886
September 11, 1888
September 19, 1890
July 13, 1892
August 17, 1894
June 3, 1896 -
Miscellaneous receipts
credited to appropria-
tions
$10,000.00
6,000.00
6,000.00
8,000.00
6,600.00
6,000.00
6,600.00
86.60
Total 19^686.60
OOMMBBCIAL STATISTICS VOB THE OALBNDAB TSAB Xin>INO DXGBMBBR 81, 1896. *
[Fundsbed by the migror of Port Wsahington, Wik]
Name of harbor. Port Washington, Wis. ; collection district, Milwaukee, Wis. ;
nearest light-house on outer end of north pier. Port Washington, Wis.
Arri^aU mid d^^ari%re9 ofve$$eU.
Description.
AnlTsls.
Bepartnreo.
Knmber.
ToDiuife.
Knmber.
Toniuifo.
8tMm . . , ..
•1
67S
1C3
11.600
86,900
15.800
tl
009
108
11,000
85,060
16.800
Fliliiiiff tan
ST^ ^ '*; "■V';r'''""";";:;;";;;'"vr"'
Total ...•••
9»
•S.600
888
•8.460
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN.
Frinoipal artiolet of export and import,
[By way of the harbor only.]
2689
ArtidM.
Tons.
Articles.
Tons.
EXPORTS.
A Ales
224
'•IS
87*
2,000
274
8,200
116
194
450
19,360
2,600
290
1,900
600
160
9
120
^1*
IMPOBTS.
Asricnltnral implements
120
BiJKJ^ ::::::::;;::::::::::::::::;:::::
Bark (tan)
1,210
Beantf .••..... >
Beer
*?
Beer
Chairs
Brick
Coal and coke
6,200
Butter
Oom
1734
172
Chaim
Pionr -
Clieeee
Famitnre -.
124
425
KffffB
Hides
^ "":::::::::::::;;;:::::::::::::;::
Iron anA steel
2,600
]noiir -.
Lath
276
Lime and cement.
114
Hay
Lumber -
17, 230
HIdee
Malt
40
Hogs
Marble
2U0
Iron and steel
M^rch An<liAn (crminral)
2,200
Loaiher
Oil
810
Pork and beef
12
Millstoffs . .t.
Posts (fence)
95
Oats
Provisions
105
Pmua
Salt
300
Potatoes
Shingles
300
Wheat
1,560
Sash, doors, and blinds
Wooden ware
9
Wood
Total
Wool
33,2314
Total approximate valae
Tf>tal
38,1954
$1, 045, 000
Total approximate Talae... ...a
1975.000
H H 15.
IMPROVEMENT OP HARBOR OF REFUGE AT MILWAUKEE, WISCONSIN.
The original condition of Milwaukee Bay, object of the improvement,
projects, and present works, were described in detail in Annaal Report,
Chief of Engineers, for 1896, page 2502.
Condition 0/ the improvement. — The depth of water along main arm
varies from 30 feet at the angle to 36 feet at southerly end. Area
covered by present works, outside 13-foot contour, 228 acres; outside
19-foot contour, 147 acres; omitting the 500 feet of pier without super-
structure, the area covered by completed works, outside 13-foot con-
tour, is 191 acres; outside 19 foot contour is 119 acres.
Operations during the fiscal year. — Under contract dated January 13,
1897, with Enapp & Gillen, of Bacine, Wis., for the extension of the
breakwater 1,600 feet, more or less, work was commenced April 24, and is
in progress at the close of the fiscal year. The extension will consist of
timber cribs, each 100 feet long by 30 feet wide, and 25^ feet high, without
superstructure, placed on a stone foundation. At the close of the fiscal
year 2,931.9 cords of stone had been placed in the foundation and crib
construction was in progress, but no cribs had yet been sunk under
this contract. The contractors have built, by authority of the Secre-
tary of War, a temporaiy wharf in the harbor of refuge near the shore
end of the breakwater, and have made extensive preparations to com-
plete the entire contract during the present working season.
By hire of labor and purchase of materials in accordance with law,
repairs were made to the shore arm of breakwater, and the gap between
the inner end of breakwater and the shore was closed.
KNa 97 169
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2690 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
The repairs consisted chiefly in providing 24 intervals with plank
shutters, and filling them with stone, 602.7 cords being used for this
purpose. This stone was furnished in the work, at the remarkably low
price of $4.40 per cord.
The gap between the inner end of breakwater and the shore was
closed by building a continuous plank crib, at right angles to the shore
arm of the breakwater, beginning at a point about 125 feet southerly
from the inner end of breakwater and extending for a distance of 2t5
feet. The crib is 6 feet wide, and of a height varying from 11 feet 4
inches at the breakwater to 2 feet 8 inches at its inner end, its top sur-
face being nearly level. It was built of 2 by G inch pine planks, spiked
together with cross walls 8 feet C inches apart, center to center. The
crib rests on three G by 6 inck mud sills, has a solid plank bottom, is
filled with sand, gravel, and stone, and riprapped on both sides. The
location of the crib, and soundings taken May 14, 1897, are shown on
the accompanying map.
The scow Dunham has been reengaged to serve as a light-ship at the
south end of the breakwater under a new agreement with her owner.
Remarks, — At the beginning of the fiscal yeaf there remained of the
'original project yet to be built 2,()00 feet of breakwater and 500 feet of
superstructure to be placed on work already built. The accepted bid
for the construction of work authorized by the river and harbor act of
June 3, 189G, was so low that it has been found possible to build 1,700
feet of breakwater without superstructure and 300 feet of superstruc-
ture. There remains, therefore, of the original project 900 feet of break-
water and 1,900 feet of superstructure. The exact cost can not be
foretold and it is not safe to use the present contract price in estimat-
ing it, because this price is unusually low. It is believed that $115 per
foot is a safe estimate.
Eitimate of coat of conipleting breakwater at Harbor of Befuge, Milwaukee, Wi$,
900 feet of crib work on stone foundation, complete, at $115 per foot $103,500
1,900 feet of superetructuro, at $20 38,000
Contingencies, 10 per cent 14,150
Total 155,650
In the annual report upon this improvement for 1896 it was explained
in detail why its tiual cost has exceeded the original estimate. 1'he
principal items not included in the original estimate and paid for from
appropriations for the work, are (1) maintenance of light-ship for thir-
teen years (1884 to 1896, inclusive), $18,740.94, and (2) repairs to bi*eak-
water, $77,163.20, after damage by severe storms.
Money statement,
July 1, 1896, balance unexpended $22,415.11
Amount appropriated by sundry civil act approved June 4, 1897 168, 737. 91
191, 153. 02
June 30, 1897, amount expended during fiscal year 17,467.46
July 1, 1897, balance unexpended 173,685.56
July 1, 1897, outstandiug liabilities $4,908.55
July 1, 1897, amount covered by uncompleted contracts 163, 829. 36
168, 737. 91
July 1, 1897, balance available 4,947.65
r Amount (estimated) required for completion of existing project 155, 650. 00
I Amountthatcanbeprofitably expended in fiscal year ending June30, 1899 155, 650.00
) Submitted in compliance with requirements of sections 2 of river and
i^ harbor acts of 1866 and 1867 and of sundry civil act of June i, 1897.
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APPKNDIX H H — REPORT OP CAPTAIN ZINN.
2691
APPROPRIATIONS.
Act of—
March 3, 1881 $100,000.00
AugnatS, 1882 100,000.00
Julys, 1884 85,000.00
August 5, 1886 ^60,000.00
From which allotted to Milwaukee llnrbor 4, 737. 91
55, 262. 09
August 11, 1888 70,000.00
September 19, 1890 80,000.00
July 13, 1892 75,000.00
August 17, 1894 45,000.00
June 3, 1896 20,000.00
June 4, 1897 168,737.91
Miscellaneous receipts credited to appropriations 1, 000. 00
Total 800,000.00
Abstract of proposals for hnilding 1^600 linear feet of breakwater extension atHarhcrof
Refuge, Milwaukee Bay, Wisconsin, received in response to adrertisement dated Decem-
ber 17 f 1896, and opened January 9, 1807, by Capt, George A. Zinn, Corps of Engineers,
Ko.
Kame and rpsidooce of
bidder.
I'l
Is
IS
I
16.00
16.50
Chicago Star ConHtrnction and
Dredfl:ing Co., Cliicafro, 111 ... . 922. 00 $15. 00
Mo Arthur Brothers Co., Chi-
cago, 111
Carkin. Stickney & Cniin, De-
troit, Mich
Haasler Sl Lutz Towing and
Dock Co., Chicago. Ill
Adolph Qreen and W . B. Ander-
son, Green Bay. Wis
Knapp & Gilleu, Racine, Win
William A. Starke, Milwankeo,
Wis
Joseph Wolter, Sheboygan, Wis. .
24.70
22.50
21.50
23.80
20.75
35.00 ;
21.90
i*
$18. 00
18.00
I
21.00 !
16.80
14.75
20.00 ;
15.50 I
15. 50 ; 21. 00
17.50
16.50
20.00
15.00
1
•i
«f
SJ
"^
«S
"E •
-^
H
bo. a
<r
p ij =
s
SS.&
tn
?
16.00
2
6.06
2
5.50
2*
6.00
n
6.25
5.Uo
\^
6.00
6.25
3
I
2-
Gilts.
3
2
n
3
8
2
II
2a
OenU.
3
2
2i
4
li
3
3
Total for
1,60U linear
ieet.
$158,112.00
158, 208. 50
154,036.75
150,285.00
168.576.00
149, 770. 00
171,874.00
164,993.00
Amount of appropriation available for this work, $178,737.91.
With the approval of the Chief of Enj^ineers, a contract was entered into January
13, 1897, with Knapp &. Gilleu, the lowest responsible bidders, for this work.
Contract in force.
Name of contractor.
Work.
Appro vetl.
Work com-
menced.
Work to be
completed.
Knann & Gillen
l,600feet breakwater ..
Jan. 27,1897 Anr'oi lasn
Dec 31 1897
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2692 REPORT OP THE CHIEF OF ENGINEERS, U. S. ARMT.
COMMERCIAL STATISTICS FOR THE CALENDAR TEAR ENDIWa DECEMBER 31^ 1896.
Name of harbor, Harbor of Refuge, Milwaakee, Wis. ; collection district, Milwau-
kee, Wie. ; amount of revenue collected at nearest port of entry, $329,398.87.
(See the commeroial statistics for Milwaukee Harbor, Wisconsin.)
H H x6.
IMPROVEMENT OF MILWAUKEE HARBOR, WISCONSIN.
The original coDdition at the mouth of the Milwaakee^ Biver, the
object of the improvement, projects, and present works were described
in detail on page 2506, part 4, Annaal Report of the Chief of Engi-
neers, United States Army, for 1896.
Condition of the improvement. — The harbor piers were completed to
their projected length in 1872. Soundings taken in April, 1897, showed
a channel midway between the piers with a least width of 130 feet and
19 feet deep below plane of reference of coast survey charts of Lake
Michigan, viz, 3.06 feet below high water of 1838.
Operations during the fiscal year. — Under contract with Mr. William
A. Starke, dated August 28, 1896, for dredging 12,000 cubic yards,
more or less, work was begun September 21 and completed October 20,
1896. The amount of material removed under this contract was 14,271.5
cubic yards, resulting in the restoration of the 19-foot channel for a
width of 150 feet.
By hire of labor and purchase of materials in accordance with law,
407 linear feet of the superstructure of the south pier were rebuilt.
The work was begun August 3 and completed September 20, 1896.
The materials used and cost of same in place were as follows:
Pine timber and plank $1,166.08
Iron bolts and spikes 125.26
Tools, cartage, etc 43.43
Labor, including pay of OTerseer 941.06
Total 2,275.82
Cost per linear foot 5.59
Tridaily observations of water levels of Lake Michigan were made
and recorded.
Remarks. — In accordance with requirements of river and harbor act
of June 3, 1896, a survey was made, and report, dated November 23,
1896, sabmitted for <^ harbor at Milwaukee, Wis., with a view of obtain-
ing a channel 21 feet deep." The report is published in House Doc
;No. 61, Fifty-fourth Gongress, second session. The estimated cost of the
desired improvement is $12,000.
About 600 linear feet of the superstructure of the south pier is in a
very dilapidated condition and should be rebuilt at once. The cross-
ties are entirely rotted out, and there is constant danger of that portion
of the pier above the water surface caving into the channel.
A new pile protection should also be built at once along the channel
face of the south pier for a distance of about 1,100 feet.
These repairs to the south pier are most urgently needed and have
already been too long deferred.
Eepairs to the north pier are also needed. The upper face of the
stone superstructure is broken in places, and for a distance of about 390
feet should be filled with crushed stone and covered with heavy dimen-
sion stone.
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APPENDIX H H — BEPOBT OF CAPTAIN ZINN. 2693
Biiimaie for fUoal year ending June SO, 1899.
Rebuilding 600 feet superstractare (Bonth pier), at $5.59 $3, 354
RecoDBtnicting 1,100 linear feet protection piling (south pier), at $3.50 3, 850
Sepairs to north pier stone superstrnctore .*.. 1,000
Dredging for maintenance of channel 4,000
Contingenoiea 1,196
Total 14,000
An appropriation of $14,000 for maintennnce of existing works is
nrgently recommended for fiscal year ending June 30, 1891).
Money statement
Jnly 1, 1896, balance nnezpended $7,053.89
June 90, 1897, amount expended daring fiscal year 5,236.02
Joly 1> 1897, balance unexpended 1,816.87
fAmonnt that can be profitably expended in fiscal year ending June 30,
18y9, for maintenance 14,000.00
Submitted in compliance with reqnirisments of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
APPROPRIATIONS.
Ea^^ded on former mouth of Milwaukee Biver.
Act of—
July 4, 1836 $400.00
March 3, 1843 30,000.00
June 11, 1844 ;. 20,000.00
Straight cut.
Act of—
Angust 30, 1852 15,000.00
March 3, 1863 163.94
June 23, 1866 48,283.51
April l6, 1869 (allotted) 35,640.00
Jnly 11, 1870 40,000.00
March 3, 1871 38,000.00
March 3, 1873 10,000.00
March 23, 1874 10,000.00
March 3, 1875 25,000.00
August 14. 1876 26,000.00
June 18, 1878 15,000.00
March 3, 1879 7,500.00
June 14, 1880 10,000.00
March 3, 1881 8,000.00
August 2, 1882 10,000.00
August 5, 1886 (from appropriatiuu for harbor of refiigo) 4, 737. 91
August 11, 1888 10,000.00
March 17, 1890 (special act) 6,100.00
September 19, 1890 6,000.00
July 13,1892 14,000.00
August 17, 1894 7,000.00
June 3, 1896 7,000.00
Total expended at old river month and straight cut 403, 825. 36
Expended at former mouth of Milwaukee River 50, 400. 00
Total expended at straight out (present harbor) 353, 425. 36
Digitized by VjOOQIC
2694 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
AbBlrad of propoaaU for dredging IS^OOO cubic yards of material at AfilwattJcee Harbor,
Wiaconntif receired in response to adrertisemetit dated Augvat 1, 1896, and opened Auguet
SO, 1896, by Capt, George A, Zinn, Corps of Engineere.
No.
Name and renidonce of bidder.
Price
per cnbio
yard.
Total
for 12,000
cubic yards.
1 NorriB G. Dn<1f;e & Son, Chicago, 111 .
2 William A. Starke. Milwaukee. Wia .
8 Arthur H. Vo^l, Milwaukee, Wis...
Genu.
21
18
♦2,630
1,710
2.160
Amount of appropriation available for this work, $2,000. With the approyal of
the Chief of Engineers, a contract was entered into August 28, 1896, witn William
A. Starke, the lowest responsible bidder for this work.
COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1896.
[Pumiahcd by Mr. W. J. Langnon, aeoretiury Chamber of Commerce.]
Name of harbor, Milwaukee, Wis.; collection district. Milwaukee, Wis.; amount
of revenue collected during the year, $329,398.87.
ArrivaU and departures of reeaeU.
Description.
Arrivala.
Departnrea.
Number.
Tonnage.
Number.
Tonnage.
Stoam
4,100
1,372
8,523.087
342,807
4,306
1,378
8,761,220
Sail . .. -. - -
832,408
Total
S,481
3,866,884
5,683
a4, 006, 628
a Registered tonnage of the vessels. Tonnage of freight carried was approximately 8,446,492 tons.
Principal articles of export and import,
[By way of the harbor only.]
Articles.
EXPORTS.
Barley
Beans
Beer
Butter
Cement
Chair stock
Cheese
Coal
Com
Eggs
Plour
Hay
Hides
Iron
Leather
Lime
Lumber
Malt
Mill stuffs
Gate
Peas
Pork, beef, and lard
Provisions
Rye
Wheat
Wool
Wisconsin tobacco
Total
1MPOBT8.
Bark(Un)
Tons.
115, 304
177
381
6
12, 633
75
218
306
8,380
102
444,062
3,028
145
7,788
5,205
51
45,000
30,978
136,917
156.660
10,506
41.465
621
32,306
35,047
486
615
1, 096. 350
30,942
Articles.
1VPOBT8— continued.
Barley...*
Boans
Brifk
Butter
Cement
Cheese
Coal
Eggs
Flour
Fruit
Hay
Hides
Iron
Lath
Leather
Lumbi^r
Oil
Peas
Plaster (land)
Posts (fence;
Potatoes
Rye
Salt
Shingles
Stone
Sugar
TioH (railroad)
Wheat
Wood
Wool
Total
Tona.
06
1,830
1,372
48
4,046
8
1,487,483
lU
431
354
89
1,037
119,829
2,606
215
178,538
206
10.001
8.985
2.119
1,649
846
94.089
2.032
5,489
2,926
1,116
3,326
157, 327
251
2,122,878
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APPENDIX H H — ^REPORT OP CAPTAIN ZlNN.
2695
Principal artiolea of export and import^Con tinned.
[By all ways of transportatiozi.]
EXPOBTS.
Barley
Beans
Beer
Brick
Butter
Cattle
Chair stock
Cheese
Coal
Com
EgR*
Flour
Hay
Hides
Hogs
Iron
Lath
Lime and cement
Lnmber
^alt
Millstoffs
Oats
Peas
Pork, beef, and lard
Potatoes
Provisions
Rye
Salt
Sheep
Shingles
Wheat :.
Wooden ware
Wool
Wisconsin tobacco
Total
DCPORTB.
Bark (tan)
Barley ,
Beans
150.
7,
1,
446,
11.
491.
5,
30.
124,
31,
69,
160,
201),
10,
16,
44,
35.
92,
741
386. 5
895
176
181.5
484
155
669
683
917.5
45
061.5
053
736
609
441
82
076.6
056
068.5
250
763.5
422
400
150
695.5
495.5
660.5
849
76,115
826
66
108.5
1,
2,041,026.5
48.338
279,145.6
1.605
IMPORTS —continued.
Brfck
Bntter
Cattle
Ceinoiit
Chair stock
Cheese
Coal
Com
Egff»
Flour
Fruit
Hay
HiAes
H«g8
Iron
Lath
leather
Lime
Lnmber
Malt
Mill stuffs
Oats
Oil •.
Peas
Plaster (land)
Post s (fence)
Potatoes
Rve
Salt
Shwp
Shingles
Sugar
Stone
Ties (railroad)
Wheat
Wood
Wooden ware
Wool
Wisconsin tobacco
Total
17,122
2, 424
16,879
37. :i43
1,290
1,919
1,687,795
58,033
3,197
343. 672
355
22, 264
8.866
75,323.6
218,183
3.255
2,043
12.604
245.263
28, 249
31,049
222. 048
42, 509
10, 018
4.347
2, 153
70. 579
49,881
95, 267
2,487
2,243
335, 333
202. 057
1,722
280.081
172, 088
2,040
1,253
2,382
4, 645, 606
The railroads decllue to furnish tonnage of freight carried.
Comparative statement of commercial statistics from 1890 to 1896,
Tear.
In freight.
Cat freight.
Total.
1896
6.668,473
2,238.404
2,160.706
1, 926, 604
2.181,730
2.155.313
1, 706, 978
8,187,375.6
828.651
718.899
735,233
838,741
761, 167
656,149
9, 805, 848. 5
1885
3, 096. 055
1894
2, 879, 605
1893
2, 661, 827
1892
3. 020. 471
1891
2, 916, 478
1890
2, 362, 052
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2696 REPORT OF THE CHIEF OP ENGINEERS, U. 8. ARMT.
H H 17.
IMPROVEMENT OF SOUTH MILWAUKEE HARBOR, WISCONSIN.
The orifjlnal colidition of the mouth of Oak Creek, object of the
improvement, project, and present works, were described in detail in
Annual Report, Chief of Engineers, for 1896, pp. 2509, 2510.
Candition of the improvement — ^There has been no change in the con-
dition of the improvement, other than a shoaling between the piers,
since the survey of October, 1894, a report of which survey, accom-
panied by a map of the harbor, was published in Annual Report, Chief
of Engineers, for 1895, pp. 2642, 2643.
The present piers, built by private parties, are of such inferior con-'
struction as to be unfit to form any portion of the permanent improve-
ment.
Soundings taken April 28, 1897, showed a depth of channel between
the piers varying from about 9 feet at the end of north pier to nearly .
absolute closure at the mouth of Oak Creek at the inner end of the
piers.
Operations during the fiscal year. — ^There have been no operations at
this harbor.
Rennarks. — A contract, entered into December 9, 1896, with Mr. P. W.
Galloway, of Racine, Wis., for the extension of the north pier 180
linear feet, more or less, provided that the work on the extension should
commence on or before May 1, 1897. The work, however, has not yet
been commenced, as the contractor has been engaged on repairs to the
harbor piers at Kenosha and Racine, these repairs being urgently
needed, and their early completion considered to be of more importance
than the pier extension at South Milwaukee.
With the present depth of water, and length and condition of piers,
the harbor of South Milwaukee is of no benefit whatever to general
commerce. It is not considered advisable to do any dredging until the
piers shall have been rebuilt and extended. Considerable dredging
between the piers has been done by private parties, and a depth of
about 12 feet was secured. This depth has now decreased to an aver-
age of about 6 feet, with but 9 feet depth at entrance, thus plainly
demonstrating the utter futility of attempting to maintain a navigable
channel between piers of their present length.
The estimated cost of completion of present project (see Report of
Chief of Engineers, 1895, p. 2643) is $133,000.
Money statement.
Jnly 1, 1896, balance nnexpended $5,000.00
June 30, 1897, amount expended during fiscal year 35. 89
July 1, 1897, balance unexpended 4,964.11
July 1, 1897, amount covered by uncompleted contracts 4, 500. 00
July 1, 1897, balance available 464.11
{Amount (estimated) required for completion of existing project 133, 000. 00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867.
APPROPRIATIONS.
Act of June 3, 1896 $5,000.00
Digitized by
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AFPENVIX H H — ^BEPORT OP CAPTAIN ZINN
2697
AMraet ofpropo$aUfor building 180 linear feet, fnore cr 1e$i, of pier exiention a< South
Milwaukee aarhor^ Wieeoneinj received in response to advertieement dated October t7,
1896, and opened November 27, 1896, by Capt, George A. Zinn, Corps of Engineers,
Ko.
K«D«s and reafdenee of
bidden.
II
it
as.
J§No •«§
Is
55-
8
00
II
•all
g-eS
Si
II
4i
§
^
P. W. Galloway, Kaoioe,
Wia
James Cape & Sons, Ea-
ciiie.WiN
P. F. KeUy, Milwaukee,
^jg .,.....,.,
Knapp 4c Gilien, Racine,
James A. Eslow and John
Monroe, Cbarlevoix,
Mich
Chicago Star Construction
&, Dredxing Co.. Chioa-
TO.1U.
John M.Sorgman, Kewau-
nee, Wis
CmU.
20
21
20
21
$27.00
30.00
26.00
24.50
27.00
30.00
36.00
$18.00
30.00
17.60
16.50
19.00
22.00
16.00
136.00
40.00
40.00
42.00
35.00
50.00
38.00
$20.00
30.00
23.00
21.00
33.00
28.00
24.00
$5.50
8.00
5.50
7.50
7.25
6.75
6.25
Omts.
8
4
4
5
H
81
H
H
$4,500.48
5,564.88
4,512.60
6.268.84
5,310.52
5, 160. 53
4.788.90
Amount of appropriation ayailable for this work, $4,500.
With the approTul of the Chief of Engineers a contract was entered into, Decem-
ber 9, 1896, with P. W. Galloway, the lowest responsible bidder for this work.
Contract in force.
Work.
Approved.
Work oonSmenced.
Work to be
completed.
P. W. Galloway
180 feet pUe pier
Dec 16, 1886
Will probably begin
Ang.31.1897.
COMMSRCIAL STATISTICS FOR THK CALENDAR TKAR KNDIKO DECBMBER 81, 1896.
[Famished by Mr. Fred. W. Rogers, secretary South Milwaukee Company.]
Name of harbor, 8onth Milwaukee, Wis. : collection district, Milwaukee, Wis.;
nearest light-hoose, north pier, Milwaukee, ^¥is•
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2698 REPORT OP THE CHIEF OP ENGINEERS, U. S. ARMT.
Principal ariicle8 of export and import,
[By all ways of tnmtporUtion.]
Articlofl.
Tons.
Articles.
Tons.
Cattle
Iron and steel
Merohandise (general).
Mineral wool
Total.
Total approximate valae .
IB1POBT8.
Agricaltaral implomenta .
Beer
Brick
Cattle
Coal and coke
Com
Flour
iFarnitare
Hay
Horses
Iron and steel
Lath
180
13,500
11, 738. 5
1,200
26, 618. 5
$1, 680, 100
29 "
1,022
3,400
180
15,595
5,850
6221
33
700
60
16,050
51
I1IPOBT9— continaed.
Lime and cement
Lumber
Malt :..
Merchandise (general)
Mill stuffs
Oats
Oil, petroleum
Fork and beef
Poles (telegraph)
Posts (fence;
Rye
Salt
Sash, doors, and bli nds
Sower pipe and drain tile . . . .
Shingles
Ties (railroad)
Wood
Total
Total approximate value . . . .
799
2.410
130
27,805
120
771
204
52
2681
240
12*
400
90
21,000
3,000
109,062^
f 1, 138, 228
H H x8.
IMPROVEMENT OP RACINE HARBOR, WISCONSIN.
The origiDal conditioii of the moath of Root River, object of the
improvement, projects, and present works were described in detail in
Anunal Report, Chief of Engineers, for 1896, pages 2511 and 2512.
A modification of project approved March 9, 1897, provides for the
construction of 900 linear feet of sheet piling and dredging for main-
tenance of channel.
Condition of the improvement — Both piers are now of the full length
contemplated under the revised project of 1889.
Soundings taken in December, 1890, on the completion of dredging,
showed a channel 17 feet deep, having a width at entrance of about 140
feet and a least width of about 00 feet. An extensive bar, with a least
de])th of about 13^ feet on it, had formed around the outer end of the
south pier south of the navigable channel.
Operations during the fiscal year. — Under contract dated August 28,
1890, with the Racine Dredge Company for dredging 30,000 cubic yards,
more or less, work was begun September 9, 1890, and completed Decem-
ber 4, 1890. The amount of material removed uuder this contract was
29,639 cubic yards, resulting in the restoration of a channel of navigable
width and with a least depth of 17 feet.
Under contract dated December 11, 1896, with Knapp & Gillen, of
Bacine, Wis., for the extension of the south pier 250 linear feet, work
was begun April 12, 1897.
The extension consists of two cribs, each 100 feet long, and one crib
50 feet long, the width of all the cribs being 20 feet and their height
18J feet, including the superstructure. The cribs were placed upon a
pile foundation and were filled with stone and riprapped. A row of
protection piles was driven at the end of the pier. The 50-foot crib and
one 100-foot crib were made continuous above the eleventh course of
timber and sunk as one crib.
The work was completed June 26, 1897.
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APPENDIX H H — ^EEPOET OF CAPTAIN ZINN.
2699
LUi of materials and cost of same in place for building 250 linear feet of crih pier at
EaoinCf Wis,, under contract %oith Knapp ^. Gillen.
Materials.
Pine timber feetB.M..
Hemlock timber do....
Pine plank do....
Stone cords..
Foundation and protection piles nnmber..
Wronght-iron drift bolts pounds..
Wrought-iron screw bolts do
Wroctght-iron apikes do....
Total.
Quantity.
152. 006
120, 408
1», 269
693.7
114
22,732
3,712
810
Unit
price.
$20.00
15.00
16. 50
6.00
8.00
.02i
.03
.02^
Amount.
$3, 040. 12
1, 806. 12
218.94
4,162.20
912.00
568.30
111.36
20.25
10,839.29
South pier extension, 250 by 20 feet; cost per running foot, $43.36.
By hire of labor and purchase of materials in accordance with law
281 lineal feet of Wakefield triple-lap sheet pile revetment, to prevent
the passage of sand through the north pier, was constructed along the
channel face of the pier. A total length of 550 feet of this revetment
is to be constructed. Of the remaining 269 linear feet the materials
are all purchased find the work partially done, the round piles having
been driven for the entire distance. An agreement was entered into
April 17, 1897, with Mr. l\ W. Galloway, of Eacine, Wis., to furnish all
machinery, tools, and labor necessary for the completion of the revet-
ment, the work to be completed on or before August 1, 1897. Sixty-two
cords of stone have been used in refilling the piers and for riprap where
undue settlements had occurred.
Remarks.— ^In accordance with requirement of river and harbor act
of June 3, 1896, a survey was made and report, dated January, 27, 1897,
submitted for *' Harbor at Bacine, with a view to obtaining a channel
21 feet deep." The report is published in House Doc. No. 326, Fifty-
fourth Congress, second session, and fully covers the condition and
needs of the harbor. The estimated cost of the desired improvement
is $51,650.
Estimate for fiscal year ending June SO, 1899,
900 linear feet sheet piling, at $15 $13,500.00
Dredj^ing for maintenance of channel 6, 000. 00
Rebuilding saperHtracture, 300 by 30 feet, north pier 2, 400. 00
Contingencies 2,100.00
Total : 24,000.00
An appropriation of $24,000 for completion of existing project and
maintenance of existing works for the fiscal year ending June 30, 1899,
is recommended.
Money statement,
July 1, 1896, balance unexpended $27,418.20
June 30, 1897, amount expended during fiscal year 12, 447. 21
July 1,1897, balance unexpended 14,970.99
July 1,1897, outstanding liabilities 11,211.29
July 1, 1897, balance available 3, 759. 70
{Amount (estimated) required for completion of existing project 13, 500. 00
Amount that can be protitably expended in fiscal yearendin^June30, 1899 * 24, 000. 00
Submitted in compliance with requirements of sections 2 of river and
harbor aots of 1866 and 1867 and of sundry civil act of June 4. 1897.
* $10,600 for maintenance.
Digitized by
Qoo^^
2700 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
I
APPROPRIATIONS.
Act of—
June 15, 1844 $12,500
August 30, 1852 10,000
June28,1864 3,600
June 23, 1866 23,910
March2,18^>7 45,000
April 10, 1869 (allotted) 22, 275
July 11,1870 10,000
March 3, 1871 10,000
March 3, 1873 20,000
June 23, 1874 10,000
March 3, 1875 10,000
August 14, 1876 8,000
June 18, 1878 10,000
Act of—
March 3, 1879
June 14, 1880
March 3, 1881
August 2, 1882
July 5, 1884
August 5, 1886
August 11,1888....
September 19,1890.
July 13, 1892
August 17,1894....
June 3, 1896
$6,000
6,000
6,000
7,000
7,000
10,000
10,000
17,500
25,000
20,000
27,000
Total 336,785
Abstract of proposals for dredging £5,000 cubic yards of nuiterial at Baeine Harbor,
Wisconsin, received in response to advertisement dated August 2, 1896, and cponea
August go, 1896, by Capt, George A. Zinn, Corps of Engineers.
No.
Name and residenoe of bidder.
Price per
cubio
yard.
Total for
35,000 a
oubio
yardtf.
Arthur H. Yoeel, Milwaakee, Wla.
Raoine Dredge Co., Racine, Wia...
Edward Gillen, Racine, Wis.
Cents.
Green*a Dredj^ng Co., Chicago, 111 %
Norria 6. Dodged Son, Chicago, 111
George Cooper and Theodore Joeaoh, Manitowoc, Wia.
17
18,073.00
2,812.60
2,087.60
8.125.00
8,825.00
4,250.00
a The oost being ao low, a'oontract waa made for 30,000 cnbic yards, more or leaa.
Amount of appropriation available for this work, $3,500.
With the approval of the Chief of Engineers, a contract was entered into Angost
28, 1896, with Kacine Dredge Company, the lowest responsible bidders for this work.
Abstract of proposals for building £50 linear feet, more or less, of pier extension at Raoine
Harbor, Wisconsin, received in response to advertisement dated October £7, 1896, and
opened November £7, 1896, by Capt. George A. Zinn, Corps of Engineers.
Ko.
Name and residence of
bidder.
^5
89
If
Sfe*
n
it
0.1
04
I
CO
It
S s
S n «
hi
lie
l§
M
|5.
Total for
250 linear
feet.
P. W. Galloway. Baolne,
Wia
Jas. Cape A Sons, Baeine,
Wis
Knapp St Glllen. Baeine,
He Arthur Broi.* Co.'Chi*
cage, HI
George Cooper, Manito-
woc, Wis
Chicago Star Construction
and Dredging Co., Chi-
cago, Hi
Hansler & Lnts Towing
and Dock Co., Chicago,
$20.00
80.00
20.00
20.00
21.00
23.00
20.50
$10.00
25.00
15.00
17.00
14.75
17.00
16.00
$10.00
20.00
16.50
10.00
17.00
19.00
$5.60
6.00
6.00
5.65
6.75
6.76
18.00 6.00
$10.00
8.40
8.00
9.00
8.50
9.00
0.50
Cents.
3
21
2i
2i
2
Ctntt.
8
3
2i
2
8|
Cents.
3
5
2i
8
2|
81
$11, 566. 80
14.240.20
11,434.20
11,532.70
12,009.00
12,900.20
11,833.90
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APPENDIX H H REPORT OP CAPTAIN ZINH.
2701
Amonnt of appropriation available for this work, $12^000.
With the approval of the Chief of Eogineers, a contract was entered into Decem-
ber 11, 1896, with Knapp & Gillen, the lowest responsible bidders for this work.
C<mtr<Kit in force.
Name of coniraotor.
Work.
f
Approved.
Work com.
iiience<l.
Work to be
completed.
Knain) Sc Gillen ...................
250 feet crib pier
Dec. 22, 1896
Maj 6,1897
Not. 80,1897
COMMERCIAL STATISTICS FOR THE CALENDAR TEAR ENDING DECEMBER 31, 1896.
IPnmiBhed by the mayor of Baoine, Wis.]
Name of harbor, Raoine, Wis. ; collection district, Milwankee, Wis. ; nearest port
of entry, Milwaukee, Wis.
Arrivals and departures ofwaseU,
Deacription.
Arrivals.
Departures.
Namber.
Tonnage.
Namber.
Tonnage.
Steam
1,2U
256
1,783,792
30,008
1,214
265
1, 735. 945
Sail _
41,737
Tnfftl
1.470
1,772,796
1,479
1,777,682
Principal artiolee of export and import.
(By way of the harbor only.]
Articles.
Tons.
Articles.
Tons.
Exports.
Agrieoltnral implements.
Beer
Pish
Flour
Hides
IroD and steel
Leather
Lumber
Marble
Merchandise (general)....
MiUsfeofb
Oats
Posts (fence;
Shinglea
WsfEons and carriagos —
Wool
Totai
Total approximate value.
mPOBTB.
Agricultural implements.
Apples
Bark (tan)
Barley
Beans
Beer
Butter
Csttle
Chairs
815
I
8.9264
293
16,540
15
89,408
76
281
266
6,250
610
56,418
$4,280,460
16
188
704
120
'i
12
mpoBTS— continued.
Cheese
Coal and coke
Furniture
Hay
Hides
Iron and steel
Lath
Leather
Lime and cement
Lumber
Merchandise (general)
Mill stuffs
Oil
Posts (fence)
Potatoes
Provisions
Rye
Salt
Savlogs
Shingles
Stone
Ties (railroad)
Wagons and carriages
Wheat
Wood
Wooden ware
Wool
Total
Total approximate value..,
64,140
52|
30
193
362i
650
192
86
108,402
78,925
68
153
6,092
64
820
36|
240
174
2,6ll|
9,100
476
86
30
36.800
808,4001
18,410,208
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2702 REPORT OP THE CHIEF OF ENGINEERS, U. 8. ARMY.
Principal articles of export and import — Continued.
[liy all ways of transportation.]
EXPORTS.
Agricultural implenients.
Beer
Brick
Coal and coke
Fi«h
Flour
Furniture
Hide*
Iron ami steel
Leather
Lirno and ccniout
Lumber
Marble
Merchandise (general)
Mill stuffs
Oats
Oil
Posts (fence)
Provisittns
Sash, doors, and blindn . ..
Shingles
Wagons and carriages
WoSl
48.123
287
1.5«0
,8.400
790
132
1.626
19
5,420|
293
8U7i
25. 2.i0
15
79. 657
176
441
618J
342
555i
108
525
5.900
25
Total 180,653J
Total approximate value $32, 2C0, 140
Agricultural implement h .
Apples
Bark(t*u)
Barley
Beans
li«Mr
Briik
Butter
61i
138
2,178
144
H
1.624
174
105
mpoBTS— continued.
Cattle ,
Chairs
Cheesw
Coal and coke ,
Com
Flour ,
Furniture
Hav
Hities
Iron and steel
Lath
Leather
Lime and cement
Lumber
Merchandise (genertU) . ,
Mill stuffs
Oats
Oil
Pork and beef ,
Posts (fence)
Potatoes
ProviHions ,
Rve
sAlt
Saw logs
Shingles
Stone
TicB (railroad)
Wagons and can'iages.
Wheat ,
Woo<l
Wooden ware ,
Wool
Tot;»l .
Total approximate value.
12
185.840
60
1,182^
200
75
• 850
69,000
550
192
190
117.000
156,445
2.240
704
2,025
846
2.470
54
1,7024
H
570
192
2,6114
9.1U0
826
50
OOO
30,000
1
50
570,065
$36, 240, 102
H H ig.
IMPROVEMENT OF KENOSHA HARBOR, WISCONSIN.
The original condition of the mouth of Pike Creek, object of the
improvement, projects, and present works, were described in detail in
Annual Report Chief of Engineers, for 189G, page L^51().
Condition of the improvemenU — Under the present proj*'ct the north
pier is to be extended 150 feet. The pier extension now in progress
will complete the south pier to the full length contemplated under the-
existing project. Soundings taken on tbe completion of dredging in
April, 1897, showed a channel between the piers 16 feet deep with a
width of entrance of about 140 feet, and a least width of about 100 feet.
There was a depth of 15 feet over an area of about 3 acres in the basin.
Operations during the fiscal year. — Under contract dated August 28,
1896, with the Rjicine Dredge Company, for dredging 50,000 cubic
yards, more or less, work was begun September 24, 1896, suspended
December 5, resumed April 5, 1897, and completed April 21. The
amount of material removed under this contract was 68,350 cubic yards,
of which 32,700 cubic yards were from the channel and 35,650 cubic
yards were from the basin.
The river and harbor act of June 3, 1896, required that "four thou-
sand dollars, or so much thereof as may be necessary, shall be expended
in dredging in the harbor basin, and removing wreck therefrom."
In accordance with these requirements, proposals were invited for
the removal of the wreck of schooner Horace Greeley and of a small
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN.
2703
flat scow from tbe basin. The bid of the Eacine Dredge Company,
amounting to $547, it being the only proposal reeeived, was accepted,
and the wrecks were entirely removed, the work being completed
November 14, 1896.
Under contract dated December 11, 1896, with McArthur Brothers
Company, of Chicago, 111,, for extension of south pier 250 linear feet,
more or less, work was begun June 3, 1897, and was in progress at the
close of the fiscal year. The extension consists of two cribs, each 100
feet long, and 1 crib 50 feet long; the width of all the cribs being 20
feet, and their height 20^ feet, including the superstructure.
Under special agreement, dated May 8, 1897, with Mr. P. W. Gallo-
way, of Kacine, Wis., 300 linear feet of Wakefield triple-lap sheet pile
revetment were constructed along the channel face of the south pier,
and near the inner end of same, to prevent the passage of sand through
the pier.
The work consists, first, of a row of close, round piling, driven as near
the face of pier as possible. Outside of the round piles, Wakefield
sheet piling was driven, each sheet pile being made of three 2 by 12
inch pine planks, spiked together with ten or twelve 7-inch wire spikes
clinched in the rear side, and so as to form a 4-inch tongue and groove.
The sheet piles and round piles are held together by white oak wales,
and secured to the i>ier by 1 J-inch round screw bolts. Before driving
the piles all the riprap along that portion of the pier to be revetted
was removed by dredging done by the Eacine Dredge Company under
a special agreement. The entire work was completed June 30, 1897.
Cost of maioriaU and labor for 300 linear feet of sheet pile revetment.
Materials.
Quantity.
Unit
price.
Amount.
I>redein«
Bound piles, linear feet ...
Wakefield sheet piling
White oak timlier
White pine timber
Wrougnt-iron screw bolts.
Wire spikes
.feetB.M.
do...
do...
...pounds.
do
6,880
47,U08
5,536
3,»48
3,335
600
10.20
27.00
36.00
20.00
.05
.04
$393.75
1, 272. 00
1, 209. 22
199. 30
78.96
J 66. 75
24.00
Total.
3,403.98
Cost per linear foot of revetment, $11.34.
Remarks. — In accordance with requirements of river and harbor act
of June 3, 1896, a survey was made, and report, dated January 26, 1897,
submitted, for ''harbor at Kenosha, with a view of obtaining a channel
21 feet deep, and basin 20 feet deep." The report is published in IJouso
Doc No. 328, Fifty-fourth Congress, second session, and fully covers the
condition and needs of the harbor. The estimated cost of the desired
improvement is $125,000.
To complete the present project requires that the north pier should
be extended 150 feet beyond its present length. On the completion of
the contract now in force the south pier will be of its full projected
length. Extensive repairs to the older portions of the piers are greatly
ne^ed. The west end of the north pier is in an extremely dilapidated
condition, the extreme 60 feet of it having been carried away in 1885,
and never having been restored. Erosion of the adjacent bank com-
menced at once and has continued ever since; large quantities of
material are thus washed into the channel by the action of every storm.
The inner portions of both the harbor piers are in such condition as to
readily permit the passage of sand through them. It is believed that
1^500 feet of sheet piling will remedy this defect.
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2704 REPORT OF THE CHIEF OF ENGINEERS, U. B. ARMY.
Bitimate for fiawl year ending June SO, 1899.
To extend the north piift to the fall length contemplated hy the modified
project of 1889^150 feet, at $65 $9,750
Making old piers sand tight— 1.500 linear feet of sheet piling, at $10 15, 000
Protecting shore at inner end of north pier— 140 linear feet sheet piling, at $8 1, 120
Dredging for maintenance of channel 5, 000
Contingencies 3,130
Total 34,000
An appropriation of $34,000 for completion of project and main-
tenance of existing works for tbe fiscal year ending Jaue 30, 1809, is
recommended.
Money statement.
Jnly 1, 1896, balance nnexjiended $26,597.91
Jnne 30, 189T, atnonnt expended dnring fiscal year 8, 307. 40
July 1, 1897, halance uncKpended 18,290.51
July 1, 1897, amount covered by uncompleted con tracts 13, 000. 00
July 1, 1897, balance available 5,290.51
{Amount (estimated) required for completion of existing project •. 9, 750. 00
Amonntthatcan be profitably expended in fiscal year ending J une30, 1899 *34, 000. 00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June A, 1897.
JpprapriationB,
Act of—
March 16, 1844 $12,500.00
March 3, 1845 15,000.00
August 13,1852 10,000.00
June 23,1866 75,461.41
April 10, 1869 (allotted). . 5, 346. 00
July 11, 1870 10,000.00
March 3, 1871 10,000.00
June 10,1872 10,000.00
June 23,1874 10,000.00
March 3, 1875 15,000.00
Angust 14,1876 8,000.00
June 18,1878 8,000.00
March 3, 1879 5,000.00
Act of—
June 14,1880 $5,000.00
March 3,1881 5,000.00
August 2, 1882 6,000.00
July 5. 1884 5,000.00
August 5, 1886 5,000.00
August 11, 1888 7,500.00
September 19, 1890 17, 500. 00
July 13, 1892 15,000.00
Angust 17.1894 15,000.00
June 3,1896 24,000.00
Total 299,307.41
Ahatract of propoaale for dredging 46,000 cubic yarde of material at Kenoeha Harhort
WiecomiKf receired in response to adrertisement dated August 1, 1896, and opened August
to, 1896, hy Capt. George A, Zinn, Corps of Engineers,
Ko.
Name and residence of bidder.
Price
percabic
jard.
T0t4kl
for 45,000 1
cabicyards.
Arthur KYogel, Milwaukee, Wis
William A. Starke, Milwaukee. Wis
Green's Dredging Co., Chicago, HI
Racine Dreflge Co., Kacine, Wis
Edward GiUen, Racine, Wis
NoTTis G.Dodge & Son, Chicago, 111
Lj'don & Drews Co., Chicago,III
George Cooper and Theodore Joesch, Manitowoc, Wis
Cents.
10
17
$5,205.00
4.050.00
4.600.00
3,015.00
4,050.00
5,175.00
8,550.00
7,860.00
* ^,250 for maintenwnce.
t The oost heing so low, a oontraot was made for 50,000 cnbic yards, more or less.
Digitizec^by
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APPENDIX H H — ^REPORT OF CAPTAIN ZINN.
2705
Amount of appropriation available for this work, $5,000. With the approval of
the Chief of Engineers, a contract was entered into August 28, 1896, with Racine
Dredge Company, the lowest responsible bidders for this work.
Abstraei of propotals for building £60 linear feet, more or less, of pier exteneion at Keno-
8ha Harbor, Wieconsin, received in response to adcertisement dated Octobers?, 1896, and
opened November 27, 1896, by Capi. George A, Zinn, Corps of Engineers,
Ko.
Name and rMldence of
bidder.
as
S4
II
1-
'S4
1^-
si
■7 p.©
so
5fe S
Total
for 250
linear
feet.
P. W. Galloway, Sadne,
Wta $21.00
Jas. Cape ft Sons, Kacine,
Wia 80.00
MeAribnr BroUiers Co.,
Chloaso,Ill 30.00
Knapp & Gillen, Bacine,
Wia 21.00
George Cooper, Manito-
woc, Wis 22.70
James A. SbIow and John '
Monroe, Cbarlevoix, i
Mieh ' 23.00
Chieai^ Star Coaatraotion
and Dredging Co., Chi-
eago, ni 23.00
Haoaler A Lots Towing
and Dock Co., Chicago^
Dl 20.60
$16.00
25.00
17.00
16.50
14.90
16.00
17.00
16.00
$17.00
20.00
10. OO
16.50
17.00
17.00
19.00
18.00
$7.00
6.00
6.00
6.15
6.35
6.76
6.75
6.00
$10.00
8.40
9.00
0.00
8.60
9.00
9.00
0.60
Cents.
8
2*
2i
24
24
(knts,
3
2*
2|
S
84
31
3
Omts.
8
6
8
H
2A"o
8
3i
6
$13,418.00
15,007.10
12,375.50
12,417.50
12,468.15
13, 221. 75
13,479.00
13, 380. 50
Amount of appropriation available for this work $13,000.
With the approval of the Chief of Engineers, a contract was entered into Decem-
ber 11, 1886, With McArthur Brothers Company ^ the lowest responsible bidders for
this work.
Contract in force.
Name of contractor.
Work.
Approved.
Work oom-
menoed.
Work to be
oomploted.
MeArthnr Brothers Co
260 feet crib pier
Dec. 31, 1896
June 1,1897
Nov. 80,1897
COMMERCIAL STATISTICS FOR THE CALENDAR YEAR ENDING DECEMBER 31, 1896.
[Fomiahed by Mr. H. & Van Ingen.]
Name of harbor, Kenosha. Wis.; collection district, Milwaukee^ Wis.; nearest
port of entry; Milwaukee, Wis. ; nearest light-house, Kenosha, Wis.
Arrivals and departures of vessels.
Description.
Arrivals.
Departures.
Number. 1 Tonnage.
Number.
Tonnage.
Steam
72
149
10,911 72
27,856 1 148
10,911
fti*» ...
27,335
i - _ _ - - _.
Total......
221
38,267
220
38,246
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2706 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Principal ariiclea of export and import,
[By way of the harbor only.]
Articles.
Tons.
Articles.
Tons.
EXPORTS.
160
1
21.000
Lath
190
Lumber
16,975
Sand and irra vol ...
Merchandise (j^Mieral)
1,000
Poaia f fence) ...
lU
Total
21, 151
Potat^>eB
30
Khiui/lea
600
Total approximate value
$125, 000
Wood
3,000
Total
IMPORTS.
7i
18,700
11,000
50,546i
Total approximate value
Apple* -..
$800,000
Bark (tan)
Coal and coke.
[By all ways of transportation.]
EXPORTS.
Brass ■
Coal and coke
Copper
Merchandise (general) . . .
Provisions
Sand and gravel
Wagons and carriages. . .
Woodenware
Total
Total approximate value.
IMPORTS.
Agricultural implements
Apples
Bark (tan)
Barley
Beans
Beer
Brick
Butter ,
Cattle
Chairs
Cheese
Coal and coke
Copper
$12,000,000
625
150
750
16. 212
250
25,000
2,750
3741
47. lllj
65
60
18,700
600
81
1.050
6,000
15
90
6
7*
84,000
1,000
IMPOSTS— conttnueil,
fgS':;:::::::::::::;:;::::::
Flour
Furniture
Hides
Iron and steel
Lath
Lime and cement
L umber
Merchandise (general)
Mill stuffs
Oil
Pork and beef
Poles (telegraph)
Posts (fence)
Potatoes
Provisions
Salt
Sash, doors, and blinds
Shingles
Stone
Wagons and carriages
Wood
Total
Total approximate value
12*
700
9,250
5,500
275
950
24,000
60,341^
700
2,025
360
17
114
120
150
225
16
600
7.000
25
6,000
169,995^
$8,000,000
H H 20.
IMPROVEMENT OF WAUKEGAN HARBOR, ILLINOIS.
The original condition at Waukegan Harbor, object of the improve-
ment, projects, and present works were described in detail in Annual
Report, Chief of Engineers, for 1896, pages 2519, 2520.
Froject of 1896.^The modification of original projects of 1880 and
1882, as approved Jaly 28, 1896, is as follows: The north-and-south
arm of the north pier to be connected by a revetment with the Ameri-
can Mortar Company's revetment; the entrance to the harbor to be
dredged to a depth of 13 feet below the plane of reference of the coast
charts of Lake Michigan, viz, 3.06 feet below high water of 1838, with a
width of 200 feet, and the harbor itself to be dredged to the same
depth, and with a width of 300 feet, beginning at the northern bound-
ary line of the Government land ; and the new shore line in the harbor
to be riprapped with heavy blocks of stone for a length of about 400
feet, beginning at the south pier.
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APPENDIX H H — REPORT OP CAPTAIN ZINN. 2707
Condition of the improvement — Both piers are now of the fall pro-
jected length. Under the project of 1896, a section of about 35 linear
feet of revetment is to be bailt to connect the north-andsouth arm of
north pier with the American Mortar Company's revetment. It is
expected to construct this revetment during the present season.
Soundings taken April, 1897, showed a channel between the piers
13 feet deep and with a least width of about 160 feet, and the same
depth in the harbor or basin over about three-fourths of its area.
Operations during the fiscal year. — Under contract dated September
23y 1896, with Illinois Dredging Company, for dredging 122,000 cubic
yardSy more or less, from the entrance channel and basin, work was
begun October 5, 1896, suspended December 23, and resumed June 18,
1897. At the close of the fiscal year 128,862 cubic yards had been
removed. By agreement with the contractors the amount to be dredged
was increased 47,000 cubic yards, making a total amount to be dredged
of 169,000 cubic yards, of which amount 40,138 cubic yards are yet to
be removed.
By hire of labor and purchase of materials in accordance with law,
repairs to the north-and-south arm of the north pier were begun June
1, 1897, and are in progress at the close of the fiscal year. The work
consists chiefly in cutting down the old pile pier to the water surface,
and in building on the remaining portion a superstructure of 12 by 12
inch white-pine timbers to a height of about 6 feet. At the close of
the fiscal year 100 linear feet of this superstructure had been built two
courses in height; the remainder is well under way, and it is expected
will be completed about August 15, 1897.
Remarks. — On August 24, 1880, a strip of land about 100 feet wide
and 2,294 feet long was donated to the United States by the city of
Waukegan for harbor purposes. The advance of the shore, especially
to the north of the harbor entrance, has greatly added to this land
until at the present time there is a tract about 350 by 580 feet lying to
the east of the harbor basin and to the north of the harbor entrance.
This tract and also a narrow strip of land 50 feet wide inclosing the
shore end of the south pier and extending from the shore line west-
ward to the boundary of the Government land will always be useful
to the United States. Under the modified project of 1896, the rest of
the Government land is no longer of use for harbor purposes. It has
therefore been recommended that the same be transferred to the city
of Waukegan, under the following conditions :
First. The right to be reserved to the United States to maintain a
suitable riprap slope along the southern 400 feet of the westerly harbor
line, the foot of the slope to be on the harbor line and at the depth called
for in the project of 1896, and the slope to be such as can be main-
tained with riprap; and if any structure is set over this riprap, it shall
rest upon piles and be of such form as may be approved by the War
Department.
Second. The city of Waukegan shall build and maintain a dock
revetment of the usual construction along the westerly harbor line,
the revetment to begin at the northern boundary of the Government
land and extend southerly about 567 feet until it reaches the riprap
revetment to be put in by the United States as provided for in the
project.
It is understood that, in accordance with these recommendations, a
bill has been introduced in Congress to authorize the Secretary of War
to make the transfer to the city of Waukegan, and that a favorable
report on said bill has been made by the Chief of Engineers.
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2708 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
The present contract for dredging, the repairs now in progress and
to be made, and the riprapping of the harbor front will be finished this
season, thns completing the modified project of 1898. No farther
extension of either pier is considered necessary. Dredging will, how-
ever, be required from time to time to maintain the projected depth in
channel and basin, and occasional repairs to piers will be necessary.
An appropriation of $3,000, for maintenance of channel and existing
works, is recommended for the fiscal year ending Jane 30, 1899.
Money statement.
Jaly 1, 1896, balance imexpended $90,497.28
June 90, 1897, amount expended during fiscal year 14, 021. 52
Jnly 1,1897, balance unexpended .' 16,475.76
July 1, 1897, outstanding liabilities $1,045.65
July 1, 1897, amount covered by uncompleted contracts 5, 721. 88
6,767.68
July 1, 1897, balance available 9,708.23
{Amount that can be profitably expended in fiscal year ending June 90,
1899, for maintenance 3,000.00
Submitted in compliance with requirements of sections 2 of river and
harbor acto of 1866 and 1867 and of sundry civil act of Jane 4, 1897.
APPROPRIATIONS.
Act of—
Angnst 30, 1862, for breakwater (outer) $15,000
June 14, 1880 15,000
March3,1881 15,000
Angust2,1882 20,000
Jnly 5, 1884 20,000
August 16, 1886 20,000
August 11, 1888 25,000
September 19, 1890 85,000
July 18, 1892 26,000
August 17, 1894.... 20,000
June 8, 1896 20,000
Total appropriation for harbor 230,000
Appropriation for outer breakwater (1852) 15,000
Total for present harbor 215,000
AbBiraoi ofpropo^aU for dredging XgX,000 cuhio yards of maieriaU at Waukegan Harbor,
Illinois^ received in response to adverUsement dated August 17, 1896, and opened Sep-
temher 16, 1896, hy Capt, OeorgeA. Zinn, Corps of Engineers.
Vo.
Name «id residence of bidder.
Price p«r T»«*'
Green's Dredging Co., Chiosgo, III...
Charles Bemer, Green Bay, Wis
William A. SUrke, Milwaukee Wia.,
Racine Dredee Co.. Racine, Wis
Illinois Dredging Co., Chicago, 111...
Arthur H. Yogel, Milwaukee, Wis. .
Amoaut of appropriation available for this work, $15,000.
With the app»roval of the Chief of Engineers, a contract was entered into Septem-
ber 23, 1896, with Illinois Dredging Company, the lowest responsible bidders for
thi«work«
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APPENDIX H H — ^REPORT OF CAPTAIN ZINN. 2709
Contract in force.
Name of contnotor.
Work.
Approved.
Work oom-
menced.
Work to be
completed.
llliuois DradiriDff Co
Dredi^Dg 122,000cubio yards
Oct 81.1AM
Oct. 6^1806
Oct 81, 1887
COMMKRCIAL STATISTICS FOR THR CALRVDAR TRAR RNDINQ DRCXMBRR 31, 1896.
[Famished by Mr. W. W. Pearoe, lui^or.]
Name of harbor, Waukegan, 111.; collection district, Chicago, HI.; nearest light-
house, Wankegan, 111.
Principal articlc$ of oxport and import*
[By way of the harbor only.]
Articles.
Tons.
Lath
tifPOETS.
110
Jioinber .^
1,126
450
Sbinides - ---
Total
1,885
[By all ways of transportation.]
Ardclea.
Beer
Brick
CatUe
g?::::::;:::;::::;:::::
ffi/ei*.'.".'!.''."'.'.*.""."!.'.'.'
Iron and steel
Leather
Herchandise (p'nernl)...
0«
8ash. doors, and blimls ..
Sheep
Stone
Wood...
Total
IMPOBTS.
Agricnltnral implements
Bark (tan)
Barley
Beans
Brick
Batter
Cattle
Chairs
Cheese
Coal and ooke
Com
Tons.
1,400
10
^?!|
18
10
10
53,000
225
33,810
675
500
00
840
8,750
Articles.
09,4471
25
826
240
1,880
1,320
10
210
50
10
99,224
150
IMPOBTS— continned.
Rirgs
FSh
Flour
Furniture '..,
Hay
Hides
Iron and steel
Leather....
Lime and cement
Lumber
Malt
Marble
Merchandise (genenil)
Millstulfs
Oats
Oil
Pork and beef
Poles (telegraph)
Posts (fence)
PoUtoes
Salt
Sash, doors, and blinds
Sheep
Stono
Ties (railroad)
Wfigous and carriages
Wheat
Wood
Total
Tons.
350
240
01,779
10
1,938
15,40<9
270
100
68,296
1,000
400
1,7154
240
323
50
900
150
200
60
14,805
7,000
125
30
600
279,957
H H 21.
IMPROVEMENT OF FOX RIVER, WISCONSIN.
Original condition. — Tlie Fox Eiver rises in Oolumbia Connty, Wis.,
and flows generally westward. Near Portage City it turns northward,
tben eastward into Lake Winnebago, the latter being about 28 miles
long and 10 to 12 miles wide. From Lake Winnebago the Fox flows
northward into Green Bay, an arm of Lake Michigan.
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2710 REPORT OF THE CHIEF OF ENGINEERS, U. S. ABMT.
The Fox and Wisconsin rivers, separated at Portage City by a dis-
tance of only 2 miles, were the early means of communication between
the Great Lakes and the Mississippi.
The fall in the river from Portage City to Lake Winnebago, 110 miles,
is aboat 30 feet, and from Lake Winnebago to Green Bay, 35 miles, is
about 170 feet. From mouth of Fox Eiver (Oshkosh) to Menasha is
18 miles.
The upper Fox has a small discharge and flows through extensive
marshes and lakes; near Lake Butte des Morts it unites with the Wolf
Eiver, the latter having a mucl> larger discharge than the Fox. The
lower Fox carries off all the water brought down by the upper Fox, the
Wolf, and other small streams; a discharge of 900,000 cubic feet per
minute having been known. The average low and high water dis-
charges have not been accurately determined. A low-water discharge
of 2,320 cubic feet per minute is given.
From Lake Winnebago to De Pere the river was obstructed by rap-
ids^ and at places portages had to be made.
In 1846 Congress granted to the State of Wisconsin, on its admission
to the Union, a quantity of land for the purpose of improving the nav-
igation of the Fox and Wisconsin rivers in the Territory of Wisconsin,
and of constructing the canal to unite the said rivers at or near the
portage.
To carry out the object of this act, the State of Wisconsin estab-
lished in 1848, by act of legislature, a board of public works, which
began the work of improvement and carried it on until 1853, when all
the property and franchises were transferred to the Fox and Wisconsin
Improvement Company. After various vicissitudes, financial and other-
wise, the entire property was sold in 1866 to the Green Bay and Missis-
sippi Canal Company, and finaUy by this company in 1872 to the United
States for $145,000, with the exception of personal property, water-
power privileges, and the lots or parcels of land belonging to the water
powers. The deed of transfer was indefinite in its terms, and so many
questions have arisen concerning property and franchises that it is
impossible to tell at this time without considerable research what the
deed actually conveyed.
At the time of transfer in 1872, there were on the upper Fox 4 locks,
4 dams, 1 canal; on the lower Fox 18 locks, 9 dams, 8 canals. The
project of the board of public works. State of Wisconsin, recommended
the construction of canals, 40 feet wide at bottom, with 4 feet depth at
usual low water, and locks 125 feet long between gates and 30 feet wide
in the chamber.
The plan to be carried out by the Fox and Wisconsin Improvement
Company was to make the lower Fox of sufficient capacity to allow the
free passage of boats drawing 4 feet of water, and the upper Fox of
boats drawing 2 feet at ordinary low water. This plan required the
enlargement of the locks to 160 feet long, 35 feet wide, with 6 feet depth
on the miter sills.
Object — The improvement of the Wisconsin Eiver having been
abandoned, the present object is to obtain a navigable channel from
Portage on the Wisconsin Eiver, to the harbor of Green Bay, 160
miles.
Project. — The original project of 1872 was a continuation of the proj-
ect to be carried out by the Fox and Wisconsin Improvement Com-
pany. The present project is that recommended by the Board of
Engineers of May 14, 1886, and is to deepen the Fox River by rock
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APPENDIX HH — ^EEPOBT OF CAPTAIN ZINN. 2711
excavation and dredging from Portage to Montello to 4 feet depth, and
from Montello to Green Bay to 6 feet depth; to widen the river chan-
nels to 100 feet throughout; to dredge the channel in the Neenah
River, and to remove the bar at the moath of the Fond du Lac Kiver.
Present works. — The present works are as follows:
Upper
Fox.
Lower
Fox.
Total.
Locks ..
Dams . .
Canals .
27
18
12
Total.
20
55
Of the Ic^kfl, 15 are of stone; 14 built by the United States and 1 by
the canal company, but repaired by the United States in 1878. The
remaining 12 are wooden locks, which have been rebuilt and repaired
from time to time.
Of the dams, 1 is of masonry, 11 of cribs, 1 of piles and cribs with
movable weir, and 2 of brush and stone.
Of the canals, the one at Portage, 2 miles long, is revetted its entire
length on both sides with a timber revetment. At Appleton, above
the first lock, there is a cement-laid stone revetment wall about 800
feet long and from 16 to 20 feet high. It was built by the United States
in 1879-80. Below the guard gate Kaukauna is a dry-stone revetment
wall about 1,200 feet long. It was built by the canal company and may
have to be rebuilt in places, as it shows signs of yielding. Also, in the
left bank of the fourth level at Kaukauna there is a core wall of cement
masonry 77 feet long, built in 1893-94 ; in the right bank of the same
level, two core walls, one 600 feet long, built in 1892-93, and one 143
feet long, built in 1893-94; and in the right bank of the flCth level, one
376 feet long, built in 1893-94.
Dry masonry retaining walls were bailt along right bank of canal
above the "combined locks,'' 621 feet long, 11 feet high, built in 1895
and 1896, and below Kaukauna first lock, 123 feet long, 12 to 14 feet
high, built in 1897.
Masonry waste weirs in the second, third, and fourth levels at
Kaukauna were built in 1894-95 to regulate the water in the Kaukauna
system.
Depth of water. — ^The fall from Menasha to Green Bay is about 170
feet, and on the upper Fox, from Portage to Lake Winnebago, about
30 feet. Previous to any improvements the river was obstructed by
rapids and at places ]K)rtages had to be made.
As stated above, the project contemplates a channel 6 feet deep from
Green Bay to Montello and 4 feet deep from MonteUo to Portage; these
channels to have a minimum width of 100 feet.
On the lower Fox, which is thoroughly canalized, the crests of the
dams are uniformly 6 feet above the breast walls of the locks immediately
below, and where rapids are passed by means of several locks the breast
wall of any one is about the same elevation as the lower miter sill of the
lock above. The exception is the lower miter sill of the Menasha Lock,
which is 1.5 feet higher than the breast wall of the next lock below, the
Appleton First Lock. This condition gives only 4.6 feet of water at the
lower miter sill, Menasha Lock, when the river is at a low stage. When
the river i« at a high stage, with a surplus of 1 foot or more flowing
over the Appleton Dam, there is 6 feet over the sill. It is impossible
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2712 REPORT OP THE CHIEF OF ENGINEERS, U. »• ARMY.
to raise the crest of the Appleton Dam, so that it will be necessary to
lower this sill when the Menasha Lock is rebuilt.
Daring the last year the water in the lower Fox and Lake Winnebago
has been well maintained at the crest of the dams thronghoat the year,
with few exceptions. This is the first fall year this has occnrred, and
was brought aboat by the enforcement of Rale 12. The rule was not
strictly enforced against the water users at Neenah and Menasha, but
they were allowed certain privileges by the authority of the Secretary
of War. For the exceptions thus made attention is invited to the
history in the report of Mr. L. M. Mann, assistant engineer, appended
to report upon Operating and Care of Locks and Dams on Fox River,
Wisconsin; also accompanying hydrographs, etc., showing stages of
water, etc.
The violators of Rule 12, Rules and Regulations for the Navigation
and Use of Locks and Canals on Fox River, were prosecuted by the
United States attorney, Mr. M. 0. Phillips, in whose report, herewith
apj»ended, further details are given.
During the fiscal year ending June 30, 1897, navigation closed No-
vember 14, 1896, on the Fox and Wolf rivers, and was again opened
April 10, 1897, excepting at Depere, on the 16th, and in Portage Canal,
on the 23d of April, 1897.
Operations during the fiscal year. — ^The work done during the year
consisted principally in rebuilding the outlet of the wasteweir at Kau-
kauna Second Lock, the construction of a roadway npon United States
property from the warehouse at the Appleton First Lock to Lake street,
the construction of fishways in the Eureka, Berlin, and White River
dams, a small amount of dredging on the lower Fox near Appleton and
Menasha. A survey and plan for harbor of refuge at Stockbridge
Landing, on the east shore of Lake Winnebago, and an examination of
the Wolf River were also made. The timber shed at Appleton First
Lock, under construction at the date of the last annual report-, was
completed.
Preparations have been made to build a new crib dam with masonry
abutments and to remove the old brush and stone dam at Princeton.
The dredging along the lower Fox consisted (1) in removing about
640 cubic yards of rock from a cut 1,830 feet long, varying from 20 to 40
feet in width and from 3 inches to 2 feet in depth, between Appleton
First Lock and the Chicago, Milwaukee and St. Paul Railroad Bridge
and (2) in widening the Menasha Canal between the Wisconsin Central
and Tayce Street bridges.
The river and harbor act of June 3, 1896, provided for a "harbor of
refuge on the east shore of Lake Winnebago, at one of the several land-
ings on said shore, the location of which harbor of refuge shall be deter-
mined by the Government engineer." In accordance with this provision,
surveys were made at three places, Stockbridge Landing, Mud Creek,
and Calumet Harbor (Pike Creek), the first of which was selected as the
best location for the harbor. The citizens of Stockbridge have donated
to the United States 3.09 acres of land for the harbor and set aside a
strip of land for public use as a highway from the harbor to the existing
highway leading to Stockbridge. It is expected to begin the dredging
at this harbor as soon as the land has been accepted by the War
Department.
The river and harbor act of June 3, 1896, appropriated $1,500 for
removing bars and snags from the Wolf River below Shawano, Wis.
An examination was made in August and project submitted for doing
the work called for between Lake Poygan and l^ew London, 47 miles —
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APPENDIX H H — REPORT OF CAPTAm ZINN. 2713
all tbat the fands would permit. It is expected to commence this work
dariug July, 1897. Farther details will be found in the appended report
of Mr. L. M. Mann, assistant engineer.
Remarks and recommendations. — The river and harbor act of June 3,
1696, appropriated $3,000 for a thorough investigation of the character,
limitations, and description of the property and rights of the United
States in connection with the improvement of the Fox and Wisconsin
rivers. This investigation was intrusted by the Secretary of War to
the Hon. Edward S. Bragg, of Fond du Lac, Wis., and the information
when obtained will be of great value.
Ko action has yet been taken upon the matter of the use of flush
boards or other means of making avail of all the natural flow of water
and preventing the waste thereof to the height to which the right of
the United States to hold the same has been established and without
interfering with private rights, as directed by the river and harbor act
of June 3, 1896. it appears from an investigation of the subject that
the United States can not legally place flush boards upon the Govern-
ment dams without interfering with private rights. A special report
was made upon this subject, dated July 7, 1896.
By the courtesy of water-power owners a table has been made by
Mr. L. M. Mann, assistant engineer, of all water powers on the lower
Fox, which shows clearly the great value of this improvement.
The repairs to boats and dredges belonging to the Fox River improve-
ment are now made at a private shipyard in Oshkosh, Wis. The cost
of hauling these boats out of the water is so large as to justify the con-
struction of a dry dock on Government land along the lower Fox.
The rebuilding of the Princeton and Grand River dams, for which
the necessary funds are now on hand, will complete the replacement of
all temporary structures in the improvement by permanent ones. The
only work left, therefore, to complete the existing project is to dredge
the upper Fox to the required depth and to rebuild the Menasha Lock
so as to give 6 feet of water over the lower miter sill at all stages of
water in the river. This is a wooden lock nine years old, and will
require rebuilding within two years in order to be absolutely safe. To
give the required depth and to make a better structure than the present
one slightly increases the estimate for rebuilding. It can be rebuilt
properly for $16,000.
Soundings taken last winter upon the ice from Oshkosh to Fort Win-
nebago Lock show that there remains 2,060,831 cubic yards of material
to be removed to give the required depth, which will cost $164,860.48.
The banks of the river are eroded by floods and rains and the channels
gradually obliterated. The quantity of material brought into the chan-
nels can not be accurately estimated at this time. After the projected
depth has been secured, proper observations will give this amount.
At the worst places the banks have been revetted, and this revetment
may have to be continued, not only to protect the banks against fresh-
ets, but also in the narrow parts against the wash of passing vessels.
The dredges in present use can not cast material very far from the
channel, so that it has to be rehandled. By means of another kind of
dredge the material could be deposited at such distance that it would
not need rehandling and would not be brought back into the channel
by wave wash, etc. It will be more economical to obtain such a dredge
at once, not only for the purpose of completing the project, but also for
future use in maintaining the channel depth, than to continue using the
present dipper dredges. The material to be removed could not well be
handled by a rotary pump dredge. A chain bucket dredge is weU
suited to the work to be done and can be bought for about $35,000.
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2714 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Estimate of cott of oompleUmg prof od for improving Fox Biver,
Rebuilding MeDasha Lock $16,000.00
Dredging 2,060,831 cable yards in npper Fox, at 8 cents 164, 866. 48
Total 180,866.48
Money statement.
Jnly 1, 1896, balance unexpended $41,770.90
June 30, 1897, amount expended during fiscal year 6, 174. 47
July 1, 1897, balance unexpended 35,596.43
July 1, 1897, outstanding liabilities 1,799.59
July 1, 1897, balance available 33,796.84
{Amount (estimated) required for completion of existiujj project 180, 866. 48
Amount that can be profitably expended in fiscal year ending Jiine30,1899 100,000.00
Submitted iu compliance with reauirements .of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
List of appropriations made by Congress for the improvement of the Fox and Wisoonsin
rivers, Wisoonsin,
Act of—
March 2, 1867, for snag boat on Wisconsin River.... $40,000
July 10, 1870, for improving Wisconsin River 100,000
June 10, 1872, for purchase of works on Fox River from Green Bay and
Mississippi Canal Company 145,000
March 3, 1873, for improving Fox and Wisconsin rivers 300, 000
June 23, 1874 300,000
March 3,1875 500,000
August 14, 1876 270,000
June 18, 1878 250,000
March3,1879 150,000
June 14, 1880 125,000
March3,1881 125,000
August 2, 1882 200,000
July 5, 1884 160,000
Augu8t5, 1886, for improving Fox River 56,250
August 11, 1888, for improving Fox River 100, 000
September 19, 1890, for improving Fox River 100,000
July 13, 1892, for improving Fox River 75,000
August 17, 1894, for improving Fox River 37,500
June 3, 1896, for improving Fox River 87,500
Total 3,071,250
REPORT OF MR. M. C. PHILLIPS, UNITKD STATES ATTORNBT.
OsiiKOSH, Wis., July ISj 1897,
Captain : The suits referred to in the report of my predecessor, under date of June
30, 1896, relating to the Fox and Wisconsin rivers, are still pendiug in the United
States circuit court, and none of them have been moved since the date of his report.
No new civil cases have been commenced relatiug to the same subject during they ear.
There have been several criminal oases brought during the year for drawing water
from the Government canal below the level established by the Secretary of War, in
which indictments have been found by the grand jury.
My term of office covering only two months, viz, May and June of the year, no
action in any of these matters was taken during that time. They are all pending
for trial, and will be brought on for hearing at the October term, 1897.
Yours, truly,
\f /^ Phillips
United States Diikiet Attorney, Eastern JHstrist of WiseonHn.
Capt. Obobob a. Zinn,
Milwaukee, Wi$.
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APPENDIX H H — REPORT OF CAPTAIN ZINN. 2715
BKPOBT OF MR. L. M. MAKN, ASSISTAITT BNOINBKR, FOX RIVKR IMPROVEMENT.
United States Engineer Office,
Oakkoah, Wis,, June SO, 1897.
Captain: I have the honor to submit the following report of operations on
"Improving Fox River, Wisconsin," from Portage to Green Bay, for the fiscal year
ending June 30, 1897:
The work done during the year consisted principally in rebuilding outlet to waste
weir at Kaukauna Second Lock; construction of roadway at Appleton First Lock;
construction of fishways in Eureka, Berlin, and White River dams; commencing
construction of Princeton Crib Dam ; dredging rock channel below Chicago, Mil-
waukee and St. Paul Railroad Bridge, Appleton; widening canal above Menasha
Lock: making survey and plan for narbor at Stockbridge Landing, and making
examination of Wolf River.
construction of locks, etc.
WaaU weir at Kaukauna Second Look, (Rebuilding outlet of weir.) — The work of
rebuilding this outlet of the waste weir was commenced October 9, 1896. The vit-
rified pii>e was replaced by a stone culvert laid in cement, 3i by 4 feet in cross sec-
tion, connected with the weir wall in a stone arch. It runs 282 feet from weir to
below draw bridge along left side of lock, emptying into third level.
One thousand three hundred cubic yaras of earth was excavated from the trench
and all the serviceable sewer pipe was removed from the old outlet. Two hundred
and sixty-nine cubic yards of cement masonry was laid for the sides and bottom and
56ieabic yards of fla^ stone was placed in cement for the top. One thousand two
hundred and fifty cubic yards of earth excavated from the trench was replaced, and
material left over was hauled by team to Kaukauna warehouse and stored, complet-
ing the rebuilding of the outlet November 20, 1896.
Timher shed at Appleton First Lock. — This shed, which was under construction at the
close of last fiscal year, was given three coats of No. 20 paint on the outside, com-
pleting the construction of same.
Boadwag at Appleton First Lock. — For the purpose of giving access by team from
Lake street to the United States buildings at the lock, this roadway was built on
United States property. The construction was commenced May 20 and completed
June 5, 1897.
One thousand two hundred and sixty-five cubic yards of earth was excavated by
plow and scraper from cut side of roadway and placed in fill side. Three lines of
24-inch old sewer pipe were nlaced for culverts under roadway.
This roadway is 1,080 feet long and 15 feet wide, and runs along hillside on right
side of canal from Lake street to warehouse. The road was well ditched on the
inside.
lUhways on Eureka, Berlin, and White River dams. — ^In accordance with the require-
ments of the State law, fishways were placed in these dams last fall. They are all
of the same construction, and consist of a riffle trough 4 feet 10 inches by 24 inches
and 24 feet long, covered. Riffles are 14 inches apart and openings are 10 inches
wide. The trough is fastened at the crest of the dam and runs to low water, with a
gate at the upper end to regulate the water or shut it off.
The construction of fishways on these dams was commenced on October 6 in the
order named. The material was transported from Oshkosh to the dams in conjunc-
tion with the trip of inspection on tlie Upper Fox.
Fishwaif on Eureka Dam. — One thousand five hundred and seventy-nine feet B. M.
pine lumber was framed and secured in place, forming the trough, gate, supports,
etc. The trough was connected with the navigable pass between the third and
fourth valves. Nine pieces 12 by 12 inches by 6 feet to 8 feet were driftbolted to the
apron timbers of dam for supports of lower end of the trough, to which it was
securely fastened.
The best opening of the head gate was determined by experiment to be 12 by 18
inches, which fills the trough with water completely, and but little water passes
through the openings in top.
Flskwag on Berlin Dam.^Oae 30-foot rock-elm pile was driven for support of lower
end of trough, and 5 22-foot piles were driven at upper end above the dam to protect
it from ice and drift. A pine bent was securely placed to support middle of trough.
Experiments determined that opening the gate 18 inches the trough is completely
filled with water with a minimnm current and without forcing the water through the
openings on the top.
Fishwajf on White River Dam.— The upper end of this fish way was let into the crest
of the dam 12 inches. Experiment determined that when the gate is raised 18 inches
and flnshboards are removed from the crest the trough fills within 2 inches of the
top. The construction of this fishway was completed on November 10, 1896.
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2716 REPORT OP THE CHIEF OF EKQINESRS, U. 8. ARMT.
The pile driver which was need in driving the piles was towed to Berlin hy the
steam tug Fox and her machinery laid up for the winter.
Princ^UM Dam. — ^The old brush and stone dam at this place is worn, and is to be
replaced by a timber-crib dam with masonry abutments. Land is about to be pur-
chased for the right abutment, the left abutment resting on United States property.
Materia] is being purchased and received and all preparation* are being made to
commence construction this month (June, 1897).
DRBDOINO LOWBR FOX.
Canal helow ChicagOf Milwaukee and St. Paul Railrottd Bridge, Appleion, WU. — On May
21, 1897, dredge No. 2 was towed by steam tng Boscohel from Cedars to Appleton, and '
cleaned the channel between the bridge and Appleton First Look. Cuts were made
io rock, 1,880 feet by 20 feet to 40 feet by 3 inches to 2 feet, and 540 cubic yards of
large flat stones excavated, which were of such size and shape that they could not be
lifted by the dipper bui were shoved side wise, making the work slow and expensive.
The work was completed June 7, 1897.
Total amount dredged, 540 cubic yards; total amount rehandled, 184 cubic yards.
Widening canal above Mena$ha Lock. — ^June 8, 1897, dredge No. 2 was towed by steam
tug Boscoiel from Appleton to M^nasha Canal, where cuts 310 feet bv 20 feet by 3 feet
to 4 feet were made, excavating 774 cubic yards of hardpan, which was banked on
the left. The intention is to widen the canal about 20 feet between the Wisconsin
Central Railroad and Tayco Street bridges.
8URVET8.
For a harhcr of refuge^ east shore of Lake Winnebago. — ^In accordance with yonr
authority of July 20, 1896, surveys were made at Stookbridffe Landing, Mud Creek,
and Calumet Harbor (Pike Creek), on the east shore of Lake Winnebago, to deter-
mine the best location for a harbor of refuge, as provided for in the river and harbor
act of June 3, 1896. • • •
A project was submitted, and approved by the Secretary of War November 4, 1896,
as follows: "That the harbor be located at Stockbridge Landing, on land donated
by citizens of the town of Stockbridge." The plan contemplates an entrance chan-
nel 6 feet deep and 100 feet wide, extending from the 6-foot contour in Lake Winne*
bago to a point 100 feet inside the shore line, protected on the south side by a single
pier 250 feet long and an interior basin about *2i acres in area. As the appropriation
available is not sufficient to do the entire work, it is proposed to excavate the
entrance channel and basin and drive a few guide piles at the entrance, omitting
the protection pier for the present.
The citizens of Stockbridge have transferred to the United States, free of coet^
3.09 acres of land for the harbor, and also a strip of land for public use as a roadway
connecting the harbor with the present highway leading to Stockbridge. As soon
as tliis land is accepted the work of making the harbor can commence.
Examination of Wolf Biver. — In compliance with the authority of July 22, 1896, a
preliminary examination was made of the Wolf River, Wisconsin, August 11 to 13,
inclusive, on the steam tug Fox for the purpose of determining a project for the
expenditure of the amount appropriated by the river and harbor act of Jnne 3, 1896,
viz, '* $1,500 appropriated for removing bars and snags from the Wolf River below
Shawano." • • ^
A project was submitted and approved by the Secretary of War, November 5, 1896,
to the effect, to remove all snags and leaning trees obstructing navigation between
New London and Lake Poygan, a distance of 47 miles, and to dredge a channel 80
feet wide and 4^ feet deep at medium stage through the following bars : New Lon-
don Bar, 600 feet long with 2^ feet of water; Little Wolf Bar, 400 feet long with 3i
feet of water; Upper Muckwa Bar, 300 feet long with 3^ feet of water; Lower
Muckwa Bar, 400 feet long with 3^ feet of water; Tom Wall Bar, 300 feet long with
3 feet of water; and removal of wreck of steamer Tom Wall.
The dredging is estimated at 11,000 cubic yards and 477 snags and deadheads and
225 leaning trees to be removed. It is expected to commence this work during the
month of July.
For Princeton Dam. — As the United States does not own any land on the right bank
af the Fox River adjacent to the site of the proposed new dam at Princeton Lock, a
snrvey was made to determine the land needed for the right abutment of the new
dam. A map and tracing of the survey were made, showing the land needed to be
1 acre, sitnated in Lot 2, Sec. 35, T. 16 N., R. 11 K., and belonging to Mr. Franz
ZUlke, with whom negotiations have been entered upon for its transfer.
General remarke. — "Die dredges on the Upper Fox, for the fiscal year ending June
30, 1807, completed between Berlin and Eureka locks a navigable channel 100 feet
wide and 6 feet deepi and removed bars from other portions of the Upper River.
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APPENDIX H H — ^REPOBT OF CAPTAIN ZINN.
2717
Data in tabular form accompanies this report, showing the amount of work and cost,
in diJSerent relations, of dredging done by all of the dredges on Fox Biyer during
the year 1896.
As the result of last winter's survey of the Upper Fox, a complete estimate of the
amount of dredging necessary to complete the project is herewith given in tabular
form.
Milepost 12 to Eureka Look.
Berlin to White River Lock.
White River to Princeton Look.
Mllepoetb.
Cubic
yards.
ICileposta.
Cubic
yards.
Hilepoflta.
Cubic
yards.
12iol3
3,664
2,334
2,540
8.936
13.941
21, 464
18,464
20, 181
18,806
14. 187
17.284
29,075
16,743
Berlin T^«t to 33
White River to 43....
43 to 44
4.647
28,193
13tol4
33 to
34 to
35 to
36 to
87 to
38 to
39 to
40 to
41 to
42 to
34
28,380
22.624
24,608
36, 781
27,532
32,900
26,995
82,189
25,017
21,541
14 to 15
35
44 to 45
29.823
80 901
15tol6
36
45 to 46
16tol7
37
46 to 47
89,430
37, 151
17 to 18
38
47 to 48
]8tol9
39
48 to 49
27,843
83,788
19 to 20
40
49 to 50
20to21
41
50to51
81,454
87 643
31 to 22
42
51 to 52
22 to 23
White RivnrLofllr
52 to Princeton Look.
16,295
23 to 24
S4toKiii«kaLock
Total
186.619
278,578
817, 169
Princeton to Grand River Lock.
Grand River to MontelJo Lock.
Mllnposta.
Cable
yards.
MUeposta.
Cubic
yards.
Prin«»t(ni Lock to 63 -
24,269
33,270
45,828
21,959
500
GrandPivftp T.nftk*o7i.. ... . ^
29,218
27,452
80,692
25.422
5Sto54
74 to 75
75 to 70
76toM
^ ..............
5ito5&
56 to 66
nntAlln T^aaIt _
Uto67
OTioSS
68 to 59
6.160
5,618
10,913
17,804
42,682
68,081
47,436
84,850
86.276
123
968
40,170
46,949
81^300
37,325
69 to 60
00 to 61
61 to 62
6Sto63
C8to64
64 to 66
e6to66
66 to 67
f7to68
66 to 69
09 to 70
70 to 71
71 to 72
71to73=:6randRWer
Look
Total
541,481
162,780
MonteUo to Governor Bend Lock.
Governor Bend to Port Winnebago ]
Look.
MileposU.
Cable
yaxda.
Milepoflte.
Cubic
yards.
08 to 81
791
261
Governor BAnd Lock tn 101
24.972
51 209
g4to86
101 to 1
102 to 1
108 tol
1(Ut0l
02' **....
0to86
03
70,162
96 to 87
04
73,554
87to88
4,948
2,647
3,154
17,215
24,206
38,081
23,944
17.884
12, 519
29,865
81,820
22,372
44,608
29,292
50,706
88 to 89
89 to 90
90 to 91
81to92
92 to 93
83 to 94
84 to 95
96 to 96 i
98 to 97
97to96 ..
96 to 99
99 to 100
160 to Governor Bend 1
,,ook
^4ij
803,606
270,608
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2718 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
CnUo yaxdB.
Total between Oshkosh and Montello Lock 1,486,622
Total between Montello Jjock and Fort Win nebago Lock ••.. 574, 209
Total between Oshkosh and Fort Winnebago Lock 2, 000, 881
This can be red need 296,515 cnbic yards by leaving channel 75 feet wide between
high banks, from Section Post 90 to Fort Winnebago Lock.
No dredging required between Oshkosh and Section Post 12, between Enreka and
Berlin Locks, and between Montello and Section Post 83.
This estimate is based on 6-feet dredging to Montello and 4 feet from Montello to
Fort Winnebago Lock below mean low water, a grade haviog been established in
each section between locks. From Lake Bntte dee Morts to Enreka Lock, the grade
was taken i^om the crest of the Menasha dam to mean low-water mark on lower
Eureka gauge. An allowance of 38^ per cent was made for dipper measurement.
Eiiimate of oott.
1,486,622 cubic yards, at 8 cents $118,929.76
574,209 cubic yards, at 8 cents 45,936.72
2,060,831 cubic yards, at 8 cents 164,866.48
In estimating the cost it is based on 6 cents per cubic yard, and if the old method
of dredging is used, another 33^ per cent must be added for rehandling, which
practically makes the cost 8 cents per cubic yard.
As the principal work remaining to complete the project of the Fox River
improvement is the dredging on the Upper Fox, I would again respectfully draw
attention to my special report of October 30, 1896, in regard to the improvement of
the dredging plant on the Fox River. As stated therein, I believe a plant can be
built for $35,000 (a liberal estimate), adaptable to the conditions on the Upper Fox,
that could handle 250 cubic yards per hour, or as much as the four present dredges.
Such a dredge would avoid rehandling the material, place it where wanted, and gen-
erally eliminate the cost of dumping privileges, and remove it from the attack of
high water and channel currents. Such a plant should dredge for one-qnarter the
cost or less, say 2 cents per yard. If only one-half the amount estimated to be
dredged, or 1,000,000 cubic yards were handled by the new plant, a saving of $60,000
would be gained or about double the cost of the plant aside from the general
advantages of the method before enumerated.
Very respectfully, your obedient servant,
L. M. Mann, Asmtant Engineer.
Gapt. George A. Zinn,
Corp$ oj Engineers, U» 8, A.
COMMERCIAL STATISTICS.
Liit of artiolee traneported on Fox Biver, Wieoonein, during season of 1896.
Articles.
Beer
Brick
Cedar pofttB
Coal
Cord wood
Drain tile
Flour
Gravel
Grain, floor, and mill staffe
Land plaster
Lath
Lime ,
Logs
Quantity
in tons.
249.5
7,424
150
25,531.5
15,772
100
66.5
2,»40
5,096
75
326
259
66,159
Articles.
Lumber
Merchandise (general)
Oil
Paper
Pnlpwood ,
Salt
Sand
Sewer pipe
Shingles
Slabs
Stone
Total
5,672.5
8,478
113.5
52.5
2,906
2,181
7,845
80
8,108
148,110
ngers, 22,576b
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN.
2719
Idst 0/ boats namgating Fox Bivor hHween Portage and Groen Bay, Wi$., 1896.
Name of boat.
Kind.
Draft
in feet.
Tonnage.
Class.
XTalyii
J. H. Crawford...
B.F.Carter
08sl«a.Cook
Fashion ,
J.H.Marston
John Lynch
D.A.Cad7
IC. D.Moore ...2.
Hnstler
John Deneesen...
NetUe Denesaen.
AgnesC
Yoliuiteer
]>.L.Ubbe7
Homing Bell
Eolipee
Venture
Georgia
J.Portor
Nellie Chnroh .
Long Tom
Jamoo
Hastier
Hustler
Sandy
Anna M
Theresa
Cambria
Gaselle
Irma
Nia
Swallow
Tug
do
....do
....do
....do
....do
....do
do
....do
Scow
....do
....do
....do
....do
....do
Barge
....do
....do
....do
Scow ,
Pleasure yacht.
....do...
....do ,
....do ,
....do
....do
....do
150
100
210
210
50
75.25
50
50
50
50
15
22
15.64
17
17
70
01
78
45
143
123
145
07
00
80
150
Steam.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Sail.
Do.
Do.
Do.
Do.
Do.
Tow.
Do.
Do.
Do.
Do.
Steam.
Do.
Do.
1)0.
Do.
Do.
Do.
Kon.— There are quite a number of small pleasure yachts besides those mentioned.
Xumber of lockages on Fox Biver^ Wisconsin, for the calendar year 1896,
Ko.
Lock.
Depere. ...............
Little Kauhauna
BapideCroche
Kankauna, fifth
Kaukauna, fourth
Kankauna, third
Kaukauna, second...,
Kankauna, first
Little Chute, fourth*
Little Cbnte, third*..
Little Chute, second. .
Little Chute, first....
Cedars
Appleton, fourth
Appleton, third
Lock>
ages.
801
808
220
803
800
302
302
802
287
294
807
810
No.
Lock.
Appleton, second
Appleton, first...
Menasha
Kureka
Berlin
White Biver
Princeton
Grand Riyer
Montello
Governor Bend. .
Fort Winnebago.
Portage
Total
Lock-
ages.
206
884
402
424
376
123
141
105
80
61
05
71
6,063
• Combined.
H H 2a.
OPERATING AND CARE OP LOCKS AND DAMS ON FOX RIVER, WISCONSIN.
The expenditares for maintaining the existing depth of navigation
thioaghoat the Fox Biver and canals; for repairs to mechanical con-
Btmctions that have been completed and in use, bnt afterwards injured
by flood or otherwise; for current repairs to old locks and dams and
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2720 BEPOBT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
lock houses, and for lock tenders' services, have been paid from the
indefinite appropriation for ^'operating and care of canals and other
works of navigation," provided for by section 4 of river and harbor act
of July 5, 1884.
In accordance with this section an itemized statement of the expend-
itures is ai)peuded hereto.
The work during the fiscal year has consisted principally in dredging
the channels of the river and canals and in making repairs of locks,
dams, canal banks, lock houses, dredges, and boats.
For details of work done during the year see the report of Mr. L. M.
Mann, assistant engineer, appended to this report. His report is accom-
panied by: 1 tracing, hydrograph Lake Winnebago, discharge of Fox
Kiver, and rainfall; 1 tracing, statistics, etc., of water powers on Gov-
ernment dams. Lower Fox; I tracing, statistics, etc., of water powers
on private dams, Lower Fox, and 1 blue print, dredging data for year
1896.
It is particularly to be noted that this is the first year in the history
of this improvement that the water in the Lower Fox and Lake Win-
nebago has been maintained at or near the crests of the dams, a condi-
tion brought about by the enforcement of the rules and regulations for
the navigation and use of the locks and canals on Fox Biver, approved
by the Secretary of War February 15, 1895, under the river and harbor
act of August 17, 1894.
Money statement.
Jaly 1, 1896, balance unexpended $11,426.96
Amount allotted for fisoal year ending June 30, 1897 62,666.03
74,091.99
June 30, 1897, amount expended during fiscal year 66, 317. 49
July 1, 1897, balance unexpended 7,774.50
July 1, 1897, outstanding liabilities 2,687.12
July 1,1897, balance avaUable 6,087.38
{Amount (estimated) for expenditure in fiscal year ending June 30, 1898. . " 60, 009. 62
Amount avaUable for fisoal yearending June 30, 1898 65,097.00
report of mr. l. m. mann, assistant bnootsbb.
opebatinq and care of locks and dams on fox river, wisconsin.
United States Engineer Office,
OshkotK WU,, June 30, 1897.
Captain : I have the honor to submit the following report of operations upon
'' operating and care of canals and other works of navigation on Fox Kiver, Wis-
consin," from Portage to Green bay, for the fiscal year ending June 30, 1897.
The work done during the vear consisted, principally, in rebuilding the Depere
Lock; repairing and reenforcing Little Kaukauna Dam; building retaining wall
below right abutment of Depere Dam; building retaining wall below Kaukauna
First Lock : building protection above and below Kaukauna Guard Lock; repairs
of Little Cnute Com Dined Locks; building retaining wall above Combined Locks;
repairs of Appleton Second Lock and Menasha sluice gates; building shore protec-
tion below Eureka Dam; repairs to Eureka Lock, Dam, lock house, and roadway;
repairs to Montello Lock ; repairs to boats and dredges ; removing bars of Upper Pox
River by dredging, and making incidental repairs to looks, dams, and oaniu banks.
•Amount allotted if estimate is approved.
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APPENDIX H H — RBPOBT OF CAPTAIN ZINN. 2721
MAIKTBNAMGB OF KAYIQATION.
Navigation was closed formally November 14, 1896, on the Fox River and Wolf
River. Flnshboards at Berlin and White Rirer dams were removed and valves in
the navieable pass of Eureka Dam opened. Water was drawn from the Kaukanna
and Little Chute canal systems preparatory for the winter. Navigation was again
opened April 10, excepting at Depere, on the 16th, and in Portage Canal on the 23d.
The water in the Lower Fox and Lake Winnebago has been well maintained at the
crest of the dams throughout the year with few exceptions. This is the first full
year this has occurred, and was brought about by the enforcement of Rule 12. The
stages of Lake Winnebago are shown on hydrograph accompanying this report, with
discharges as observed at Rapide Croche Dam and precipitation of the upper valleys.
Hydrograph shows —
Water b«low crest of dam days.. 154
Water above crest of dam do.... 211
Maximnm height of water April 17, 1897 feet.. +3.19
Lowest point reached, August 26, 1897 feet below crest.. . 7
Of the one hundred and fifty-four days below crest, water was less than one-tenth
foot below crest during twenty -four days.
Maximnm discharge, April 23, 1897, 523,703 cubic feet per minute.
Mean monthly discharges at Rapide Croche for year are as follows :
^orvT Cubic feet
lovf I per minate.
January 165,795
February 165,913
March 162,506
AprU 367,891
May 240,756
June(lto27) 195,752
Cubic feet
lo86 : per minute.
July 167,244
August 87,177
September 8,431
October 63,833
November 120,428
December 142,071
Mean for year, 157, 316.
In comparing the three curves of last year with this it will be noticed that,
although the rainfall was far greater in 1896, the discharges in 1897 are much the
greater. This was due to the fact that during the winter and spring of 1896 the
lakes and a^ioining marshes were very low ana took up much of the surplus water,
while this spring they were nearly full, having been kept so by the enforcement of
Rule 12. The lake also, althon^h its maximum stage was slightly higher than last
year, did not go as high as the discharge curve might indicate, because the water was
sluiced at Menasha.
In continuance of the history of the water regulation, I would state that the Osh-
kosh gauge reached its maximum June 8, 18S6, at +2.92, after which the waters
commenced to recede rapidly, due to heavy evaporation and a meager supply. Con-
trary to all warning to the mill men, tne water continued to go down, and on
Aogust 21 all the muls were obliged to close down. The water continued to fall, and
at this time it was apparent that the flow of the river but slightly exceeded the
evaporation of the lakes. The mills on the Lower Fox ran by steam with few
exceptions. All leakages were repaired as much as possible and the water hus-
banded, although some water had to be sluiced at Menasha Lock to keep the lower
levels full for navigation. The water commenced to rise^ and the mean for the
montii of September was +1.42, the highest for this month m eleven years.
On September 30 the Secretary of War rescinded the order of August 21, and
issued a new order permitting the mills at Neenah and Menasha to gradually draw
the level of Lake Winnebago down 6 inches below the crest of the Menasha Dam.
A new company, called the Neenah and Menasha Water Power Company, was
organized, which comprises all the water powers on Fox River from Neenah and
Menasha to Depere. Its committee controls and divides the water within certain
limits, thereby giving a more uniform and just distribution. Many of the conten-
tions have been done away with, and during last fall, when water was generally low,
it was kept up beyond expectations. In accordance with the last order the mills
continued to slowly draw the lake down until it reached a point below the level
prescribed by the Secretary of War, between the 8th and 10th of March, and the mills
were verballv requested on the lOtn to stop drawing water. This order was, how-
ever, suspended on the same day awaiting mrther oraers from the Secretary of War.
On March Hf by order of the Secretary of War, the mills were permitted to draw
the water in Lake Winnebago to 12 inches below the crest. The mills did not take
advantage of this order until the 19th, when the committee allowed all << first water''
to be drawn, and on the 31st they commenced drawing ''second water.'' The lake
continued to rise until it reached its flood height, April 17, 1897.
BN0 97 171
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2722 REPORT OP THE CHIEF OP ENGINEERS, U. S. ARMY.
The very high water was kept down by slaicing at the MenaHha Dam, but the
heavy sluiciDe at one side only caused backwater in the Menasha River and reduced
the head of the mills on that side very materially. Althoagh the regulation has
been successful in many respects, it is again apparent that the United States should
have absolute coutrol, so that all can be treated alike.
By order of the Secretary of War, March 17, 1897, the authority given the mills at
Neenah and Menasha to draw the water below the crest of the Menasha Dam was to
cease upon the opening of navigation (April 10, 1897).
The means of all gauge readings were calculated and tabulated for niueteen
years. Daily discharge computations were made, tabulated, and plotted.
In order to show the importance of the great water power in the Lower Fox Val-
ley, I have taken great pains to obtain an accurate and complete tabulation of these
powers, which is appeuded hereto. The data to base calculations on was kindly
furnished by the mill men themselves and is therefore supposed to be correct.
A recapitulation below gives the horsepower for each dam individually, and also
the steam power, as follows :
GOVERNMENT DAMS.
Dams.
Horsepower of wheels.
Theoret-
ical, com-
Siitedf!roni
ischsrfcesi
of the
wheels.
Practical
wheel ca-
pacity.
Amoant of
water re-
quired for
the wheels
(cubic feet
per min-
ute).
Theoretical.
Horsepower of dams,
computed for aflowage
of 170,000 cubic feel
per minute.
Practical
(75 per
cent 01 the-
oretical).
Steam
power
(norse-
power).
Neenah (private) .
Menasha
Appleton, upper . .
Apploton, lower ..
Cedars
LitUe Chute
Kankauna
B*pide Croche. . . .
Little Kaukauna. .
Depere
Total.
5,163
2,797
7,329
1,877
5,227
3,950
6, 402
4,176
2,234
5,903
1,528
4,217
3,152
5,144
342,898
248,806
298, 809
144,475
250,888
172,624
239,514
2,(r72
2,130
201,539
2,646
4,508
2,721
8,142
8,864
4,508
2,748
2,548
2,694
1,984
8,381
2,041
2,356
2,898
3.881
2,059
1,911
2,021
35,417
28,484
29,877
22,032
1,732
8,005
975
200
150
1.445
*i,'833
8,840
PRIVATE BAMa
Appleton
5,715
5,336
2,169
4,597
4,438
1,735
304.556
152, 287
76,199
2,367
5.957
4,830
1,775
4,468
2,205
Combined locks
Xaukanna
3,623
Total
13,220
10, 770
13,154
9,866 1 2,205
Totals for Govemment and
private dams
48,637
39,254
42.531
81,898
11,045
The power of the dams is based on a mean flowage of the river of 170,000 onbic feet
per minnte, which was abont the mean flowage as observed for the past year and as
has been estimated in previous years. The above table shows that the pract i cal wheel
capacity at Neenah and Menasha is 6,410 horsepower, with a possible consumption of
591,204 onbic feet of wat<er per minnte, or abont three times the mean flowage of 170,000
cubic feet per minute, with an estimated practical power of 1,984 horsepower.
The total practical power offered by Government dams is estimated at 22,032 horse-
power, of which 3,970 horsepower at Rapide Croche and Little Kaukauna is not now
and little of it ever has been utilized. The reason is because the wat-er rights and
the adjoining property rights belong to different parties and they can not be har-
monized, causing a very large yearly loss. The total practical horsepower of the Fox,
from Neenah and Menasha to Depere, is estimated at 31,898 horsepower and an addi-
tional steam power connected with the different manufactories of 11,045 horsepower.
The following table shows the water power owned by the Green Bay and Missis-
sippi Canal Company, on the Lower Fox^ as estimated from data given by Mr. A. L.
Smith.
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APPENDIX H H — ^REPOET OF CAPTAIN ZINN.
2723
GOYXBNMENT DAH8.
Praotioal
horsepower,
capacity.
Praotioal
boreepower
dnetoflowof
170,000 cable
feet per
mlnnte
<75 per cent of
theoietioal
horsepower).
Per cent of
flow of
river
entitled to.
Bemarka.
A^ppleton, npper ..
A.pp)eton, lower ..
Little Chute
Eankanna
I>o
Rapide Croche
Little Kankauna .
a, 600
1,871
8,152
2,307
2,837
1.183
024
2,837
1,518
1,865
2,050
1,911
86.00
18.45
100.00
44.85
55.15
100.00
100.00
(Owned Jointly by Green Bay
and Miftsissippi Canal Com-
pany and Kan Kaaua Water
Power Company.
Total.
11,096
PBIYATE DAMEL
B^aokaana
Do
Do
Combined looks
667
852
Small power.
4.488
1.184
736
4,468
32.68
20.29
f Ownedjointly by Green Bay
and Mississippi Canal Com-
pany and Fatten Company.
100.00
Owned jointly by Green Bay
and Hissisfllppi Canal Conip
[ pany and Edwards.
The arerage cost of steam power per horsepower per year I would place between
|50 and $75, or $62.50 per horsepower.
The cost of water power per horsepower per year, includiDg 10 per cent for inter-
est on original cost of dams, canals, etc., and sinking fuDd, repairs, taxes, etc., or
water rent in lien thereof, at the rate of $5 to $7 per horsepower, and 75 cents for oil
and attendance, wonld ayeraee $10 per horsepower per year. The gaiu. therefore, of
water ]power over steam is at least $52.50. On the Fox River, however, tne dams, etc.,
are maintained hy the United States, excepting the Neenah Dam, and the water users
have only to pay for the water wheels, pits, foundation, head gates, and wasteweirs,
which would amount to about $20 per horsepower. The annual cost per horsepower
does probably not exceed $3, and $50 per year per horsepower would therefore be a
low estimate for the gain of water over steam power. This can be considered an
income, and amounts for the total horsepower furnished by Government dams from
Menasha to Depere, equal to 22,032 practical horsepower, at $50, to $1,101,600. This
includes Rapide Croche and Little Kaulcaun% not now utilized, as stated above.
RRPATR8 OF LOCKS, BTC.
Depere Look, — This- lock, which was found in a very weak and leaky condition,
was entirely rebuilt during the last winter. It was last (partly) rebuilt in the year
1886-87, but the lower pa^ of the lock was not renewed at that time and it was
left in bad condition.
With several improvements this lock is now the best wooden lock on the river.
The lock was lengthened from 166 to 170 feet to make it conform to other locks.
Rock was blasted from under the lock walls along both sides, and the mud sills
placed on the bottom in cement. The space between the breast wall and upper
gates was also blasted to a level with bottom of the lock, and a platform with a new
system of valves constructed. The upper gates were cut off ana the old valve open-
ings closed. The head walls and upper wing walls were built up in good cement
masonry ; the lower wins crib walls were also reconstructed. The entire lock walls
of dry masonry were rdaid. As these walls were composed principally of small
rubblestone, many large ones were added, and good walls built up. Middle girts
were placed so as to P^nnit repairs of the upper work without disturbing the lower
part under water. The old crib breast wall was removed and a good cement
masonry wall built in its place.
The work of rebnildine the lock was commenced November 2, 1896. Old cribs,
pump engine, timber, ana tools were towed by steam tug Boeoobel and Dredge No, IS
from Appleton, Kankauna^ and Little Kaukauna to this lock.
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2724 REPOKT OF THE CHIEF OF ENGINEBR8, U. S. AEMY.
Five hundred and sixty-six cubic yards of gravel were excavated for shore con-
nections of coifer dams above and below the lock, 8,725 feet B. M. of pine timber
were used in constructing 4 cribs, which were floated to place and filled with 15
cords of stone. Eleven thousand and eighty-six feet B. M. new and old plank were
used for planking. One thousand and ninety- four cubic yards of clay were exca-
vated from the bed of the river, and 616 cubic yards were purchased in bank, loaded,
scowed, and placed on back of the coffer dams. One hundred and fifty cubic yards
of earth were also placed for strengthening the same. Dredge Xo. 2 was employed in
dredging and sinking cribs, and steam tug Bo9e6hel in towing dredged material.
Ninety-three thousand three hundred feet B. M. of old girts, i>osi)8, mud and miter
sills, hollow quoins, miter sill platform,^lank, and timber in coping, breast wall, and
in wing walls were removed ; 2,564 cubic yards of stone were removed from the lock
and wing walls and from the wing- wall cribs — this stone was used in rebnilding the
lock ; 1,^ cubic yards of earth, gravel, and stone wms excavated for the foundation
of the cross, breast, wing, head, and lock walls and wing-wall cribs and for site of
pumping engine ; 315 cubic yards of stone was quarried from the site of the new
valve puktform and from the sides — this stone was used in the construction and was
profitable ; 1,644 cubic yards of dry masonry was laid in the cross wing, head, and
lock walls; 947 cubic yards of concrete masonry was laid in the cross, breast, wing,
and lock walls, pier under platform, behind mud sills, and between chord and cheek
Eieces of lower miter sill; 20 cubic yards of concrete was placed between front and
ack coping timbers of lock walls; 1^ cords of stone was placed for a riprap wall at
upper end of right wing wall ; 1,676 square feet of head, breast, lock, and wing
walls was pointMl with cement; 16 holes were drilled in coping of head and br^Mt
walls, and 16 iron dowels were placed for securing coping. The solid rock along the
sides was dressed to receive the mud sills and lower miter sill, which were framed,
bedded in cement, and bolted with l^-inch bolts to the solid rock. New framework
of oak, consisting of posts and girts, were built and secured in place with l^inch
anchor bolts through the walls. Two thicknesses of 2-inch pine plank, dressed and
jointed, were spiked to the framework. Hollow quoins and recess corner posts were
framed and bolted in position. New oopiujpf timbers were framed and placed.
A new valve platform was built, having for its supports a cement masonry pier in
the middle and 31 gas-pipe supports properly distributed. The base plates of the
pipes were secured by means of split bolts to the solid rock, which waa dressed to
receive them, and the top plates were fastened to the timber with lag screws. The
upper miter sill was framed and securely bolted to the new platform. Six oak snub-
bing posts were framed and secured by anchor rods to the lock walls. New plat-
forms were built and the maneuvering system overhauled.
The gates were removed; top timbers placed on them to raise them to the neces-
sary height; the valves in upper gates removed and openings closed; gate posts
were repaired and gates replaced; 4 new heel-post caps with yokes and back straps
and 4 galvanized caps for hollow quoin posts were fitted and secured in place. The
valves and valve-maneuvering geap for lower gates were repaired.
Two hundred and thirty -lour cubic yards of earth, stone spalls, and ice was
removed from the recesses and chamber of the lock ; 26 cords of stone, the cribs, and
4,129 cubic yards of earth and clay were removed £rom the cofferdams and from the
bank where earth had been placed from the excavations of the lock walls, of which
3,416 cubic yards was excavated and 680 cubic yards was rehandled by Dredge
No, £, oompleting the removal of the cofferdams on the 22d of April, 1897. The lock
was filled with water on the 15th of April.
Three hundred and six cubic yards of earth were wheeled and placed for filling in
back of lock walls.
In connection with this lock a masonry cross wall was built 9 feet 4 inches high, 3
feet on top and 4 feet on the bottom, extending from the upper left head wall of
lock about 43 feet up to the left canal bank and reaching to a point beyond the
entrance of the old lock. This makes the bank on this side permanently safe. It
was on an old fill, composed principally of mill refuse.
Metaining wall above Depere Loch, — ^A cross wall 8 feet wide on top, 4 feet wide at
bottom, 9 feet 1 inch high, and 54 feet long was built, extending from the upper end
of the head wall on the right bank of the canal above the lock to the wall of the
electric-light flume. Twenty-six and one-third cubic yards of cement masonry wan
laid in constructing the same. Twelve cubic yards of earth was placed, filling over
this cross wall.
The joints in 826 square feet of the retaining wall were raked out and repointed
with cement.
The wall permanently stops all leakage through the embankment and prevents
further washouts.
Depere Dam — Retaining wall below right abutment, — A wall 3 feet wide on top, 6.5
feet wide at bottom, 14 feet high, and 18.5 feet long was built, connecting the right
abutment of the dam with pier of highway bridge. A low cofferdam was necesHary
to keep out the water while the foundation was laid. The old crib was removed
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN. 2725
and part of the stone used in the wall. Forty-nine oabio yards of cement masonry
and 25 cnbic yards of dry masonry were laid in the oonstmction of the wall.
Forty-six oubic yards of clay was placed in back of wall for filling.
The joints and seams in 1,100 square feet of the abutments were raked oat and
repointed with oement.
This wall was also required to insnre the safety of the cuial bank, which was
always leaking and in daneer of washing ont.
LitlU Kakkauna Dam.— The work of build inc the submerged cribs 16 feet wide and
4 feet high for the total length of thf dam and sinking same below the apron was
eontinn^Ml.
Twenty-seven thousand three hundred and twelve feet B. M. pine timber was
framed and bolted for seven cribs. These, with the six cribs built last year, were
. towed to foundation prepared for them below apron of dam and sunk with 211^ cords
of stone. Two thousand four hundred feet B. M. pine timber for stringers and 11,812
feet B. M. oak plank for decking were placed and secured on top of the submerged
cribs opposite the sluiceway.
Fifty-nine piles, for keepine the cribs in place, were driven on lower side from 13
feet to 19 feet into the around.
New abutments and horses were built and replaced the old ones in the sluiceway.
New needles were framed and placed and the walk over the sluiceway was repaired.
For these repairs in the sluiceway 3,738 feet B. M. pine and 11,480 feet B. M. oak tim-
ber and plank were used.
One hundred and five linear feet of old apron plank and 373 linear feet of old crest
timbers were removed. The t-ops of 123 piles were reframed and 9,906 feet B. M.
pine timber and 880 feet B. M. oak plank were framed and bolted for the new crest.
The apron plank on the crib at the right abutment of the dam was removed; 860
feet B. if. of pine and oak timber and plank was framed and placed for leveling
the top stringers of this crib for apron plank and for sheer timbers, to prevent the
river from undermining the abutment. One hundred and sixty-eight and thirty-
three one hundred and twenty-eighths cords was filled between the piles of the dam
in place of that washed out.
Dredge No. 2 was employed in preparing the foundation for the submerged cribs, for
which purpose there were removed 1 pile, 5 snags, 43 larf^e stones, and 190 cubic yards
of small stone, and excavated 4,890 cubic yards of material, of which 610 cubic yards,
not being suitable, was dumped on the bank and in deep water; 4,280 cubic yards
was pla<^ for the foundation. The dredge was also employed in excavating 2,555
cubic yards of clay and gravel for the backing of the dam, which was loaded in
dump scows and towed by the steam- tug Boseobel to the dam and dumped in place.
Rapide Croehe Lock, — ^The joints and seams in 3,000 square feet of the lock walls
were raked out and repointed with oement.
Koukauna Fifth Lock, — Six lar^^e dimension stones were towed Arom Rapide Croehe
and Kaukauna Third Look to this lock, where 205 cubic yards of cement masonry in
the head walls was removed and relaid. Five stones were also cut and placed in
repairing the upper slope walls of the lock.
Kaukauna Fifth Look House. — Seven storm windows were placed for use on the lock
house. Under agreement with Peter Feller 106 linear feet of gal vani zed-iron eaves
trough and 35 linear feet of galvanized conductor pipe were furnished and placed on
lock tionse.
Kaukauna Fir$i, Second, Third, and Fourth Locks, — Joints and seams were raked out
and repointed with cement.
Kaukauna Second Lock House. — Sixty linear feet of 6-inch sewer pipe was laid from
the rear of the house to the outlet of the waste weir.
Retaining wall beUno Kaukauna First Lock . — A wall resting on bed rock, and extend-
ing in a straight line from the end of the lower left wing wall of Kaukauna First
Lock a distance of 123 feet, was constructed of dry rubble masonry. The wall is
14 feet high at upper and 12 feet at lower end and 5 feet in width at the bottom and
3 feet on top. At lower end a wall 11 feet long extends into canal bank at right
angles, but rests on the canal bank.
Three hundred and ninety cubic yards of earth was excavated for the foundation,
24019 cubic yards of dry masonry wall was laid, and 471 oubic yards of earth was
wheeled from canal bed and bank and placed for filling back of same.
Kaukauna Dam, — ^The joints and seams in 930 square feet of the abutments were
raked out and repointed with cement.
Kaukauna Guard Lock. — Sixteen protection piles were driven above and below the
guard lock. One thousand five hundred and ninety-nine feet B. M. of pine timber
was towed from Applotou to the lock, framed, and bolted for waling timbers to the
piles.
The joints and seams in 400 square feet of the walls were raked out and repointed
with cement.
Little Chute Combined Xocii:».— The upper gates were rebuilt ; 1,600 feet B. M. of old
pine was removed from the old gates; 6,734 feet B. M. pine and 136 feet B. M. oak
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2726 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
lumber wae hauled by team from Kankaona, framed, and bolted for the new gates,
and hand rails for the same; one steel T bar and 6 steel plates were bolted to each
gate. New heel -poet caps were fitted to place, straps and yokes were repaired and
placed, and the gates hung with 12 weignt. irons.
The old valye system in the upper platform, which was worn out and had become
troublesome, was removed and the new system put in ; 1,488 feet B. M. old pine
plank and timber was removed ; 5,236 feet B. M. pine timber and plank was framed
and secured for stringers, posts, bed timbers for valve seats, plank on platforms, cov-
ering for miter gears, hand- wheel frames, and for closing old valve openings; 94 feet
B. M. oak plank was placed for valve stops. 'Checks were cut in recess walls for
the miter gears; the valves, miter gears, shaffcs, and purchase gearing were secured
inplace.
Two thousand one hundred and thirty-six feet B. M. pine timber and plank was
framed and placed for the upper tripod platform, and the middle and lower tripod
platforms were rebuilt, and all platiorms placed on a level with the lock walls. Two
tripods, complete, for maneuvering the upper gates, replaced the old system, which
haa become obsolete and worn out.
Two spars were framed and the rack irons were moved from the old spar and
secured on the new ones, which were placed in position.
Checks and holes were drilled in the lock walls and 12 new oast-iron snubbing
posts were bolted in place. Seventy-live cubic yards of earth was excavated from
Dack of lock walls for securing anchor rods and then replaced. Seventy -one cubic
yards of earth was excavated, wheeled, and placed for filling behind look walls.
Wa$te weir at Little Chute Combined Locke. — Twenty-four ciibic yards of earth was
excavated from the upper sides of the waste weir and 19.3 cubic yards of dry masonry
were laid in constructing the wing walls of the waste weir.
Betaining wall above Combined Locke — The old wall at this place was a riprap wall,
which had been pushed into the canal by the adjscent bill.
The work of replacing this wall with one of dry masonry was commenced Novem-
ber 14, 1896; 25 cords of stone were removed from the old wall; 320 cubic yards of
dry masonry wall were laid; 1,301 cubic yards of earth were excavated from the site,
wheeled to, and placed behind the lock walls and on both sides of the retaining wall.
This wall connects the head wall of the lock with the retaining wall built last year
and is in extension of the latter. It has a 5-foot base, 3 feet on top, 11^ feet high,
and 192 feet long. This work was completed in April, 1897.
LAtile Chute Second Look,— The joints and seams in 2,300 square feet of the lock walls
were raked out and repointed with cement.
Cedare Dam. — This aam having settled unevenlv and crest worn by ice and water,
642 linear feet of the crest was leveled and dressed to receive new crest timber. Two
thousand nine hundred and seventy*three feet B. M. oak timber was framed, bolted,
and then dressed to a level 6 feet above breast wall at Cedars Lock. This work was
commenced November 16 and completed December 8, 1896.
Appleton Fourth Lock, — The 4 tripod platforms were rebuilt on a level with the
top of the lock and the snubbing posts were sawed off to a height of 12 inches above
the top of the lock. A leak through the fill back of upper wing wall of the lock
was stopped by driving sheet piling. The hole washed out by tne leak was filled
with 23 cubic yards of earth, puddled.
Appleton Lower Dam.— Eighteen feet B. M. oak timber and 3 wrought-iron plates
were used in replacing the Tost and broken stmts of the truss beams of the sluice
gates. Material is also being purchased for new truss beams, saddles, and trunnions
for the sluice gates, the work to be commenced this month (June).
Appleton Third Lock. — Two thousand six hundred and forty-one feet B. M. of new
and old timber and plank were framed and fastened in place for a diamond block, 3
snubbing posts, in repairing the upper left capstan platform, in replacing a part of
the walk on the right lock wall ana the coping timbers, which were damaged last
year by fire communicated from the burning of the ad^jacent mill. One hundred
and thirty linear feet of the back coping of the lock walls was leveled.
Appleton Third Lock House. — Two hundred and thirty feet B. M. pine lumber was
framed and fastened in place for a storm house on the front of the lock house.
Appleton Second Look. — ^The wing- wall cribs below the lock and the 4 tripod plat-
forms were rebuilt. For this purpose, 7,947 feet B. M. pine timber which was on
hand at Appleton First Lock and Kaukauna was transported by steam tug Boscobel
to this locK. The old timber and stone were removed. Ten thousand five hundred
and seventy-one feet B. M. of old and new pine timber and plank was framed and
secured in place for the cribs and platforms. The platforms were lowered to the
level of the top of the lock. Seven cubic yards of stone was laid in drv founda-
tion wall of the right crib, and 986 cubic yards was placed in the cribs. New spar
rollers were placed for the upper and lower right gate spars. Fifteen cubic yards of
earth was placed in back of left crib.
Appleton First Lock. — The upper timbers and planking on the protection crib above
the upper left-hand wall of the lock being rotten were removed, and 1,656 feet B. M.
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APPENDIX H H — REPORT OP CAPTAIN ZINN. 2727
of old pine timber was framed and bolted in replacing same. The npx»eT left tripod
platform was rebuilt on a le^el with the top of the lock. Five handred and sixteen
feet B. M. of timber was used for posts, braces, and plank for same.
Mettasha look houae. — One 35-barrel 4-hoop pine cistern was set np in the cellar of
the lock honse under agreement with John Lenz, sr. The eaves trough was changed
and conductor pipe lengthened and connected with cistern ; new gutter and iron cis-
tern pump were put in place under agreement with Mr. George Loescher.
Mentuka Dam {aluioe gate*), — The truss beam of one of the sluice gates being
decayed and unsafe, a cofferdam was built of 984 feet B. M. of timber, shutting off
the water from this part of the dam, in October, 1896. On account of the delay of.
arrival of oak timber, the repairs to the sluice gates were not commenced until
March 21, 1897. All the old truss beams, trunnions, struts, and some of the gate
arms were replaced with new, using for this purpose 4,099 feet B. M. of pine and
oak timber. The ends of the trunnions were turned to fit the bands. The old serv-
iceable iron was used again in the repairs, which were completed March 26, 1897.
£ureka lock. — ^The 4 tripod platforms were rebuilt and replaced on a level with
the top of the lock, and 8 spar-plates were fastened to the bottom of the spars. To
prevent the valve rods from being broken by boats during high water, blocks were
framed and bolted on top of the u]9per gates.
Eureka lock house. — The front, side, and back steps were rebuilt; 7 windows and
a door of the old lock house, used as a tool shed, were boarded up ; 1,404 square feet
of tin roof of the lock house was painted two coats, and 3,774 square feet of the
sides of the lock house, shed, and fountain house, one coat of No. 20 asphaltum
paint.
Eureka Dam. — One hundred and seven cubic jards of gravel was towed by steam tug
Foxftom section post 28 to thedam. Ninety -eight cubic yards was placed on the back-
ing level with the crest, and 9 cubic yards was placed in back of navigable pass by
the crew. For the purpose of lowering the water so the gravel could be placed, the
. valves in the navigable pass were removed and then replaced. The superstructure
of the navigable pass was painted one coat by the lock tender and crew. Repairs to
the woodwork of this dam were commenced October 7,1896. Five thousand five
hundred and twenty feet B. M. pine plank was transported firom Oshkosh by the
steam tug Fox, framed and spiked for replacing the planking on lower apron and on
rear of dam. One thousand five hundred feet B. M. of oak timber and plank was
hauled by team from Berlin for building a float for use in making the repairs.
Shore proieetion below Eureka Dam, — October 12, 1896, the building of the shore pro-
tection just below the left abutment of the dam was commenced. Twenty rock-elm
piles were driven 10 feet apart. Brush and 2,000 mat poles were cut, and 2,300
fascines were made and hauled to the river. Four hundred brush mats were scowed
to the site of the shore protection, and weighted down by 27^ cords of stone, com-
pleting the building of a shore protection 2(X) feet long. The pile driver was towed
from Berlin Lock by the steam tug Fox, the machinery put together, and piles driven
by the crew.
Eureka lock cut. — In conjunction with building the shore protection below the
left abutment of the dam, 60 brush mats were sunk with 8 cords of stone around the
point of land at head of lock cut to prevent the water from cutting away the point.
Roadway at Eureka Lock. — The roadway from the highway to the lock having
become in bad repair, the old bridge was removed and a new one built 10 feet wide
by 10 feet long in place; also two culverts 8 by 12 inches by 14 feet were constructed
in place. The material used was surplus and old timber on hand taken from Berlin
and Eureka locks. Two hundred ana eighty cubic yards of earth was placed on the
roadway, building it 6 feet wide and raising it 1 foot for 1,175 feet.
White Biver Look. — The upper and lower gates were removed by the crew of the
steam tug Fox, and 2 inches nrom bottom of toe post were sawed off to prevent it
from striking the bottom of the lock. The gates were replaced. Eight spar plates
and hard-wood strips were fastened to the spars.
Shore protection below White Biver Dam. — Brush and mat poles were cut, 725 fascines
and 145 orush mats were made, placed, and weighted down with 8 cords of stone,
which had been soowed by the steam tug Fox from Section Post 42 and from the lock,
raising the shore protection 3 feet on right side below the dam.
Montello XocI;.— -Repairs to this lock were commenced August 8, 1896. Material for
the repairs was transported from Oshkosh and Berlin Lock by the steam tugs Fox
and Boecobel and the crews, together with one carpenter, were employed in making
the repairs. Eighteen thousand five hundred and fifty-six feet B. M. of old plank
and coping timbers and 3 diamond blocks were removed; 20,539 feet B. M. or pine
plank and timber was framed and secured in place for posts, wall plank, coping,
and diamond blocks; hand rails were framed and placed on all gates: 7,850 square
feet of the lock walls and gates was painted one coat and 948 square feet two coats
with No. 20 asphaltum paint; the tripods and other ironwork with one coat No. 31
asphaltnm paint.
Montello Vam. — On account of high water the brush and stone backing next to
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2728 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
left abutment and back of old waste wier had settled 2 feet, cansinff a leak, which
was stopped with a cord of mbbleetone and 15 cubio'yards of gravel.
laSCKLLAKBOUS.
Painting, — Two hundred and eleven gallons of No. 30 asphaltum paint and 25 gal-
lons of No 31 asphaltum paint were purchased and distributed among the lock tend-
ersy etc., for painting wood and iron work of looks, sluiceways of dams, lock houses,
warehouses, tool houses, etc., for the purpose of preserving and improving their
appearance.
Different kinds of grass seed were purchased and distributed for use of the lock
tenders in improving United States property around the locks, look houses, etc.
REPAIRS OF BOATS AKD DREDG1E8.
Steam tug General Q. K. Warren.— This tug was laid up all last year at Appleton,
where she was repaired this spring by the crew of the steam tug Bosoohel. A new
floor was placed in the boiler room. A new ii^ector was purchased and connected.
The machinery was adjusted and tested. The vessel was painted inside and outside,
fitted out, and went into commission June 11, 1897. .
Steam tug BosoobeL— This tug was laid up at Depere last fall where a new ffroueer
was built and put in place of the old one which had become unserviceable; the
machinery was overhauled and tested. The boat went into commission April 16,
1897. May 1, 1897, the repairs were resumed at Appleton. Eighty-six linear feet of
new guard frame was built on the starboard bow and around the stern and new
decking was laid on the same. The paddle wheels, paddle boxes, and cabin windows
were repaired and the deck calked. The boat was fitted out and painted. The
repairs were made by the crew and hired labor.
Steam tug Fox, — This tug was hauled out and blocked up last fall in Oshkosh*
boat yard for general repairs, which were commenced January 18, 1897. This work
was done by hired labor and under agreement with J. A. Barnes, Oshkosh. Both
ends of the hull and part of one side were replanked with oak plank; a st-eam boiler
was used for steaming the plank. The stem, fenders, plank-sheer, chocks, anchor
chocks, facia, jackstatf, and part of the deck plank were replaced. A truss beam
was made of oak and two 1-inch hog rods and placed to support rear end of boiler
which was raised to the right height. Two strips of galvanized iron were nailed
to bow of hull to protect same against ice. Both ends of the boiler deck were
extended 4 feet aft and 7 feet forward and the cabin was cut across 7 feet from the
rear end, the rear end moved back 8 feet, and the intervening space closed in for
another stateroom. Under agreement witfi Williams & Williams the new tin roof-
ing and scupper pipes were placed and secured on boiler deck and cabin. The hull
and deck were calked and pitched. The machinery was overhauled and tested.
The boat was cleaned, fitted out, and painted inside and outside. She was launched
April 16 and went into commission May 4, 1897.
Quarter boat No. 1. — The outside of this boat was painted.
Dredge No. ;?.— Last fall two new forward grousers were made and put in place of
the old ones which had become unserviceable. The old purchase-sheave shaft, being
broken, was replaced by a new one. The dredge was laid up for the winter at Depere,
where the general repairs were made by the crew and under agreement with C. A.
Lawton & Co. A new leader-sheave frame was made. The dipper handle and turn-
table were repaired. The machinery was generally overhauled and tested. The
cabin was cleaned and painted. The dredge went into commission April 13, 1897.
Dredge No. 4, — After minor repairs were made the dredge was put in commission
April 27, 1897. With the new crane and hoisting engines of No. 8 this dredge is in
excellent condition, better than she has ever been.
Dredge No. 7. — This dredge was laid up last fall at Oshkosh boat yard, where she
was hauled out and blocked up. The repairs were done by hired labor and under
agreement with H. C. Doman. The repairs were commenced January 18, 1897. The
old material was removed and all the gunwales were built of new timber and thor-
oughly bolted iu place, the bolts running through the gunwales and riveted at both
ends. New grouser frames were built of oak timber and connected transversely to
strengthen the forward part of the dredge and take up the transverse strains. Two
new forward grousers and a new dipper handle were also built of oak timber and
put in place. The A-frame was reenforced at its base under the deck. New stanch-
ion braces, chocks, dead wood, fenders, cleats, deck plank, etc., were framed and
secured in place. A new floor was put in the kitchen and dining room. All the old
iron that was removed and was serviceable was used agaiu in the repairs.
On account of weak teeth in the hoisting gear, the hoisting and backing gears
were exchanged. The holler and machinery were generally overhauled and tested.
The grouser frame was oiled, and the new work, the boom and A-frame, were
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APPENDIX H H — ^BEPOET OF CAPTAIN ZINN. 2729
painted.. Tbe hull and deck were oftlked and pitched. The dredge waa lannched
May 30 and went into commission Jnne 11, 1897.
llie hull of this dredge was too weak for its machinery and caused much tronble
aod expense durine the past two years. It is supposed to be greatly strengthened
now, and that the dredge will show far better service this year.
Barge Prineeton, — Minor repairs were made.
Ninety-foot (drill) »oow, — This scow, having been sunk at Cedars for the past two
yeara, ^was siphoned out bv the crew of steam tug Botcobel, The seams were
calked enough for towing, the small building was removed, and the scow was towed
by steam tug Boscobel to Oshkosh boat yard, where she was hauled out and blocked
np October 14, 1886, by George Ryan under verbal agreement. She was repaired by
hired labor. February 6, 1897, the repairs were commenced. The old material was
removed. New rake plank for bow and stem^ bumper, plank-sheer, and fender were
framed of oak and fastened in place. New pine plank was placed for decking. The
scow was calked and pitched, and lannchea May 21, 18S7.
Wood acow for dredge No, 7. — A new wood scow, 5^ by 18 feet, was built at Oshkosh
for nae of dredge No. 7. She was calked and painted, and launched May 7, 1897.
General remark; — ^The cost of hauling out boats for repairs and launching at Osh-
koBb boat yard is considered very expensive, aside firom the rent paid for the yard,
and it is proposed to recommend the construction of a suitable dry dock on Oovem>
ment property, probably at Kaukanna. Such a dock would cost less to construct
than the expense of hauling and launching the boats during the past year amounted
to. The docks could be emptied by gravity and the expense of handling boats would
be very slight.
DRBDGIKG LOWER FOX.
JBy iredge No, $, channel "below Kaakauna F^ih Lock, — ^Dredge No. 2 was towed to
Kankauna Fifth Lock, after completing work at Depere Lock. Dredging was com-
menced Anril 26, 1897. Cute were made 320 by 25 by 4 to 9 feet, excavating 1,731
cubic yards of earth, which was banked on the left, completing the cleaning of the
channel. The dredge was towed April 28, 1897, to—
Channel below Cedare Xocfc.— Cuts were made, 1,580 by 5 to 21 by 2 to 6 feet, e3Lcava-
ting 3,415 cubic yards of stone, hardpau, and gravel, of which 3,120 cubic yards was
banked on the left and 295 cubic yaras on the right, completing the work. The
dredge was towed May 21, 1897, to—
Cluinnel below Chicago, Milwaukee and 3U Paul Eailrottd Bridge. — (See improve-
ment report.)
DREDGING UPPER FOX.
The work of dredging Upper Fox River was continued by dredges Kos. 2, 4, 5, and
7, for the purpose of providing a navigable channel 100 feet wide and 6 feet aeep.
Bjf dredge No, £, between Section Poets 5S and 50, — ^Work was continued after July
1, 1896. Cuts were made 8.179 by 15 to 35 by 1.5 to 8 feet, excavating 34,548 cubic
yards of sand, clay, gravel, and stone, which was dumped to the left and right.
Fifteen thousand seven hundred and thirty- three cubic yards was rehandled and
17,703 cubic yards is to be rehandled. The dredge stopped work September 4, 1896,
and was towed to Little Kaukanna Dam.
Bji dredge No, 4, between Section Poets St and £6, — Work was continued in this
section. Cuts were made 1,466 by 45 to 70 by 1 to 3 feet, excavating 8,580 cubic
yards of sand, gravel, and stone, which was dumped to the left and right. One
thousand and eighty-six cubic yards is to be rehandled.
Between Section Posts 41 and ^.— July 22, 1896, the dredge was towed to 1,540 feet
above Section Post 40. Cuts were made 2,303 by 36 to 70 by 1.5 to 7.5 feet, excava-
ting 21,151 cubic yards of clay, which was dumped to the left and on land owned by
Frank Hopp, from, whom i^ee dumping privileges were obtained. Nine thousand
three hunarod and forty-five cubic yards was rehandled and 10,003 cubic yards is to
be rehandled.
Between Section Posts 54 and 52, — September 3, 1896, the dredge was towed below
Berlin Lock. Cuts were made 2,550 by liS to 75 by 2 to 2.5 feet, excavating 12,174
cubic yards of sand and clay, which was dumped to the left and right. Ten tliousand
six hundred and eighty cubic yards was rehandled.
Between Section PosU £8 and ;e7.— October 1, 1896. the dredge was towed to 1,660
feet below Section Post 28. Cuts were made 2,215 by 70 to 75 by 1.5 to 2 feet, exca-
vating 11,970 cubic yards of sand and gravel, which was dumped to the left.
Between Section Post £6 and ;?^.— October 27, 1896, the dredge was towed above
Eureka Lock. Cuts were made 1,820 bv 15 to 75 by 1 to 2.5 feet, excavating 7,890
cubic yards of sand, which was dumped to the left and rig^ht. One thousand five
hundred and thirty cubic yards was rehandled and 1,725 cubic yards is to be rehan-
dled. November 10, 1896, work was suspended for the season and the dredge was
towed to Berlin Lock.
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2730 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Between Section Potts fS6 and U.—kpT\\ 27, 1897, the dredge went into commiBUon
and commenced dredging 3,700 feet below Section Post 26, where work had been die-
continued last aeasoD. Cuts were made 3,720 by 36 to 75 by 1 to 6 feet, exoavatine
21,162 cubic yards of sand, which was dumped to the left and right and on land
owned by Mr. Hart and Mr. Ehrlich, from whom free dumping privileges were
obtained. Eight thousand and forty cubic yards was rdiandled and 6,096 cubic
yards is to be rehandled.
By dredge No. 7, between tectum pottt SS and g6, — ^Work was continued. Cuts were
made 17,350 by 15 to 37 by 2 to 7 feet, excavating 77,181 cubic yards of sand, clay,
gravel, and hardpan, which was dumped to the left and right and on land owned by
L. C. Bassett, Rupers Hodgkins, D. C. Palmeter, H. G. Pierce, H. Stedman, and
William Stewart, from whom free dumping privileges were obtained, and also on
land owned by Dayton R. Burr and D. C. Palmeter. Thirty-eight thousand and
iifty-two cubic yards was rehandied and 4,094 cubic yards is to be rehandled.
November 3, 1896, work was suspended for the season and the dredge was towed to
Oshkosh boat yard for repairs.
Between teotion posit ^ and 26. — May 11, 1897, the dredge went into commission
and commenced dredging 4,600 feet below section post 27. Cuts 3,201 by 30 to 40 by
1.5 to 4.5 feet were made, excavating 14,512 cubic yards of sand, which was dumped
to the left and rif ht and on land owned by Mr. Ehrlioh, from whom free dumping
privileges were obtained. Five thousand six hundred and twenty-seven cubic yards
was rehandled.
Between section pottt 51 and SO, — June 3, 1897, the dredge was towed to 1,600 feet
below section post 31, where she excavated 406 cubic yards of olay and stone from
combings, which were dumped to the right on dredge bank.
Between section pottt 48 and 46. — June 6, 1897, the dredge was towed to 70 feet below
section post 47. A cut 789 by 42 by 2 to 3 feet was made, excavating 2,662 cubic
yards of sand, which was dumped on Government land.
Care ofworis and property — Property at Appleton First Look. — The timber stored in
the old material sheds was transferred to the new timber shed and the old material
sheds were taken down. The coal bin at the upper end of the lock was removed and
rebuilt back of the lower right wing wall of the lock, and a shed 24 feet long was
built of old lumber next the coal bin for the purpose of storing old materi^ and
scrap iron. One hundred and sixty cubic yards of earth was excavated from the
bank above the look house, wheeled, and placed for filling holes in the ground where
the old material sheds stood.
Two scow loads of old iron, old and new timber, and plank, cribs, engine, pump,
derrick, winch, and tools left over from the repairs of Depere Look were towed by
steam tug Boscohel to Kankauna, where the tools and old material were stored, and
the old iron and new timber and plank were towed to Appleton and stored in the
warehouse.
The portable material was removed from dredge No. 8 and transported by steam
tus Boscohel from Kaukauna to Appleton warehouse, where the materiid was stored.
Signboards, as a warning to trespassers, were made and placed as follows : One at
Depere Dam, one at Eureka Dam, one at Berlin Dam, one at White River Dam, and
5 at intervals along Portage Levee.
BURYBTB.
A survey of Combined Locks and vicinity, to determine the location of wasteweir
and outflow of same, and one of Kaukauna Canal and vicinity from First Lock to
Guard Lock, were made. Maps and tracings of surveys and of Kankauna Canal
system were also made.
The boundary lines of the United States property at Appleton First Lock were
run out and the roadway from Lake Street Bridge to the lock was cross-sectioned.
A map of the United States property at the lock was commenced.
A survey was made of the property adjacent to Main Street Bridge, Oshkosh, and
measnrements were taken of the bridge of the Wisconsin Central and Chicago. Mil-
waukee and St. Paul railways at Oshkosh, and sketches made showing location of
same.
The east boundary line between the United States and George Zuhl's property at
White River Lock was rnn out. The fence line was found to be about 10 feet too
far east and about parallel to the correct line; the fence will be moved to the correct
line.
A complete survey was made of the United States property near Fort Winnebago
Lock, October 12 to 15, 1896. A map and tracing of the survey were also made.
Survey of Upper Fox.— A survey was made of the Upper Fox River from Oshkosh
to Fort Winnobngo Lock and soundings taken throu{^ the ice to determine the
correct location of mile poste and the amount of dredging necessary to complete the
project. The party consisted of Mr. Grover, in charge: Mr. Woodworth, transit-
man, and five men with team. The work was commenced January 27, 1897, at West
Algoma Street Bridge, Oshkosh, and a transit line, with zero of distance at center of
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APPENDIX H H ^REPOBT OP CAPTAIN ZINN. 2731
Maiii Street Bridge, was nm alons the steamboat channel. Soundings were taken
as follows: On Lakes Bntte des Morts. Apockawa, and Buffalo one sounding was
taken every 100 feet on transit line, ana at intervals of 500 feet on transit line cross
soundings 25 feet apart on Lake Butte des Morts, and 20 feet apart on Lakes Apuck-
awa and Buffalo, and covering a channel from 200 to 900 feet in width, were also
taken. In the river proper one sounding was taken every 100 feet on transit line,
and at intervals of 200 feet on transit line cross soundinss 20 feet apart and extend-
ing far enough on either side to fully cover the channel, were also taken. Where
bars were encountered, cross soundings were taken at intervals of 100 feet pn transit
line; 104.62 miles were chained and 85.32 miles sounded. In various parts of the
river were found unsafe ice and open watei\ in all about 10^ miles, where no sound-
ings were taken, nor were any soundings tacen in that portion of the river sounded
after dredging last year.
Holes were made with a boring machine througti ice varying from 3 to 20 inches
in thickness, and through these 18,983 soundings were taken. The boring machine
was of the same pattern as the one used by Col. O. M. Poe. Corps of Engineers, and
described by him in Annual Report of 1893. part 4, page 2964.
During the proness of the work the following changes were made in the equip-
ment of the machines. A small windlass was attached to the frame, and a wire
cable, three-eighths inch diameter, substituted for the manila rope fastened to top of
anger, thus makine the feed more uniform and greatly facilitating the withdrawal
of the auger from tne ice. Narrow and high, instead of wide and low, runners were
added to make the passage through deep and wet snow easier. A short wooden
platform, provided with small steel dogs to prevent machine from sliding on smooth
ice when auger was being used, was attached to frame with strap hinges under the
crank, in order to give the operator more power. Lastly, and perhaps, the greatest
improvement, was the placing of an iron balance wheel, 125 pounds in weight, on
the crank shaft, this insuring a steady, regular motion to the auger.
Together with the work of sounding, measurements were taken from transit line
to shore lines, generally \iith chain or stadia; otherwise, with transit, by intersection.
Also good substantial stakes were driven on shore at the end of each mile, to be
replaced later by regular mileposts.
On March 15, 1897, Fort Winnebago Lock was reached, where survey was ended
and party disbanded. The work of platting the soundings and making maps of the
survey Is nearly completed.
MIBCELULNROUS.
In conjunction with inspection trips, permanent bench marks were set at all the
locks or at the head and foot of a system. These consist of heavy flat stones with a
copper bolt let in the center, and the stone buried 4 feet below the surface of the
ground with a 3-inch gas pipe placed over the bolt, projecting Just above the surface,
a cast-iron cap marked '' U. 8. B. M.'' was placed on the top end.
New gauges were placed and old ones readjusted in accordance with breast walls
and miter sills, and levels taken te the new permanent bench marks.
Measurements were taken of all the locks, dams, and buildings for tabulation.
Experimente were also made at most of the looks to determine the time, etc., in
filling and emptyinjz them and tabulated.
A map of Lake Winnebago and one of Lake Poygan and vicinity were compiled,
and tracings made of same. A chart of the present aud proposed lighting of bridges
on Fox River aud tabulations of water power on lower Fox River, United States
buildings, locks, dams and other works were made and discharges of different locks
were computed. Plans, bills of material, and estimates for proposed works were
made.
Bounding for progress map of upper Fox dredging, gauge readings, and discharges
of dams were platted.
The steam tug Fox was employed in towing dredges Nos 2, 4, 5, and 7 on the
upper Fox from place to place, in supplying them with fuel, et<c., in towing scow
loads of material for repairs of locks, dams^ etc., in taking soundings and ou inspec-
tion trips. The crew assisted on repairs and other construction when not otherwise
engagea.
The steam tug BoBccibel was employed in towing dredge No. 2 on the lower Fox
from place to place, in supplying her with fuel, ete., in towing scow loads of material
for repairs of locks, dams, etc., in taking soundings and on inspection trips. The
orew assisted on repairs and other construction when not otherwise engaged.
All the boato and dredges, excepting dredge No. 3 and steam tug General G, K,
Warren were iospected by the United States inspectors, aud found to be in good
condition.
Very respectfully, your obedient servant,
L. M. Mann, AeBisiani Engineer,
Capt. George A. Zinn,
Carpe of Engineers, U, 3, A.
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2732 EEPOBT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Siatistici of witer power on
FURNISHED BT
Place.
Hanufiiotoren.
Amoant of water power
entitled to.
Preeent capaoity.
Keenah .
Do.
Do.,
Do.
Do.
Do.
Do.
Do....
lieoBBha .
Do.
Do.
Do.
Do..
Do.
Do..
Do..
Do.
Do.
Do.
Menosha Dam .
Appleton
Do.
Do.
Robert Jamison.
Kimberly &. Clark Co.
2M square inches llrstHslnss
water. 221 square inches
seoond-olass water.
Erenger Sc Lachmann.
Nrcnah Boot & Shoe Manu-
faciurine Co.
Keenah &. Memtflha Gas and
Electric Light Plant.
Neenah Paper Co
Original ownership, 2,340
square inches.
118 square inches first-class
water.
470 square inches first-class
water.
1, 180 square inches
Winnebago Paper Mills . . .
Wulfi", Clausen & Co...
Banner Flouring Mills.
2,646 square inches first-
class water, 1,308 second
class.
470 square inches first-class
water, 355 second class.
500 square inches
4,532 square inches
815 square inches. .
200 square inches. . .
Gilbert Paper Co ...
W. P. Hewitt & Co..
4, 484 square inches .
476 square inches...
536 square inches.
Howard Paper Co .
2,217 square inches.
MacKinnon Excelsior Co. .
MacKinnon Pulley Co
1,500 square inches.
300 square inches..
Menasha Wooden Ware Co
2,500 square inches.
John Schneider.
1,000 square inches. .
Chas. B.Smith
John Strange Paper Co .
Geo. A. Whiting
2,217 square inches first-
class water.
Appleton Boot and Shoe
Co., upper dam.
Appleton Chair Co., upper
dam.
Appleton Electric Light
and Power Co., upper dam .
10 horsepower .
25 horsepower
300 horsepower or 9, 500 cu-
bic feet per minute.
2,500 square inches.
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APPENDIX H H — ^REPORT OF CAPTAIN ZINN.
2733
Lofmw Fox Biver, fTttoeHMUi.
QOYSBHTMBNT DAMS.
Number, size, and name of
wheels.
1
Av-
erage
head.
Total
vent-
age.
Theo-
ret-
ical
horse-
Prac-
tical
horse-
ll'ii
Bemarks.
I'S
power.
1^0 wer.
power.
Fe0t.
Sq.in.
Two 46-inoh Houston
2
8
117
94
10
Two 68-inch Old American;
20
74
1,916
1,560
660
two 65-inch, foor 60-inch,
one 40-inch Houston ; one
66-inch, one S6-inch, one
44-inch Leffel ; six 56-inoh,
two 48-inr.h Victor.
fOne 54-inoh, two 66-inoh^
I Z
1 American Turbine (old
8
688
460
y style); one 72.inoh John-
One 4i>.inch Honaton
4
*"""•**
\ x%
1
8
48
30
12
Use steam only whbn water is
cut off.
One 00-inch and one 66-ineh
2
n
249
199
126
Eclipse.
One 42-inoh Hercules, one
61-inoh LeflU, one45inch.
18 1 8
7,276
1,034
888
376
one 50-inch, one 60.inch,
one 66-inch, and one 70-
inoh Page, and six 48-inch
Ylctor.
One 72.inch Klmer, two 86-
9
9
1,000
854
460
inoh Herculee, one50-inoh
and four 60-inch Houston,
and one 4B-inoh Victor.
One 44-inch and one 66-inch
2
8
142
128
60
Leifel.
One48-inoh and one 60-innh,
2
5
01
72
60
T. W. Orbison'B report of Feb-
name not given.
ruary 27, 1806, gives two 48-
Inch Leffel.
Foar66>i]ich Kew American .
4
5
304
248
;8ooto
ti.ooo
50
One 60-inch Blaokstone
1
5
60
47
T. W. Orbison's report of Feb-
ruary 27, 1896, gives one 60-
inohPage.
One 54-inch, one 56inch,
7
5
411
331
200
three 66-liich Aloott; one
35-inchBeloit; one48-inch
Leifel.
Two 60-inch Monitor
2
6
f
156
124
226
One 40-ineh American
1
6
81
25
25
T. W. Orbison's report of Feb-
ruary 27, 1896, gives one 48-
inch Old Amertoan.
Two56-inchBeloit; 4other8
6
5
610
414
1,000
T. W. Orbison's report of Feb-
have not been used for
ruary 27, 1896, gfves two 65-
years.
Inch, two 65-incb Houston;
one60-inoh Page; one 72-inch
Elmer Special.
Two 60-inch Johnson, re-
2
6
156
124.
.......
Using about 500 inches.
ported as one 66-inch and
one TWnoh by T. W. Orbl-
son February 27, 1896.
Two 72-inch Johnson
2
6
244
195
Transferred to Menasha Wood-
en Ware Co. two years ago.
One 54inoh and three 66-
4
4
106
156
300
inohBlmer (Berlin, Wis).
Three 66-inch, one 46-iDoh,
6
8
2,405
631
603
265
The oomblued book measure-
and one 50-inch Houston,
mento of the wheels is 2.496
and one 42-inch Kew
inches, which is 278 inches
more than the lease calls for.
American.
8.218
2,646
1,984
For a flow of 170,000 cubic feet
per minute.
....
Leased firom Green Bay and
Mississippi Canal Co. To
be leased by the Apnleton
Electric Light and Power
Co.
Leased from Green Bay and
One 36-inoh Kew American.
1
74
88
26
35
Mississippi Canal Co.
One 45inoh Elmer, one
4 14
468
888
double 25.inch horizontal
Humphrey, one 48-inch
Leffelone46-ineh Victor.
1
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2734 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMT.
StatUtia of water power on Lower
FURNISHED BY GOV
Place.
Appleion.
Do....
Do....
Do.
Do.
Do.
Do.
Do-
Do.
Do.
Do.
Do.
Menasha, upper
dam.
Menasha, lower
dam.
Cedars ,
Cedaradam..
Little Chute.
Do.
Little Chute i
Eaukauna....
Do..
Do..
Do.,
Do.,
Mana/actixrerB.
Appleton Electric Lieht
and Power Co., lower dam.
Appleton Knitting Mill,
lower dam.
Appleton Paper and Pulp
Co., upper aam.
Appleton Water Works Co.,
upper dam.
Atlas Paper Co., upper dam.
Banm Floaring Mill, lower
dam.
Kimborly ft Clark Co., ap-
per dam. ^
Manufacturing Investment
Co., lower dam.
Pettibone, Mulliken & Co.,
lower dam.
Union Toy and Furniture
Co., upper dam.
Upper Atlas Pulp Mill, up-
per dam.
Lower Atlas Pulp Mill, up-
per dam.
Eimberly & Clark Co.,
Amount of water power
entiUed to.
200 horsepower
10 horsepower
800 to 1,000 horsepower .
M horsepower ..
600 horsepower .
100 horsepower .
All of one-half of the flow of
FoxRlverontheupperGoT-
emment dam, except 500
horsepower to the Atlas Pa-
per Co. and an unknown
quantity, claimed to be 600
to 800 horsepower, of A p-
pleton Paper and Pulp Co.
050 horsepower
88,1KM cubic feet per minute,
700 horsepower.
25 horsepower
All tlic power developed,
less the amount needed
for purposes of navigation.
Little Chut« Pulp Co.
Arnold Verstegen....,
Total flow Fox River, less
100 horsepower.
100 horsepower
Badger Paper Co ' Power lessed from Eau-
kauna Water Power Co.
BrokawPuIpCo
C. & N. W. Rwy. shops
Eaukauna Electric Light
Co.
Eaukauna Fiber Co
.do.
75 horsepower. Power
leased from Eaukauna
Water Power Co.
100 horsepower
100 horsepower. Power
leased nrom Eaukauna
Water Power Co.
Present oapaeity.
900 horsepower .
60, 000 to70,000 cubic
feet per minute.
55 horsepower..,
130 horsepower.
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APPENDIX H H — BEPOBT OF CAPTAIN ZINN.
2735
Fax Biver, 7Ft«xm«ifi— ContiiiTied.
BRNMENT DAMS-Contbiaod.
Number, aise, and name of
wheels.
o o
H
Av.
1
Thco-
Total ret-
vent- f al
age. horse-
power.
1
Prac-
tical
horse-
power.
Steam
power,
horse
power.
Bemarlca.
Fe€L
8q.in.
rFwo 0D*iiMli KiinitiHroT ....
7
197
157
200
Appleton Electric Street Kail.
way.
Leaaed from Green Bay and
One M-inch Elmer
1
7
27
22
Missisippi Cauol Co.
One 48-hich, two 06-inch
5
84
671
552
Amerioan, and two74-lnch
LefiTeL
One 25-inGh and one 80-inch
1
2 10
«2
60
160
Victor turbine.
Two 66-inch, one 42-inch,
6
14
959
766
250
and three 25-inch Kew
American.
Two ao-inoh. one 40 inch El-
4
6
84
69
Dow
mer andone40-inch LeflTel.
(TnlcanMill^one iO-iuch,two
66-lnch Kew American,
5
121
881
711
one 89-inoh Heronlea, one
500
36-inch Victor.
Tioga MiU, two 66-inch New
5
12
058
772
American, one 60 -inch,
one 45-inch, one 35-inch
I Hontton.
Nine 66-inch New American,
11
7
1,251
1.006
Do.
one 44-inch, and one 66-
inch Old Style Leffel.
Fonr 68-iuch Sfunpaon (Lef-
fel).
One 48-inch Elmer.
4
64
313
274
Do.
1
8
63
50
30
Three 66-inoh New Ameri-
5
15
1.710
1.362
Do.
can, one 66 inch Old Amer-
ican, one 40-inch Beloiu
One 66-inch New American,
6
15
1,504
1,212
Do.
two 66-inch Old American,
two 25-inch Beloit, one 61-
Inch Leffel.
14
4,508
3,381
For a flow of 170,000 cubic feet
por minute.
8.451
2,721
5,227
2,041
Do.
One 56-inch Leffel; seven-
83
11
4,217
150
teen 56-inch, tWG 4«-inch.
four 44-inch, five 60-inch,
three 40-inch, one 35-inch
Victor.
....
9.758
8, 142 2. 356
Do.
One 27-inoh, three 48-ineh,
24"
12
3,780
3,016
Leased from Green Bay and
and twenty 54-inch Mc-
Cormick.
One 35-inch Elmer; one 30-
Mississippi Canal Co.
%
9.8
170
136
Do.
inch, and four 48-inch old
wooden paddle wheels.
1.2
8,864
2,898
For a flow of 170,000 cubic feet
per minute.
Seventeen 20-inch and fonr
25
16
1,544
1.230
450
Owned jointly by Green Bay
45-inch Elmer ; one 25-inch
and Mississippi Canal Co.
and Eaukauna Water Power
Hnmphrev; two 18-inch
and one 33-inoh S. Mor-
Co.
gan Smith.
Two 66-inch American Tur-
8
14
862
687
Do.
bine and one 36-inch Spe-
cial American Turbine.
One 50-inch Improyed El-
mer.
1
7
59 47
110
Da
One 45-inch Leffel and one
2
14
233 194
160
Leased fYt)m Green Bay and
4i6-inoh, name not given.
One 15-inch and one 45-lnch
MiseiRsippi Canal Co.
Owned Jointly by Green Bay
and Mississippi Canal Co.
and Kaukanna water Power
2
14
838 190
200
New American Turbine.
1
1
1
Co.
Digitized by
Qoo^^
2736 EEPOKT OF THE CH.EF OF ENGINEERS, U. 8. ARMY.
8tatiBtic$ of waier power on Lower
FUBNISHED BT GOT
Place.
Manofacturen.
Amount of water power
entitied to.
Present capacity.
ICankfinna
Eatikaiina Lamber and
Manufacturing Co.
KaakauDa Machine Co
Co.
Kleins Mill
Rnssell Bros
60 horsepower.. ...... ......
200 to 250 horse-
power.
Do
75 horsepower. Power
Water Power Co.
0,500
Do
2,600
Do
Power leased from -.Kan-
kauna Water Power Co.
60 horsepower..............
Do
54 horsepower
Do
Thilmany Pulp and Paper
Co.
Western Paper Bag Co
275 horsepower. ........ ...t
Do
400 horsepower .............
1,400 horsepower ...
Kankwnna dam r . . .
Rapide Croohe dam
Little Kaukaiina
dam.
Depere ............
Depere Electric Light and
Power Co.
The John P.Doneman Mill-
ing Co.
Dnuham &. Smith. ..........
100 horsepower
60 horsepower
Do
300 horsepower
Do
Do
Shattuck & Babcook Co ... .
Total flow of Fox River,
leas 200 horsepower.
"Dffpen dam
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APPENDIX H H — ^EEPOBT OF CAPTAIN ZINN.
2737
Fox Rirer, WUconain — CoDtinaecL
EKNMBKT DAMS-Ck>ntina«d.
Namber, sise, and
wheels.
of
ef eni£c
Tj ^ beaa,
Total
vent-
age.
Theo-
ret-
ical
horse-
power.
Prao- 1 Steam
tical power,
horse- horse-
power, power.
Remarks.
One 61-inch Special Leffel. . .
One 48-iDch and one M-inch,
uam«) not given.
JVel.
16
14
Sq.ifn.
Foar 45-lnch Elmer. .
One 36-inch and one 40-inch
Elmer.
Two30-inoh and two 35-inch
Elmer: one 30-inch and
one 44-inch New Ameri-
can.
One 25-ineh American ; one
36-inch New Ameriean;
one 40-inoh Elmer; two
27-inch Hercoles; one 66-
inch LelfeL
One 66- inch New American.
One 66-inch American Tur-
bine and tWo 44-iuch
Elmer.
Two 84-inoh Johnson
Two 60-inch and foorteen
60-inch New American.
14
11
14
15
14
8.529
7.015
7
7
7
7
8.360
314
217
250
643
136
487
1,734
4,508
2,746
2,518
126
220
364
1,062
2,004
483
108
389
1,399
3,381
2,060
1,011
101
175
280
1,565
2,021
IS
175
810
1,333
Leased fh>m Green Bay and
Missisflippi Canal Co. Use
only 50 burHcpower of wnter.
Owned Jointly by Green Bay
and Mississippi Canal Co.
and Kankaona Water Power
Co.
Owned Jointly by Green Bay
and Mississippi Canal Co.
and Kaukauna Water Power
Co. Canal closed dnrine
last 18 months by order or
court.
Owned Jointly by Green Bay
and Mississippi Canal Co.
and Kaukaana Water Power
Co.
Leased from Green Bay and
Mississippi Canal Ca
Do.
Do.
For a flow of 170,000 cnbio feet
per minute.
Owned bv Green Bay and Mis-
sissi ppi Canal Co. For a flow
of 170.000 cubic feet per min-
ute. Not used.
For a flow of 170,000 oobic feet
per minute. Owned bv Green
Bay and Mississippi Canal
Co.
Mill burned October, 1896, and
wheels not in use.
Shattuok and fiabcock esti-
mate that Depere Dam. at
an ordinary flow, is equiva-
lent to 2,500 horsepower.
For a flow of 170,000 cubic feet
per minute.
Compiled and computed from <
—if.
30, 189
Bwa 97-
-172
k received i^m the mill owners, to accompany my report of June
L. M. Mamv, AtkUtatU EngintMr.
Digitized by
Qoo^^
2738 REPORT OP THE CHIEF OF ENGINEERS, U. 8. ARMY.
SiatisUoa of water power on Lower
FUBNISHRD BY
Place.
Appleton .
Do....
Do....
Do....
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Do.
Appleton dam...
Cojnbineil look«.
Corobioeddam.
Kaukaana
Do.
Do.
Do
Kankauna dam.
Mauuracturera.
Appleton Machine Co. . . .
Appleton Woolen Mill . . .
Fairbanks & Swallow ....
Amount of water power
entitled to.
500 square inches.
90 horsepower .....
Ohorsepower
Fourth Ward Plaining Mill . 80 horsepower
Fox Birer Paper Co.
Manser, Renner & Co. <
Marston & Beveridge.,
Patten Paper Co
A. Spiering.
Telnlah Paper Co..
The Eagle Manufacturing Ci
Valley Iron Works Manu-
facturing Co.
I flow Fox Riyer, less 25
horsepower.
75 horsepower
1, 250 horsepower .
Kone .
8, 000 square inches a.
Combined Looks Paper Co. .
Outagamie Paper Co. .
Robert Pride...
Reese Pulp Co..
Thilroany Pulp and Paper
Co.
25 horsepower .
40 horsepower .
6,000 horsepower.
1,500 horsepower. ,
300 horsepower .
475 horsepower .
Present capacity.
35 horsepower . . . .
67. 02 horsepower .
40 horsepower .
With an 18-foot
head. 151,392 cubic
feet per minute.
300 horsepower .
d Also control all surplus obtained after the other deeds and leases are filled.
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APPENDIX H H — REPORT OF CAPTAIN ZINN.
Fox Birer, Wi80onsin-~CoTitin\ied.
PRIVATE DAMS.
2739
Number, sise, and nmnber of
i'
Av.
erage
head,
Total
Tent-
age.
Theo-
ret-
ical
hone-
power.
Prae- Steam
tical power,
horse- ,' liorse-
power. power.
Bemarks.
One 85-inch Taylor
One eo-inch American Tur-
bine.
Fe€t,
5
Sq.in.
One 35-inch
[BaTine Mill— One 06inch,
two 01-inoh, one 40-hich
LefTel; one 85-inoh and
one 55-inoh Victor.
Lincoln Mill— Four 56-inch,
oneaO-inch Victor; one36-
inch, one 42-inch New
American; one 20-inch
Ehner.
Fox Hirer Mill— Three Cl-
inch, one 88-inoh, one 44-
inch Special Leffel ; one 80-
inoh, one 66-inch, one 26^-
inch, two4a-inch Standard
. Leflbl.
One 85-inch New Elmer. ... ,
One 55-inch Beloit
One 80-inch and one 83-inch
Hercnies, three 44-inch
and ten 48-inch Victor.
One 42-inch
Paper Mill— Two 66-inoh,
three 42-inch New Ameri-
can; one 2S-inch Elmer.
Tehilah Paper Mttl-One66-
inch. three 00-inoh New
American ; one 25-inoh El-
One 80-inch Turbine...
One 50-inch American .
24
Pne 2S-incli, one 30-inch,
four 86-inch, and one 48-
inoh American ; thirty 25-
inch, one 27-inoh, four 80-
Inch, two 82-ineh, fonr 85-
inch, and one 48-inch
Victor.
49
Two 18-inch, one 27-inch,
two 86-inch Hercules ;
one 20-inch New Ameri-
can; one 25- inch, two 85-
inch Victor.
U
8
n
5
14
H
8
7
7.85
18i
18i
21
Two 60-inch Elmer.
One 60-inoh American and
three 42-inch Victor.
12
...16
60
2,623
41
96
1,018
27
2,126
33
n
814
21
1,130 ! 903
76
'566'
20
500
582 i
28 j
59
465
2, 367 , 1, 775
5,836 I 4,438
5,957
1,020
700
4,830
4,468
816
567
One 25-horeepower electrio
motor.
Consumes 52.52 horsepower un-
der ordinary mnnine.
Included in report of Patten
Paper Co.
For a ilow of 170,000 cubic feet
per minnte.
Leased from Green Bay and
Mississippi Canal Co.
For a flow of 170,000 cubic feet
per minute.
Small power leased flrmn Green
Bay and Mississippi Canal
Co. and Edwards.
Leased firom Green Bay and
Mississippi Canal Co. and
Patten Co.
Leases the Fox BiverPuIp Mill
from the Patten Paper Co.
For a flow of 170,000 cubic feet
per minute.
Compiled and computed tnm dAta reoeiyed from the mill owners, to accompany my report of June
L. M. MANif, A$Hstmnt Bnginter.
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2740 REPORT OP THE CHIEF OP ENGINEERS, U. 8. ARMT.
Data resecting dredging done on Fox Biver, Wisconsin, for the year 1896.
Dredge.
Location of
dredging.
1
^2
Depth of mate-
rial dredged.
Character of material
dredged.
1
1
1
s
&
8
■M bfi
1^
No 2 .
Lower Fox a..
Upper Fox 6 ..
Upper Fox a..
Upper Fox a..
Upper Fox a..
Total...
Cu.yd9. i
4,158
c 47, 878
92,680
71,080
93.112
D.ydi.
Feet.
lito6
1 to7
1 to3
1 to7.C
2 to7
Clay, gravel, and bowl-
ders.
Loam, sand, elay, grav-
el, and stone.
Sand, clay, gravel, and
stone.
Loam, sand, clay, grav-
el, and atone.
Sand, clay, gravel, and
hardpan.
21 131
103 601
1581,0041
1581,004
15o' 967
1
18
96
611
52
87
No. 2...
No. 4...
No.6...
No.7-..
15,733
18,357
20,035
47.221
83.21
19.81
28.20
60.72
$39.49
54.48
6.72
2&a9
308, 358 101, 34«
.3,7071248^1129.08
1 1 1
Dredge.
Location of
dredging.
Cost of
general
repairs.
Cost of
fuel.
Coat of
sundries.
Coat of
crew.
Cost of
towing.
Cost of
super-
intend-
ence.
Total
cost.
Kate-
rial
handled
per day
ofeigh»
hoars.
No.2...
No. 2...
No.4...
No.6...
No.7 ..
Lower Fox a..
Upper Fox 6..
Upper Fox a..
Upper Fox a..
Upper Fox a..
Total...
$132. 7(
d2,270.»J
606.8]
0l,624.K
l,162.r
) $58.20
I 263.74
L 705.25
I 437.94
r 920.56
$2.62
12.02,
20.00,
22.64'
48.18
$233.33
1, 178. 31
1,822.32
1.524.15
1.741.15
$87.78
773.11
352.56
284.26
376. »J
$48.84
97.73
150.24
155.17
165.63
$562.92
4,636.22
8,720.66
4,055.70
4,437.51
Ou,yd».
253.9
680.5
738.1
666
770.8
5,797.9J
2,385.69
100.46 6,499.26
1,878.49
626.11
17,412.01
Loc4»tion of
dredging.
Cost per cabic yard.
Dredge.
Running
repairs.
General
repairs.
Fuel.
Sundries.
Crew.
Towing. *;5S?»-.
Total.
No.2-..
Lower Fox a..
$0.0319
) .0470
i .0065
L .0220
J .0125
$0. 0140
.0056
.0076
.0062
.0099
$0.0006
.0003
. 0002
.0003
.0005
$0.0562 $0. 02111 $0.0116
. 0249, . 0163 . 0020
.0196 .00:{8 .0017
.0214 .0040 .0022
.0187 .0040| .0017
$0.1364
.0978
.0400
.0671
.0476
No.2...
No.4..-
No.5-..
No.7...
Upi)erFox6..
Upper Fox a..
Upper Fox c.
Upper Fox a..
Averages.
$0.000i
.OOW
.000
.ooo;
.0004 .0188
.0078
.0003
.0211
.00611 .0020! .0565
a Appropriation for operating and care.
b A ppropriation fur improvement, operating, and care.
e 9,035 cubic yards of tnis quantity was dredging done in Fond du Lac Harbor.
d $1,662. 28 of this amount Includes cost of repairs of dump scows Nos. 3 and 4.
•$592. 11 of this amount includes coat of constructing pontoon and wood scow.
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APPENDIX H H — REPORT OP CAPTAIN ZINN.
2741
The following data are not included in the above:
Dredge.
Location of
dredging.
1
i
11
Per cent of
material re-
_ handled.
Depth of mate-
rial dredged.
Character of material
dredged.
1
•
1
1
1
c
1
II
No. 2...
No. 2...
Little Kan-
lcaana.a b
Deperelockae
Total...
Ou.ydt.
10. 119
' 2,e75
<7.yd#. i Feet.
1,013 18.90 1 tol4
1,189 44.45 jl4
Clay, gravel, and atone .
Clay and gravel
G5
12
853
76
1
79 $23.30
4 4.99
12,794
3,102
1
1
. 429
83
28 29
1
of
Br-
ad-
e.
Dredge.
dredging.
Coat of
general
repairs.
Cost of
faeL
Cost of
sundries.
Cost of
crew.
Cost of
towing.
Cost
sup
inte
enc
Totel
cost.
Mate-
rial
handled
per day
of eight
hoars.
No.2...
No. 2...
Little Kaa-
lcuuna.a b
Depereloekae
1357.59
7«.99
$160.20
33.80
$7.06
1.51
$70L63
168.83
$132.74
97.60
$152.18 $1,534.70
27.61 405.83
€u.y<h.
229.3
281.6
1 Total. . .
434.58
194.00
8.57
864.96
230.84 ' 179.79
1,040.53
Location of
dredging.
Cost per cubic yard.
Dredge.
Running
repairs.
General
rtfpairs.
Fuel.
Sundries. Crew.
1
Towing. 1
Sonerin-
tendence.
i
Total.
No.2...
No.2...
Little Kan.
kaiinA.a b
Deperelockae
Averages.
$0.0022
.0019
$0.0354
.0288
$0.0158
.0128
1
$0.0007 $0.0693
.0005 j .0610
$0.0182
.0364
$0.0150
.0103
«. 1516
. 1517
.0021
.0339
.0152
.0006
.0076
.0180
.0141
.1516
OPERATING AND CARE OF CANALS AND OTHER WORKS OF NAVIGATION, APPLIED TO
FOX RIVER, WISCONSIN, SECTION 4 OF RIVER AND HARBOR ACT OF JULY 5, 1884.
Detailed atalement of expenditure$ for fiscal year ending June SO, 1897, with itemized state-
ment of expeneea attach^, ae required by the above act of July 6, 1884,
Character of work, etc.
Item of expense.
Amount.
TotaL
Repairs of Depere lock
Materials
$4, 115. 47
Do
Labor and transportation
Materials
9, 679. 93
$13,795.40
Repairs of retaining wall ahove Depere lock
Do
110. 75
Labor «...
10.25
Materials
12L00
RApaf Tfi of Pflper^ dam r a
13.40
'Do r.
Labor
204.97
Materials
218.37
Repairs of Little Kaukauna dam
4. 444. 39
"Do
Labor and transportation
Labor
2, 929. 12 '
7,373.51
126. 09
Repoira of Rapide Croohe lock
Repairs of Rapido Crocho dam
Materials
2.17
Repairs of Kaakanna fifth lock
do
25.44
36.66
Do
Labor
Mat^riftH
62.10
14.86
Repairs of lock house at Kaukauna fifth lock
Repairs of Kankauna fourth lock
do
IL80
"Do
Labor
140.07 1
15L87
a Appropriation for operating and care.
b work at Little Eaukauoa consisted of removing oofferdama, excavating and placing material for
submerged cribs, and for backing of dam.
« Work'at Depere lock consisted of excavating and placing material for oofferdama.
Digitized by
Qoo^^
2742 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
Detailed siaiement of expendituree far fiecal year ending June 30, 1897, etc, — ContiniiecL
Chanctar of work, ote.
Item of expense.
Ainoant.
Total.
Labor
106.00
do
3.00
Ropain of lock hoaso, Kaukamia Moond lock . .
RoiMkiniof KftnkMinA flrai lock
Materials
20 86
do
263.60
540.40
Do
Labor
Mat4^ria1s
804.08
RftDidn Af irAnirtt.tiiiA a nard lock
55.07
64.12
Do
Labor
do
110.10
21.06
RoDaira of Little Chuta combined locks
Materials
785.75
860.35
*Do .'..
Labor
Materials
1,646.10
Botaiiiing wall above LitUe Chntooombinod looks
214.50
804.44
Labor
•■ ■
1,018.04
41.50
Waste weira at Little Chute combined looka
do
Repairs of Little Chnte second lock
do
30.66
Cross wall at head of Little Chute flrat lock....
\r At j^rials
47.60
Repairs of Little Chote dam
do
2.17
Repairs of Cedars dam
do ;
02.14
128.70
'Do
Labor
do
220 83
Renairs of Annleton fonrthlock
23.46
Renairs of AoDleton third lock
Materfsls
0.16
36.68
Do
Labor
M<^tf>ri4^is ,.
45.84
Repairs of look boose, Appletoa third look
Do
7.22
6.25
Labor
Materials
18.47
15.40
135.35
'Do "
Labor
do
150.76
13.41
Repairs of Appleton first lock
Renairs of warehouse. Anoleton first lock
do
6.75
Repairs of Appleton upper dam -
do
5.63
Renairs of A nnleton lower dam
. do .
7.00
Repairs of Menashadam
Materials
106.41
283.53
'Do *
Labor
Materials
478 04
Repairs of lock house at Menasha lock
18.31
Repairs of Eureka lock
Lalrar
86.83
Repairs of lock house, Eureka lock
Materials
0.63
53.37
Do
Labor .'
.....do ........................
63 00
Repairs of roadway at Eureka look.............
12.38
Eureka lock out
Materials
56.00
16.33
Do
Labor
Materials
72 88
260.71
257.74
Do*
Labor and transportation
Materials
527.45
Renidrs of Eureka dam
110.73
173.45
Do
Labor and transportation
Labor
284.18
136.08
Renairs of White River look
Repairs of White Riyer dam
Materials
4.40
Repairs of lock bouse at Princeton lock
do
11.64
ReiMiirs of Montello lock
do
416.40
505.17
Do
Labor and transportation
Materials
021 57
Renairs of Montello dam
16.25
6.00
Do
Labor
Materials
22.25
Renairs of PortaffS Canal.
1.75
13.16
Do
Labor
Materials
14.01
General repairs of locks, dams, and canal banks.
Do
686.21
2,688.72
Labor
FneL sonnlies. etOr ..r..,^..^,-.
3,374.08
Dredfftnff bars. Lower Fox............
287.81
405.48
iS;....!»..T:^...:.......:i::.... ...;
l4ii>or
Fuel, supplies, etc.............
602.70
Dredging bars. Upper Fox
3,013,28
0.076.88
"So
lAbor
Rent of boat yiud at Oshkosh. .
Repairs of dredge No. 2
Repairs of dredge No. 3
Repairs of dredge No. 4
Repairs of dredge No. 5
Repairs of dredge No. 7
12,080.66
Repairs of boats and dredges
100.00
627.28
56.50
i,m.7i
248.47
8,140.70
'Do r.
jyo
Do
Do
Do
Digitized by
Qoo^<z
APPENDIX H H REPORT OP CAPTAIN ZINN. 2743
Detailed §iatement of expenditure$ for fiscal year ending June SO, 1897, etc. — Continaed.
Charmoter of work, etc.
Itemofexpenso.
Amount
Total.
Kopairft of Irantfl and drwli^M. ...................
Ropairs of eteamer Fox
Repairs of steamer Bosoobel. . .
Kepairs of steamer Gen. 6. K.
Warren.
Repairs of iMirge Princeton. . . .
Repairs of quarter boat
Repairs of drill scow (UO feet) . .
Repairs of scow (48 feet)
Lock tenders' services
Gate keepers' services
Watchmen, labor, etc
$1,424.54
467.65
93.34
361.62
15.50
587.73
99.55
6,930.00
170.00
607.18
110.34
Do
I>o
Do
Do
I>o
Do
Jfaintenance of navigation
$8,403.68
Do
Do
Do
Buoying onannel opposite
Graenhagena Point. Lake
WinnetM^.
Watchmen, labor, and trans-
portation.
Traveling expenses of assist-
antengineers, overseers, etc.
clerks, et«.
Rent of office atOshkosh, Wis.
Mileage
7,817.62
Care of works and nroDortv
915.89
378.46
Do
1,294.86
Continffoneifift
2,150.00
298.47
57,79
107.96
208.83
19.50
• 8.00
4.42
15.00
Do
Do
Do
St«,tionery
Do
Do.'
Job printing....
Do
Rent of post-office box at Osh-
kosh, Wis.
Telegrams ....................
Do
Do
Map case.
2,924.07
Total
66,317.49
Itemized statement of expenses made from appropriation for operating and care of canals
and other works of navigation, indefinite, act of July 6, 1884, applied to Fox River^
Wisconsin,
Date.
No. of
voucher.
To whom paid.
For what paid.
Amount
1896.
July 8
1
2
8
4
1
2
8
4
5
6
7
8
10
11
12
18
14
15
16
17
18
10
20
21
23
23
84
25
26
27
28
28
80
Priest it, Gorrow
Wood and coal
$493.11
H. 0, Doman
Bronze ninion. etc ............
37.24
M, J. Rounds
Services
12.00
James £. Fatten Co
Oil, etc
31.40
Aug. 4
L.M.Mann
Services
175.00
John M.Paige
do
35.00
Alexander Suns
do
35.00
John Baeten
do
25.00
George T. Allauson
do
30.00
George Giflbrd
do
25.00
Gabriel Wick
do
25.00
Gottlieb Jahnke
do
23. OU
Jerry Parkinson
do '.
25.00
John Lewis
do
25.00
Richard E. Rice
do
25.00
James Clear
do
80.00
A. H. Pane
do
5.00
Eenffel & Esser Co
Tracing cloth
7.88
Henry A. Foster
Glass
L80
4
Hay Hardware Co
Water gauge, glasses, etc
Screws, etc. .-
1.91
4
n.C.'n^nnan x......
3.56
Strond & Thomson
The Cook &, Brown Lime Co
Paintlbrushes. ...............r
4.20
Coal 7
5.85
Robert Brand & Sons
Pigeonhole cabinet, eto
Rent of office
15.65
WilHuin Piohmfliin
24.83
BattisBroe
Patch bolts, eto •
26.84
TaiinbeTr -.r--^x...t.....T
25.44
do
Oak lumber, eto.
733. 12
do
Pine lumber
L 745. 42
Niels Johnson
Iron, eto
17.50
Chas.&Morris
Coal
41.46
Priest & Gorrow
Wood and coal
823.15
Wisconsin Telephone Go
Rent of telephones
10.50
do \
10.08
Digitized by
Qoo^^
2744 REPORT OP THE CHIEF OF ENGINEERS, U. 8. ARMY.
Itemized statement of expenses made from appropriation for operating and care of eanaU
and other works of narigationf indsjinils, act of July 5, 1884, etc, — Continoed.
D»te.
No. of
vouchor.
To wbom paid.
For what paid.
Amoanl
18M.
Aug. 4
4
4
4
8
8
8
8
8
8
8
14
31
81
31
31
81
31
31
81
31
31
31
31
31
81
31
81
81
31
81
81
81
31
31
31
31
31
31
81
31
81
31
31
Sept. 2
10
10
10
25
30
30
80
30
80
30
30
30 ,
30 '
80
30
30
80
80
30
80
80
30
30
30
National Paint ^'orka
Frank B.Fargo
National Faint Works
J obn A . Banker
Hired men
Frank Smith
Q. L. & D. W. Thomas
Dos Forges & Co
Elwin Bauter
JohnC. Beye
Charles M.Cole
L.M.Mann
Dayton K. Burr
Fred. J. Anger
L.M.Maun
John M. Paige
Alexander Sims
John Baeten
George T. Allanson
George Gifford
John A. Banker
Gabriel Wick
Gottlieb J ahnke
Jerry Parkinson
John Lewis
Richard E. Rice
James Clear ,
A.H.Piipe
Keuffel & Enser Co
F. Cortez Wilson & Co
H.C.Doman ,
Jamea Gillingbam & Son
do 7 ,
Hay Hardware Co
William Dicbmaun ,
OrviUe Beach
Conlee Lumber Co
do
The Cook Sc Brown Lime Co.
Campbell & Cameron Co ,
Wisconsin Telephone Co
do
Chas. S. Morris
Priest & Gorrow
L.M. Mann
Hired men
John Arft
Charles M. Cole
Elwin Bauter
John Yueuger
Fred. J. Anger
Burdiok, Armitage A, Allen .
L.M. Mann
John M. Pai^e
AlexandiT Sims
John Baeten
George T. Allanson
George G i fford
John A. Banker
Gabriel Wick
Gottlieb Jahnke
Jerry Parkinson
John Lewis
Richard B. Rioe
Jamos Clear
A.H.Pape
Schlafer & Barrett
Joseph Kloeckner, postmaster..
Stroud & Thomson ,
Wisconsin Telephone Co ,
do ,
William Dichmann
.....do ,
do
H.C.Doman ,
Campbell Sc Cameron Co
Hay Hard warp Co
John H. Crawford ,
Paint
Calcimining, etc
Paint
Serrices
Services. July, 18»0
Services
Brooms, etc
Stationery
Traveling expenses
do
do
do
De]M)siting dredged material .
Services
do
do
do
do
do
do
do
do
do
do
do
do
do
do
Notebooks
Tank
Globe valve
Iron bands
Driftbolts
Chain, etc
Rent of office
Rent of land
Pine lumber
do
Coal
Oak timber
Pinelnmber
Rent of telephones
Telephone messages
Coal
Wood and coal
Traveling expenses
Services, August, 1806
Services
Traveling expenses
do
Services
.. .do
Job j^rinting
Services
do
do
do
do
do
do
do
do
do
do
do
do
do
Scythe, etc
Rent of post-offlce box
Glass, etc
Rent of telephones
Telephone messages
Meat, etc
Flour, butter, etc
Rent of office
Gas pipe, etc
Pine lumber
Spikes, etc
Coal
$50.00
9.00
242.50
25.00
,t,899.21
L25
l.»4
21.55
2.68
7.30
2.52
7.48
11.28
60.00
175.00
35.00
35.00
25.00
30.00
25.00
25.00
25.00
25.00
25.00
25.00
25.00
80.00
5.00
9.00
10.00
LOO
6.00
6.42
6.30
24.83
25.00
24.00
193.71
35.10
66 24
224.38
7.50
8.25
40.50
564.73
6.06
3,401.13
9.00
2.92
2.68
6.09
60.00
13.50
176.00
85.00
35.00
25.00
30.00
25.00
25.00
25. UO
25.00
25.00
25.00
25.00
80.00
5.00
L48
.76
3.61
7.50
9.60
2.91
15.87
24.83
29.67
31.20
48.20
50.40
Digitized by
Google
APPENDIX H H — REPORT OP CAPTAIN ZINN,
2746
Itemized statemeui oferpen$e8 madejram appropriation for operating and eare of canals
and other works of navigation, indefinite, <iet of July 5, 1884, etc, — Con tinned.
Dftte.
yo.of
▼oncher.
To whom pftid.
For what paid.
Amonnt.
1896.
Sept 30
30
30
30
Oct.
"Say.
The Cook 4& Brown Lime Co
G. L. & D. W. Thomas
Niels Johnson
Chas.S. Morris
Priest Sc Gorrow
L.M. Mann
Thomas Malone
Gerry Lumber Co
Western Union Telpjiraph Co
Western Lime and Cement Co
fiadf[er Tj'pewriter and Stationery Co.
The Chas. Baumbach Co
Hired Men
Elwin Banter
Charles M. Cole
John Arft
M. J.Sohmitt
Bucyms Steam Shovel and Dredge Co.
Western Union Teli*erapb Co
Albert BelK
Wensel Bronchek
CA.Lawton & Co
L.Lindaner
Thomas Malone
Gerry Lumber Co
J.C.&oelsch
Stroud & Thomson
Western Union Telegraph Co
Wisconsin Telephone Co
do.
Coal
Lye, etc ,
Boiler rlvetn, etc
Coal
Wool and coal
Traveling expenses
Stone
Lnmber
Telegrams ,
Cement
Stationery
Oil
Services, September, 1896.
Traveling expenses
....do ,
Servicea
Blueprints, etc
Dipper lips
Telegrams
Services
....do
Steel, ete
Stone
do
Lnmber
Shovel, etc ,
Oakum ,
Telegrams
Kent of telephones ,
Telephone mensages
Spikes, etc
Hay Hardware Co ,
The Cook &. Brown Lime Co ' Coal
William Dichmann j Rent of office
George Ryan Unuling out drill scow
Campbell & Cameron Co Lumber and piles
Conlee Lnmber Co Pine lnmber
J.H.Crawford Coal and wood ,
G. L. & D. W. Thomas Soap
C.A. Peck I Iron ,
Priest dtGorrow i Coal and wood
A. J. Wler ...I Coal
L. M. Mann ' Servioos
do.
do.
do.
do.
do.
do.
do.
do.
do.
do.
do.
do.
do.
John M.Paige
Alexander Smis
John Baeten
George T. Allanson
George Gi fford
Gabriel Wick
Gottlieb Jahnke
Jerry Parkinson
John Lewis
Richard B.Rice
James Clear
A.H.Pai)e
John A. Banker
H ired men ,
J. Wm. Worm ,
Chas. S. Morris ,
MacKinnon Excelnior Co ,
Kmiflcl AEsHer
William Dichmann
Charles M. Cole ,
Elwin Banter
John O. Beye ,
John Arft
William Biggs
R. Booth
Clarence L. Neif
Badger Typewriter and Stationery Co
Frea. J. Anger ,
L.M.Mann
John M.Paige j do
Alexander Sims do
John Baeten
George T. Allanson
George Glfford
John A. Banker
Gabriel Wick
Gottlieb Jahnke
Services, October, 1896 .
Lumber, etc
Coal
Excelsior waste
Tracing cloth
Flour, sugar, etc
Traveling expenses. . . .
do
....do
Servicea
....do
Driving piles
Services
Paper
Services
do
do.
do.
do.
do.
do.
do.
$68.88
5.43
10.08
46.7V
452.67
10.28
184.43
12.33
1.63
10.80
0.87
4.76
8,247.41
2.81
7.05
45.00
6.06
82.08
1.21
3.12
10.00
207.01
485.87
12.78
1.85
4.25
.30
7.60
12.47
n.36
10.50
24.83
60.00
181.24
108.62
346.00
.60
1.41
410. U
11.00
175.00
35.00
35. Oo
25.00
80.00
25.00
2.'>.Oo
25.00
25.00
25.00
25.00
30. Oo
6.0o
26.00
3. 427. 83
11.64
43. Oo
I.O5
7.88
10.37
0.3i
2.81
2.O4
M.5o
1.87
200. Oo
O.O0
6.48
60. Oo
175. Oo
35. Oo
35. Oo
25. Oo
30.00
25.00
25. Oo
25.00
25. Oo
Digitized by
Qoo^^
2746 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
JtemUed statement of expen$e9 made from appropriation for operating and care of oanaU
and other works of navigation, indefinite, act of July 5, 1884, etc.— Coutinned.
Bate.
No. of
Toucher.
1896.
Nov. 30
26
30
26
30
27
30
28
30
20
30
30
30
81
30
32
30
83
30
84
80
85
80
86
•30
37
30
38
30
89
80
40
80
41
30
42
30
48
80
44
80
45
30
46
30
47
30
48
30
• 49
80
60
Dec 1
1
2
2
5
8
7
4
7
6
9
6
12
7
14
8
17
9
31
10
31
11
81
12
81
13
31
14
31
16
81
16
81
17
31
18
31
19
81
20
31
21
31
22
31
28
31
24
81
26
31
26
81
27
31
28
31
29
31
30
31
31
31
82
81
33
31
84
31
36
31
86
31
87
1897.
Jan. 5
5
5
5
5
IG
16
16
10
16
16
26
28
28
28
16
To whom paid.
For what paid.
Amoant.
Jerry ParkiDSon <
Jolm Lewis
James Clear
A.H.Pape
Richard E.IUce
The Marsh &. Bingham Co
...do .T
KankanDa Lumber and Mfg. Co
Thomas Ma lone
Gerry Lumber Co
Valley Iron Works Manufacturing Co
Scblafer & Barrett
...do
Western Union Telegraph Go
M.A.Searl '.
Wisconsin Telephone Co
do
Stroud &. Thompson .....<
Hay Hardware Co
The Cook &. Brown Lime Co ,
Band erob- Cb ase Co
William Dichmann
Orville Beach
Chas. S. Morris
Prient & Gorrow
do
L.M.Mann
JohnC. Beye
Hired men ,
Eugene Dietzgen Co
Elwin Banter ,
Charles M. Cole
MathiasHelf
Des Forges ScCo
G.K.KendaU
John Smith ,
L. Lindaner
Schlafer Hardware Co
Joseph Kloeckner, postmaster
The Morgan Co ,
Wisconsin Telephone Co ,
do
Robert Brand &. Sons ,
William Dichmann
George Ryan
Mann Bros ,
The Marsh & Bingham Co
L. M.Mann
John M.Paige
Alexander Sims
John Baeten
George T. Allanson
George Gifford
John A.Bauker
Gabriel Wick
Gottlieb Jahnke
Jerry Parkinson
John Lewis ,
Richard E. Rice
James Clear
A.H.Pape
Badger TjpewTiteraad Stationery Co.
L. M.Mann
JohnC. Beye ,
Butler Bros
Jones Sc Laughlins, Limited....
Hired men ,
Burdick, Armitage Sc Allen ,
Charles M.Cole ,
Fulton Iron and Engine Works.
J.W.Bhiok
Mann Bros
do
Capt. George A. Zinn
Charles W.Day
Jones & Laugluins, Limited
Bailey Grover
Services
....do
....do
....do
....do
Oak lumber ,
....do
Pine lumber
Stone
Pine lumber
Pinions, etc
Nails and bolts
Spikes and bolts
Telegrams
Ice.T.
Rent of telephones
Telephone messages
Axle grease
Spikes, etc ,
Oak lumber
Rentof office ,
Rent of land ,
Coal
Wood
Stone ,
Traveling expenses ,
do ,
Services, November, 1886..
Transit books, etc ,
Traveling expenses
do
Services
Stationery
Paper
Clay
Stone
Stone wheelbarrows, etc .
Rentof postoflloo box....
Storm sash ,
Rent of telephones
Telephone messages
Map case ,
Rentof office
Oak lumber, ete
...do
Lumber
Services
....do
....do ,
do ,
....do ,
do
do
...do
....do
do
do
do ,
....do
do
Stationery
do
Traveling expenses
do
Nails, etc
Tie rods, etc
Services, Deoember, 1896 .
Job printing
Traveling expenses
Ice-boring machines
Stone
Oak lumber
do
Mileage
Pine lumber
Boat spikes, etc
Traveling expenses
$25.00
25.00
30.00
5.00
25.00
138.24
189.26
6.46
159.66
23.07
23.52
29.36
9.79
.60
6.00
7.60
6.90
4.00
4.08
11.70
12.00
24.83
25.00
71.61
160.87
215.87
4.21
3.31
8,861.99
9.20
2.22
9.60
12.18
4.10
1.88
30.80
214.50
47.11
.75
5.95
7.50
6.96
15.00
24. K)
66.80
82.35
158,37
175.00
35.00
35.00
23.00
30.00
26.00
25.00
25.00
26.00
25.00
26.00
25.00
30.00
6.00
7.01
10.60
6.33
3.07
1.70
41.02
8,045.70
6.00
13.81
121.64
260.00
853.11
701. 10
16.79
700.22
116.86
13.11
Digitized by
Google
APPENDIX H H — REPORT OP CAPTAIN ZMW.
2747
Itemized eiaiement of expeneee made from appropriation for operating and care of canale
and other worke o/^naviaation, indejinitey act of July 6, 1884, etc. — Continued.
Date.
No. of
voucher.
1897.
Jan. 30
18
30
17
30
18
80
19
30
20
80
21
80
22
30
23
90
24
30
25
81
28
81
27
31
28
81
29
81
30
81
31
81
32
81
83
81
84
81
35
31
36
31
87
31
88
81
39
31
40
31
41
Feb. 2
1
4
2
6
8
6
4
11
5
11
6
11
7
13
8
13
9
15
10
20
11
20
12
28
18
28
14
28
15
28
16
28
17
28
18
28
19
28
20
28
21
28
22
28
28
28
24
28
25
28
26
28
27
28
28
28
20
28
80
28
81
28
82
28
88
28
84
28
85
28
36
Mar. 4
1
2
8
4
5
6
7
8
9
10
10
11
15
12
U
18
81
14
81
15
81
16
81
17
To whom ^d.
For what paid.
Amomit.
Ben Jaoobwn
John Van Yonderen
Ramsay & Jones
Appleton Maohine Co
do
American Bxpress Co ,
H.CDoman
Hay Hardware Co
William Dichmann
The A. G. Wells Co
Fred. J. Anger ,
L. M.Mann
JohnM.P^ee
Alexander Sins
John Baeten
Oeorgo T. Allanson
George Gifford ,
John A. Banker
Gabriel Wlok
GoUlieb Jahnke
Jerry Parkinson
John Lewis
Richard E. Kice
James Clear , ,
A^H.Pape
L. M.Mann ,
Western Lime and Cement Co. .
Hired men
El win Banter ,
Des Forges & Co ,
Wisconsin Telephone Co
....do
Charles M. Cole
Joseph Rabedien
Henry Hahner ..•..,
Capt. George A. Zinn
Wniiam Doberstein
John Yan Yonderen
C. A. Lawton &. Co
Charles W.Day
Western Union Telegraph Co. . .
Wisconsin Telephone Co ,
do
H.CDoman
William Dichmann
Orville Beach
Hay Hardware Co
L.M.Mann
John M. Paige
Alexander Sims
John Baeten
George T. Allanson
George Gifford ^
Gabriel Wick
Gottileb Jahnke
Jerry Parkinson
John Lewis
Richard E. Rioe
James Clear
A.H.PaT>e
John A. Banker
L.M.Mann
Joys Bros. & Co
Western Lime and Cement Co. .
Keufi'el& EsserCo
H. Channon Co
Depere Lumber Sc Fuel Co
1. H.Battin
Appleton Machine Co
Hired men
Charles M. Cole
Elwin Banter
Bailey Grover
Capt. George A. Zinn
W. S. Woodworth
Fred. J. Anger
L.M.l£ann"
John M.Paige
Alexander Sims
Tamarack knees
Sand
Pine lumber
Heel post caps, etc
Anchor rods, etc
Bxpress charges
Labor
Rope, etc
Rent of office
Bla*;k8mith coal
Services
....do
....do
....do
....do
...do
.....do
do
do
....do
do
do
....do
.....do
do
Trareling expenses
Cement
Services, January, 1897. . .
Traveling expenses ,
Stationery
Rent of telephones
Telephone messages
Trareling expenses
Services
.....do
MUeage ,
Services
Sand
Bolts, etc
Pine lumber
Telegrams
Telephone messages
Rent of telephones
Bolte, etc ,
Rent of office ,
Rent of land
Spikes, bolts, etc
Services
do
....do
....do
....do ,
....do ,
.....do
....do
....do
do
do
,....do
.....do
.....do
Traveling expenses ,
Oakum, etc
Cement
Drawing paper, etc ,
Chain block, etc ,
Lumber ,
Boiler oil^ ete
Iron castings, etc ,
Services, February, 1897.
Traveling expenses
do ,
do
Mileage
Traveling expenses .
Services
....do ,
do ,
....do...
$24.00
33.06
3.22
22.02
112. 72
.35
1.70
2.45
24.83
3.00
60.00
175.00
85.00
85.00
25.00
30.00
25.00
25.00
25.00
25.00
25.00
25.00
25.00
30.00
5.00
11.66
285.00
1,006.68
2.23
5.56
7.50
8.50
21.61
6.25
15.00
n.24
14.21
65.82
74.17
264.21
.84
6.00
7.50
15.27
24.83
26.00
126.54
175.00
35.00
35.00
25.00
30.00
25.00
25.00
25.00
25.00
25.00
25.00
30.00
5.00
25.00
5.46
70.75
190.00
11.78
62.85
1.56
13.53
2.72
i, 698. 38
22.01
2.10
13.47
17.71
25.22
60.00
175.00
35.00
85.00
Digitized by
Google
2748 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Itemized $taiement of expemes made from appropriation for operating and care of canah
and other works of natigatum, indefinite, act of July 6, 1884^ etc, — Continned.
No. of
J mte.
vouober.
1897.
[ar. 81
18
31
19
31
20
31
21
81
22
81
23
31
24
81
25
81
20
81
27
81
28
81
29
31
80
81
81
81
32
81
83
81
84
81
86
81
86
31
87
81
36
31
80
81
40
81
41
81
42
31
43
81
44
81
46
81
46
31
47
81
48
31
40
81
50
81
61
31
62
31
63
Lpr. 3
1
3
2
3
8
5
4
6
6
6
6
9
7
9
8
16
9
22
10
22
11
24
12
80
13
80
14
30
15
30
16
30
17
80
18
80
19
80
20
80
ai
30
22
80
23
80
24
30
25
80
26
30
27
30
28
80
39
80
30
30
31
80
82
80
33
30
34
80
35
80
36
80
37
30
88
80
89
80
40
80
41
80
42
To whom paid.
Amomit.
John BMton
George T. Allanson
George Gifford
Jbhn A. Banker
Gabriel Wick
Gottlieb Jabnke
Jerr>' Parkinaon
John Lewis
Richanl K. Rice
Janica Cloar
A.H. Pape
Kouffel & Kaser Co
do
The Marsh &, Bingham Co
Mann Bros
Frederick C. Pealin
John Van Vonderen
Thiele &. Handeyside
Gerry LnmberCo
Appleton Machine Co
do
Hay Hardware Co
Joseph Kloeckner, poatmaater. .
Strond & Thomson
H. C.Doroan
Western Union Telegraph Co...
Wisconsin Telephone Co
do
J. A. Barnes
The Medberry-Bemis Co
William Dichmann ,
C. A. Peck
D. W.Thomas ,
Mann Bros
do
do
do
Western Lime and Cement Co..
Elwin Bauter ,
Hired men
W. S. Woodwortb ,
Western Union Telegraph Co. .
Bailey Grover ,
L. M.'Mann
Charles M. Cole
H.H.WestCo
David O'Mallev
John H. Crawford & Co
L. M.Mann ,
John M. Paige ,
Alexander Sima ,
John Baeten ,
George T. Allanson
George Gifford ,
John A. Banker ,
Gabriel Wick
Gottlieb Jabnke ,
Jerry Parkinson
John Lewis
Richard B. Kloe ,
James Clear ,
A. H. Pape
Keufl'el it, Esser Co
Lee &, DiebelsCo
C.A.Lawton & Co
do
do
do
do
JameaR. Sbepard ,
Gerry Lnmber Co
Schlafer Hardware Co
MacKinnon Pulley Co
American Express Co
Western Union Telegraph Co..,
Wisconsin Telephone Co
do ,
The Cook Sc Brown Lime Co. . .
Services.
do.
do.
....do.
....do.
....do.
....do.
...do.
....do.
....do
...do
Paragon leads ,
Blue-print paper
Oak lumber
...do
Stone ,
Sand
Stone
Pine lumber
Iron castings, etc
Tripods, etc
Tin funnel
Rent of post-oflBce box
Glass, ete
Washers, etc ,
Telegrams
Rsnfof telephones
Telephone messages
Rent of engine and boiler.
Index boolu, etc
Rent of office
Spikes and iron
Services ,
Pine lumber
do
Oak lumber
Pine lumber
Cement ,
Traveling expenses ,
Services, March, 1897 ,
Traveling expenses
Telegrams
Traveling expenaea
do
.....do
Figuring blooks, etc
Services
Blacksmith ooal
Services
.....do
do
do
do
do
do
do
do
do
do
do
do
do
Drawing paper
Blacksmith coal, etc
Grate bars
Valve boxes, etc
Steel sprocket, etc
Steel gear, etc
Valves, etc
Stone
Lumber ,
Linseed oil, etc
Steel, iron, etc
Express charges
Telegrams
Rent of tolepliones
Telephone messagea
Coal
$25.00
30.00
25.00
25.00
25.00
26.00
25 00
25.00
25.00
80.00
5.00
.53
.90
119.80
156.83
25.50
58.17
08.62
67.98
68.44
83.65
.40
.75
L14
4.11
.40
7. SO
9.45
14.50
14.60
24.83
19.84
9.00
14.60
272.04
415.21
82.50
90.00
2.10
4,051.01
17.02
.02
96.29
18.87
19.87
18.16
10.00
L57
175.00
85.00
35.00
25.00
30.00
25.00
25.00
25.00
25.00
25.00
25.00
25.00
80.00
5.00
8.70
16.30
14.75
35.06
67.96
242.76
816.95
63.25
25.18
88.00
87.60
.80
.89
7.60
16.79
8.60
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APPENDIX H H — ^BEPOKT OP CAPTAIN ZINN.
2749
ItemUed $tatement of expeMee made from appropriation for oporaiiMf and oare oj canals
and other worie oj navigation, indefinite^ act of July S, 1884, etc, — Contlnaed.
No. of
▼oncber.
To whom paid.
For what paid.
AiDonnt.
May
1887.
Apr.- 30
30
30
30
30
30
ao
30
30
30
30
30
30
30
30
30
30
6
6
«
e
6
6
6
7
8
14
14
14
20
31
31
31
31
31
31
31
31
31
31
81
31
31
81
81
81
31
31
31
81
31
31
31
31
31
81
81
81
31
81
31
31
31
31
81
31
81
31
31
81
31
31
31
81
81
31
31
31
81
81
Frank Leaoh Hardware Co
The Morgan Co
Stroud &. Thomson
C. E. Angell & Co
Battis Broa
William Dichmann
H. C. Doman
.....do
do 1
.....do
John W. Slater
Niels Johnson
Bruest Eastman
Valley Iron Works Hanufacturing Co.
do
Hay Hardware Co
J. ueorge Kuelier
Hired men
Des Forges & Co
Randle-Spence Manafacturing Co. . . . .
Joys Bros. & Co
...do
L. M.Mann
Bailey Grover
Capt. George A. Zinn
Western Lime and Cement Co
Eiwin Banter
Charles M. Cole
George H. Jenkins
Des Forges & Co
Fred. J. Anger
L.M.Mann
John M. Paige
Alexander Sims
John Baeten
George T. Allanson
George Glfford
John A. Banker
Gabriel Wick
Gottlieb Jahnke
Jerry Parkinson
John Lewis
Richard E. Rice
James Clear
A. H. Pane
Charles Rogers
Axel Fahlstrom
John Kilawee
AlexanderG. Grignon
Cornelius Romsom
Henry G.Bongers
National Paint Works
Charles Schroeder
F.H. Blood
Sohlafer BLardware Co
do
Gerry Lumber Co
G.A.Loesoher
JohnLenz. sr
Western union Telegraph Co-
American Express Co
Gillen Bros
BL C.Johnson ScCo
H.C. Doman
do
do
Wm. R. Williams
.....do
Hay Hardware Co
...Tdo
Wisconsin Telephone Co
do
The Morgan Co
Conlee Lumber Co
.....do
H.M. Harmon
Stroud & Thomson
S. E. MoPartlin
Or^-ille Beach
William Dichmann
Wire nails, etc
Pine lumber, etc
Axle grease, eto
Seeds.
Hand-holeplates, etc .
Rent of oflBioe
Iron, etc
Iron rods, etc
Carrying sheaves, etc.
Chain, etc
Linseeod oil
Gas pipe, etc
Gravel, etc
Snubbing posts, etc . . .
Valves, shafts, ete
Deck plugs, etc
Soil pipe
Services, April, 1887..
Stationery
Injector
Hawsing beetle
Oakum, etc
Traveling expenses . . .
do
Mileage
Cement
Traveling expenses. . .
do
Services
Stationery
Services ■
.....do
do
do
do
do
do
do
.....do
do
do
do
do
do
do
do
do
do
do
do
do
Asphaltnm paint
Woo<l
Sewer pipe
Iron, etc
Rope, etc
Lumber
Iron pipe, etc
Cistern
Telegram
Express charges
Laundry
Storing awnings, etc. .
Brass, etc
Steam cocks, eto
Dredge chain, etc
Chimney hood
Tin roofing, eto
Iron, etc
Rope, etc
Telephone messages...
Ren t of telephones ....
Pine lumber, etc
Lumber, eto
Labor
Tallow, etc
Asbestos covering.
Rent of land
Rent of office
$4.06
48.55
11.44
15.55
10.98
25.00
5.13
62.33
118.06
128.98
3.42
8.25
16.25
78.20
343.47
6.47
.55
3, 046. 14
3.85
14.85
2.50
51.75
10.87
8.62
12.05
14.40
2.68
8.80
24.75
8.15
60.00
200.00
35.00
85.00
25.00
30.00
25.00
25.00
25.00
25.00
25.00
25.00
25.00
80.00
5.00
25.00
25.00
80.00
30.00
30.00
25.00
198.50
26.00
4.20
3.30
16.73
72.88
7.31
n.00
.20
.25
1.22
1.75
2.22
7.74
256.07
8.00
32.00
3.60
163.18
5.15
7.50
6.40
6.63
24.56
6.10
8.12
- 10.88
25.00
35.00
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2750 REPORT OP THE CHIEF OP ENGINEERS, U. S. ARMT.
Itemized statement of expenses made from appropriation for operating and care of canals
and other toorks of navigation, indefinite, act of July 6, 1884, etc. — Continned.
Date.
No. of
voucher.
To whom paid.
For what paid.
Amonnt.
1897-
May 31
31
31
31
31
31
81
31
June 4
6
6
5
5
6
5
9
9
9
12
16
16
16
10
80
30
80
80
30
30
30
80
80
80
30
30
30
80
30
30
30
30
80
80
80
30
80
80
80
80
80
30
30
30
80
80
30
30
30
30
80
30
30
30
30
30
30
30
30
87
WiUiain Dichmami
I.H.Battln
O. McCJorlBon
The Cook & Brown Lime Co
John H. Crawford & Co
Hiram Stedman
Prieat & (borrow
A.. J. Weir ,
Hired men
Joyg Bros. & Co
Western Lime uid Cement Co ,
Rundle-Spence Manufacturing Co.
J. A. Bamea
Peter Feller
John C. Beye
Jamei E.Patton Co
Charlea M. Cole
L.M. Mann
Baoine Yacht and Boat W;orlu
Abraham Hibbard ,
Bella Fuller
Wenael Steidl
O. D. Qreely
L. M.Mann
JohnM. Paiee
Alexander Sima
John Baeten
George T. A Hanson
George Gifford
John A. Banker
Gabriel Wick
Gottlieb Jahnke ,
Jerry Parkinson ,
John Lewis
Richard £. Rice
James Clear
A. H. Pane
Charles Rogers.
Axel Fahlstrom
JohnKilawee
Alexander G. Grignon
Cornelius Romsom
Henry C. Bongers
Kenifel Sc Esser Co
....do
F. Cortez Wilson & Co
John Van Vonderen
John Shea
do
Stark &Te8oh ,
Schlafer Hardware Co
....do
....do
....do
Joseph Kloeckner, postmaster.
The Casket Hardware Co
Battis Bros
Gillingham & Son ,
William Dichmann
....do
...do
H.C. Johnson St. Son
August Sohroeder
Wisconsin Telephone Co
do ,
Conlee Lumber Co
LH.Battin
The Cook and Brown Lime Co. .
Hay Hardware Co
H.C. Doroan
John H. Crawford ScCo
Hiram Stedman
Priest Sc Gorrow ,
A. J. Weir
L.M.Mann
Soap, etc
Oil..
Linoleum, etc
Coal
Coal and wood
Coal
Wood
Lumber
Services, May, 1897....,
Oakum, etc
Cement
Cutter block, eto
Steel cas tines, etc
Galvanised iron
Traveling expenses ....
White lead, etc
Traveling expenses ....
. do
Rowboat
Services
do
do
Paper
Services
do
do
do
do
do
do
do
do
do
do
do
do
do
.....do
do
do
do
do ,
do
Blue- print paper
Tracing cloth
Oil tank
Sand
Clay
Gravel
Nails, etc
Cotton waste, etc
Quilts, etc
Manila rope, etc
Cotton waste, etc
Rentof post-offlce box.
Use of Jackscrews
Labor
Cold chisels, etc
Pillowcases
Flour, et«
Rent of oflBce ,
Canvas
Use of Jackscrews
Rent of telephones
Telephone messages...
Lumoer
Oil
Coal
Scales, etc
Chain, etc
Wood and coal ,
Coal ,
Wood and coal
Coal
Traveling expenses. . . .
$60.13
41.88
81.74
67.60
148.77
28.44
880.85
LIS
8, 303. 14
12.50
06.00
.48
64.48
8.46
9.35
38.03
8.06
9.14
39.00
L25
1.25
13.90
6.60
200.00
35.00
35.00
25.00
80.00
25.00
25.00
25.00
25.00
25.00
25.00
25.00
30.00
5.00
25.00
25.00
30.00
30.00
80.00
25.00
.90
7.88
5.60
6.50
6.90
18.50
8.34
8.15
8.50
14.80
26.47
.75
.90
1.00
8.15
L50
4.52
25.00
4.00
7.20
7.50
12.43
8.71
18.36
26.10
20.64
06.59
168.01
48.43
292.73
7.50
9.65
Total.
66,317.49
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APPENDIX H H — REPORT OF CAPTAIN ZINN. 2751
H H23.
REMOVING SUNKEN VESSELS OR CRAJ^T OBSTRUCTING OR ENDANGERING
NAVIGATION.
Wreck of barge Sumatra in Milwaukee Bay. — The barge Sumatra^
loaded with railroad rails, in tow of the Bteaui barge Arnold,, foundered
in 33 feet depth of water September 30, 1896, about three-fourths of a
mile east by south of the entrance to Milwaukee Harbor, Wisconsin,
and formed a dangerous obstruction to navigation. All of the cargo
except 40 rails was removed by December 10, 1896, and the wreck
abandoned by the wreckers and owners.
A recommendation dated December 26, 1896, that an allotment of
$500 from the permanent indefinite appropriation for removing sunken
vessels, etc., act of June 14, 1880, was approved January 4, 1897, for
the removal of the remaining portions of the wreck, which consisted
chiefly of the bow, bowsprit, centerboard box, and one pair of sheet
posts, over which the depth of water was from 18 to 22 feet, so that there
should be a clear depth of 28 feet over all parts of the wreck.
An examination of the wreck was made by a diver and proposals
invited for the removal of the obstruction.
Proposals were received January 29, 1897, from the Milwaukee Tug
Company and the Independent Tug Gompany, each being for the sum
of $300. The latter company undertook to do the work and to fur-
nish all necessnry appliances.
The removal was accomplished February 18, 1897, the site of the
wreck swept by an iron bar suspended at a depth of 28 feet, and no
obstruction encountered.
Dynamite was used for blowing up the wreck. The bowsprit, which
was afloat, was towed into the Milwaukee Biver.
The cost of removal was as follows :
Examination by div^er $50.00
Removal of wreck 300.00
Total 350.00
H H 24.
SURVEY OF HARBOR AT MENOMINEE, MICHIGAN AND WISCONSIN, WITH
A VIEW OF OBTAINING A 20-FOOT DEPTH OF WATER.
[Printed in Honse Doc. No. 80, Fifty •foarth CongreM, second gCMion.]
Office of the Chief of Engineers,
United States Army,
Washington^ D. 0., December 7, 1896.
Sib : I have the honor to submit the accompanylDg copy of report of
^November 30, 1896, with map,* by Capt. George A. Zinn, Corps of Engi-
neers, of results of a survey of harbor at Menominee, Michigan and
Wisconsin, with a view of obtaining a 20foot depth of water, made to
comply "with requirements of the river and harbor act of June 3, 1896.
Two plans of improvement are presented by Captain Zinn, one by
*Not reprinted. Printed in Hoase Doo. No. 86, Fifty-fonrth Congress, second
session.
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2752 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY,
pier extension and dredging, and the other by dredging only. Bat he'is
of opinion that the better method of obtaining a 20-foot channel at Me-
nominee Harbor is to dredge the channel to that depth from the river
to the 20-foot contour in Green Bay without extension of the piers. He
further states that in case this plan should be adopted the open chan-
nel should be widened, requiring for the entire work the removal of
172,000 cubic yards of material at an estimated cost, including contin-
gencies, of $18,920.
Ool. H. M. Bobert, Oorps of Engineers, the division engineer, in for-
warding this report says:
I concar with Captain Zinn in recommending the adoption of the second, or dredg-
ing, plan for the farther improvement of this harbor, at a cost of abont $19,000. Only
about $7,000 of this will be expended outside the present pierheads. After the
20-foot onaniiel has been obtained it will probably cost about $3,000 annually to
maintain it. Should it be found to much exceed this amount then this cost should be
compared with that of constructing and maintaining piers, and if the latter method
is proven to be cheaper it could at any time be adopted. At present I think dredg*
ing should be tried.
Very respectfully, your obedient servant,
W. P. Craighill,
Brig. Gen.y Chief of Engineers.
Hon. Daniel S. Lamont,
Secretary of War.
bepobt of oapt. gbo. a. zinn, ooeps of enainebes.
United States Engineer Office,
Milwaukee^ TTt*., November 30j 1896.
Genebal: I have the honor to submit, in compliance with instruc-
tions contained in printed letter from office of the Chief of Engineers,
United States Army, dated Washington, D. 0., September 5, 1896, the
following report upon a survey of harbor at Menominee, Michigan and
Wisconsin, and an estimate of the cost of improvement, with a view to
obtaining a channel 20 feet deep.
The harbor of Menominee is situated at the mouth of the river of the
same name on the western shore of Green Bay, and has already been
successfully improved by the construction of two approximately parallel
piers, from 370 to 400 feet apart, and by dredging between them under
a project whose object is to maintain a channel 200 feet wide and 17
feet deep below a plane which is 3.06 feet below the plane of reference
of the Lake Survey, from Green Bay into the Menominee River. These
piers project about 1,000 feet on the north side and 1^400 feet on the
south side beyond the present shore line, and terminate in 18 feet of
water on the north side of the channel and 13 feet on the south side.
The south pier projects about 100 feet beyond the north pier.
Inasmuch as separate appropriations have been made for the improve-
ment of the Menominee Biver and of Menominee Harbor, and since the
word ^'harbor" has heretofore been interpreted in this district to mean
the channel connecting deep water in the lake with deep water in the
river to which it usually gives entrance, the project proposed herein for
obtaining a 20foot depth of water under the act of June 3, 1896, will
be limited to the entrance channel, as indicated by red lines upon the
inclosed tracing.
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APPENDIX H H — ^BEPOBT OP CAPTAIN ZINN. 2753
The Menominee Biver is one of the largest streams emptying into
Lake Michigan, the area of its watershed being abont 4,400 square
miles. It is subject to severe annual freshets, and, as a large portion
of the banks of the riyer proper between its mouth and the dam situ-
ated abont 3 miles back from the shore, as well as the banks of the
numerous artificial channels dredged to the various log pockets, are
unprotected by docks, large quantities of material eroded from these
unprotected banks are brought down and deposited in Green Bay, thus
tending to form a bar opposite the month of the river.
An examination of the Lake Survey chart shows that to the northward
of the mouth of the Menominee Biver the 18-foot contour is about one-
half mile from the shore, leaving a narrow strip of shoal water; while
commencing immediately at the mouth of the river and continuing
southwardly to the head of Green Bay, the 18 foot contour recedes from
the shore to a distance of about a mile and a half, forming an extensive
shoal area. This recession of the 18-foot contour is undoubtedly caused
by the material brought down and deposited by the Menominee Biver
and other rivers to the south of it emptying into Green Bay.
The littoral currents set to the southward along the western shore of
Green Bay. At the mouth of the Menominee the river current heavily
charged at times of ireshet with sand is encountered. The river cur-
rent is deflected to the southward and checked, and a deposit of sand
commences.
No deposits of sand occur to the north of Menominee Harbor; they
occur exclusively to the southward. A bar is thus formed to the south-
ward of the harbor entrance, and unless removed by dredging will
gradually extend across the harbor entrance.
Such a bar existed in 1892, as is shown by a plat of soundings taken
through the ice in January of that year. It was removed during the
following summer, and has not yet re-formed to such an extent as to be
an obstruction to navigation. The formation of this bar between July,
1889, and January, 1892, a period of two and one-half years, was rapid,
over 52,000 cubic yards being deposited in the channel in that time.
(See Annual Beport Chief of Engineers for 1892, part 3, p. 2174.) The
improvement of Menominee Biver was commenced in 1891. The con-
sequent disturbance of the river bed undoubtedly contributed largely
to these deposits.
The present condition of the harbor of Menominee permits the choice
of one of two plans of improvement:
First. The extension of the present harbor piers to the depth sought
and dredging between them to the same depth.
Second. Dredging to the required depth between the present piers
and beyond them to the 20-foot contour in Green Bay without extend-
ing the piers.
In the first plan the channel will be maintained at the proper depth
by the protecting effect of the piers and by a certain amount of annual
dredging. In the second plan the channel will be maintained entirely
by dredging. In order to compare the value of the two plans it is only
necessary to compare the annual dredging required by the first plan
plus the annual interest on the cost of the pier extension with the
annual dredging required by the second plan, because the dredging
originally required to obtain the proposed depth will be about the same
in both plans.
The distance from the present end of the south pier to the 20-foot
contour is about 850 feet; at the north pier this distance is 150 feet.
BNa 97 ^173
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2754 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY,
To extend the piers will cost —
Bonthpier:
350 linear feet crib pier, 20 by ISi feet, at $42 $14,700
300 linear feet crib pier, 20 by 20i feet, at $45 13,500
200 linear feet crib pier, 24 by 22^ feet, at $59 11,800
8501inearfeet crib pier 40,000
North pier:
150 liuearfeet crib pier, 24 by 22i feet, at $59 8,850
Total cost 48,850
But tbis woTild leave the soath pier 800 feet in advance of tbe north
pier. It is considered necessary in the case of piers of unequal length
that the pierhead light shall be upon the longer pier. While the present
south pier is 100 feet longer than the north pier, the width of opening
being 400 feet, this difference in length is not inat.erial. Were the
difference in length, however, 800 feet, it would be very objectionable to
maintain the light on the shorter pier. And further, at all harbors on
the west shore of Lake Michigan, without exception, the pierhead light
is carried by the north pier. That Menominee Harbor may form no
exception to this general rule, it would therefore be necessary to extend
the north pier an additional 800 feet, or a total extension of 950 feet.
This additional extension would cost, at $59 per linear foot, $47,200.
The interest on this amount at 3^ per cent would be $1,652. To
maintain an additional light on the south pier would cost probably
about $1,000 annually. Considering rhe question of lights then alone,
it would be more economical to maintain two pier lights than to extend
the pier.
But it is believed that if the south pier were to be extended 800 feet
in advance of the north pier the tendency would be to arrest the river
current, and thereby cause a large deposit in the channel that would
otherwise be deflected to the southward and away from the harbor
entrance. Experience shows that, generally speaking, piers should be
of approximately equal length.
The estimate for pier extension will then stand as follows s
850 feet south pier extension $40,000
950 feet north pier extension 56,050
Total 96,050
At 3J per cent per annum, the interest on $96,050 is $3,361.75.
It is impossible to calculate from the available data the exact amount
of annual dredging required after the piers are extended.
It is equally impossible to determine the amount of dredging required
to maintain the proposed depth if the piers are not extended under the
second plan, but on the basis of the 52,000 cubic yards removed from
in front of the piers in two years and a half, between July 1889, and
January, 1892, it would cost about $3,300, or about as much as the
annual cost of the first plan without the dredging.
I am therefore of the opinion that the best method of obtaining a
20-foot channel at Menominee Harbor is to dredge the channel to that
depth from the river to the 20-foot contour in Green Bay without
extension of the piers.
The present channel is somewhat narrow for large vessels, and espe-
cially at the angles near the inner ends of the piers, where numerous
cases of grounding have occurred. A project for a deeper channel
should, therefore, tJso provide for a wider one.
To obtain a channel 300 feet wide and 20 feet deep, extending from
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APPENDIX H H — ^REPORT OP CAPTAIN ZINN. 2755
the 20-foot contour in Green Bay to the second angle in the channel as
indicated on the map, a distance of 3,145 feet, wifi. require the removal
of about 98,000 cubic yards of material. To dredge the triangular area
indicated will require the reuioval of about 37,000 cubic yards of mate-
rial, or a total of 135,000 cubic yards, which at 10 cents will cost
$13,500. The material to be removed is believed to be all sand, and
about 30,000 cubic yards are outside the present pierheads.
In case the second plan is adopted, the open channel should be
widened to about 600 fee4; in order to guard against an early formation
of a bar across the entrance, requiring the removal of about 37,000
cubic yards of material in addition to the 135^000 cubic yards above
mentioned, making in all 172,000 cubic yards, which at 10 cents per
cubic yard will cost $17,200, or adding 10 per cent for contingencies,
$18,920.
I am of the opinion that the proposed imY>rovement is a worthy one
and justified by the interests of commerce involved.
Very respectfully, your obedient servant,
Geo. a, Zinn,
Captain^ Corps of Engineers.
Brig. Gen. W. P. Gbaighill,
Chief of Engineers^ U. 8. A.
(Through the Division Engineer.)
[First mdorsement.]
TJ. S. Engineeb Office, Northwest Division,
New York, December 5, 1696.
Respectfully forwarded to the Chief of Engineers, United States
Army. I concur with Captain Zinn in recommending the adoption of
the second, or dredging, plan for the further improvement of this har-
bor, at a cost of about $19,000. Only about $7,000 of this will be
expended outside the present pierheads. After the 20-foot channel
has been obtained, it will probably cost about $3,000 annually to main-
tain it. Should it be found to much exceed this amount, then this cost
should be compared with that of constructing and maintaining piers,
and if the latter method is proven to be cheaper it could at any time
be adopted. At present I think dredging should be tried.
Hbnby M. Bobebt^
Oolonelj Corps of Engineers^ Division Engineer.
H H 25.
8UBVEY OP HAEBOE AT AHNAPEE, WIS.
(Flinted in House Doc. No. 172, Fifty-fourth Congress, second session.]
Office op the Ohiep of Engineebs,
United States Abmt,
Wiishingtonj D. (7., January 8, 1897.
Sib : I have the honor to submit the accompanying copy of report,
dated December 31, 1896, with map,* by Capt. George A. Zinn, Corps
of Engineers, concerning survey of harbor at Ahuapee, Wis., provided
for by terms of the river and harbor act of June 3, 1896.
* Not reprinted. Printed in Hoaae Doc. No. 172, Fiffcy-foorth Congress, second
session.
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2756 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
Oaptain Zinn states that the harbor facilities at Ahnapee may be in-
creased at three places, indicated on map, in the following manner, viz:
A. Extending the 13-foot channel above the bridge, bnt reducing its
width to 50 feet. This work involves drilling, blasting, and dredging,
and is estimated to cost $19,266.
B. Dredging between the piers, removing 260 linear feet of dock, and
excavating a basin 200 by 250 feet and 13 feet deep. Two sides of
the basin will be available for shipping purposes, and should tbere-
fore be revetted by the owner of the property. The title to the site
for the basin should be obtained without cost to the United States and
conveyed to the Government before work is commenced. The cost of
the basin is estimated at $11,594.
O. Constructing a basin in the lake, having an area of about 6| acres,
south of the present harbor entrance, by pier construction, dredging,
and the removal of a portion of the south pier. The estimated cost of
this basin is $33,203. This plan contemplates that 600 linear feet of
dock, to connect the present south pier with the proposed pier, should
be built by the owners of the adjacent property.
Captain Zinn states that the property at the sites of plans B and O
is probably owned by a single individual, and that these plans would,
therefore, afford no relief to the public or destroy the owner's monopoly.
Captain Zinn is of opinion, after considering the benefit to be derived
by the public irom the plans above proposed, together with the cost of
maintenance, which can not be estimated with exactness, that plan A,
although the most expensive, involving as it does completion of the
present project estimated to cost $18,000, is preferable to the others;
would be the least expensive to maintain, and, besides, would permit
a greater number of landowners to use their property for shipping
purposes.
For the reasons mentioned in his report he is of the opinion that
nothing more than the completion of the present project and its main-
tenance should be undertaken by the United States, as this, when com-
pleted, will, in his judgment, fulfill all the requirements of a harbor at
Ahnapee.
Very respectfully, your obedient servant,
A. MAOKENZm,
Acting Chief of Engineers.
Hon. Daniel S. Lahont,
8ecreta/ry of Wa/r.
bbpobt of gapt. geo. a. zinn, oobps of engineers.
United States Engineer Office,
Milwaukee^ Ww., December 31^ 1896.
Oenerax: I have the honor to submit the following report and
estimate for a harbor at Ahnapee, Wis., as requked by section 9 of the
river and harbor act of June 3, 1896. The tracing herewith shows the
condition of this harbor in 1870 before any improvement was made by
the United States Government, its condition above the drawbridge in
November, 1876, and below the drawbridge in May, 1896.
The natural features of this harbor are such that it is unnecessary to
make more extended or elaborate surveys than those above mentioned
in order to determine the cost of improvement. The bed of the river
is shown by the survey of 1875 to be rock overlaid with sand and mud
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APPENDIX H H — ^BEPOBT OP CAPTAIN ZINN. 2757
for a distance of 2^800 feet from its moath, and, inasmach as but little
work of improvement has been done since that date above the bridge,
its condition may be assmned as unchanged.
The act of June 3, 1896, is indefinite in regard to this harbor, because
it requires only that the cost of improvement shall be estimated at
^'harbor at Ahnapee" without stating what sort of harbor shall be pro-
Tided. On account of this indefiniteness it may therefore not be out
of place, before discussing the general question of tbe proper kind of
harbor, to give an account of what has already been done at this place
by the United States Government.
The present harbor of Ahnapee is situated at the mouth of the Wolf
or Ahnapee Biver on the Lake Michigan or eastern side of the peninsula
that projects between the waters of 6re6n Bay and Lake Michigan,
and is about 120 miles northward of Milwaukee. Its present relation to
the nearest harbors north and south of it is quite different from that
when its improvement was begun, and consequently the conditions gov-
erning its improvement are changed.
By direction of the Ohief of Engineers, in 1870, an examination and
survey was made of the mouth of Wolf feiver, with a view to a harbor
at that point; in fact, the chief incentive to 'the undertaking was the
desire to establish a harbor of refuge, because at that date the nearest
available shelter for vessels was at Baileys Harbor, 40 miles north, and
at Manitowoc, 43 miles south of Ahnapee.
It was found by this survey that at a distance of about 450 feet inside
the mouth of the river an outcropping of limestone existed, with only
about 4 feet of water over it at low stages of the lake. It was estimated
that an excavation of more than 30,0^ cubic yards of this rock would
be necessary, in order to provide a channel 12 feet in depth, 150 feet in
width, and 700 feet in length. Since this obstruction precluded the prac-
ticability of constructing a harbor of refuge inside the river, a project
was formed for the construction of an outer harbor by means of a break-
water parallel to, and piers at right angles to, the shore, at an estimated
cost of $370,000.
On the 3d of March, 1871, an appropriation of $25,000 was made for
the improvement of Ahnapee Harbor, and on the 10th of June, 1872,
another ai)propriation of $25,000, both of which were expended in con-
structing two parallel piers 230 feet apart at the river mouth, with a
view to making a small harbor preparatory to the construction of the
outer harbor. In 1873 and 1874 no appropriations were made for this
harbor. In 1874 the citizens of Ahnapee, by permission of the Govern-
ment authority, constructed a temporary pier between the piers proper
to coufine the river current within the limits of a channel but 50 feet in
width, with a view to its assistance in removing the accumulation of
sand forming the bar at the mouth by an anticipated acceleration in its
velocity.
The act of Congress approved March 3, 1875, appropriated $25,000
for this harbor. At this date the north pier was 353 feet long, the south
pier 620 feet long, and 15,390 cubic yards of material had been removed
from the entrance channel by dredging, at a cost of $1,621.80.
Maj. p. 0. Houston submitted a project, dated March 25, 1875, for the
expenditure of the funds last appropriated, in which he recommended
the modification of the project then in force by substituting for the outer
harbor an inner harbor, which would be adequate to all local wants. He
proposed to extend the south pier 50 feet and the north pier 300 feet,
and to dredge a channel into the river. He states that ''the existence
of a ledge of rock in the river bed precludes the improvement of the
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2758 REPORT OF THE CHIEF OF ENQINEERSy U. S. ARMT.
river for any except local needs." A contract was made June 1, 1875,
for the construction of the proposed pier extension. The United States
dredge excavated 30,403 cubic yards of material from the channel
between June and November, 1875.
On July 31, 1875, Maj. Henry M. Bobert proposed a change in the
plan of improving this harbor, in which he contemplated Masting a
channel in the river through the rocky ledge. He says:
If a ohannel 50 feet wide and 12 feet deep were cat throngh this rock for a distance
of abont 700 or 800 feet yessels coald mn into the river, which forms a deep, large
basin, the water being about 18 feet deep a half mile above, I understand. • • •
If this ledge is out through there will be a larger harbor available than there is any
use for.
A Board of Engineers was convened by Special Orders, No. 131, Head-
quarters Corps of Engineers, October 7, 1875, to consider and report
thereon. The Board met at Milwaukee, October 13, and directed Msyor
Kobert to make such a survey and examination by drilling, blasting,
and dredging, as would afford data for an estimate of the cost of remov-
ing the rock.
This examination was carried on during October and November, and
on the reassembling of the Board, December 15, the result was placed
before it, accompanied by a project and estimate for the completion of
an inner harbor by excavating the rock to 12 feet at low water for a
length of about 750 feet, and extending the piers to 18 feet of water,
with a breakwater across the widest part between the piers to within 90
feet of the south pier. This plan was reported upon favorably by the
Board in its report of December 16, 1875. The Board states that —
The project sabmitted by Major Robert is entirely for local purposes. * * •
But if Congress should continue to make small appropriations for this work, as
heretofore^ it would indicate an intention to improve the harbor for local purposes.
Major Bobert states in his report to the Board, dated December
15,1875:
The survey extends above the bridge to a distance of nearly a mile above the
mouth of the harbor. The depth of water in the upper part is less than I was led
to believe by common report.
The survey above mentioned is shown on the accompanying tracing.
Work was begun under this new project in the spring of 1876 and
continued with some slight modifications to the present time.
In 1879 the citizens of Ahnapee raised by subscription an amount
necessary to drill, blast, and dredge a channel from the channel below
the bridge to deep water above the bridge.
Msyor Eobert states in his annual report for 1882:
The accompanying letter from the mayor of Ahnapee shows that the Government
is expected not only to construct a harbor, but also to preserve it against the results
of local neglect and even direct local injury. In my reply • * * i declined to
admit this theory. * * * In the above-mentioned case the work was finally done
by the local authorities.
Captain Davis states in his annual report for 1887:
From the commencement mnch trouble has been experienced in carrying on the
work at this place, owing to the .fact that a private party claims to own the entire
site of the harbor ftom the piers up to the highway bridge. This man was the owner
of a landing pier, from which he derived a handsome revenue before the Government
undertook the improvement of the harbor. He has built a warehouse just in rear of
the south pier and has continued to make his own charges for all goods shipped by
the steamer which stops there three times a week. As Ahni^ee has no railroad com-
munication, and as this man claims to own the land on both sides of the river, no one
can reach tlie piers except as he may direct.
This has been the subject of various official reports (see House Ex. Doc. No. 259,
Forty-eighth Congress, second session ; also Annual Report of Chief of Engineers for
1877, 1878, and 1885).
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APPENDIX H H — ^REPOBT OF CAPTAIN ZINN.
2769
It was doubtless dae to those reports that the rirer and harbor act of August 5,
1886, appropriating $15,000 for continuing the improyement of Ahnapee Harbor, con-
tained a proviso that none of the money as appropriated should be expended until
wharfage over the Qovemment piers should be made free.
The effort of the citizens for free wharfage has been unsuccessful, and consequently
there have been no operations carried on at this harbor during the past fiscal year.
It is very desirable that work at this harbor should be resumed, and it is recom-
mended that the proviso about free wharfage be omitted frt>m future appropriations,
as, after the channel has been excavated above the present site of the bridge, steamers
can land above the limits of the land now claimed by the owner of the warehouse,
and his monopoly will then be ended.
The present project is for the removal of rock up to the bridge only. The citizens
have continued rock excavation some 200 feet farther up the river, making a channel
about 30 feet wide and 7 feet deep.
Whenever work is resumed at this harbor, a modification of the project is recom-
mended, with a view of making the channel above the bridge 50 feet wide and 12
feet deep, and that drilling and blasting at first be eonfined to the improvement of
the channel begun by the citizens.
The condition above outlined continues to the present time, although
the property in question has changed owners. The present owner has
built a railroad from Ahnapee to connect with the railroad from Green
Bay to Kewaunee.
The following appropriations have been made for this harbor:
1884 $15,000
1886 15,000
1888 6,000
1890 6,000
1892 7,000
1894 6,000
1896 6,000
Total 183,000
1871 $25,000
1872 26,000
1876 26,000
1876 8,000
1878 8,000
1879 7,000
1880 7,000
1881 8,000
1882 12,000
by the expenditure of which 2,227 linear feet of pier has been built,
30,528 cubic yards of rock excavated, and 147,773 cubic yards of other
material removed from the channel, both for original work and main-
tenance.
The present condition of the harbor, as shown by the survey of 1896,
is as follows : The north pier is 1,102 feet long and projects 1,070 feet
beyond the present shore line; the south pier, 1,125 feet long and pro-
jects 980 feet beyond the shore line. To complete the original project
requires the extension of each pier an additional distance of 50 feet.
The distance between the piers at entrance to harbor is 205 feet, and the
minimum distance between them is 125 feet. The depth of water at the
outer end of the piers is about 17 feet, which gradually diminishes,
going inward, to 12 feet at the place where the rock excavation begins.
Over the site of the rock excavation the depth varies from 15.6 feet to
2.9 feet. The rock excavation as proposed was not entirely completed.
About 5,060 cubic yards in place remains to be removed, out of the
original total of 18,000 cubic yards.
It was stated above that the present relation of this harbor to others
in the vicinity had changed since the improvement was begun. The
nearest harbor to Ahnapee on the north is the Sturgeon Bay harbor of
refuge and Sturgeon Bay Canal, 15 miles distant; on the south is
Kewaunee, 11 miles distant. Green Bay Harbor is 30 miles to the
southwest, in Green Bay. These harbors are all better than Ahnapee,
and give through transportation facilities, while the harbor at Ahnapee
will never be used except to supply the local needs of an area of about
170 square miles of territory immediately in its vicinity. The existence
of the rock bottom in Ahnapee Harbor will require an undue expenditure
to provide it with harbor facilities even equal to those of neighboring
cities. It would seem, therefore, that the Government has already
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2760 REPORT OF THE CHIEF OF ENQINEER8, U. 8. ARMT.
provided a harbor amply large enongh for the present trade of Ahna-
pee, provided the present project is completed by removing the sand
overlying the rock and by removing the 6,060 cnbic yards of rock
referred to, for it is unnecessary to further extend the piers, now ter-
minating in 17 feet of water, in order to maintain a depth of 12 feet in
the entrance channel. To complete the present project will cost for
drilling, t>lasting, and dredging —
5,000 cubic yards of rock, at $2.75 $13,915
For dredging 21,500 cubic yards of sand, at 10 cents 2,450
10 per cent for contingencies 1,635
Total 18,000
The harbor facilities at Ahnapee may be increased at three places
indicated on the tracing by the letters A, B, and O, the cost at each
being as follows :
A. By extending the 13foot channel above the bridge, but reducing
its width to 60 feet—
For driUing, blasting, and dredging 6,140 cubic yards of rock, at $2.75 $16,885
For dredging 6,300 cubic yards of mud, etc., at 10 cents 630
10 per cent for contingencies 1,751
Total 19,266
B. By dredging between the piers, removing 260 linear feet of the
dock built by the city in 1889, and excavating a basin 200 feet by 250
feet and 13 feet deep. Two sides of the basin will be available for ship-
ping purposes, and should therefore be revetted by the owner of the
property. The title to the site for the basin should be obtained without
cost to the United States and conveyed to the Government before the
work is commeuced. The cost of the basin will be as follows:
200 linear feet of pile pier, at $15 $3,000
Hemoving 260 linear feet of city dock, at $4 1,040
Dredging 65,000 cubic yards of sand, etc., at 10 cents 6,500
10 percent for contingencies 1,054
Total 11,594
0. By constructing a basin in the lake, having an area of about 6^
acres, south of the present harbor entrance, by pier construction,
dredging, and the removal of a portion of the south pier. The esti-
mate for this basin is as follows:
For taking up 350 feet of south pier and resetting the seven cribs on the east-
erly side ot the proposed basin, at $15 $5,250
For 625 linear feet of pile pier, at $25 15,625
For 350 feet pile revetment^ at $7 2,460
For removing 200 feet of pile pier, at $4 800
For dredging 60,600 cubic yards, at 10 cents 6,060
10 per cent K>r contingencies 3,018
Total 33,203
The 600 linear feet of dock to connect the present south pier with the
proposed pier should be built by the owners of the adjacent property,
and would, with the proper filling between it and the shore line, afford
dock facilities during fair weather.
It is believed that the property to be occupied by plans B and is
owned by a single individual, and these plans would therefore afford
neither relief to the public nor destroy the owner's monopoly.
Plan B will give but little additional wharf space; plan O is open to
the objection that it will be more expensive to maintain the depth by
dredging and the longer piers in good repair; plan A is the most expen-
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APPENDIX H H — ^REPORT OF CAPTAIN ZINN. 2761
sive, because it involves also the completion of the present project, but
will be less expensive to maintain, and will permit other landowners to
use their property for shipping purposes.
The exact cost of maintenance can not be estimated for any of these
plans, and it may occur that the rock can be removed for less than the
estimate given above.
Taking into consideration the benefit to be derived by the public from
the plans above proi>o8ed, and the cost of maintenance, it appears that
plan A is the best of the three. Oonsidering only the local character
of the commerce of this harbor, its natural disadvantages and close
proximity to other harbors, it appears that nothing more than the com-
pletion of the present project and its maintenance should be undertaken
by the United States, and I am of the opinion that the present project
when completed will fulfill all the requirements of a harbor at Ahnapee.
Very respectfully, your obedient servant,
Geo. a. Zinn,
Oaptainf Carps of Engineeru.
Brig. Gen. W. P. OBAiamLL,
Ohitf of JEngineerSf U. B. A.
H H 26.
SURVEY OP SHEBOYGAN HARBOR, WISCONSIN, WITH A VIEW OP
OBTAINING 21 FEET.
[Pilntod in Hoiue Doo. No. 827, Ilfty-fbiirth CongreM, Moond •easlon.]
Office of the Ohiep op Engineers,
United States Army,
Washington^ D. 0., February 2€j 1897.
81B: I have the honor to submit the accompanying copy of report,
dated January 27, 1897, with two maps,* by Gapt. George A. Zinn,
Corps of Engineers, giving the results of survey of harbor at Sheboygan,
Wis., with a view of obtaining 21 feet, provided for by the river and
harbor act of June 3, 1896.
The harbor of Sheboygan has been under improvement by the United
States since 1852, the present project providing for securing and main-
taining a channel depth of 19 feet. The plan of improvement presented
by Captain Zinn for securing a depth of 21 feet includes the completion
of the present project and a continuation of the means of improvement
heretofore employed at this place, i. e., pier construction and dredging.
The estimated cost of the work required is $75,000 in addition to the
funds now available.
Captain Zinn, for reasons stated, is inclined to believe that the inter-
ests of commerce justify the proposed improvement at Sheboygan, and
his views are concurred in by the division engineer, CoL Henry M.
Bobert, Corps of Engineers.
Y ery respectftdly, your obedient servant,
John M. Wilson,
Brig. Oen.^ Chief of Engineers^ U. B. Army.
Hon. Daniel S. Lamont,
Secretary of War.
* Not reprinted. Printed in House Due. No. 327, Fifty-fonrth Congreea; seoond
■eeeion.
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2762 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARHT.
report of oapt. geo. a. zinn, oorps op enoineers.
XJniisd States Engineer Office,
MilwauJceej Wm., Janudry 27 j 1897.
General: I have the honor to submit the following report of a sur-
vey and estimate of the cost of improvement of "Sheboygan, with a
view of obtaining twenty-one feet," in accordance with the reqairements
of section 9, river and harbor act of June 3, 1896.
The harbor of Sheboygan is situated at the mouth of the river of the
same name, on the western shore of Lake Michigan. The present project
for its improvement provides for securing and maintaining a channel 19
feet deep below the plane of reference of coast charts of Lake Michigan,
which plane is 3.06 feet below the high water of 1838, extending ftom
deep water in Lake Michigan to deep water in Sheboygan Biver. In
furtherance of this project there have been built two approximately
parallel pile and crib piers, the distance between them varying from a
minimum of 238 feet to a maximum of 275 feet at entrance.
The north pier is 2,370 feet long and projects about 1,600 feet beyond
the present shore line; and the south pier, when the gap of about 260
feet is closed between the old and the new work now in process of con-
struction, as indicated on the map, will be 2,160 feet long, and will pro-
ject the same distance beyond the present shore line. From 1880 to 1896,
inclusive, 266,984 cubic yards of material have been removed from the
channel between and beyond the piers in furtherance of the project and
for maintenance of depth.
From August 30, 1852, to June 3, 1896, inclusive, there has been
appropriated for this harbor $394,448.91, and there remained on hand
July 1, 1896, $26,393.57, which is to be expended in removing the old
south pier, in connecting the old and new work, and in dredging.
A survey required to determine the cost of improvement to obtain a
channel 21 feet deep was made October 7 to 12, 1896, at the close of the
dredging for the season, and consisted in taking soundings between and
around the piers.
The depth at the outer end of the north pier was about 18 feet, and
at the outer end of the south pier about 17 feet. The depth between
the piers varies from 10 to 21^ feet, there being a 19-foot channel with
a least width of 90 feet, and a 15-foot channel with a least width of 135
feet.
The rebuilding of a portion of the south pier, on the rectified line,
will undoubtedly make that pier practically sand tight. Large quanti-
ties of sand pass through the older portion of the north pier. The most
eflEective way .of making this pier sand tight will be the construction of
a sheet-pile revetment close to the pier on the channel side. About
1,000 feet of revetment will be required, the cost of which may be esti-
mated at about $15 per linear foot, as determined by experience at
Eacine Harbor.
To complete the present project, therefore, requires the extension of
the north pier 100 feet; the extension of the south pier 100 feet; the
completion of the work now in progress at the south pier; 1,000 feet of
sheet-pile revetment along the north pier, and about 60,000 cubic yards
of dredging in the channel.
Annual dredging will be required to maintain the channel, and repairs
from time to time will be required to maintain the piers.
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APPENDIX H H — REPORT OP CAPTAIN ZINN. 2768
The estimate for the completioii of the present project is as follows:
Extending north pier 100 feet $6,500
Extending Bonth pier 100 feet 6,500
Work now in progrees at sonth pier 10,000
1,000 feet of aneet-pile revetment alons north piur 15,000
Dredging in channel, 60,000 onbic yards 6,000
Contingencien, 10 per cent 4,400
Total 48,400
There was on hand January 15, 1897, for this work, $21,500.
In order to study the changes which have taken place in the lake bot-
tom in and around this harbor from year to year, to determine what
efiect pier construction has upon the forces at work along the lake
shore, I have had a sketch prepared (copy herewith) showing the dates
of pier extension and the contours from 1880 to 1896, inclusive, as deter-
mined by the surveys of July, 1880, June, 1885, July, 1889, April, 1891,
March, 1893, April, 1895, and May, 1896. This sketch exhibits, as well
as the incomplete data permit, the character of these changes.
It is unfortunate that so few of the surveys cover the territory beyond
the influence of the piers.
These surveys show that as the piers were extended the contours
advanced until 1890, at which time the 17-foot contour had retreated
to the north pier head, and has since advanced with it; the 19-foot con-
tour was in advance of the pier until 1892, since which time it has fol-
lowed the pier head; the 21-foot curve has fluctuated, touching the
pier head in 1894 and advancing afterwards.
This harbor is subject to constant deterioration, the forms and causes
of which are discussed in my report* of January 26, 1897, on the survey
of harbor at Kenosha.
A channel 21 feet deep may be obtained either by (1) dredging to the
required depth an open, unprotected channel from the present pier
heads to the 21-foot curve, or (2) extending the piers to the 21 -foot
curve or other points found to be necessary, and dredging between them
to the required depth.
The average amount dredged annually for maintenance of channel
from 1891 to 1896, inclusive, was about 27,000 cubic yards, which
includes dredging done beyond as well as between the piers. The chan-
nel has been fairly but not thoroughly maintained during the period
mentioned. It may be assumed that a 21-foot channel will require
much more annual dredging than a 16 foot channel; it would be impos-
sible to predict the amount.
Major Bobert stated in his annual report for 1881 :
Until the piers are pushed oat to deep water annual dredgiug will be required to
maintain a channel, as the cut opened one season is nearly obliterated by the effects
of the succeeding winter and spring storms.
It is certain that a 21-foot unprotected channel at this place would
have to be redredged every spring. It is possible that it would be
obliterated by a single storm, and could therefore not be depended
upon for safe navigation.
On the other hand, it is not certain that the amount of annual dredg-
ing in the channel will be materially reduced by a mere extension of
the piers, but on account of the uncertainty attending an open channel
at this place it is necessary to extend the piers.
* Printed in House Doc. No. 328^ Fifty-fourth Congress, second session.
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2764 REPOBT OP THE CHIEF OP ENGIKEBES, U. S. ARMY.
Adopting the plan proposed at Kenosha for the improvement of
Sheboygan Harbor, there will be required (1) the completion of the
present project; (2) the further extension of the north pier 100 feet to
reach the 21-foot contour; (3) the further extension of the south pier
500 feet; (4) dredging in channel, 23,000 cubic yards; the estimate of
cost being as follows:
1) Completion of present projeot, oyer and ftboye the fnnds on hand $26^900
2) Extension of north pier 100 feet 6,500
3) Extension of Bonth pier 500 feet 82,500
4) Dredging 23,000 onbic yardB, at 10 cents 2,300
'Contingencies 6,800
Total 75,000
The interest upon the amount required to extend the piers, at 3^ per
cent, is $1,365, which is much less tiian the annual dredging would cost
if the channel were unprotected, as in the first plan mentioned.
The south pier should be extended first, in order to determine the
efi'ect upon the bar and the proper final length of the two piers.
Sheboygan Harbor is situated 50 miles north of Milwaukee. The
nearest harbor on the north, at a distance of 25 miles, is Manitowoc,
with a projected depth of 20 feet, which will be available during the
latter part of the season of 1897; on the south, at a distance of 25
miles, is Port Washington, a very small harbor with little trade and a
projected depth of 13 feet.
The population of Sheboygan is about 22,000, of Manitowoc about
10,000. Sheboygan, as well as Manitowoc, has rail communication to
the north, south, and west.
The commerce of Sheboygan in 1895 placed it fourth in the list of
harbors north of Chicago, and it was somewhat greater than that of
Manitowoc, although the building of car ferry ships and an elevator
in 1896 at the latter place will stimulate navigation to a great extent
One of the principal imports at Sheboygan is coal carried in deep-draft
vessels and forwarded west by rail. An increase in depth will be of
value to the commerce at this place.
It may seem unnecessary to have two deep lake harbors so near
together as the two places mentioned, but it is impossible to predict
the line which commerce will follow in rature, so that while it could not
be said that commerce absolutely requires 21 feet at Sheboygan, I am
inclined to believe that the interests of commerce justify the proposed
improvement.
Very respectfully, your obedient servant,
Geo. a. Zinn,
Oaptainj Corps of Engineers.
Brig. Gen. W. P. Obaighill,
Chief of Engineers U. B, A.
(Through the Divison Engineer.)
[First Indanemoni.]
U. 8. Engineer Oppicb, Northwest Divtsion,
New York, February 20, 1897.
Bespectfnlly forwarded to the Ohief of Engineers, United States
Army.
1 concur with Captain Zinn in the view that the harbor of Sheboy-
gan, Wis.,is worthy of the proposed improvement by the United States
Government.
Henry M. Robert,
Colonel, Corps of Engineers^ Division Engineer.
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APPENDIX H H — ^BEPOBT OF CAPTAIN ZINN. 2765
H H27.
BUBYET OF MILWAUKEE HABBOB, WISCONSIN.
(Frintfld in House Boo. Ko. 61, Fifly-ftrartli Congress, second session.]
Office of the Ohief of Engineebs,
United States Abmy,
Washingtanj D. 0., December 4, 1896.
Sib: I have the hoBor to submit the accompanying copy of report,
dated November 23, 1896, by Capt. Geo. A. Zinn, Corps of Engineers,
giving the results of a survey of harbor at Milwaukee, Wis., " with a
view to obtaining a channel twenty one feet deep," made to comply with
provisions of the river and harbor act of June 3, 1896.
The proposed method for obtaining a 21-foot channel at the harbor
of Milwaukee is to dredge the present channel to the width of 225 feet
between the piers and 600 feet wide from the pierheads to the 21-foot
contour in Lake Michigan.
It is estimated that this plan of improvement will cost $12,000 for
original work and about $3,000 per year for maintenance.
Yery respectfally, your obedient servant,
W. P. Obaighill,
Brig. Oen.j Ohief of Engineere.
Hon. Daniel S. Lamont,
Secretary of Wmr.
cobps of engineebs.
United States Engineeb Office,
Milwaukee^ Wis.j November 23 j 1896.
Genebal: I have the honor to submit, in compliance with instruc-
tions contained in printed letter from office of the Chief of Engineers,
United States Army, dated Washington, D. C, S^tember 5, 1896, the
fo2iowing report upon a survey of harbor at Milwaukee, Wis., and an
estimate of the cost of improvement with a view to obtaining a channel
21 feet deep:
The Milwaukee Biver empties into Milwaukee Bay through an arti-
ficial channel cut through the point which overlapped the original river
mouth. Milwaukee Bay is an indentation of the western shore of Lake
Michigan, about 2 miles deep and 7^ miles long between headlands.
The entrance is protected by approximately parallel piers 1,720 feet
long, 284 feet apart at the outer end and 258 feet at the inner ends,
projecting about 1,600 feet beyond the present shore line. The present
southerly end of the breakwater inclosing the Milwaukee harbor of
refuge is now distant in a north-northeasterly direction about 6,400 feet
from the outer ends of the piers, and when completed to its projected
length its southerly end will be 4,200 feet from the pierheads. Measur-
ing on a line in the direction of the harbor piers, the distance to a line
in prolongation of the breakwater is about 2,700 feet.
The meaning of the word << harbor'' in the acts of Congress is not
defined, but it has been assumed in this district to be the artificial
channel, together with the piers built for its protection, extending from
deep water in the lake to deep water in the river, to which the artificial
channel gives entrance.
The harbor of Milwaukee is naturally sheltered by the headlands,
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2766 BEPOBT OF THE CHIEF OF SNOINEEBS, U. fl. ABMT.
and the breakwater affords additional shelter firom northeasterly storms,
which are the most severe in this part of the lake.
A survey was made September 14-22, 1896, of the harbor, the results
of which are shown on the inclosed tracing,* the figures representing
depths below a plane 3.06 feet below the plane of reference of the
United States Lake Survey. It is to be noted that just before the date
of the survey a dredging contract had been completed, restoring the
channel to a depth of 19 feet for a width of about 160 feel^ from the
river to the lake.
The present project calls for a channel 19 feet deep below the above-
mentioned plane. The piers have been completed to their projected
length, and now terminate in 18 feet of water.
The material of the bottom, to a depth of 21 feet, is believed to be
chiefly clay overlaid with from 1 to 2 feet of sand.
There is no appreciable littoral drift at Milwaukee Harbor, judging
from the facts (1) that there is no bar formation at the outer end of
either pier, and (2) that there are no shore accretions on either side of
the harbor to any great extent. The Milwaukee Biver is not of great
extent and the discharge is not large. The city sewers empty into it,
however, and there is always more or less sediment brought down and
deposited in the channel.
From 1890 to 1896, inclusive, a x>eriod of seven years, and character-
ized by being a period of the lowest water in the history of this harbor,
there has been dredged from the channel, in maintaining the above
project, 95,800 cubic yards, an average of about 13,700 cubic yards per
annum. This amount covers the dredging both within and beyond the
pierheads, but the necessary data is lacking to determine just how
much of this was removed from either place. It is also imi>ossible to
determine the source from which these deposits have come, sJthough
storms from the northeast, east, and southeast, the littoral current, and
the river sediment all contribute a certain amount.
In order to obtain a permanent channel 21 feet deep at the harbor of
Milwaukee, it will be necessary, first, to dredge to that depth in the
present channel from the river to the 21-foot contour in the lake; sec-
ond, to maintain this channel either by annual dredging, by protecting
it on both sides by piers, or by both these means. It is estimated that
to obtain a channel 21 feet deep and 225 feet wide will require the
removal of 58,000 cubic yards of material, of which 10,000 cubic yards
are beyond the present pierheads. Six hundred feet of this channel
will be unprotected by the present piers, and therefore subject to
destruction by littonJ drift and wave action along the bottom. To
prevent this by extending the present piers wiU require an addition of
600 feet to each pier, at an estimated cost of $78,000, being at the rate
of $65 per foot.
It is impossible to determine without a series of annual observatioiis
the rate at which the channel would shoal if unprotected by piers, but
it would not be much greater than the average annual amount given
above, of 13,700 cubic yards. To determine, therefore, which method
should be adopted, it seems only necessary to compare the cost of
building the piers and maintaining them and that of the annual dredg-
ing required.
The interest on the cost of pier extension — 978,000, at 3^ per cent per
annum-— would be $2,730. An annual expenditure oi this amount,
•Kot printed.
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APPENDIX H H — ^BSPOBT OP CAPTAIN ZINN. 2767
based upon the last contract price of 14^ cents per cubic yard, would
pay for the removal of about 18,800 cubic yards of material, or 5,100
cabic yards more than the above-mentioned average amount removed
to maintain the channel from 1890 to 1896, inclusive. In case this
improvement is undertaken it is therefore advisable to maintain the
channel for a few years by dredging rather than to extend the piers,
at least until the rate of channel obliteration can be reasonably well
determined by proper observations. If the rate is greater than has
been assumed, then another comparison may be made in which the
annuid deterioration of the piers should also be taken into account.
' Even if the piers should be extended, a certain amount of shoaling
between them would still take place, and the cost of its removal would
have to be added to the above.
If the channel should be deepened to 21 feet without extending the
piers another &ct must be taken into consideration. Washing in from
the sides of the dredged channel would undoubtedly occur immediately
and continue until the slope became quite flat, perhaps equal to the
natural slope of the lake bottom, and consequently the channel would
be injured to some extent. To provide against this immediate danger
the channel beyond the pierheads should be made much wider than
between the piers; an exact calculation would be useless, but a width
of 600 feet will be ample. The extra dredging required by this increased
width will be about 30,000 cubic yards, in addition to the 58,000 cubic
yards previously mentioned, or a total of 88,000 cubic yards for the
entire channel, which, at 12 cents x>er cubic yard, with contingent
expenses added, will cost $12,000. The reduced price of 12 cents is
assumed, as it is believed the larger amount of dredging will invite com-
petition that can not be expected for the smaller amount of annual
dredging. I am therefore of the opinion that the proi)er method to
obtain a 21-foot channel at the harbor of Milwaukee is to dredge the
present channel to the width of 225 feet between the piers and 600 feet
wide from the pierheads to the 21-foot contour, a distance of about 600
. feet.
It is estimated that this plan will cost $12,000 for original work and
about $3,000 per year for maintenance.
The commerce of the harbor of Milwaukee is large and second on
Lake Michigan in importance to Chicago alone. The interests of com-
merce involved justify the proi)Osed improvement, and it is my opinion
that it is a worthy one.
Very respectfully, your obedient servant,
Oeo. a. ZmnXj
Oaptainj OarpM of JEngineeri.
Brig. Gen. W. P. Obaigheul,
Chief of Engineers^ XT. S. A^
(Throagh the Division Engineer.)
[Flnt indorMnMntk]
U. S. Bnoinbbb Office, Fobthwbst Drvisiow,
Ifew Yarky November J27j 1896.
Bespectfnlly forwarded to the Ohief of Engineers, United States
Army, recommended for approval.
Henby M. Bobebt,
OoUmelj Oorp9 of JSngineera^ IHviHon Engineer,
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2768 REPORT OF THK CHIEF OP ENGIlTEERSy U. 8. ARMY.
H H a8.
SURVEY OF HARBOR AT RACINE. WISCONSIN, WITH A VIEW TO OBTAJOr-
ING A CHANNEL 21 FEET DEEP.
[Printed in House Boo. Ko. 8M, FUty-fonrth Oongreae, oeoond eeeeion.]
Office of the Chief of Engineers,
United States Army,
W€L8h%ngtanj D. 0., February J2€j 1897.
Sir: I have the honor to submit the accompanying copy of report
dated January 27, 1897, with two maps,* by Oapt. George A. Zinn, Oorps
of Engineers, of the results of a survey of harbor at Bacine, Wis., with
a view to obtaining a channel 21 feet deep, made to comply witli the
requirements of the river and harbor act of June 3, 1896.
The harbor of Eacine is now being improved by the United States
under a project providing for securing and maintaining a chann^ 17
feet deep. To complete this project requires that the piers shall be
made sand tight, that 3,500 cubic yards of material shall be removed
from the channel, and that the south pier be extended 250 feet The
last item is now under contract.
The plan of improvement now proposed by Oaptain Zinn under the
act of 1896 contemplates securing a depth of 21 feet, and its estimated
cost is as follows:
Completion of present project oyer and abore the funds now on hand $19, 435
Extension of south pier 300 feet 16,300
Dredging 10,600
Contingencies 4,165
Total 44,500
In connection with the further improvement of the harbor at Racine,
Oaptain Zinn suggests the removal of a part of the present north pier
and of the docks a^acent thereto, building new docks, and dredging
the area outside this new line. This additional work, exclusive of
building new docks, which should be done by private individuals or by
the city, will, it is estimated, cost (7,150, and this amount should be
added to the estimate given above, making a total of (51,650 for secur- I
ing a 21-foot channel in the manner proposed.
Oaptain Zinn states that the commerce of Bacine is large, and justifies,
in his opinion, the proposed improvement. This opinion is concurred in
by Ool. Henry M. Bobert, Oorps of Engineers, division engineer.
Very respectfully, your obedient servant,
John M. Wilson,
Brig. Gen.y Chief of Engineers^ U. 8. Army. .
Hon. Daniel S. Lamont,
Secretary of War.
BBPOBT OF oapt. GEO. A. ZINN, OOBPS OF BNGINEEBS.
United States Engineer Office,
Milwaukee^ TTw., Ja/nuary J27, 1897.
Oenebal: I have the honor to submit the following report of a
survey and estimate of the cost of improvement of <^ harbor at Bacine
with view to obtaining a channel 21 feet deep," in accordance with
* Not reprinted. Printed in Hoom Doo. No. 826, Fifty-fourth Congress, second
session.
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APPENDIX H H BBPOBT OF CAPTAIN ZINN. 2769
the requirements of section 9, river and harbor act, approved June 3,
1896:
The harbor at Bacine is situated at the mouth of the Boot Biver, on
the western shore of Lake Michigan, and is understood to mean the
channel leading from deep water in the lake to deep water in the river.
The present project for the improvement of this harbor provides for
securing and maintaining a channel 17 feet deep below the plane of refer-
ence of the United States lake survey coast charts, which plane is 3.06
feet below the high water of 1838. In furtherance of this project there
have been built two approximately parallel crib piers. The distance
between the piers at the entrance is 250 feet; at a point 600 feet west
of the outer end of the nortii pier it is 270 feet, and at the inner end of
the harbor it is 160 feet. The north pier is 1,760 feet long and pro-
jects about 1,150 feet beyond the present shore line. The south pier,
when the extension of 250 feet now under contract shall have been com-
pleted, will be 1,720 feet long and will project about 1,600 feet beyond
the present shore line.
From 1880 to 1896, inclusive, 184,249 cubic yards of material were
removed from the channel between and beyond the piers in furtherance
of the project and for maintenance.
From June 15, 1844, to June 3, 1896, there has been appropriated for
this harbor (336,785, of which there remained on hand unexpended
July 1, 1896, (27,418.20, which is to be used for extending the south
pier by contract, for dredging in the channel, and for repairs to piers.
The survey required to determine the cost of improvement to obtain
a channel 21 feet deep was made September 24 to October 2, 1896, at
tiae close of the dredging for the season, and consisted in taking sound-
ings between and around the piers. The results are shown on the
tracing herewith.
The depth of water at the outer end of the north pier is about 19
feet, and at the outer end of the south pier is about 14 feet. When the
extension now under contract is completed the outer end will rest in a
depth of about 15^ feet.
The depth between the piers varies from 9 feet to 21.3 feet, there
being a 17-foot channel, with a least width of 60 feet, and a 15-foot
channel, with a least width of 110 feet.
The older portions of both piers are in a dilapidated condition, and
have permitted the almost unobstructed passage of sand through the
intervals between the cribs and even through holes in the cribs them-
selves. It is thought that the repairs now in progress on the north pier
will render it practically sand tight. Similar repairs should be made
to about 900 feet of the south pier, and from exx>erience with the north
pier the cost is estimated at about (15 per linear foot.
In 1888 the original 13-foot channel was deepened to 17 feet for the
full width of channel. (See Annual Beport Chief of Engineers, 1889,
Part III, p. 2076.) The following shows the amounts dredged annu-
ally since 1889 for maintenance of this channel, and also the condition
of the channel.
1889. — ^o dredging done during year. In May there was a channel
16 feet deep with a minimum width of 85 feet.
1890. — In April there was a channel 14 feet deep with a minimum
width of 70 feet. Later in the year 9,627 cubic yards were dredged,
forming a channel 17 feet deep and 50 feet wide.
1891. — In April, channel 14 feet deep, minimum width 46 feet; 14,273
cubic yards of material dredged during year, forming channel 16 feet
deep and 80 feet wide.
BNO 97 ^174
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2770 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
1892, — In April, channel 14 feet deep, minimam width 60 feet
Entrance about one-half closed by a bar with a maximum depth of 15
feet over it. No dredging done in 1892.
1893.— In April, channel 13 feet deep, minimum width of 60 feet;
15,047 cubic yards dredged, forming a channel 16 feet deep and 80 feet
wide.
1894. — In March, channel 14 feet deep, minimum width of 55 feet
Entrance two-thirdfs closed by a bar with a maximum depth of 15 feet
over it; 8,964 cnbic yards dredged, forming a channel 15^ feet deep and
60 feet wide.
1895.— In April, channel 14 feet deep, minimum width 45 feet
Entrance two-thirds closed by a bar with a maximum depth of 15 feet
over it; 21,372 cubic yards dredged, and in August, on completion of
dredging, a channel 14 feet deep, minimum width of 100 feet, and a
channel 17 feet deep and a minimum width of 35 feet In October the
minimum widths of channels were as follows:
V%et
14-foot chaunel 100
15-foot cliaDnet 95
16-foot channel 55
17-foot channel A 18
1896. — In April the 15-foot channel had a minimum width of 20 feet
and the 14-foot channel had a minimum width of 50 feet; entrance
about one-third closed by the bar, with a maximum depth of 15 feet
over it; 29,639 cubic yards dredged, and at close of dredging there was
a channel 17 feet deep with a minimum width of 60 feet.
To complete the present projei^t requires that the piers shall be made
sand tight, that 3,500 cubic yards of material shall be removed from
the channel, and that the south pier shall be extended 250 feet. The
last item is now under contract.
To maintain the depth will require annual dredging, and the piors
will need repairs from time to time.
The estimated cost of completing the present project is as follows:
(1) 900 feet of sheet piling, at $15 $13,500
(2) Extending south pier 250 feet 12,000
(3) Dredging 3,500 cubic yards, at 10 cents 350
Contingencies, 10 per cent 2,585
Total 28,435
There was on hand January 15, 1897, for this work, $15,000.
In order to study the changes which have taken place in the lake
bottom in and around this harbor from year to year, and thus deter-
mine, if possible, the effect of pier construction upon the forces at work
along the shore in this vicinity, I have had a sketch prepared (copy
herewith) showing the dates of pier extension and the contours from
1870 to 1896, inclusive, as determined by the surveys of May, 1870,
May, 1877, May, 1879, April, 1890, April, 1892, March, 1894, April, 1895,
April, 1896; and inasmuch as these surveys give as much information
as those of other dates, the sketch exhibits, as well as the incomplete
data permits, the character of the movement of the lake bottom.
These surveys show that the contQurs advanced with the piers, the
13-foot contour being always in rear of the north pierhead. In 1893
the 17-foot contour is in rear of it, and in 1895 the 21-foot contour is
also in its rear. The total advance of the shore line on the north side
of the harbor since the work of improvement was begun in 1845 is
about 725 feet. To the south of the harbor erosion takes place, and
which it has been necessary to prevent by the construction of protec-
tion works put in by the ci^ of Baciue.
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ii
APPENDIX H H — ^BBPOBT OF CAPTAIN ZINN. S771
Deterioration at this harbor consists in (1) the advance of the fore-
shore, (2) the formation of a bar in front of the entrance, (3) shoaling
between the piers, the causes of which are discussed in my report* of
January 26, 1897, ou the survey of harbor at Kenosho.
Two plans of improvement are possble: (1) Dredging and maintain-
ing an open unprotected channel from the river to the 21 -foot contour
in the lake; (2) extending the piers to the proper point and dredging
between them to the required depth.
The dredging at this harbor from 1880 to 1896, inclusive, was 184,249
cubic yards removed from the channel between and beyond the piers.
The channel has been insufficiently maintained, and at numerous times
vessels have been prevented from entering the harbor on this account.
The lar at the outer end forms rapidly and unless removed annually
forms an obstruction which at times reduces the width of entrance
two-thirds. It would be unsafe for vessels to use a channel which
might be obliterated by a single storm, and it is therefore necessary to
extend the piers.
Adopting the plan of improvement proi>osed for Kenosha Harbor,
it will be necessary in order to obtain a channel 21 feet deep, (1) to
complete the present project, (2) to extend the south pier 300 feet, (3) to
dredge to 21 feet between the piers. The estimate of cost is as follows:
(1) To complete present project over and above the funds on hand $13, 435
'2) To extend south pier 300 feet 16,300
[S) To dredge 106,000 cubic yards, at 10 cents 10,600
Contingencies 4, 165
Total 44,500
The funnel-shaped entrance to this harbor has always been a serious
defect, and its correction should be included in any plan for further
improvement. This correction may be accomplished, as shown on the
accompanying tracing, by removing a portion of the present north pier
and of the docks adjacent thereto, rebuilding new docks on a line com-
mencing at a point on the channel face of the pier, about 100 feet west
of the west face of the light-house crib, and extending westward to a
point on face of dock about 50 feet west of the west line of North Mich-
igan street extended to the face of the present dock, and dredging the
area left outside of this line to 21 feet. The land to be removed should
be given to the United States by the city of Bacine, and the new dock
should be built by private individuals or the city, as the city of Sheboy-
gan has recently done at that harbor. The dredging and removal of
the old pier should be done by the United States.
The estimated cost of this improvement is as follows:
Tearing out old pier and dock $2,000
I>redpng 45,000 cubic yards, at 10 cents 4,500
Contingencies, 10 per cent 650
Total 7,150
This amount should be added to the estimate above, (44,500, making
a total of (51,650 for obtaining a 21-foot channel.
The harbor of Racine is situated 62 miles north of Chicago and 23
miles south of Milwaukee. The nearest harbor on the north is Milwau-
kee and on the south Kenosha. Bacine has a population of 22,000, and
is quite a manufacturing place. In commerce by all ways of transpor-
tation it ranks next to Menominee or next but one to Milwaukee, and
is connected by rail with the North, South, and West. Situated as it is,
"between Milwaukee and Chicago, each having much greater facilities
* Fxinted in Honse Doo. No. S28, Fifty-fonrth CongrMs, second leaaion.
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2772 BEPOBT OF THE CHIEF OF ENGINEERS, U. B. ARMY.
for transacting throngh business, it may not be so important to have a
deep-water harbor at this place, yet its present commerce is large, and
jastifies, in my opinion, the proposed improvement.
Very respectfnlly, your obedient servant,
Geo. a. Zinn,
Captain^ Corps of Engineer.
Brig. Gen. W. P. Obaighill,
Chief of Engineers^ U. 8. A.
(Through the Division Engineer.)
[First iiidoneinont.1
U. S. Engineer Office, Northwest Division,
New TorJcj February J20, 1897.
Eespectfully forwarded to the Chief of Engineers, United States Army,
I concur in the views of Captain Zinn, that the harbor of Racine,
Wis., is worthy of improvement by the United States Government as
proposed.
Henry M. Egbert,
Colonel^ Corps of Engineers^ Division Engineer.
HH29.
SURVEY OF harbor AT KENOSHA, WIS.. WITH A VIEW TO OBTAINING
A CHANNEL 21 FEET DEEP AND BASIN 20 FEET DEEP.
[Printed in House Doo. No. 328, Fifty-foortb Congress, second seMion.]
Ofpioe OP THE Chief of Engineers,
United States Army,
Washington^ D. (7., February 26^ 1897.
Sir: I have the honor to submit the accompanying copy of report,
dated January 26, 1897, with two maps,* by Oapt. Geo. A. Zinn, Oorps
of Engineers, giving the results of a survey of harbor at Kenosha,
Wis,, with a view to obtaining a channel 21 feet deep and basin 20 feet
deep, made to comply with the provisions of the river and harbor act
of June 3, 1896.
The harbor at Kenosha is now in course of improvement by the
United States under a project which provides for securing and main-
taining a channel depth of 16 feet. Captain Zinn states that the sim-
plest plan for obtaining the increased channel depths contemplated
in the act of 1896 would consist in completing the present project, in
extending north and south piers, and in dredging. The cost of the
work, in addition to the funds already on hand (about $20,000), is esti-
mated at (87,000. Under this plan, however, the distance between the
piers would be entirely inadequate, and Captain Zinn expresses the opin-
ion that should a plan for a 21-foot channel depth be adopted the pres-
ent project should be abandoned, so as to avoid further extension of the
existing piers on the present lines, and to apply the funds thus saved
to rebuilding the north pier in its proper position, as shown upon map.
In conformity with these views there is presented an alternate plan
of improvement, which contemplates the completion of the present
project (omitting repairs and extension of north pier), extension of south
*Not reprinted. Printed in House Doo. No. 328, Fifty-fourth Congress, second
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APPENDIX H H — REPORT OF CAPTAIN ZINN. 2773
pier, removal and rebuilding of north pier, and dredging. The cost is
estimated at (125,000. The work of dredging in the channel includes
the remoYsJ of a strip of land for the purpose of widening the channel
west of the shore line. This land is private property, and should be
donated to the United States* After its removal the work of revetment
thereat should be done by the city authorities or by property owners.
Captain Zinn, in closing his report, states as follows:
The area of the interior harbor at Eenoeha is small; and any enlargement of it
wonld be expensive. The present harbor facilities are by no means all in nse, and
it appears that a depth of 16 feet at the entrance will be ample for some years.
It woold be more advisable, consequently, for the General Government to complete
the present project, and then wait for several years to see whether commerce will
make use of the present facilities or demand a greater depth before entering upon a
new project which is not now clearly seen to be necessary.
I am of the opinion that the present interests of the commerce involved do not
Justify the proposed improvement.
This opinion is concurred in by the division engineer, Ool. Henry M.
Eobert, Corps of Engineers.
Very respectfWly, your obedient servant
John M. Wilson,
Brig. Gen., Chief of Engineers^ U. S. Army,
Hon. Daniel S. Lamont,
Secretary of War,
b£pobt of oapt. geo. a. zinn, gobps of engineebs.
United States Enginbeb Office,
Milwaukee^ TFw., January 26^ 1897.
Genbbal: I have the honor to submit the following report of a sur-
vey and estimate of the cost of improvement of <^ harbor at Kenosha,
with a view to obtaining a channel 21 feet deep and basin 20 feet deep,"
in accordance with the requirements of section 9, river and harbor act
approved June 3, 1890.
The harbor at Kenosha is situated at the month of Pike Greek, on
the western shore of Lake Michigan, and is understood to be the chan-
nel leading from deep water in the lake to deep water in the creek, or,
to speak more accurately, to deep water in the basin, which is the
southern section of an extensive bayou, separated from the lake by a
point of sand and into which the creek discharges.
The present project for the improvement of this harbor provides for
secnring and maintaining a channel 16 feet deep below the plane of
reference of coast charts of Lake Michigan, and which plane is 3.06
feet, below the high water of 1838, and for dredging in the basin to
provide a turn around for vessels about 4 acres in area. In further-
ance of this project there have been built two approximately parallel
crib piers, the distance between them varying from 142 feet to 165 feet.
The north pier is 1,750 feet long and prctjects about 800 feet beyond the
present shore line; the south pier will be 1,366 feet long when the
extension of 250 feet now under contract shall have been completed,
and will then project about 1,170 feet beyond the present shore line.
From 1880 to 1896, inclusive, 111,256 cubic yards of material were
removed from the channel and 40,848 cubic yards from the basin in
furtherance of the project and for maintenance of depth.
From March 15, 1844, to June 3, 1896, there has been appropriated
for this harbor $299,307.41, and there remained on hand June 30, 1896,
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2774 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
a balance of $26,597.91, which is to be expended for extending the
south pier under the present contract, for dredging, and for repairs to
piers.
The survey required to determine the cost of improvement to obtain
the depths of 21 and 20 feet was made December 7-8, 1896 after the
dredging in progress during the season of 1896 was completed, and con-
sisted mainly in taking soundings to determine the depth in the entrance
channel and the basin and in making five test holes to a depth of 23
feet to determine the character of the material to be dredged in the
basin. The location of the holes is shown on the map. The material
found in them was all mud, and it is a fair assumption that such will
be the material to be removed from the basin to give 20 feet in depth.
The material in the channel between the piers is chiefly sand, and it is
therefore expected that no hard material will be encountered in dredg-
ing to a depth of 21 feet either in channel or basin. The depth
between the piers varies from 8^ to 20^ feet, there being a 16-foot chan-
nel with a least width of 90 feet and a 15-foot channel with a least
width of 110 feet. The depth of water at the outer end of the north
pier is about 20 feet and at the south pier about 15 feet, but the outer
end of the extension now under contract will rest in a depth of 16 feet.
The depth in the basin over an area of 4 acres, inclosed by the broken
red lines, will be not less than 16 feet after the completion of the exist-
ing dredging contract.
The inner portions of both piers are in such condition as to readily
permit the passage of sand through them, and to this cause may be
ascribed in a large measure the constant shoaling in the channel. The
cribs composing this portion of thiB piers have no foundation of stone
or piles, but rest upon the original bottom. The piers at this point are
less than 150 feet apart.
On December 8, 1885, a section of the westerly end of the north pier
about 60 feet long was carried away during a severe storm and has
never been restored. Erosion of the adjacent bank commenced imme-
diately and has continued until in April, 1896, the bank had been
washed away for a distance of 75 feet back from the shore line of 1885,
the eroded mat.erial settling in the basin and channel. This bank is
clay and rises from 8 to 10 feet above datum.
From the inner end of the north pier as originally constructed there
is a line of sheet piling extending in a northwesterly direction for a
distance of about 350 feet, built for the protection of the adjacent bank,
now in an extremely dilapidated state and utterly worthless for its
original purpose.
To complete the present project requires that the piers should be made
sand tight ; that the shore line at the inner end of the north pier should be
protected, and that the north pier should be extended 150 feet, in addition
to the extension of the south pier 250 feet and a small amount of dredg-
ing, both of the latter being now under contract. The estimate for this
work is as follows: Making the old piers sand tight, 1,800 feet of sheet
piling, at a total estimated cost of $18,000; protecting the shore line
at the inner end of the north pier, 140 feet of sheet piling, at a total
estimated cost of $1,120; extending the north pier 150 feet, at $9,760;
extending the south pier 250 feet, at $13,000; dredging, $2,000; office
expenses, $2,000; making a total of $45,870. There is on hand, Janu-
ary 15, 1897, for this work $20,800, and a contract has been made for
the south pier extension.
Besides keeping the piers in good repair, annual dredging will be
required to maintain the projected depth between them and in the
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APPENDIX H H — ^EEPOBT OP CAPTAIN ZINN. 2775
basin, the exact anionnt of which can not be estimated, although from
1887 to 1896 the removal of 111,256 cubic yards (11,126 cubic yards per
, annum) resulted in the maintenance of a fairly good chauneL
In order to form a project for further improvement at this harbor or
for obtaining an increased depth in the entrance channel, it is necessary
to know what forces are at work in this vicinity upon the lake bottom
and to understand how they act For the purpose of making a study of
this question I have had a sketch prepared from surveys of this har-
bor showing the shore line and the contours, representing 13, 17, and 21
foot depths in the years 1870, 1877, 1879, 1890, 1892, 1894, 1896, and 1896,
these years having been selected because the surveys are more com-
plete than those of other years. It will be seen from this drawing how
imperfect and incomplete even this data is tor the formulation of a clear
theory and a simple project of improvement. The surveys were limited
to the immediate vicinity of the piers, and show, therefore, the charac-
teristics of the bottom at that place and not its relation to the general
shore line to the north, south, or east of the harbor. No observations
have ever been taken by the Engineer Department to determine the
presence of lake currents, the general direction of the wind, the amount
of material carried in suspension, or any other physical data except
the changes in level of the lake surface. Some of this information has
been obtained by the Weather Bureau, affording a means, in connec-
tion with the surveys by the Engineer Department at all the harbors
on the west shore of Lake Michigan, of forming a theory which I desire
to give for what it is worth,leaving to future observations its overthrow
or establishment. The importance of securing better and deeper chan-
nels at all lake harbors amply justifies the cost of observations required
to verify this theory.
The first surveys of harbors in this district were made in 1836 at
Milwaukee, Sheboygan, Manitowoc, and Kewaunee by Lieutenants
Center and Bose. Corps of Engineers. The mouths of these harbors
were shown to oe obstructed by bars having in general a direction
parallel to the shore line, or protruding outward very slightly. No
further surveys were made until after improvements had been begun,
so that it is imx>ossible to say positively whether the configuration
above described was permanent or not. It is known, however, that
the river currents were and are very weak at all times except occa-
sionally during a freshet or storm, and that the river mouths were
at times almost, closed by the bars. Another fact which may be of
importance is thart at several harbors the peninsula which separates
the river in the last part of its course from the lake is attached to the
main land at its southern end, except at Milwaukee, where the case is
reversed. While the evidence is seen to be very scant, I believe that
those conditions were more or less permanent, and indicate the presence
of forces constant in direction, but variable in force. The shape of the
bars indicates that these forces are almost solely the waves and currents
in the lake.
The plan of improvement adopted at all the harbors, and begun in
nearly every instance at a very early date, consisted in constructing
two approximately parallel piers of equal length from the shore line at
or near the river mouth to deep water in the lake, usually also on the
shortest line between the two, and dredging a channel to the proper
depth between them. By comparing surveys of different dates the
effects of pier construction are readily seen, and consist in general (1)
of an advance of the foreshore in the vicinity of the piers, (2) of a decided
change in the shape of the contours about the ends of the piers, and (3)
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2776 REPORT OF THE CHIEF OF ENOINEBRSy U. 8. ARMT.
of tbe formation of a bar at their outer ends. There is also a constant
shoaling in tbe channel between the piers. The same forces are still at
work, changed slightly in direction and energy, thoagh still more or less •
constant, a condition which should have been expected. The problem
of improvement, which in tbe beginning appeared to be simply the main-
tenance of a channel from the river to the lake, consists now in prevent-
ing (1) a further advance of the foreshore, (2) the formation of the bar
at the outer end of the piers, and (3) the shoaling between the piers.
We are prepared, therefore, to question both the proper direction and
relative positions of the piers.
It is easily seen that an open channel through the bar from the river
to the lake would soon be obliterated by the waves and currents; that
the next step is to construct piers for its protection, and that inasmuch
as the contours are approximately parallel to the shore line, the shortest
piers will be at right angles to the shore line and of equal length. Tbe
custom has been followed, however, of making additions to the north
pier first, so it has happened for many years that the north pier was
considerably longer tban the south pier. In fact, at only a few periods
have they been of equal length, and only once has the south pier been
the longer one.
The adopted plan has never been entirely sucoessfhl, for the reasons
previously given, and whether a more successful plan can be devised is
a question which can not be definitely decided until our knowledge of
the forces at work is much more complete.
The Weather Bureau made an investigation of the currents of the
Great Lakes in 1892, 1893, and 1894, the results of which were published
in 1895. The observations establ ished conclusively the existence of con-
stant currents in Lake Michigan, varying only in velocity and occasion-
ally in direction. The main current passes south along the western
shore and north along the eastern shore, with secondary currents across
the lake and in reverse directions at various places. An eddy near
Manitowoc is of interest in this connection. The following quoto^tions
from the report mentioned will show the opinions of the Weather Bureau
in regard to the currents and their causes:
The preyalence of westerly and especially southwesterly winds would also favor
the persistence of the currents, and also the body current would favor it. When the
surface of water is set in motion by a current of air, this motion is gradually com-
municated to the strata below, if the wind persists. Havine been communicated to
the strata below, a change of wind of briefer duration womd not easily check the
motion below the surface.
It appears probable, therefore, that while the primary ourrehts have good persiat-
ence in direction, they do not have very much ccmstancy in velocity, while the sec-
ondary may fluctuate greatly in velocity and some in direction. * • *
It appears, therefore, that here, as in so many other places in the northern hemi-
sphere, the deflection toward the right hand, due to the earth's rotation, gives form
to the current system.
I am inclined to believe, however, that these currents are directly due
to winds accompanying storms of low or high barometer. The Great
Lakes are of sufficient area to be acted upon by different parts of a storm
at the same time, and it is therefore possible to set up the whirls
directly in them, the motion of which might be temporarily checked by
contrary winds, but would again be renewed by succeeding storms or
cyclonic motions of the atmosphere. The relation of storm centers or
points of lowest atmospheric pressure to the direction of the winds
would also result in the same currents in the lake.
The average storm track as given in the Special Notice to Mariners,
published monthly by the Hydrograi)hic Office for September, 1896,
passes across Lake Michigan just north of Sturgeon Bay. Storms
approaching at Kenosha, or in fact any harbor on the west shore, there-
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APPENDIX H H — ^BEPOBT OP CAPTAIN ZINN. 2777
fore, generally begin with a sonthwest wind, changing to west and then
to northwest. None of these winds would produce much sea on that
«bore. When a storm approaches with its center nearer to the middle
part of the lake, the west shore would feel the effect of the southeast,
east, and then the northeast winds. Kow, the last wind adds its
intensity to that of the current already in existence, and has in addi-
tion a greater reach across the lake at the southernmost harbors, so
that the gn^eatest disturbance may be expected from that direction. In
other words, the beach around the harbor entrance will conform to the
influence of northeast storms, and will show a more or less constant
configuration. The comparison of surveys shows this to be actually
the case. The only exception being at Manitowoc and Two Biyers,
where the eddy previously mentioned exerts a contrary influence.
We may therefore expect sand to be brought from the north by
both waves and currents, or rather by both combined, for it can hardly
be believed that the general cnrreuts are sufBciently rapid to carry
much material in susx)ension.
The surface of Lake Michigan, in whole or in part, is subject to flue-
taations in surface level, arising from a variety of causes, such as vari-
ation in rainfiftll, and surface evaporation, in atmospheric pressure, and
the direction and velocity of the wind. From 1880 to 1886 the general
surface rose from 3.98 feet below the datum plane to 1.16 feet below,
and fell after that to 5.39 feet below the datum plane in December,
1896, with minor fluctuations every year according to season and rain-
fall. Variations of from 3 to 7 feet have been known to occur at various
places from changes in atmospheric pressure and direction of wind.
These changes of depth along the shore modify the effect of waves and
currents upon the bottom.
The relative eflect upon the surface of the lake or its waters pro-
doced by winds and by atmospheric pressure has not been determined.
The effect upon the surface level of changes in pressure alone are
enormous, reaching in some cases as much as 6 feet. The currents
produced by these changes probably permeate the entire mass. The
changes of level product by winds are great in extent, and are the
direct result of the motion of surface particles gradually carried down-
ward until a well-deflned current results.
There is another factor in this problem which may be of greater
importance than is now realized; that is, the river current during or
immediately after a storm. The river discharge is small throughout
the year, except for a short period in the freshet season. It has been
noted that easterly storms cause a rapid rise in the river at some dis-
tance from its mouth. The* river acts as a reservoir for water carried
in by the rise in the lake. Now, whether an undercurrent is produced
immediately or ui>on the cessation of the storm is not known. It is cer-
tain that this water is loaded with sand or has brought material with
it which would as readily be carried out with a slight current, and it
may be expected that when the lake falls a currAt arises in the river
which, in meeting the general lake current, produces quieter water at
the harbor entrance and creates a deposit at that point, or, at least, a
modification of the form of the bar.
The forces acting upon the entrance to a lake harbor are, therefore,
the constant current to the southward, the waves and currents produced
by storms, and the river current For harbor-improvement purposes
observations should be taken in the vicinity of each harbor during
calm and stormy weather to determine their direction, exact location,
and velocity. The depth to which these forces disturb the bottom has
not been accurately determined, although certain observations made at
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2778 BEPOBT OF THE CHIEF OF BNQINEERSy U. 8. ABMT.
Milwaukee by the city engineer in connection with recent waterworks
construction in 1895 show that it is at least 42 feet. We may assaiue
without question that the bottom in 21 feet of water will be readily
moved by a heavy storm, and any obstruction like a pier in that depth
will produce a modification of the forces and of the bottom around its
outer end. This modification is shown by all the surveys made at the
harbor of Kenosha.
The material of the lake bottom in 21 feet and lesser depths on the
western shore of the lake is sand and silt^ with some gravel, and
is readily rolled or carried in suspension from one place to another.
Great quantities of sand are transported — ^in fact, are in constant
motion. Accessions are also constantly being made by erosion along
the bluffs, which in some places recede at the rate of from 12 feet to
16 feet per year.
Air- l^et
Kenoaha • 12
Baoine Point 16
Ba<sine 6
Oak Creek 2
Milwaukee 6.25
Port Washington 2.80
Sheboygan 6.25
Manitowoc 5
The surveys of the harbor entrances show where this material has a
tendency to deposit, although the exact action of the waves and car-
rents or obstructions in producing it are undetermined.
An examination of the tracing shows the following facts: In 1870 the
south pier was longer than the north pier; in 1871, 1872, 1874, 1875, 1878,
1879, 1880, and 1881 additions were made to the north pier, making it
longer than the south pier, and this condition has continued to the
present time. The shore line north of the piers has advanced from 1860
to 1875 and but little since; south of the piers it advanced in the same
way, but not to so great an extent. The 13-foot contour advanced from
1871 to 1880 and since that time has fluctuated forward and backward.
From 1870 to 1890 the 17 and 21 foot contours gradually advanced, and
have fluctuated since. There has been a bar across the entrance pro-
jecting northward from 1875 to 1896, its position varying from year to
year, always in the lee of the north pier, having less than 13 feet of
water over it and in advance of the south pier. There has generally
been deeper water about the ends of both piers, always a recession ot
the contours behind the north pier, and generally behind both. There
has always been deeper water close to the north pier on its north side
than at a little distance from it. The general direction of the contours at
some distance north of the piers is northwest and southeast, and to the
eastward it is approximately parallel to the general shore line, and
the latter contours are nearly straight, showing that the influence of the
piers does not extend more than 500 or 600 feet beyond their outer end&
It may be stated in this connection that nearly all the harbors on the
western shore of Lake Michigan present the same peculiarities.
In 1889 M%jor Davis reported as follows:
A plat of soundings taken at this harbor on May 8, 18S9, shows that the bar to
the westward of the extremities of the piers which was removed by the dred^ to the
depth of 15 feet in October and November, 1888, has re-formed across the entire front
of the harbor entrance, the depth of the water upon it being from 9.8 feet to 13 feet
Between the piers the deposit lias not been as large during the past winter as it has
been in some former years. « • * The shore line now extends beyond the extrem-
ity of the north pier as it was built under the original projoot for improvemeiit.
[See Annual Keport Chief of Engineers, 1889, Part Ul^p. 2080.]
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APPENDIX H H — ^EEPORT OP CAPTAIN ZINN. 2779
Since that report was made a channel has been cut through the bar
several times, bat in the spring is not to be found. The consent shoal-
ing between the piers has previously been mentioned.
The forces at work produce three forms of deterioration : (1) Shoaling
between the piers, (2) a general advance of the foreshore to and beyond
the ends of the piers, and (3) a bar across the entrance.
The problem of lake harbor improvement is therefore to maintain a
uniform depth at the channel entrance and a uniform depth in the
channel.
Tbe material producing the first form of deterioration comes from
several sources: (1) Sediment brought down by the river, (2) sand
brought over the piers by wind, (3) sand carried through the piers by
waves, and (4) sand carried in suspension from the lake through the
entrance by winds and currents. The current of the river is so gentle
that the scour on the bottom is comparatively little; in fact, the sedi-
ment carried by the river finds a resting place at that point where still
water is created by the meeting of the river and the lake. There is no
practicable method of preventing this deposit. The material brought
in from the lake through the entrance also finds a resting place at the
same point as that just mentioned. A further extension of the piers
may diminish the amount of material brought in, but to prevent it
altogether would require their extension beyond the reach of sand-
bearing currents, and be far more exi)ensive than to remove the deposit
by dredging. By making the piers tight another source of deteriora-
tion is cut off, and the only practicable method of preventing sand
from coming over the piers is the erection of sand fences, which are,
after all, only temporary expedients. It is easily seen, therefore, that
dredging between the piers will be required annually to maintain the
channel. It is impossible to say from the data on hand what the
amount will be, and it wiU vary considerably from year to year on
account of changing weather conditions.
The advance of the foreshore and the formation of the bar in front
of the entrance are much more difficult to deal with. In fact, it can
not be shown from the imperfect data just why they take place or just
what methods should be employed to prevent their occurrence. I am
of the opinion that they are connected by being the results of the same
cause acting at different places. In order to determine the proper direc-
tion, length, and relative position of the piers it is necessary that
this information should be at hand, and it can only be supplied by
extended surveys and observations upon winds, waves, and currents,
^hile the north pier has constantly been in advance of the south pier,
it can not be stated positively that the bar would not be formed if the
conditions had been reversed. In extending the piers the additions
have been made to the north pier first, probably in order to afford shel-
ter for vessels entering the harbor during northeast gales. Whether
the harbor would be as easy of entrance with a longer south pier, I can
not say, but it seems that if the object of pier construction be to pro-
vide and maintain a navigable channel it should not be made to include
the additional purpose of providing shelter, especiaUy when it may be
true that both objects can not be fulfilled at the same time.
The questions to be solved in order to decide how to maintain a con-
stant depth at the entrance are the following : What causes the advance
of the foreshore t Can a point ever be reached by extending the north
pier where no further accumulations will take place about its outer end,
or will there be a constant advancet What causes the formation of
the bar in front of the entrance? Oan it be prevented by extension of
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2780 EEPOBT OP THE CHIEF OF ENGINEERS, U. S. ARMT.
the piers, or mast the piers be arranged in a different manner from the
present system, i. e., parallel and of equal lengtht
There are almost no facts at hand to assist in the solation of these
questions, beyond a knowledge of the existence of the before-mentioned
general currents, the meteorological data, and the few and very incom-
plete surveys.
Inasmuch as the heaviest seas and strongest currents come fh>m the
north we may expect to find a deposit of material, rolled or pushed
along the bottom, on the north side of the piers^ and this accumulation
will continue, not only as long as the piers remain of a constant length,
bat while they are being extended. In fact, it may be expected to con-
tinue forever unless there should be such a current at all times around
the ends of the piers, and even to the north of them, as will prevent
the deposit of sand in that vicinity. An advance of the foreshore will
push the currents farther and farther from the original shore line, and
it would appear as if the process would not slop. If the general car-
rents in the lake increase in velocity as the distance from the shore
increases and if they are so persistent in direction as not to be affected
by an advance of the piers, we would in time reach the desired point
and frirther advance be prevented. Even if the currents created by
storms showed the same characteristics, we should expect this result.
(Tufortunately the observations of the Weather Bureau and the surveys
of the Engineer Department have not determined these points posi-
tively. We have only the very general knowledge, as previously stated,
of the directions of the main currents and form of the lake bottom near
the piers at one epoch in each year to guide us in this study. Nor are
the general surveys of the lake made by that branch of the War
Department known as the Lake Survey detailed enough to show the
effect of the advancement of the shore into the lake upon the form of
the bottom. I am inclined to believe, however, that a constant depth
can be obtained at the outer ends of the piers by extending them to the
proper distance from the original shore line. Judging from the shape
and position of the contours.
At Sheboygan Harbor, as the piers were extended, the contours
advanced until 1890, at which time the 17-foot contour had retreated
to the north pierhead and since has advanced with it. The 19-foot
contour was in advance of the pier until 1892, since which time it has
followed the pierhead. The 21-foot contour has fluctuated, touching
the pierhead in 1894 and advancing afterwards. It would seem, there-
fore, that we may expect a constant depth of 19 feet at that place, and
that if the same process continued we might expect a constant depth
of 21 feet by the proper extension of the pier.
At Kenosha the contours advanced until 1890, when the 13-foot contour
is found in rear of the north pierhead, and in 1895 the 17-foot contour
is in rear, while since 1892 the 21 -foot curve has fluctuated. Equilibrium
seems, therefore, to have been reached for the 13 and 17 foot depths.
At Racine the contours advanced with the pier, the 13-foot contour
being always in rear of the north pierhead. In 1893 the 17- foot con-
tour is in rear of it, and in 1895 the 21-foot contour is also in its rear.
Equilibrium seems to have been reached for the 17-foot curve and
perhaps for the 21 -foot curve.
It would be unsafe to say positively, however, that no further advance
may be expected of the carves now at or behind the pierheads, for the
reason that there was an actuul recession at ea(;h period when the curves
are first found in rear of the pier, and we may expect them to regain
what they lost; but the fluctuations backward and forward since 1890
and 1892, with almost no general advance on the line of the north pier,
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APPENDIX H H — ^BEPORT OF CAPTAIN ZINH. 2781
lend Bup]M>rt to the idea that we may hope to secure the desiied con-
stant depth at the outer end.
These facts may be given in another way — although the data are
quite iusnfBcient for ai)08itiye statement — as follows: Since the rate
of advance of the contours has constantly diminished, we may hope, if
this effect continues, to finally reach a point where it will stop for every
contour.
The original data are also too meager to determine what the original
depths were at the places in which the pierheads stood at the times
when the contours are first found in rear of them; and even if we knew
those depths it would be imi)ossible to predict the depths to which the
piers should be extended to maintain 21 feet. This point can be found
by gradual extension of the pier accompanied by careful surveys and
other observations.
Another argument in this direction is the following: As the minimum
depth on the bar is much greater than originally, and as each extension
of the piers has pushed the bar into deeper w^ter with a consequent
greater minimum depth, it is probable that at some point a minimum
depth over the bar may be obtained which will never be less than the
depth sought, and the bar will then cease to be an obstruction.
While it api>ears quite certain that the bars originally obstructing
the mouths of lake rivers are formed by the combined action of waves
and currents, with very little modification by the river currents, it is
not quite so clear how the bars existing at the present harbor entrances
are formed, although undoubtedly the result of the same forces, changed
by the restraint imposed upon them by the piers projecting out from
the shore and nearly at right angles to it.
Again, these bars are neither so constant in position nor in shape as
to show the action of forces constant either in direction or velocity.
The surveys have only in a few instances been so extended as to cover
their whole extent or to pass beyond the evident influence of the piers,
and it is difficult to determine tiie exact shape. It appears, however,
that they are in general V-shaped, with the point to the north, and
extending, occasionally, north of the line of the north pier They are
separated from the piers by deeper water, and the depth at the north
pier is always greater than at the south pier. The depth over the bar
is greater at its north end than at its south end, and its axis if extended
southward would meet the shore line. It can not be stated whether the
bar is connected with the shore to the southward or separated from it
by deeper water.
The shape of the contours to the south of each pier is to be noted.
Many of the surveys show that the deep water around the pierheads
extends back along the south sides of the piers; in other words, there
is a deep pocket to the south of each pierhead. It is also to be noted
that, with very few exceptions, a portion of the bar is west of the east
end of the north pier, and that' the exceptions occur at times when the
north pier was not longer than the south pier.
Out of 10 harbors on the west shore of Lake Michigan, 8 have piers
of equal length and 2 have the north pier longer than the south. At
3 of them, Ahnapee, Manitowoc, and Milwaukee, there is an absence of
bar formation; at all the others are bars, partially or entirely across
the channel, extending from the southward in every case with the
exception of Two Ilivers.
The effect of building the piers is simply to put the river mouth that
much farther out into the lake, and the forces that caused closure or
bar formation before pier construction was begun are still in operation,
but with decreased effect, owing to increased depth of water. The
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2782 REPORT OF THE OHIEF OF EKGINEER8, U. 8. ARMT.
waves and currents will roll heavy material along the bottom until it
comes under the shelter of the piers or into a place where there is a
less degree of motion in the water. The material carried in suspension
will seek still quieter places, their location being shown by the contoars
of the bottom. Absolutely still water is found only in the river or
where the river body brings the waves to rest, which will be in the chan-
nel approximately at the inner ends of the piers. There appears to be
no tendency to a bar formation just within the outer ends of the piers.
Now, it is evident that some condition of affairs brings about a quieter
condition of the water to the eastward of the piers and just south of
the north pier when it happens to be longer than the south pier, and it
appears to me that this can only be due to the deflection of the current
by the north pier. It is certain that nothing exists to check the incom-
ing waves at that point, and whether waves of translation or of oscUla-
tion, they would keep up the same motion at this place as at any other
place situated at the same distance from shore, unless it be modified
or prevented by the existence of a cross current, the presence of which
is also shown by the deeper water along the north side of the north
pier. The resultant of the primary southerly current and the secondary
easterly current would lie toward the southeast, leaving quieter watc^
to the south of it, where a portion of the moving material will be
deposited. The deflection of the current at the end of the pier and the
deflection of the waves will maintain the pocket at that place.
If this be the true explanation of the movements of the water abont
the pierheads, then to prevent the formation of the bar we must con-
form the piers to this condition — that is to say, so arrange them that
the resultant current will sweep directly across the opening. The way
to do this is -simply to extend the south pier beyond the north pier to
the proper point, the position of which can be found, however, only by
experiment. A permanent depth should, then, always be found at the
entrance.
It is probable that a greater deposit would occur in the channel under
this new condition than now takes place, but we must choose this as a
lesser evil than the danger to entering vessels created by the existence
of a bar.
An extension of both piers equally to the proper x)oint will undoubt-
edly accomplish the same result; but if it is probable that it can be
brought about by the extension of only one, it is certainly worthy of a
trial.
It may be mentioned^ incidentally, that the theory above set forth
requires that the material deposited in the channel should be lighter
and finer than that found on the bar. It is known that the material
in the channel is extremely fine, but no notice seems to have been taken
of the quality of material dredged from the bar, although no very heavy
gravel has been found.
A project for obtaining a 21-foot entrance channel involves primarily
the completion of the present project.
The simplest method of obtaining an increased depth in the channel
is to dredge to that depth from the basin to the lake. Part of the
channel would be beyond the protection of the piers, and therefore sub-
ject to obliteration^ in fact, it might be obliterated in a single storm.
Experience has shown that it would be unsafe to depend upon such a
channel, and it is therefore necessary to extend the piers for its pro-
tection. The exact point to which the north pier should be extended
can not be accurately determined, but it must be extended at the least
to the 21-foot contour of 1896, requiring the addition of 225 feet to the
present pier, or 75 feet more than the present project calls for. The
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APPENDIX H H — ^REPOBT OF CAPTAIN ZINN. 2783
soatli pier will have to be extended somewhat farther than the north,
in order to prevent the formation of the bar, if the reasoning above
outlined ie correct. Its outer end should be on a line following approxi-
mately the contour of the bar, which will be at a distance of about 775
feet from the present end of the pier, or 525 feet from where the end
will be when the work now under contract is completed.
The south pier should also be extended first in sections and proper
observations taken after each extension to determine the exact effect
npon the bar and the ultimate length required; also whether there is
any greater difficulty in entering the harbor than when the north pier
is the longer.
To provide 21 feet in depth between the piers will require the removal
of about 46,000 cubic yards. To obtain a depth of 20 feet in the basin
over an area of about 4 acres will require the removal of 105,000 cabic
yards of material.
The following is, then, the estimate for obtaining a channel 21 feet
deep and basin 20 feet deep, by the simplest possible plan :
To complete present project, in addition to the funds now on hand $25, 870
To eiLtend north pier 75 feet 4,876
To extend south pier 525 feet 34,125
Dredi^ingin channel, 46,000 cubic yards, at 10 cents 4, (KX)
Dred^ng in basin, 105,000 cubic yards, at 10 cents 10,500
Contingencies 7,030
Total 87,000
The distance between the piers at the entrance is only 166 feet —
entirely inadequate for the safe entrance of the larger class of lake
vessels. Therefore a complete plan for a 21-foot channel should include
the widening of the entrance at least, but preferably the whole chan-
nel. The entrance could be widened by extending the present piers on
divergent lines, producing, however, a very objectionable funnel shape;
or by building two detached piers, parallel or convergent, beyond the
present piers; or by extending the south pier and building a detached
pier on the north side parallel to it and at the proper distance; or by
taking up the entire north pier and rebuilding it parallel to the south
pier and at the proper distance from it. The latter method is the
proper one.
If a project should be adopted for a 21-foot channel the present proj-
ect should be abandoned, so as to avoid any further extension of the
piers on the present lines and to apply the ^nds thus saved to rebuild-
ing the north pier in its proper position, as shown upon the inclosed
tracing.
The following is the estimated cost, based upon the removal of the
present north pier, of a channel 21 feet deep and a basin 20 feet deep:
Completing present pK^ect, omitting repairs and extension of north pier. . . $8, 700
Extending south pier 5fe feet, at $65 34,126
Bemoving and rebuilding north pier from shore to 21-foot contour,
moTing 3 cribs, each 50 bv 24 b;^ 22i feet on pile foundation, driving
new foundation piles, and refilling and riprapping cribs with stone. $6, 500
Tearing out 1,550 linear feet old pier, at $6 per linear foot 9, 300
450 linear feet 18-foot pile pier, at $36 16,200
475 Unear feet 14-foot pUe pier, at $26 12,850
44,850
Cnblo yards.
Dndging in channel, including removal of strip of land. 211, 000
I>redging in basin 105,000
316, 000, at 10 cents, 31, 600
Contingencies 11,225
Total 125,000
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2784 REPORT OF THE CHIEF OF EKGINEERS, U. 8. ARMT.
The land to be removed in widening the channel west of the shore
line is private property and should be donated to the United States,
and after being removed should be revetted by the city authorities or
property owners.
If this plan is carried out the south pier should be kept ahead of the
north, and careful observations taken in order to determine the effect
upon the bar and the ultimate length of piers required.
It is difficult to estimate the importance to oommeroe of providing a
21-foot channel at Kenosha. Kenosha is a city of about 8,500 inhabit-
ants, situated on the western shore of Lake Michigan, 52 miles north of
Chicago, 10 miles south of Bacine, with 25,000 inhabitants, and 33 miles
south of Milwaukee, 280,000 inhabitants. Obicago and Milwaukee
have excellent harbors, as well as harbors of refuge. A branch of the
Chicago and Northwestern Bailway runs directly west from Kenosha,
and the main line of the same railway runs through it north and south,
furnishing facilities for through shipments west, north, and south. It
would certainly, therefore, be of great advantage to commerce to have
as great a depth at Kenosha as at other points on the lake, but it is
doubtful in my mind whether commerce would make use of these facili-
ties when better ones exist at points so near as Chicago and Milwaukee.
The commercial statistics for the calendar year ending December 31,
1895, show the arrival and departure of 185 vessels from this x)ort, the
approximate value of exports and imports by way of the harbor
91,131,000, and approximate value of same by all ways of transporta-
tion $31,200,000. This commerce is probably entirely local or confined 1
to the immediate vicinity. j
While but little reliance can be placed upon the commercial statistics
of the various lake harbors, they form the means of obtaining a concep-
tion of their relative amounts of business. The commercial statistics
for the year ending December 31, 1895, place Kenosha at number thirteen
in the Ust of harbors along the west shore of Lake Michigan.
The area of the interior harbor at Kenosha is small, and any enlarge-
ment of it would be expensive. The present harbor facilities are by nojl
means all in use, and it appears that a depth of 16 feet at the entrancel
will be*ample for some years. It would be more advisable, consequently,!
for the General Government to complete the present project, and theiu
wait for several years to see whether commerce will make use of thi
present facilities or demand a greater depth, before entering upon a ne^
project which is not now clearly seen to be necessary.
I am of the opinion that the present interests of the commerce involvec
do not justify the proposed improvement.
Very respectfully, your obedient servant,
Geo. a. Zinn,
Captain^ Corps of Engineers
Brig. Gen. W. P. CBAiaHiLL,
Chief of JBngineerBf TJ. B. A»
(Throagh the Division Bngineer.)
[lint indonemeBt.]
XT. 8. ENGhiNEBB Oppiob, Nobthwbst Drvisiow,
JUrew JorJcj February J20, 1897.
Bespectfully forwarded to the Chief of Engineers, United Statefl^
Army.
I concur in the views of Captain Zinn, that the present interests ot
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APPENDIX H H — BEPORT OP CAPTAIN ZINN. 2785
commerce involved do not justify the proposed improvement to give a
21-foot channel and 20-lbot basin to the harbor of Kenosha, Wis.
• • • • • • •
Henrt M. Egbert,
OoUmelj Carps of Engineers^ Division Engineer.
H H30.
ESTABLISHMENT OP HARBOR LINES AT KEWAUNEE. WISCONSIN.
United States Engineer Office,
Milwaukee, Wis., March 2, 1897.
General: I have the honor to forward herewith map of harbor at
Kewaunee, Wis., made by George M. Mashek, city engineer, and show-
ing dock lines as established by the city council of Kewaunee on
December 21, 1896.
I would respectfully recommend that the dock lines as laid down be
made the harbor lines at Kewaunee, Wis., under the approval of the
Secretary of War.
The description of the proposed harbor lines is as follows:
Beginning at the westerly end of the south harbor pier, and on the channel face
thereof; thence north 67^ 36' west, 156 feet; thence north 72^ 11' 30" west, 394.1 feet;
thence north 80^ 56' 30" west, 39.8 feet to a point on the section line between sees.
17 and 18, T. 23 N., R. 25 £., said point being 511.3 feet north of the southwest comer
of said sec. 17; thence north 80<^ 56' 30 " west, 233.7 feet; thence north 37° 12' west,
265 feet; thence north 1^ 46' west, 709.6 feet; thence north 34^ 23' west, 219.5 feet;
thence north 75^ 59' west, 810 feet; theuce north 60^ 00' west, 307 feet; thence north
250 02' west, 497.2 feet; thence north 0^ 07' west, 195 feet to a point on the north
boundary line of the S. £. i of sec. 18 aforesaid, said point being 1,795 feet west of
the northeast comer of said S. £. i of sec. 18.
Beginning at the westerly end of the north harbor pier, and on the channel face
thereof; thence north 67"^ 36' west, 250 feet; thence north 5<^ 40' 15" west, 230.3 feet;
thence north 17^ 46' east, 1,065.2 feet ; thence north 40^ 04' 30" east, 595.6 feet^ thence
north 0° 07' west, 235 feet; thence south 89^ 53' west, 750 feet; thence south 0° 07'
east, 425 feet; thence north 89^ 53' east, 170 feet; thence south (P 07' east, 265 feet;
thence south 17^ 46' west, 1,153.3 feet; thence north 85^ 08' west, 161.6 feet to a point
on the section line between sees. 17 and 18 aforesaid, said point being 760.4 feet north
of tiie southwest comer of said sec. 17 ; thence north 85^ 08' west, 100.8 feet : thence
north 36° 50' west, 80 feet; thence north 2P 32' west, 692.4 feet; thence north 34^ 23'
west, 389.5 feet; thence north 75" 59' west, 864 feet; thence north 60" 00' west, 204.8
feet; thence north 25" 02' west, 376.8 feet; thence north 0" 07' west, 145.3 feet to a
point on the north boundary line of the S. £. i of sec. 18 aforesaid, said point being
1,570 feet west of the northeast comer of said S. £. i of sec. 18.
All courses are referred to the true meridian.
A tracing and two black prints of the map are inclosed.*
Very respectfully, your obedient servant,
Geo. a. Zinn,
Captain, Corps of Engineers.
Brig. Gen. John M. Wilson,
Ohirf of Engineers^ U.S. Army.
[First indorsement.]
Office Chief of Engineers,
U. S. AB3nr,
March 6, 1897.
SespectfuUy referred to Col. Henry M. Bobert, Corps of Engineers,
• * Not printed.
EK0 97 175
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2786 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY.
Division Eugineer, Northwest Division, for bis views and recommenda-
tions.
To be returned.
By command of Brig, Gen. Wilson:
A. Mackenzie,
lAeuU CoLj Carps of Engineers,
[Seoond iodonement.]
U. S. Engineer Office, Northwest Division,
New York, March 9j 1897.
Bespectfally returned to the Ohief of Engineers, U. S. Army, recom-
mended for approval.
Henry M. Robert,
Colonel, Corps of Engineers, Division Engineer.
[Third indorsement.]
Office Chief of Engineers,
U. 8. Army,
March 13, 1897.
Bespectfally submitted to the Secretary of War.
OaptaiQ Zinn forwards the accompanying map of the harbor at
Kewaunee, Wis., showing harbor lines established by the city council
of Kewaunee on December 21, 1896, and recommends that the lines as
laid down upon the map be approved.
Concurring in the views of Captain Zinn, I recommend that the lines
selected be approved, and that the Secretary place his approval both
upon the tracing, which has been prepared for his signature, and upon
this paper.
John M. Wilson,
Brig. Gen., Chief of Engineers, U. 8. Army.
[Sixth indorsement.]
Wab Department, April 8, 1897.
Approved as recommended by the Chief of Engineers in the third
indorsement hereon.
E. A. Algeb,
Secretary of War.
H H 31.
ESTABLISHMENT OF HARBOR LINES AT WAUKEGAN HARBOB, ILLINOIS.
United States Enginbeb Office,
Milwaukee, Wis,, December 11, 1896.
Oenebal : I have the honor to recommend that harbor lines be estab-
lished as follows at the harbor of Waukegan, III. They conform
exactly to the boundaries of the harbor as proposed by the present
project for improvement, approved July 28, 1896 (E. D. ^^^^):
Beginning at the point where the north boundary line of United
States property intersects the channel face of the present revetment
on east side of harbor basin; thence west along said north boundary
line^ 302 feet^ more or less; thence southerly parallel to and 300 feet
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APPENDIX H H REPORT OP CAPTAIN ZINN. 2787
distant from the north and soath arm of the north harbor pier, 962 feet,
more or less, to the channel face of the south harbor pier.
Very respectfdlly, your obedient servant,
Geo. a. Zinn,
CaptaiUj Corps of Engineers.
Brig. Gen. W. P. Gbaighill,
Chief of Engineers, U. S. A.
[First Indonement.]
Offiob Ohiep of Engineees,
U. S. Aemy,
December 16, 1896.
Respectfully referred to GoL Henry M. Eobert, Gorps of Engineers,
Division Engineer, Northwest Division, for his views and recommen-
dations.
To be returned*
W. P. Gbaighill,
Brig, Oen.y Chief of Engineers.
[Second indonement.]
XT. S. Engineer Office, Northwest Division,
Nei€ YorJCj December 17, 1896.
Respectfully returned to the Ghief of Engineers, D. S. Army, recom-
mended for approval.
Henry M. Robert, '
Oolonely Corps of Engineers, Division Engineer.
[Third indorsement.]
Office Chief of Engineers,
U. 8. Army,
December 19, 1896.
Resi>ectfully submitted to the Secretary of War with recommendation
that the harbor lines described within, and shown in red on the accom-
panying map^ be approved, and that the Secretary place his approval
both upon this paper and upon the map.
W. P. Oraighill,
Brig. Oen., Chief of Engineers.
[Foarth indorsement.]
War Department, December 21, 1896.
Approved.
Daniel S. Lamont,
Secretary of War.
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APPENDIX I I.
IMPROVEMENT OF CHICAGO AND CALUMET HARBORS AND CHICAGO
AND ILLINOIS RIVERS, ILLINOIS, AND CALUMET RIVER, ILLINOIS AND
INDIANA; ILLINOIS AND MISSISSIPPI CANAL.
REPORT OF MAJ. W, L, MARSHALL, CORPS OF ENGINEERS. OFFICER IN
CHARGE, FOR THE FISCAL YEAR ENDING JUNE SO, 1897, WITH OTHER
DOCUMENTS RELATING TO THE WORKS.
IMPROVEMENTS.
1. Chicaf?o Harbor, Illinois.
2. Chica<]^o River, Illinois.
3. Calumet Harbor, Illinois.
4. Calumet River, Illinois and Indiana.
5. Illinois River, Illinois.
6. OperatiDji: and care of Lagrange and
Kampsville locks and dams, Illinois
River.
7. Illinois and Mississippi Canal.
8. Operating and oare of Illinois and
Mississippi Canal. (Canal aroand
lower rapids of Rock River, Illinois.)
9. Removing sunken vessels or craft
obstmcting or endangering naviga-
tion.
EXAMINATION.
10. Upper Illinois River and Lower Des Plaines River, Hlinoii.
8UBVET.
U. Wolf Lake and River, lUinois and Indiana.
United States Engineer Office,
Chicagoj IlLj July 16, 1897.
General : I have the honor to transmit herewith annual reports
upon the works in my charge for the fiscal year ending June 30, 1897,
as follows:
Very respectfully, your obedient servant,
W. L. Marshall,
MajoTy Corps of Engineers.
Brig. Gen. John M. Wilson,
Oh^f of Engineers^ U. B. A.
2789
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2790 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARHT.
II X.
IMPROVEMENT OF CHICAGO HARBOR, ILLINOIS.
The project for this harbor was adopted in 1870, and modified in 1878.
By act ef Jnly 3, 1896, the project was ag^aJn modified to include dredg-
ing Chicago Eiver, or the inner harbor, to admit passage by vessels
drawing 16 feet of water.
The project of 1870 as modified in 1878 contemplated —
(a) The formation of an outer harbor or basin by inclosing a portion
of Lake Michigan, just south of and adjoining the entrance to the river
for the purpose of increasing tlie harbor facilities of Chicago, and to
give relief to the overcrowded river.
(h) The construction of an exterior breakwater of crib work filled with
stone, in deep water in Lake Michigan and wholly detached from the
shore, north of the entrance to Chicago River, to shelter the entrance
to the river, and the outer harbor from northerly storms, and to forma
harborof refuge at the southern end of Lake Michigan. Theproject also
included the maintenance, by dredging, of the channel atl^he entrance
to Chicago Kiver as far west as to Pine streets, and the piers so far as
they project beyond the existing shore line. All of this project has
been completed, except dredging the outer harbor.
(c) (Jnder the river and harbor act of June 3, 1896, the Chicago River,
which is the inner harbor, has been directed improved for vessels draw-
ing 16 feet of water. This work is reported upon separately as ^^ Improv-
ing Chicago River, Illinois."
CONDITION OF THE WORK JUNE 30, 1897,
Outer BaMn. — This basin originally covered 455 acres of the area of
Lake Michigan, of which 270 acres lie seaward of the dock line estab-
lished by the Secretary of War September 22, 1890, and 185 acres west
of this dock line. The dock line is about 1,300 feet east of the right of
way of the Illinois Central Railroad and 2,000 feet distant from, and
parallel to, the easterly breakwater of the basin.
A portion of the outer basin was dredged prior to 1887 to a depth of
16 feet, by the United States, but work was suspended due the litiga-
tion over the ownership of the submerged lauds, and because the har-
bor was not and could not be used for its intended purposes.
The basin beyond the dock line is gradually filling up with sand and
sediment, until its available depth does not exceed from 12 to 13 feet
The litigation is now practically ended as far as the ownership of
lands is concerned, and it would be well to dredge this basin to 20 feet
depth.
Under authority granted by the Secretary of War July 24, 1895, a
bulkhead has been constructed along the dock line, and the area
shoreward of the dock line is now being filled in for a public park.
At the northern end of the basin are several slips and docks now in
possession of the Dlinois Central Railroad Company, but title is in
litigation. In view of the restricted capacity of Chicago River, these
outer slips and docks become more important to the commerce of the
city, and the wisdom of dredging the outer basin to 20 feet depth
becomes apparent. The northern part is now in use for commercial
purposes, and the entire basin would be useful as a safe roadstead for
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Al>Pl2Nt)nt T I — ^REPORT OP ilAJOR MARSHALt. 2791
larfre vessels if dredged. The cost of tins dredging is estimated at
t501),960.
The piers of this basin are now in good condition.
No work has been done during the yeaf by the United States Gov-
ernment in this basin nor on tlie breakwater limiting it.
EXTEBIOB BREAKWATER.
This work is situated about 1 mile north of the entrance to Chicago
Kiver, which it shelters against northerly storms. The breakwater is
5,413 feet in length, 30 feet wide, and constructed in water varying
from 18 to 32 feat in depth. All of it, except 1,200 linear feet, which is
on a foundation of riprap stone, has been built upon the natural sand
and clay bottom.
This work has been successful and well subserves its object. It
.was begun in 1880 and completed in 1890. This breakwater has been
slightly damaged by a vessel running into it, but otherwise is in good
condition.
No work has been done upon it during the year, and probably none
will be required for several years.
ENTBANOE TO OHIOAOG BIVEB.
It has been customary for the United States to maintain the channel
between the ])iers and docks at the entrance of Chicago River by
dredging to the extent required by vessels of the dimensions navi-
gating Chicago River as far as to Rush Street Bridge, and the improve-
ment of Chicago Harbor has been limited inshore by this bridge.
During the past fiscal year no work has been done at the entrance to
Chicago River, and none will probably be necessary during the year
ending June 30, 1898.
PBOPOSED APPLICATION OF FUNDS NOW ON HAND.
It is proposed to apply the funds on hand to the maintenance of
existing work.
APPROPRIATIONS.
By act of—
July 11,1870 $100,000.00
March 3, 1871 100, 000. 00
Juno 10, 1872 90.000.00
March 3, 1873 90,000.00
June 23, 1874 75, 000. 00
March 3, 1875 78, 000. 00
August 3, 1876 5,000.00
June 18, 1878 75, 000. 00
March 3, 1879 75,000.00
June 14, 1880 145, 000.00
March 8, 1881 150, 000. 00
August 2, 1882 200, 000. 00
July5,1884 100,000.00
August 5, 1886 • 75, 000. 00
August 11, 1888 200,000.00
By act of—
September 19, 1890 .... $100, 000. 00
July 13,1892 72,000.00
August 17, 1894 80,000.00
Total appronriated . * 1, 810, 000. 00
Received from all other
sources since 1870 (trans-
fer of tug, sales, etc. ) 630. 16
Total 1,810,630.16
Expenditures to June SO,
1897 1,800,571.77
Balance unexpended
June 30, 1897 10,058.39
♦ $60,000 appropriated by act June 3, 1896, for " improving Chicago River," and
which was included in statement for Chicago Harbor in last annual report, has been
deducted from amounts reported June 30, 1896.
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2792 REPORT OP THE CHIEF OP ENGINEERS, U. 8. ARMT.
Money statement.
Jnly 1, 1896, balance nnexpended * $33, 602. 52
June 30, 1897, amount expended during fiscal year 23, 544. 13
July 1,1897, balance unexpended 10,058.39
fiSPORT OF MR. O. A. M. ULJBNCRANTZ, ASSISTANT BK6INBBR«
UmrsD Statrs Engineer Office,
Chicago, III,, July /, 1897.
Major: I have the honor to snbmit herewith a report on operations in Chicago
Harbor, Illinois, during the fiscal year ending June 30, 1897.
At the beginning of the year there was no contract in force for any work to be
done in improving this harbor. No work was done, and none is contemplated for I
the ensuing year.
PRESENT CONDITION OF THE HARBOR.
The harbor entrance was dredged in the spring of 1896 to a depth of 18 feet below
low water of 1847, and is now in good condition.
The north and south piers and the exterior breakwater are in very good condition.
The easterly and southerly breakwaters are also in very good repair, except that the
stone filling has settled considerably in some places, especially in tne westerly part
of the latter, where it is below the water surface, and in case of a severe southeast-
erly storm might endanger the overturning of a portion of this very narrow break-
water, as happened to a part of its outer or easterly portion in 1888. An estimate
of the cost, amounting to $1,907.40, of the needed repairs, including three clumps of
piles, was submitted on the 13th of June, 1896, but no work has so far been authorized.
The rough element, fishermen and disreputable characters, that have for vears past
infested the piers and breakwaters in this harbor, erecting shanties and derricks
thereon, particularly on the north pier, as has been complained of in former reports,
were finally removed on the 10th of May, this year, by the United States revenue
cutter Calumet^ Capt. W. H. Gushing commanding, printed notices having been posted
ten days previously at several places on each of the piers.
The United States life-saving station, located at the outer end of the South Pier,
has heretofore had a communication with the city by a road running across the
Illinois Central Kailroad Company's land, which adjoins this pier. This was of
much importance, partly for the transportation of the life boat to some point along
the lake shore and partly for transportation of supplies, but new warehouses were
planned for during the year, which would entirelv shut off this communicatxou.
Application for authority to construct a road on and along the South Pier was then
made to the Secretary of War. The owners of the warehouses offered to build the
said road, free of any cost to the Government, if they should be allowed to use it for
the passage of fire engines in case of fire on their property. This advantage being
equally applicable to the life-saving station, under like circumstances, a revocable
license was granted by the Secretary of War on the 24th of April, 1897, with pro-
visions that the road shonld be built under the supervision of the engineer officer in
charge of this district, and that it shall not be used by any private parties, except
in case of fire. The road has been constructed.
With last year's report was submitted certain diagrams, designed to facilitate the
preparation of estimates for proposed pier work. I have since noticed that, nnless
the formulte contained therein are used frequently, so as to insure familiarity, there
are chances for making errors, and also that it becomes cumbersome to pick otit the
proper constants for use in the different formulie, and more especially in the '' com-
posite formula.'^ I have therefore arranged all the formulsB in tabular form, which
IS respectfully submitted herewith. With the aid of this I believe that an eatimate
with close approximation to accuracy can be obtained, with but slight familiarity
with the diagrams, with very little work, in a very short time, and with but mini-
mum chances for errors. The strictest attention should, however, be given to the
note concerning the value given to X, as this is about the only place where an error
is liable to occur, in case proper care is not exercised.
•$60,000 apnropriated by act June 3, 1896, for ''improving Chicago River,'* and
which was included in statement for Chicago Harbor in last annual report, has been
deducted firom amounts reported June 30, 1896.
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL.
2793
A table, showing the means of tridaily readings on the water gauge, is also sub-
mitted herewith.
I am, migor, very respectfully, your obedient servant,
G. A. M. LlUKNCRANTZ,
Assistant Engineer.
Mi^. W. L. Marshall,
Corps of Engineers, U. 8. A.
Means of (tridaily) readings of the gauge at Chicago Rarhor, Illinois, 1896,
[Plane of reforenoe: Low water of 1847.]
Day.
Jan.
Feb.
Mar.
Apr.
May.
Jane.
July.
Aug.
Sept.
Oct.
Nor.
Dec.
1
—1.30
-1.23
-1.00
-1.37
—0.60
—1.23
—0.63
—1.47
-1.30
—0.87
-1.27
—1.40
—1.27
—1.17
—1.20
—1.13
—1.13
—1.30
—1.03
—1.50
—1.00
—0.70
—0.40
—O.eo
—0.90
—0.63
—0.87
—1.23
—1.13
u-0.90
—0.70
-0.93
-1. 10
—0.17
—0.00
-1.07
-1.07
—1.06
— L03
-1.13
-1.70
-1.33
-1.13
—0.57
—0.70
-^.50
—0.53
—1,20
-1.40
-0.53
-0.07
—0.97
—1.53
-1.23
-1.07
-1.23
-1.17
—1.00
-0.80
—0.30
-0.63
—0.03
-^.87
—0.80
—1.00
-1.03
—1.30
—0.83
—1.10
—0.50
-0.53
—0.70
—1.03
—1.04
-0.97
—1.00
—1.20
— 1. 13
—0.30
—1.20
-1.77
-1.23
—0.93
-1.57
—1.93
-0.87
-1.20
-0.93
—1.00
-1.20
—0.70
-0.93
—1.00
-1.00
-1.17
—1.10
-1.13
-1. 03
-1.10
-0.97
-0.83
—0.67
-0.07
-1.13
-1.03
—1.13
—1.03
-0.80
-0.77
-0.70
-0.70
—0.73
-0.83
-0.70
-0.73
—0.90
—0.80
-^.53
—0.47
-0.60
-0.47
-0.50
-0.77
—0.80
—0.70
-4). 47
—0.60
-0.67
—0.68
—0.57
-0.63
—0.60
-0.53
-0.30
—0.33
-0.43
-0.50
-1.43
-0.77
-0.23
—0.37
-0.47
-0.43
—0.23
—0.60
—0.27
—0.20
-0.40
—0.07
—0.67
-0.87
—0.40
—0.23
-0.10
-0.17
—0.13
—0.43
—0.83
+0.07
—0.30
—0.23
-0.10
—0.17
—0.20
-0.13
—0.10
-0.03
-0.10
±0.00
-ai3
—0.30
— O.IO
+0.10
-0.13
±0.00
—0.13
-0.20
-0.27
-0.43
—0.07
—0.30
—0.87
—0.33
-0.20
—0.23
±0.00
-0.30
+0.04
-0.03
-^.07
±0.00
-0.23
—0.43
—0.43
-0.23
—0.13
+0.20
—0.10
—0.23
—0.43
-0.10
—0.23
^0.17
—0.23
-0.40
-0.37
—0.17
—0.50
—0.10
—0.07
-0.30
—0.07
—0.17
-0.13
—0.07
-0.40
-0.70
-0.53
-0.23
—0.20
—0.27
+ 0.17
+0.17
—0.30
—0.10
+0.18
-0.27
-0.27
+0.27
-0.17
+0.03
—0.03
—0.03
—0.20
-0.13
-0.20
^.23
—0.63
—0.27
-0.37
—0.43
—0.83
-0.63
—0.37
-0.37
—0.87
—0.40
-0.40
—0.30
-0.38
—0.53
—0.43
-0.40
-0.37
—0.27
+0.23
-4). 07
—0.30
±0.00
—0.13
—0.20
-0.30
-4). 03
-0.43
-0.63
^.20
-0.57
-4). 80
—0.87
-0.43
-0.17
—0.40
-0.30
+0.60
—0.07
-0.07
—0.17
-0.10
—0.20
—0.17
-0.30
—0.23
—0.27
—0.37
—0.23
—0.17
-0.37
—0.37
—0.30
-0.57
-0.27
—0.40
-0.87
-0.57
-0.70
—0.87
-0.80
—0.70
-0.93
-0.77
-0.67
-0.50
—0.83
-1.10
—0.93
-0.60
-0.60
—0.30
-0.57
-^0.03
—0.53
-0.83
-0.80
—0.90
-0.80
—0.73
—0.73
—0.67
-0.67
—0.93
—0.87
—0.67
-0.50
-0.50
-0.57
—0.70
-4). 67
-1.07
-0.53
-0.63
—0.77
—0.27
—1.17
—0.80
-0.87
-1.07
63
2
3
4
-0.87
—1. 07
5
—0 80
6
7
8
-0.57
—0.77
—0 80
9
1.10
10
11
-1.00
00
12
—0.77
13
—0.47
14
--0 47
15
—0.30
18
—0.68
17
—LOT
18
—0.63
19
—1.08
20
21
-0.67
—0.70
23
—0.60
23
U
—0.37
—0.77
25
—1.67
26
—0.97
27
—0.93
SB
—1.27
29
—1.20
10
—1.10
81
—0.87
Ifeaoa.
—1.06
-0.98
—1.01
-0.86
-0.60
—0.17
-0.19
-0.23
-0.81
-0.48
—0.67
—0.84
I I 2.
IMPROVEMENT OF CHICAGO RIVER, ILLINOIS. '
The Chicago River constitutes the inner harbor of Ohicago. In
its uatural condition it was navigable for such vessels as could pass
the bar at its mouth. It has been improved, docked, dredged, and
bridged by the city of Chicago and by the riparian owners, as the city
grew to keep pace with their requirements for commerce primarily and
for sewage disposed for convenience incidentally, without aid from the
Federal Government, until it has grown to be a great artificial water-
way, without public landings or docks, defiled and putrescent with
sewage and filth, but one of the most important waterways (measured
by its commerce) on the globe. The adoption by Congress of the proj-
ect for a comparatively deep waterway, 20 to 21 feet, to replace the
15-foot channel between Duluth, Chicago, and Buffalo, has been fol-
lowed by such a revolution in the lake marine as to make the Chicago
Eiver, as limited by docks, by bridges, and by tunnels, utterly inade-
quate in capacity to accommodate the great vessels of to-day, and at
once make necessary either (1) a complete remodeling of the river, (2>
Digitized by
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2794 REPORT OP THE CHIEF OF ENGINEERS, tf. S. ARMt.
a new harbor at Ohicago for larfj^est vessels, or (3) a loss of coramorce
as far as may relate to heavy commodities "in transit" at Chicago,
which require the lowest rates of transportation and, therefore, the
most capacious vessels and commodious channels.
Prior to 1892 it had been the custom of Congress in the construction
of lake harbors to coniine the work done by the United States Govern-
ment under river and harbor acts to piers, breakwaters, and dredging,
or to work required lying lakeward or beyond the natural shore lines of
the lake, and to such works as were found to be necessary to protect
the jetties or piers at the shore ends thereof against cutting out by the
waves in storms*
The act of July 13, 1892, contained a provision directing the oflScer
in charge at Chicago to report " what, if any, improvement should be
made by the General Government in Chicago River," which report was
submitted under date August 9, 1893, and will be found in the Annual
Beport of the Chief of Engineers for 1893, page 2974 and following.
In accord with long-established precedents, the opinion of the officer
in charge was adverse to the expenditure of money by tbe General Gov-
ernment on the river within the old shore line of the lake as long as it
may be used as a dumping ground for filth and sewage, and therefore
involving scavenger work for the city, but certain work of dredging
and rectification was suggested for the information of Congress, as in
the interest of commerce and navigation. The limit in depth of the
suggested improvement, 16 feet, was determined by the depths over the
Washington Street and La Salle Street tunnels, and the improvement
suggested is to the limit of the present capacity of Chicago River, with-
out embarking in a scheme of indefinite cost, in remodeling or rebuild-
ing an artificial waterway, with all its bridges, tunnels, wharves, and.
accessories, which are owned, built, and controlled by municipal, cor-
porate, or private parties.
This suggestion as to the capacity of the river for improvement seems
to have been accepted as just and proper. Congress, which in the river
and harbor aclrof August 17, 1894, in making provision for Chicago
Harbor authorized the Secretary of War to expend not exceeding
$25,000 out of the $80,000 appropriated "in the improvement of Chicago
Biver up to the forks of said river," and later, in the river and harbor
act of June 3, 1896, wherein it is provided —
For improving Chicago River in Illinoie, from its mouth to the Stock Yards on the
South Branch and to Belmont avenue on the North Branch, as far as may be per-
mitted by ezistine docks and wharves, to be dredged to admit passage by vesaels
drawine sixteen teet of water, according to the recommendation of Capt. W. L.
Marshal], of the Corps of Engineers of the United States Army, in his report under
date of August ninth, eighteen hundred and ninety-three: Continuing improvement,
fifty thousand dollars : I*rovided, That contracts may be entered into by the Secre-
tary of War for such materials and work as may be necessary to complete the said
project of improvement, to be paid for as appropriations may from time to time be
made by law, not to exceed in the aggregate six hundred and fifty thousand doUan,
exclusive of the amount herein and neretofore appropriated.
And again, in the sundry civil act of June 4, 1897, it is provided —
Improving Chicago River, Illinois: For continnhig improvement from its month
to the Stock Yards on the South Branch and to Belmont avenue on the North Branch,
one hundred and thirteen thoasand dollars, in pursuance of the provisions of an act
making appropriations for the construction, repair, and improvement of certain
public works on rivers and harbors and for other purposes, approved June third,
eighteen hundred and ninety-six ; and it is hereby declared to be the true intent and
meaning of the said provisions of said act relating to the improvement of said Chi-
cago River that all of the work in the improvement of said river which was recom-
mended or suggested to be done in the interest of commerce by Captain William L.
Marshall, of the Corps of Kngineers of the United States Army, in his report of
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2795
August ninth, eighteen hnndxad and ninetv-thiee, may be done: Provided. That the
total cost of such improvement or work shall not exceed the limit provided for in
said act.
The conclusion was also accepted by local bodies interested in the
improvement of the river, as shown by their actions in pressing upon
Congress the necessity of adopting the suggestions made in this report
of August 9, 1893, and by their failure in any manner to controvert
either the statement of facts or conclusions deduced therefrom.
In accord with the act of June 3, 1896, a project for dredging was
submitted by the officer in charge, and approved by the Chief of
Engineers and Secretary of War. The work was advertised under
date September 25, 1896; proposals received October 24, 1896, and
with the approval of the Chief of Engineers contracts were entered
into November 5,1896, with the lowest responsible bidders, viz, Oreen^s
Dredging Company, for dredging 468,427 cubic yards of material from
the main river and South Branch at 10.9 cents per cubic yard, meas-
ured in scows, and with The Lydon & Drews Company for dredging
848,794 cubic yards of material from the North Branch at 9.7 cents per
cubic yard, and in each case for certain unimportant and contingent
work of small extent.
The contractors began work promptly, and up to the close of the fiscal
year had removed from the main river and South Branch 258,966 cubic
yards and from the North Branch 248,610 cubic yards of material.
The dredging of the North Branch was suspended in June, 1897, await-
ing further appropriations, but will be resumed in July and continued
to completion.
It is expected that the work of dredging as far as may be done
under the existing contracts will be completed by the close of the
calendar year 1898.
The sundry civil act of June 4, 1897, permits the slight work of rec-
tification and widening suggested in the report of August 9, 1893, to
be done, and a project is now being prepared to be submitted to the
Secretary of War for action at as early a date as practicable.
The fact that Chicago Biver can accommodate vessels of 16 feet draft
only, and for but a small part of its length can admit vessels not exceed-
ing 325 feet length and 42 feet beam, when large modem vessels now
being rapidly added to the fleets of the Great Lakes are 432 feet in
length, 48 feet beam, and designed for a draft of water of 19 to 20 feet,
is disquieting and hampering to all interests at Chicago dependent
upon commerce by water, and the demand for better accommodations
in Chicago Biver is growing in intensity.
No practical method of procedure to remove the obstructions to navi-
gation has been proposed. The authorities of the sanitary district
have contracted for dredging the main river and South Branch from
Lake Michigan to the connection with the drainage canal to a depth of
20 feet (or more in places), and propose some increase in the ('capacity
of the channel for discharge by widening between docks at a few narrow
X)oints, and some more important aids to navigation in Widening at a
few bridge draws; but these changes, as well as those proposed in the
Beport of 1893, and allowed to be made by the sundry civil act of June
4, 1897, are not in accord with the radical improvements demanded for
the accommodation of the largest modern vessels.
The tunnels absolutely limit the draft of vessels; the bridge draws,
docks, and bends absolutely limit the length and beam.
If the tundels could be lowered to allow a draft of 20 feet, and the
river dredged to that depth, vessels of the same horizontal dimensions
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2796 REPORT OP THE CHIEF OF ENGINEERS, U. 8. ARIfT.
as DOW navigate the river could load 4 feet deei)er, or their carrying
capacity be increased from 33 to 75 per cent. A vessel 325 feet long,
42 feet beam, deducting 20 feet in length for run or model, would have
its capacity increased about 400 tons for each foot of additional draft,
or 1,600 tons, an increase of 50 per cent over 16 feet draft.
The tunnels alone, however, represent some $2,500,000, and are used
for the cable lines of street railway connecting the north and west sides
with the business center of the city. Ko practical method has been
proposed for removing or altering these tunnels, nor any suggestion
made as to the source of the necessary money to pay the cost of modi-
fication in tunnels, bridges, and other artificial obstructions, which are
costly and much used property.
I submit herewith a series of maps showing the profiles of the crowns
of the La Salle Street and Washington Street tunnels as ascertained
by sounding, and of all bridges over Chicago River which prohibit
passage by the largest lake vessels; also of such short bends in the
river as may be impassable by such vessels.
The most obvious fact shown by these maps is that while the river,
even without bridges, is too narrow for such boats to tie to the docks
while similar boats are passing each other in the channel, yet it would
be navigable by such vessels even with its present shore lines were the
bridges above the forks of the river removed or constructed with cen-
tral draws of from 110 to 120 feet span.
The bridges and tunnels therefore may be said to be the obstructions
to navigation by large vessels, although the stream itself is too narrow
for easy navigation by such vessels, were such obstructions removed.
A list of steam vessels of the larger class navigating Chicago River,
to a greater or less extent of its course, is submitted.
List, dimentionSf and tannage of the average steamers, navigating the CKioago River {not
inoludi^g sfMM^wised lumber vessels).
Steamer.
Groee
tonnage.
Net
tonnage.
Length.
Fs0L
2.781
2,847
827
2,165
1,802
296
2,189
1,744
292
2,205
1,819
298
1,711
1.518
258
1,704
1.503
256
1,72«
1,562
270
1,619
1.423
256
1,731
1,526
271
1,708
1,474
270
1.609
1,423
209
1.609
1,423
269
2.944
2,891
292
1,611
945
880
2.857
1,616
312
2,299
1,858
806
2,294
1.853
806
1.017
1,677
296
2,082
1,927
283
1,829
1,669
281
1,762
1,662
276
1,847
1,721
288
1.770
1,571
282
2.086
1,744
808
2,611
1,940
843
8,045
2,484
888
1,053
1,722
288
2,615
1,948
845
1,921
1,751
286
2,220
2.046
284
2,044
1,647
258
2,048
1,662
258
2.046
1,552
868
2.044
1,560
268
Width.
Snsqnehanna
CodoruB
Mahoning
Schnylkin
Clarion
Lehigh
Coneetoga
Wissahiokon
Delaware
Janiata
Oonemaagh
Lt coming
Maniton
Christopher Columbne
Mohawk
Harlem
Hudson
SyracuBO
Commodore
Boston
Buffalo
Chicago
Milwaukee .*
Tioga
Owego
Ramapo
H. J. Jowett
Chemang
l?ewYoi1c
Rochester
OoT. Smith
H . R. James
A.MoVlttie
J.R. Langdon
PetL
40
4D
40
40
M
86
86
86
36
86
42
4S
41
41
41
S8
43
86
85
M
86
S8
41
44
8»
41
Si
48
48
42
42
42
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APPENDIX I I — REPORT OP MAJOR MARSHALL.
2797
List, dhiteiuioiM, and tonnage of the average $teamer$, navigating the Chicago Eiver (not
including the small-iized lumker veMels)— Continaed.
Ste«mer.
Gross
tonnage.
Net
tonnage.
Length.
Width.
P. H. Prince.. ,
W. A. Haskell
W.J.Averill.
JE. P. Wilbur..
Sarinac
Seneca
Tnscarora....
Taoom*
Oeeanica
Clyde
H.£. Packer..
FredMercnr..
JLaokawanna. .
Scranton
Wyoming
Florida
J. W. Moore . .
Braiil
Azthor Oir...
Arerage
2,017
1,630
1.603
2,633
2,069
2,660
2,660
1,870
1,400
1.806
1,142
1,224
2,015
2,015
1,952
2,103
1,961
2,186
2,320
1,547
1,440
1,425
1,902
1,930
1,960
1.939
1,009
1,241
1,158
962
966
1,505
1,595
1,739
1,834
1,689
1,655
1,972
Ftet.
258
260
260
808
308
308
808
278
280
274
243
250
278
278
274
294
304
Feet.
42
87
37
40
40
40
40
38
37
36
35
35
39
40
40
40
41
2.014
1,663
287
89
An examination of the elaborate and accnrate maps of Ohicago River
made under direction of the trustees of the sanitary district at 'Chicago,
which embody results Irom the only careful survey that has been made
of the river, show the navigable capacity of the river (irrespective of
draft of vessels) as determined by the limiting docks or bulkheads, and
by the piers, abutments, and guards of the bridges. In preparing the
table below a paper model of the horizontal dimensions stated cut to
the same scale as the maps was applied, and if it was found that such
model, without apparent wedging or binding, could be passed through
the representation of the bridge, the bridge has been denominated as
passable by a vessel of such horizontal dimensions. The results given
in the table are considered extreme — or in favor of the navigability of
the river.
The table follows:
TaJfle showing how far vessels of dimensions given earn navigate Chicago River and its
IranxiMS,
Dfmeitsions
of Tessels.
Limits which can be reached by vessels.
In South Branch.
In North Branch. In North Branch Canal.
FeeL
48 by 482...
43 by 340..
43 by 825..
42 by 805.,
40 by 806.
88 by 800.,
Might possibly sgneexe throngh
Madison Street Bridge if it can
pass orer La Salle straet tunnel;
then to Taylor street.
To Xighteenth street
.do.,
Might possibly sqneese tnroagh
Sighteenth street and Falter
street. If so, can so to Indiana
State Line Rwy. Bridge, west arm
of South Fork.
To IndlanaStateLineBwy. Bridge in
west arm «f South Fork of South
Branoh.
To Indiana State Line Swy. Bridge
in west arm of Sontb Fork of
South Bnmch.
Onlv to the first, the
Coioago and North-
western Rwy.
Bridge.
To Dillon street ...
....do
....do ,
To Chieag<o, Milwau-
kee and^St. Paul
Rwy. Bridge.
(Norih of North
are.)
do
Can not reach the
canal.
To Halsted street.
.....do
do
To Chicago, Milwau-
keeand SLPaul Rwy.
Bridge.
Mightpossiblysqueese
tn rough St. Paul
Kwy. Bridge and go
to tne main channel
in the North Branch.
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2798 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
Boats 325 feet length, 42 feet beam, can navigate Chicago River to the elevators,
drawing, after dredging is oompleted, barely 16 feet at present stage of water (0.5
foot above Chicago city datom).
The orown of Washimj^ton Street Tunnel now limits the draft, as stated.
Over La SaUe Street Tnnnel 17 feet is now barely possible over central part.
Over Van Bnren Street Tnnnel 18 feet is practicable at present stage.
(1) Each foot additional draft in vessels of the dimensions named (allowing 20
feet off for rnn or mold at bow and stern, or of rectangular horizontal dimensions,
305 feet bv 42 feet), corresponds in round numbers to ifK> tons cargo, or about 13,300
bushels of wheat.
(2) If available draft were 20 feet, then carjroes carried by same vessels oould be
increased 1,600 tons, or about 53,000 bushels of wheat.
This would result, simply^ by the removal of tunnels and deepening of the river
channel, and minor changes in docks, now contemplated, or the capacity of boats of
same beam and length could be increased from 33 to 50 per cent.
(3) To adapt Chicago River for boats 432 feet length, 48 feet beam, 20 feet draft,
will require not only removal of tunnels and strengthening of bulkheads or docks,
but also the reconstruction or remodeling of bridges, as shown herewith; the cut-
ting away of much wharf property to straighten the river; and, in general, a com-
plete remodeling of Chicago Kiver, if such boats are to load at wharves and pass
each other in chEuinels.
These faets and maps are sabmitted as data bearing upon the ques-
tion of the improvement of Chicago Biver, for the information of
Congress.
PROPOSI9) APPLICATION OF FUNDS NOW ON HAND AND AVAILABLE.
It is proposed to apply these funds to the completion of the dredg-
ing now contracted for.
PBOPOSED APPLICATION OF FITNDS ASKED FOB, FOB THE FISCAL
YEAB BNDINO JUNE 30, 1899.
It is proposed to apply the funds asked for, contingent upon the
adoption of a project for minor widening of the river or rectification of
the dock line, to describing the necessary lands and acquiring title
thereto, and to dredging and removing the necessary material, and
recoDStructing the docks or bulkheads along the changed sections.
Since the Chicago Kiver constitutes the inner harbor at Chicago,
reference is made to the report on Chicago Harbor for commercial
statistics.
APPROPRIATIONS.
Act June 3, 1896 $50,000.00
Sundry civn act, June 4, 1897 113,000.00
Total 163,000.00
Expenditures to June 30, 1897 (exolnsiye of $25,000 allotted from appro-
priation for Chicago Harbor of August 17, 1894) 24, 475. 21
Balance unexpended June 30, 1897 138,524.79
Money statement.
July 1,1896, balance unexpended (act June 3, 1896) $50,000.00
Amount appropriated by sundry civil act approved June 4, 1897 113, 000. 00
163,000.00
June 30, 1897, amount expended during fiscal year 24, 475. 21
July 1, 1897, balance unexpended 138,524.79
July 1,1897, outstanding liabiliUes $100.00
July 1, 1897, amount oovered by uncompleted contracts 118, 598. 49
118,698.49
July 1, 1897, balanee available 19,826.30
(Amount (estimated) required for completion of existin^i^ project 537, 000. 00
Amount tnat can be profitably expended in fiscal year ending J une 30, 1899 400, 000. 00
Submitted in compliaaoe with requirements of sections 2 of river and
harb«rao«iaf 1866 anil 1S67 and of sundry civil act of June 4^ 1897.
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APPENDIX 1 I REPORT OP MAJOR MARSHALL.
2799
Abstract of propoMals for remomng wreck of steam eanal barge Chinas received in reMonte
to advertisement of November SS, 1896, and opened December SS, 1896, by Maj, W, L,
Marehall, Corps of Engineers.
So.
Name of bidder.
AddreM.
Price.
Manner in which work is to
be done.
Bemarka.
1
DaDham Towing
210 South Water
$496.00
Remove boiler and parts
Lowest bid.
And Wracking Co.
Btroet, Chicago,
of engine to make wreck
lighter and then tow it out
in lake and sink in deep
water. Failing in this will
tear wreck to pieces with
dredge and put pieces on
scows and sink them in
lake.
2
Lydon Sc Drews Co.
Unity Building.
500.00
By means of steam dredge
•
Chicago, 111.
and drivers.
Absiracft of proposals for dredging Chicago River, Illinois j received in response to adver-
tisement of September £6^ 1896, and opened at 12 m. October 24, 1896, by Maj, W. L,
Marshall, Corps of Engineers,
I^ame and address of bidder.
'5.2 3
Main river and Sonth Branch.
Coat.
Cost.
® CS O
HI
Coat
Total main
river and
South
Branch.
8.0. Dixon, Kacine, Wis..:
Carkin, Stickney dc. Cram, Detroit,
Mich ,
Chicago Dredging and Dock Co.,
Cliicago, ni
Cents.
Green's Dredging Co., Chicago, Ill.a.
Lvdon & Drews Co., Cliicago, 111
FitzSimons & Connell Co., Chicago,
111
151
14
10.0
12i
154
$72, 202. 25
64, 179. 78
49,968.54
56, 157. 31
71, 056. 18
$2.50 $250.00 $3.00
1 50
1.00
1.00
1.76
I
150.00
100.00
100.00
175.00
$750.00
62.50
125.00
32.50
75.00
$73,202.25
64, 392. 28
50, 193. 54
56, 289. 81
71, 306. 18
Name and address of bidder.
S.O. Dixon, Badne, Wis
Carkin, Stickney & Cram, Detroit,
Mich
Chicago Dredging and Dock Co.,
Chicago. Ill
Green's Dredging Co., Chicago, 111.
Lydon ic Drews Co., Cliicago, I11.&. . .
FitzSimons &. Connell Co., Chicago,
111
North Branch.
in o
he's
Coat.
Cents.
12^ ,$103,943.09
131
12
9.r<
9.7
14
116,670.81
101, 821. 80
84, 002. 99
82, 305. 95
118,792.10
2
o .
$2.60
2.50
1.50
1.00
1.00
1.76
Cost.
ill
$250.00
250.00
150.00
100.00
100.00
175.00
$3.00
8.00
.50
.13
.80
Cost.
Total North
Branch.
$750.00
750.00
62.50
125.00
82.50
76.00
$104,048.09
117,670.81
102, 034. 30
84, 227. 99
82,438.45
U9, 042. 10
a Lowest bid for main rivar and South Braaolk
h Lowest bid for North Braaoh.
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2800 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
JA$t of eantracts for improving Chicago Bivery Illinois, in force during fiscal year ending
June SO, 1897.
Name and addreas of contractor.
Nature of oontraot.
Date.
To expire.
Green's I>redging Co., Chicago, HI .
Lydon & Drews Co., Chicago, 111...
Dredging main river and South
Branch.
Dredging North Branch
Not. 5,1896
do
Not. 90,18W
Do.
report 07 mr. g. a. m. liljencrantz, assistant knginssr.
United States Engineer Officx,
Chicago, IlL, July g, 1897.
Major: I have the honor to sabmit herewith a report on operations in Chicago
River, Illinois, daring the fiscal year ending Jnne 30, 1897.
There was no contract in force for the improvement of this river at the beginning
of the year. Money having been appropriated nnder act of Congress of Jane 3,
1896, to wit, $50,000, bids for dredgiag according to project approved were adver-
tised for and opened on the 24th of October, 1896. The said act aathorized contracts
to be entered into for the whole work of improving the main river and its branches
between certain specified limits, bat made only the above-mentioned amount avail-
able for immediate use. The specifications, used as a basis for bids, and designed to
govern work under the 'contract, provided for separate bids if desired for work in
the Main and Soath branches and for work in the North Branch, respectively, three-
fifths of the available funds to be applied to the former and the other two-fifths to
the latter, and also gave the contractors the option of suspending operations when
available funds were exhausted or of continuing the work in anticipation of addi-
tional appropriation, before which no farther payments could be made.
Contracts were entered into on the 5th of November, 1896, with the Green's Dredg-
ing Company for work in the Main and South branches to the stock yards, and wiui
the Lydon & Drews Company for work in the North Branch to Belmont avenue. The
terms of the former contract were for the removal of 458,427 cubic yards, more or
less, of dredged material, at the rate of 10.9 cents per cubic yard; of 100 piles, more
or less, at $1 each, and of 250 cubic yards, more or less, of old docks and piers, at 50
cents per cubic yard. Those of the latter were for the removal of 848,704 cubio
yards, more or less, by dredging, at the rate of 9.7 cents per cubic yard ; of 100 piles,
more or less, at $1 each, and of 250 cubic yards, more or less, of old docks and pierSy
at 13 cents per cubic yard. Both firms are of Chicago, 111.
WORK DONE DURING THE TEAR.
(A) In the Main and South branches :
Work in the Main Branch was commenced west of Rush Street Bridge on the 12ih
of November, 1896. On the 13th of January, 1897, work was closed for the season
on account of the inclemency of the weather. At that time the channel was com-
pleted through the Main Branch and to the Twenty-second Street Bridge in the South
Branch, with the exception of a number of bridf^e draws. Work was resumed on
the 21st of March, 1897. All the bridge draws, heretofore omitted, were deepened,
and at the close of the fiscal year the channel was completed to Ashland avenue, in
the west fork of the South Branch (the terminal point in that fork), and to opposite
Thirty-third street extended, in the south fork of the South Branch, a total distance
of about 5i miles, by the removal of 258,966.7 cubic yards of dredged material and
11 piles. The last portion of the dredging has been in exceptionally hard mate-
rial, which has considerably delayed tlie progress. A number of accidents have
also been met with, the most remarkable of which was the explosion of a loaded dump
scow near the mouth of the river, while on its way to the dumping ^ound, and
which was accompanied by extensive damages to numerous adjacent buildings. No
convincing theory has been ofifered in explanation of the cause. From and ailerthe
28th of March, 1897, the work has been carried on continuously by day and hj night,
which was found necessary to comply with the clause in the contract requiring the
removal of not less than 60,000 cubic yards per calendar month.
(B) In the North Branch:
Work in the North Branch was begun at the junction of the two branches near
Lake Street Bridge on the 19th of November, 1896, and was suspended for the season
on the 24th of December^ at which time the channel had been unproved to Chicago
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PENDIX H KEPOBT OF MAJTqR. MARSHALL.
2801
ce of abont seven-eighths of a mile. Wotk.<f6r 4;&e season of 1897
the 15th of March and coutinaed until the 9th> or Jnqe^ ^jan the
iliug themselves of the privilege contained in paragraph ^^of t^ie
ected to suspend operations until additional funds shobl^.DAc^rce
portion of the available funds ($20,000) allotted to this cohtr^ust
id on the 19th of May. when the contractors were paid for the work
ncluding that day. Work was, however, continued until the 9th of
itated, with the understanding, in writing, that further payments
upon a subsequent appropriation.
int of work done up to the end of the fiscal year consisted in deepen-
kunel to North avenue and about three-quarters of the length of the
anal, which is about 1 mile in length, a total distance of, approxi-
, by the removal of 248,610.3 cubic yards of dredged material and 2
ractors have generally worked from 14 to 16 hours per day. This
l^e is an exceptionally powerfhl machine, with a 4i-yard dipper and
v^ing about 200 cubic yards per hour.
'as dredged, under both contracts, to a depth of 17 feet below low
d to 15 feet from existing docks. No old docks have been removed
I so far under either of the contracts.
rge China, which sank in the North Branch near Chicago Avenue
h of November, 1896, and was abandoned by the owner, was removed
nth the Dunham Towing and Wrecking Company in January, 1897,
Lcles saved that were of any appreciable value, a tubular boiler and
, wore sold at public auction.
WORK PROPOSED FOR THE ENSUING TEAR.
to continue during the ensuing year and complete all the work under
[ging Company's contract to tne established limits in the south fork
anch at ttie stock yards. The Lydon & Drews Company have been
ne work under their contract on the 2d of July. It is proposed to
>rk northward, and it is confidently expected that the cnannel wUl
Belmont avenue, the northerly limit ot the work contracted for, by
iSf and under especially favorable circumstances it might be done
he ensuing fiscal year.
of 8traig:htening and widening the river in the most obstructive
[> visions in the act of Congress of June 4, 1897, will be taken up for
d action during the year. Maps have been prepared and are sub-
showing the most obstructive places in both branches of the river,
le selectiou of these places those were chosen where a vessel of 48
12 feet in length could not pass, and this is illustrated on the maps
at of said dimensions in a position where further progress would be
>r, very respectfully, your obedient servant,
G. A. M. LiLJENCRANTZ,
Au%$tani Engineer.
ARSHALL,
ngin€er9t U, 8, A,
II3.
PROVEMENT OP CALUMET HARBOR, ILLINOIS.
)f the work is to provide a deep entrance to the Calumet
B port at South Chicago, which object is effected in the
by first protecting the proposed channel against drift by
of jetties — in this case 300 feet apart, projecting into the
shore at the river's mouth — and by dredging between
roper depth.
CONDITION OP THE WORK JUNE 30, 1896.
>egun on this harbor in 1870, and prior to June 30, 1806,
^t of the south pier, and 3,640 linear feet of the north
176
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2802 BEPOBT OF THS\ck]3SrF OF EN0INEEB8, U. B. AKMT.
• • • *
pier had t>een' odUSpleied, and a channel 16 feet in depth between the
piers.h^ been Beared and maintained, which completed the old project
for'-tiyB 'improvement.
OONDITION OF THE WOEK JUNE 30, 1897.
The river and harbor act of June 3, 1896, adopted for this harbor
a project submitted Jane 30, 1895, which provided for a channel depth
of 20 feet, a prolongation of the south pier 1,200 linear feet and the
north pier 500 linear feet.
Prior to the adoption of this project by Congress, by authority of the
Chief of Engineers, a narrow channel, 20 feet in depth, barely practi-
cable, had been begun under contract, leading from deep water in Lake
Michigan as far as to the Illinois Steel Company's slip. Work under
this contract was under way at the beginning of the fiscal year and
was completed soon thereafter.
In February, 1896, a project supplementary to that of June 30, 1895,
was submitted and published as House Executive Document No. 277
(see also Eeport of Chief of Engineers, U. S. A., 1896, p. 2584), which
covered not only the requirements of the entrance to Calumet River,
or the present harbor, but all the present needs of this locality. This
extended project contemplated an outer breakwater, in continuation of
the north pier of the Illinois Steel Company's harbor, to shelter the
entrance to Calumet Eiver and the Steel Company's harbor, and to
form a sheltered roadstead to be dredged to 20 feet deep; the extension
of the south pier 800 linear feet, and dredging the entrance to the
river, and the river itself for a distance of two miles, for a width of
200 feet and to a depth of 20 feet.
Congress in making appropriations for Calumet Harbor adopted the
project of June 30, 1895, but in appropriating for the river adopted
that part of the later project relating to the 20-foot channel in Calumet
Biver.
The outer breakwater is an urgent necessity, and if it be built the
north pier of Calumet Harbor g^iould not be extended, and the exten-
sion of 800 feet is sufficient for the south pier.
From the movement of sands in this vicinity it is very apparent that
one of these projects should be more definitely swiopted. The drift into
the channel can only be stopped by the intervention of a solid obstruc-
tion or pier, and it is apparent that any material extension of the piers
of the United States harbor will result in closing the approaches to the
Illinois Steel Company's harbor by the sand caught and held against
the United States piers.
Such a result should be avoided, and the harbors can both be pro-
tected by extending the north pier of the Illinois Steel Company's pier,
as proposed in the report of February 26, 1896, while at the same time
such a construction would make access to the docks at South Chicago
IK)S8ible at all conditions of weather. At present the entrance to the
harbor can not be safely made by vessels during high winds or gales,
and continuous dredging will soon be required to keep the channels
navigable.
By authority of the Chief of Engineers the appropriation made by
the act of June 3, 1896, has been applied to the execution of the work
common to both projects named above, i. e., to the extension of the south
pier 800 linear feet, and to dredging the channel between the piers and
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2803
to a similar depth in Lake Michigan, to 20 feet depth below the low
water of 1847. This work has been done during the year by contract
with the lowest responsible bidders, after pablic advertisement, under
which contracts {including the contract with Norris G. Dodge & Son, in
effect at the beginning of the year) 223,006 cubic yards of material was
dredged from the 20-foot channel, 808,966.6 feet B. M. hemlock timber,
281,688 feet pine timber, 20,917 feet oak plank, 320 pine piles, 13 white-
oak pUes, 82,056 pounds driftbolts, 64,804 pounds screw bolts, 2,205
pounds spikes, 222 pounds chain, 819 pounds boiler-plate iron, 2,326.12
cords of stone, and 4,219.1 cubic yards dredging for foundations of cribs
were placed in the work or done in extending the south pier 800 linear
feet.
This work was accomplished at considerably less cost than estimated
and by authority of the Chief of Engineers a contract with the lowest
responsible bidder, Mr. George Cooper, Manitowoc, Wis., was entered
into June 14, 1897, for rebuilding superstructure over 500 linear feet of
the north pier near its outer extremity. Work under this contract has
begun, and about 80 feet of the old superstructure had been removed on
June 30, 1897.
At present, then, there is a channel 20 feet in depth between the piers,
but storms have somewhat filled in the channel seaward of the piers.
On the completion of the present contract for rebuilding superstructure
the work will be in good condition, except the revetment west of the
Illinois Steel Company's slip, which is very much broken up, and needs
rebuilding.
The Illinois Steel Company from time to time has done some dredg-
ing, especially outside of the piers of the two harbors.
The expenditure of the appropriation made for this harbor in the act
of June 3, 1896, in connection with the 20-foot channel in Calumet Eiver,
now approaching completion, has provided Chicago with the finest har-
bor on Lake Michigan, capable of receiving and accommodating the
largest vessels yet afloat on the Great Lakes, as long as the bar at the
mouth of the river can be kept dredged. With an exterior breakwater
to prevent formation of this bar there could be little to be desired at
the present stage of development of wharfage at South Chicago.
■ The freights here consist almost entirely of heavy, bulky articles, such
as iron ore, salt, coal, grain, and timber, which require the largest vessels,
the cheapest freight rates, and the most commodious channels. The
iron ore in great part comes from natural harbors of great depth, and
cargoes have been limited by the depth of water at South Chicago, con-
sequently the increased channels have been at once availed of; also in
the grain, coal, and salt trade the value of this harbor has become
apparent, and is evidenced by the doubling of the output from the ele-
vators at South Chicago in one year. The steamer Queen City took out
in 1896 a cargo of 208,000 bushels of corn from this port to Buffalo, or
5,800 tons of 2,000 pounds that established a new record in size of car-
goes that can now be carried between Chicago and Buffalo.
The arrivals and departures of steam vessels at South Chicago during
the past year were 1,454, the registered tonnage 2,116,482 tons, showing
the average steam vessel to be of 1,456 tons register.
At Chicago the average registered tonnage of steam vessels arriving
and departing was 790 tons.
The average steam vessel trading at South Chicago is larger than at
any port on the globe, the reason for which, however, is seen in what
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2804 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
has been stated above, L e., the trade is almost entirely in the balky,
heavy freights, the more valuable freights, merchandise, package freight,
etc., as well as pleasure, passenger, and excorsion traffic go to Chicago
Eiver and Harbor, and the smaller vessels are in snfflcient number to
reduce the average tonnage.
PROPOSED APPLICATION OP FUNDS VOW AYAIIiABLB.
It is proposed to apply these funds to the prosecution of the vrork
under contract, of rebuilding 500 linear feet superstructure over the
north pier, and to such work of maintenance as may seem necessary
from time to time.
PROPOSED APPLICATION OF FUNDS ASKED FOR FOR THE FISCAL
YEAR ENDINO JUNE 30, 1899.
The fact that there are two projects tor this locality, parts of each of
which have been adopted by Congress, make it necessary to state the
facts again explicitly. There remains to be done under the projec*.t of
June 30, 1895, 400 linear feet in extension of the south pier and 500
linear feet in extension of the north pier, and some minor work, at an
estimated cost of $79,550.
Under the supplementary project of February 21, 1896, there remains
to be done the construction of the outer harbor, and if this latter proj-
ect be adopted the 900 linear feet of pier extension in the former proj-
ect is entirely unnecessary. The outer harbor sooner or later must be
built as a necessity, and it would result in a saving of $79,550 if future
appropriations went toward the construction of the works demanded
by the later projects and no further work be done under the project of
June 30, 1895.
The estimate submitted is therefore to be considered as for the con-
struction of the outer harbor under the project or report of February
21,1896.
It is proposed to apply such funds as may be granted under this proj-
ect to extending the outer breakwater on the same line as the shore
end of the north pier of the Illinois Steel Company's harbor, and to
dredging the bar at the mouth of Calumet Harbor.
APPROPRIATIONS.
By act of—
July 11,1870 $50,000.00
March 3,1871 50,000.00
Jnn© 10,1872 40,000.00
March 3, 1873 40,000.00
Jnne23,1874 25,000.00
March 3, 1875 25,000.00
August 3, 1876 20,000.00
June 18, 1878 15,000.00
March 3, 1879 12,000.00
June 14, 1880 20,000.00
March 8, 1881 30,000.00
August 2, 1882 35, 000. 00
July 5, 1884 20,000.00
By act of—
August 5, 1886 flO,000.00
August 11, 1888 20,000.00
September 19, 1890. 20, 000. 00
July 13, 1892 15,000.00
August 17, 1894 15,000.00
June 3, 1896 75, 000. 00
Total 637,400.00
Expended to June 30, 1897 . . . 512, 731. 28
Balance unexpended
June 30, 1897 24^668.72
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U'PBNDIX I I — ^REPORT OF HAJOB MARSHALL. 28(^
Money statement
balance anexpended $82,911.47
f amonnt expended daring fiscal year 58,242.75
balance unexpended 2M,668.72
ontotanding liabilities $56.81
amount covered by uncompleted contracts 9, 153. 93
9,210.74
balance available 15,457.98
itimated) required for completion of existing project, Feb>
1896 1,009,830.00
itimated) required for completion of existing project, June
79,550.00
^t can be profitably expended in fiscal year ending June
8oo,ooaoo
in compliance with requirements of sections 2 of river and
its of 1866 and 1867 and of sundry civil act of June 4, 1897.
rapoBaU for dredging in Calumet Harbor. Ulinoie (160,000 oMe yardif
), received in response to <idveriiemnent of August S, 1896, and opened at It
£4, 1896, hjf Maj. W. L, Marshall, Corps of JSngimeers.
B of bidder.
Address.
Price
per
cubic
yard.
Amount.
Bemarks.
lell & Co
Ladington, Mich .
Milwaukee, Wis..
Chicago, Ili
.... do
OenU.
•A
13
17
23
9
U
12
$16,620
20,800
27,200
21,440
16,640
86,aoo
14,400
22,400
10,200
Plant with which they pro-
pose tooommenoe work not
specilied.
Do.
Vogel
LatB Towing and
Hills &Co
Do.
Do.
ckney&Cnun...
redging and Dock
>rewa Go...
Detroit, Mich
Chicago, 111
do
Plant with which they pnv
pose to commence work not
specified. Justification of
guarantors irregular.
P&ntwith which they pro-
specifled.
Plant with which they pro-
pose to commence work not
specified. Lowest bid.
Plant with which they pro-
pose to commence work n ot
specified.
BdffingCo
redJKingCo
Racine, Wis
Chicago, lU
roposals for pier extension, Calumet Harbor, Illinois (800 linear feet, more
^ced in response to €Ulvertisement of August S, 1896, and opened at Ig m.,
1896, by Maj, W, L, Marshall, Corps of Engineers.
le and address of bidder.
Hemlock timber
(788,448 feet
B.M.).
PerM
feet
B.M.
Amount
Pine timber
(278,080 feet
B.M.).
PerM
feet
B.M.
Amonnl
Pine piles (13).
Each.
Amounts
>od and Donald A. McLeod,
e». Mich
a & Toung, Chicago, lU —
tar Construction and Dredging
sago. 111
i Luta Towing and Dock Co.,
IS Si. Conndl Co.',Chicafl;oj ui! ' ! '.
lonroe, (TharleToix, Mien
3rewsCo., Chicago, 111
redglngCo.,Chiiigo,IU
$16.00
18.60
16.60
16.26
19.00
15.00
16.26
16.00
$12, 615. 17
14,586.29
12,220.94
12,028.83
14, 980. 51
11,826.72
12,812.28
11,826.72
$21.60
24.60
20.00
10.60
M.00
21.00
21.00
10.60
078.72
812.06
6,561.60
422.66
230.08
L66
$1L00
8.26
7.60
8.60
7.50
9.00
6.00
9.10
$143.00
107.25
07.60
110.60
97.60
117.00
78.00
118.80
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2806 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Ahttract of propasaU for pier exteiman, Calumet Harbor, IllinoUf etc, — Continned.
No.
iTame tnd address of Udder.
Oak piles (320).
Each. Amount.
Oak planks
(16,280 feet
B.M.).
PerM
feet
B.M.
Amonnt
Per
pound.
Driftbdlts
(81,504 ponnds).
Amoiint
Wm. MoLeod and Donald A. McLeod.Man-
istee,Mioh
Blcbardson & Yoang, Chicago, 111
Chicago Star Construction and Dredging
Co., Chicago. HI
Hausler & Luis Towing and Dock Co.,
(niicago,Ill.a
Fits Simons & Connell Co., Chicago, 111...,
Eslow & Monroe, Charlevoix, Mien
L jdon & Drews Co., Chicago, HI ,
Green's Dredging Co., Chicago, HI
$14. OD
10.40
&86
8.50
9.50
10.50
8.00
0.10
$4,480.00 $30.00
3,828.00
2,832.00
2,720.00
3,040.00
3, 360. 00
2,560.00
2,012.00
26.80
28.76
28.00
35.00
31.00
80.00
80.00
$488.40
436.30
435.40
455.84
569.80
501.68
488.40
488.40
OentM,
il
2.5
2.5
3
4
2
2.51
$2,037.60
1.833.84
2,037.60
2,037.00
2,445.12
8,260.10
1,630.06
1,087.60
No.
Kame and address of bidder.
Per
pound.
Spikes (2,000
pounds).
Amt.
Per
pound.
Screw holts
(5,500 pounds)
Amt.
Per
pound.
Ulster chain
(130 ponnd^.
Ami.
Stone (2,416
cords).
Per
cord.
Amount
Wm. McLeod and Donald A.
McLeod, Manistee, Mich
Richardson Sc Young, Chicago,
ni
Chicago Star Construction and
Dredging Co., Chicago, 111 ...
Hansler & Lnts Towing and
Dock Co., Chicago, lU.a
Fits Simons St C<mnell Co.t
Chicago, ni
Eslow & Monroe, Charlevoix,
Mich
Lydon & Drews CcChicaso, 111 .
Green's Dredging Co., Chicago,
Oenta.
8
2i
4
4
8
4
8
$60.00
'50.00
80.00
80.00
60.00
80.00
60.00
60.00
OenU.
2. 8 $154. 00
137.50
165.00
165.00
220.00
802.50
165.00
165.00
OenU.
50
7
6
10
5
10
7
10
$65.00
9.10
7.80
13.00
6.50
13.00
9.10
13.00
$6.00
6.68
6.60
5.00
6.00
6.00
6.10
5.50
$14,496.00
13.722.88
13,629.60
12,060.00
14,496.00
14,496.00
14,737.60
18,288.00
Ko.
Name and address of bidder.
Boiler iron (920
pounds).
Per
pound.
Amount.
Dredging (6,880
cubic yards).
Per
cubic
yard.
TotaL
Amount.
Wm. McLeod and Donald A. McLeod. Manistee,
Mich
Richardson &. Young, Chicago, 111
Chicago Star Ckinstruction and Dredging Co.,
Chicago, ni
Hausler & Luts Towing and Dock Co., Chicago,
HI.*
Fits Simons & Connell (3o., Chicago, HI
Eslow 6l Monroe, Charlevoix, Mich
Lydon St Drews Co., Chicago, 111 ,
Green's Dredging Co., Chicago, lU
OenU.
30
3.5
10
6
6
8
6
$276.00
32.20
27.60
02.00
46.00
46.00
27.60
55.20
OenU.
35
12
16
18
20
20
12
9
$2,408.00
825.60
1,032.00
1,238.40
1,376.00
1,376.00
825.60
619. 20
$48,20L89
41,88L92
88.027.13
86,438.73
44,567.51
41,221.74
89.233.34
37,006.98
a Lowest bid. Irregular. Proposal not signed in ooiporation's name; guarantee made in coipora*
tlon'sname.
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APPENDIX I I REPORT OP MAJOR MARSHALL.
2807
proposaUfor rebuilding superstructure over north pier, Calumet Harbor ^ Illi-
red in response to advertisement of Man ^^t ^SQT, and opened at 12 m., June 8,
\£aj, W, L, Marshall, Corps of Engineers,
d address
dder.
Whito-pino
timber, framed
and secnred in
work (146. 400
feetQ.M.).
Wronght-
iron drift-
iMiltoin
work (16,806
ponnds).
Stone in
work (30
cordn of 128
cubic feet
each).
White-oak
pilen, driven,
Hawed off,
and necured
in place (13).
Dredge
chain, se-
cured in
place (130
pounds).
TotiJ.
aier &
Chicago,
&. Lntz
ig and
Co., Chi-
HI
J. Gay-
Lndiug-
[ich.a...
Cooper,
itowoc,
& Peter
ion. Chi-
lli
Dredg.
Jo., Chi-
lli ,
Star Con-
ion and
rfng Co.,
go. 111...
fc l>rews
CHiicago,
$38.!i0
23.00
28.00
28.00
24.75
25.00
26.50
24.50
$5,636.40
3,367.20
4, 090. 20
3,367.20
8,633.40
3.660.00
3,879.60
3,586.80
GtM.
3
^
n
2.8|
2
2|
$506.88
422.40
422.40
422.40
464.64
478.00
337.92
422.40
$8.00
6.00
6.00
6.00
6.60
7.00
6.00
6.00
$240. 00 $15. 00 $196. 00
180.00
180.00
180.00
196.00
210.00
180.00
180.00
14.00
13.00
11.00
13.50
10.80
12.60
9.00
r
182.00
160.00
148.00
175.50
140.40
163.80
117.00
Oti.
20
10
7
12
8*
10
$26.00
13.00
9.10
16.60
11.05
13.00
0.10
7.80
$6,604.28
4.164.00
4, 879. 70
4,128.20
4,460.50
4,406.40
4,670.42
4,314.00
a Justification before notary public.
h Lowest bid.
ontractsfor improving Calumet Harbor, Illinois, in force during fiscal year
ending June SO, 1897,
!fjt^' **'***'*' Nature of contract. Date.
To expire—
Remarks.
age & Son, Chi-
its Towing and
Chicago, lU.
■ews Co., Chi-
er, Manitowoc,
Dredging at en-
trance to harbor.
Pier extension.
Dredging
Rebuilding super-
structure.
June 12, 1806
Sept 1,1886
do
June 14, 1897
July 81. 1896
June 30, 1897
July 81, 1807
Aug. 31, 1807
Extended to and
completed Aug. 90,
1806.
Completed.
Completed Nor. SI,
etbport of mr. o. a. m. uljencraih^; assistant enoinebr.
United States Enqineer Office,
Chicago, 111,, Julg 1, 1897.
I have the honor to snbmit herewith a report on operations in Calumet
inois, during the fiscal year ending June 30^ 18()7.
sginnine of the year there was one contract in force with Messrs. Norris G.
Son, of Chicago, 111., dated June 12, 1896, for deepening the channel
le piers and through the bar at the harbor entrance, to a width consistent
mailable amonnt of funds and the price bid, and to a depth of 2^ feet
water of 1847, by the removal of 27,500 cubic yards, more or les^, of materiid,
of 17i cents per cubic yard. Work under this contract commenced dnrinff
18 year, on the 18th of June, 1896, and at the end of that month (the end
d year) 5,200 cubic yards had been removed. The Illinois Steel Company
,0 the beginning of the work under this contract, dredged a channel from the
lir slip. This was 100 feet in width, with its northerly limit 70 feet south
ih pier. Work nnder the contract waft therefore done north and south of
el, until the slip was reached, after which the channel was dredged to
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2808 REPORT OF THE CHIEF OP ENGINEERS, U. 8. ARMt.
withiD 50 feet of each of the piers. This work was done under a special anthority,
and with fands from an unexpended halauce of the appropriation of An^ust 17, 1894.
In the act of Congress of Jane 3, 1896, an appropriation of $75,000 was made for
the improvement of this harhor. Bids were accordingly advertised for, and opened
on the 24th of August, 1896, for, first, completing the dredging of the channel
farther up the river, and to within 25 feet of the piers, and to a depth of 20 feet
below low wat«r of 1847; and second, the extension of the south pier 800 linear feet.
These contracts were awarded to the lowest bidders, respectively, viz: The first to
the Lydon & Di*ews Company, of Chicago, 111., for dredging 160,000 cubic yards,
more or less, of material, at the rat« of 9 cents per cubic yard — the lowest price ever
received in this harbor. The second to the Uausler & Lutz Towing and Dock
Company, of South Chicago, 111., for pier extension, 800 linear feet, at the rates for
work done and materials secured in place, as given hereafter in the copy of the lost
estimate.
Both these contracts were entered into on the Ist of September, 1896.
On the 8th of June, 1897, bids were opened for the rebuilding of the superstmo-
ture, six courses high, over the outer 500 linear feet of the North Pier, and for a
* clump of piles at the end thereof. A contract for this work was awarded on the
14th of the same month to Mr. George Cooper, of Manitowoc, Wis., the lowest
bidder, at the following rates, viz: For pine timber, $23 per M feet B. M. ; for
wronght-iron drift bolts, 2^ cents per pound; for stone, $6 per cord of 128 on bio
feet; for white-oak piles, $11 each; and for Ulster iron chain, 12 cent<s per pound.
The prices bid were for all materials secured in place, and included also the
removal of the old work and the replacing of the old stone, and the elevated walk;
if required.
WORK DONE DURING THE YEAR.
Work under contract with Messrs. Norris G. Dodge & Son was completed on the
26th of Angnst, 1896, after a total of 27,537.2 cubic yards of material had been
removed (including the amount dredged during the previous fiscal year, 5,200 cubic
yards). The time originally fixed for the expiration of the contract was July 31,
bat, owing to the very unfavorable weather prevailing during that season, an exten-
sion of time was granted to the 20th of August. Owing further to some special,
necessary work in the draws of the Ninety-second Street bridfi[e, done under a
special written agreement, the completion of the contract was delayed until the
date given above. The contractors received the final payment and the contract was
closed.
Dredging operations under contract with The Lydon & Drews Compaay com-
menced on the 7th of September, with three dredges and eight dump scows. In
consideration of the very low price for this work, the contractors were allowed to
extend their operations some distance beyond what has been considered as the
boundary between the river and the harbor (the intersection with the original shore
line), and thus the material removed exceeded that contracted for by 40,669.4 cubic
yards, amounting in all to 2(X),669.4 cubic yards. The contract was completed on the
18th of November, 1896; the contractors received the final payment on the 20th of
that month, and the contract was closed. The channel dredged under this contract
extended from deep water in the lake to the Car Ferry Company's slip.
The work of extending the south pier 800 linear feet, under contract with the
Hausler & Lutz Towine and Dock Company, was commenced on the 23d of Septem-
ber, 1896, and completed on the 30th of June, 1897. The contractors deserve special
mention for the class of work done under this contract. The alignment and level of
the work are exceptionally good, and the materials used were of exceptionally good
quality. The last estimate was submitted for payment and the contract closed, and
as this estimate gives a full account of all the materials used under the contract,
and also the prices paid, it is submitted herewith. It is as follows :
808,966.6 feet B. M. hemlock timber, at $15.25 $12,336.74
281,686 feet B. M. pine timber, at $19.50 5,492.88
20,917 feet B. M. oak plank, at $28 585. 68
320 pine piles, at $8.50 each 2,720.00
13 white-oak piles, at $8.50 each 110.60
82,056 pounds wrought-iron driftbolts, at 2^ cents 2, 051. 40
6,480.4 pounds wrought-iron screw bolts, at 3 cents 194. 41
2,205 pounds wrouj^ht-iron spikes, at 4 cents 88.20
222 pounds Ulster iron chain, at 10 cents 22.10
819 pounds boiler iron, at 10 cents 81.90
2,326.12 cords of stone, at $5 per cord 11,630.60
4^19. 1 cubic yards of dredging, at 18 cents per cubic yard 759. 44
Total 36,073.95
The payments previoosly made aggregated 31,048.22
And the contractors were paid 6,025.73
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Appendix i i — ^report op major Marshall. 2809
The cribs in tliis work were 8 in nnmber, 100 ^t each in length, 20 feet in width,
and 16 courses (16i feet) in height.
The first crib was sank on the 22d of October, 1896, the last on the 11th of May,
1897. They were covered by a snperstrnctare 6 feet high, similar in construction to
that of the crib. Some new innovations were adopted for this work. Experience
bfls shown that in pier work of this kind the coursers at or near the water level
become in time very seriously affected by the action of ice, which in many cases has
worn away the otherwise sound timbers to abnost half of their width, leaving a
very poor support for a new superstructure, when needed. To protect these timbers
an ice guard was constructed along the new work. This consists of 2 by 12 inch oak
pladk, 5 feet in length, spiked on to the work perpendicularly, so that the bottom
would reach 2 feet below low water and the top 3 feet above. A 3 by 12 inch oak wale
was afterwards bolted on to bind the whole together. Another deviation from the
usual modes of construction was the strengthening of the comers at the end of the
pier by surrounding them with a covering of boiler iron, in a similar manner to that
used in Chicago Harbor a few years ago. For further protection of the end of the
pier, a clump of 13 oak piles was placed there, with its center about 15 feet there-
from and in line with the channel-side longitudinals. Riprap was placed along
both sides of the pier and around the clump.
A walk, consisting of two 3 by 12 inch hemlock plank laid side by side, was laid
along the middle of the pier and throughout its whole length.
The outer 500 linear feet of the north pier have for some time been in need of
repair. On account of the exceptionally low prices at which the work of the south
pier extension was made, there was an unexpended balance available, sufficient in
amount to have this work done, which was the more needed on account of a pro-
posed new iron light-house, as substitute for the old frame beacon located at the
end of. that pier. Authority was obtained for rebuilding the superstructure. Bids
were opened on the 8th of June, 1897. Mr. George Cooper, of Manitowoc, Wis., was
the lowest bidder and he was awarded the contract on the 14th of the same month.
The removal of the old work under this contract was commenced on the 25th of June.
About 80 linear feet were removed, but no new work was done.
TOTAL WORK DONB UNDER THE C0KTRACT8.
The contract with Messrs. NoiTis G. Dodge & Son was completed on the 26th of
August, 1896. The total amount of work done was the removal of 27,537.2 cubic
yards of material.
The contract with the Lydon & Drews Company was begun on the 7th of Septem-
ber, 1896, and completed on the 18th of November of the same year. The total
amount dredged under this contract was 200,669.4 cubic yards.
The contract with the Hausler & Lutz Towing and Dock Company was begun on
the 23d of September, 1896, and completed on the 30th of June, 1897. Eight hun-
dred linear feet of new pier extension was completed, and one clump of piles, under
this contract. Under contract with Mr. George Cooper, 80 linear feet of the old
superstructure over the North Pier was removed, but no new work was done. Work
under this contract commenced on the 25th of June, 1897.
PRESEin' CONDITION OP THE HARBOR.
The harbor channel between the piers has now a depth of 20 feet, but through the
outside bar it has filled in more or less, since the dredging operations were completed,
by the numerous storms of this year. This will undoubtedly recur regularly until
the proposed northerly breakwater has been built to protect this area. The North
Pier, east of the Illinois Steel Company's Slip, is in good condition, except the super-
structure, which is just about to be rebuilt. The revetment west of the slip is very
much broken up. The adjoining land belongs to the Steel Company. The South
Pier is in good condition, with the exception of about 500 linear feet, which is in
need of new superstructure.
llie Illinois Steel Company has done some dredging at their own expense in the
channel, through the outer bar, and in their own harbor during the past year.
A map showing work done during the year and work proposed to be done during
the ensuing year is respectfully submitted herewith.
I am, M^jor, very respectfully, your obedient servant,
G. A. M. LiLJENCRANTZ,
A$9%8tant Engineer.
M^}. W. L. Marshall,
CarpB of Engineeri, U, 8, A*
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2810 REPORT OF THE CHIEF OP ENGINEERS, U. S. ARMY.
I I 4.
IMPROVEMENT OF CALUMET RIVER, ILLINOIS AND INDIANA.
The object of this work as originally projected was to secure a chan-
nel 16 feet in depth, 200 feet wide, from the mouth of the river to one-
half mile east of Hammond, Ind., to increase the facilities for handling
the commerce of this region and to give relief to the overcrowded port
of Chicago.
The history of the work, especially as regards the conditions imposed
by various river and harbor acts of Congress, maybe found in the Annual
Keports of the Chief of Engineers prior to 1890, especial attention being
invited to the Report of 1889, page 2142.
The United States have acquired the right of way and releases from
claims for damages by reason of the improvement of Calumet River
over the stretch from the mouth of the river to the outlet from Lake
Calumet, the limits of the improved channel to be dock lines 200 feet
apart, which have been established by authority of the Secretary of War.
The improvement above the forks, or from the forks to one-half mile
east of Hammond, Ind., can not be made of the full width of 200 feet
until the right of way and releases from damages have been acquired
by the United States. In view of this fact, under provisions of various
acts of Congress, the work has been subdivided into two sections —
(1) From the mouth of the river to the forks of the Calumet ("Below
the Forks").
(2) From the forks to one-half mile east of Hammond, Ind.
No steps have been authorized by Congress or undertaken by parties
interested to secure rights of way and releases from damage claims for
the improvement above the forks, and consequently work has been car-
ried on in desultory fashion over that section in an attempt to secure a
channel 60 feet wide and 10 feet deep. This section is part of an old
river, now dead, or without current to carry off the filth cast into it from
slaughter houses and manufactories near Hammond and from the sew-
ers of the town. The dredged channels were filled up with filthy deposits
as fast as excavated, and after repeated attempts to secure the depths
sought the work was abandoned in 1896, for reasons more fully given
in the Report of the Chief of Engineers, United States Army, for that
year.
On the lower section of the river, or from its mouth to the forks of the
Calumet — this section lies wholly within the State of Illinois — system-
atic work has been carried on since 1888 up to the close of the fiscal
year 1896 to secure a channel 200 feet wide and 16 feet deep, and prior
to that date the work had been extended as far as to One hundred and
eighteenth street crossing, a distance of 3J miles, with the exception of
a short stretch of rock and hardpan, involving the future excavation
of about 9,000 cubic yards of rock in place, over which stretch the full-
depth channel is only 80 feet wide. The work deteriorated rapidly in
depth near the upstream limit and much of it had been dredged the
second time.
In view of the rapid increase in size and draft of vessels on the Great
Lakes, due the near completion of an enlarged channel between Duluth,
Chicago, and Buffalo, and of the impracticability of speedily providing
elsewhere at Chicago a channel of sufficient capacity for such large
vessels. Congress provided in the river and harbor act of June 3, 1896,
that the Calumet River may be dredged to a depth of 20 feet for 2 miles
southward from the mouth. The elevators, coal and salt docks, and
principal establishments along the river are within this 2-mile limit.
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2811
CONDITION OP THE WORK JUNE 30, 1897,
There have been remoyed by dred^ng between the month of the
river and One hundred and eighteenth street, in making the 16-foot
channel, 1,436,358 cubic yards, and in maintaining this channel by
redredging 330,862 cabic yards, or in all on this 16-foot project 1,767,220
cubic yards.
In dredging the 20-foot channel, about 1^ miles have been completed
to full dimensions, from which 222,400 cubic yards have been removed.
In the attempt to make and maintain a channel 60 feet wide and 10
feet deep from the forks to one-half mile east of Hammond, Ind., there
has been done in primary dre<lging to make the channel 150,094 cubic
yards, and in redredging 98,422 cubic yards. The channel is now in
much worse condition than when the work begun.
The channel below the forks fills in at the rate of about 22,340 cubic
yards per mile per annum, and there remains about 240,000 cubic yards
of redredging to restore the channel to its full depth between the end
of the 20-foot channel, near One hundred and sixth street, and the end
of the dredged 16-foot channel, at One hundred and eighteenth street.
Above One hundred and eighteenth street boats caMrying more than 7
feet can not pass, and in the vicinity of Hammond, Ind., it will be
difficult for boats to navigate drawing as much as 5 feet.
WORE DONE DXTRING THE FISCAL YEAR ENDING JUNE 30, 1897.
The river and harbor act of June 3, 1896, appropriated $50,000, and
therein Congress adopted the project contained in the report of Feb-
ruary 21, 1896, as far as to authorize the.Oalumet Eiver to be dredged
to a depth of 20 feet from the mouth of the river a distance of 2 miles
southward therefipom. With the approval of the Chief of Engineers,
United States Army, a contract was entered into with 0. E. Mitchell
& Co., Ludington, Mich., the lowest responsible bidders for the work,
September 1, 1896, for dredging 320,000 cubic yards, more or less, at 13|
cents per cubic yard, measured in place. Work began under the con-
tract September 15, 1896, and at the close of the year, June 30, 1896,
there had been removed 222,400 cubic yards, carrying the 20-foot chan-
nel from the mouth of the river, at Calumet Harbor, a distance of 1^
miles southward.
The estimate for the work was $51,700, and the amount appropriated
will barely accomplish it.
The want of a turning or winding basin in Calumet Eiver was so
evident and urgent that one was laid out in the old channel at the cut-
off, opposite the Counselman Elevators slip, giving sufficient room for
turning or winding the largest vessels trading on the Great Lakes.
Similar basins should be constructed at intervals of 1 mile in any waters
under control of the United States for purposes of navigation. Such
places exist in the old beds of the river where cut-offs have been made
in straightening the channel, and tiie dock lines should be changed to
pre-empt such basins.
Kow that a sufficient channel has been made in the lower part of the
Calumet Biver, this harbor is one of the best on Lake Michigan. Large
vessels can enter and reach their berths with little or no aid from tugs,
and the bridges, with the exception of the three bridges nearly in con-
tact of the Baltimore and Ohio, Pennsylvania, and Lake Shore rail-
roads, are not obstructive for the largest vessels. The three bridges
named require removal or material modification.
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2812 REPOBT OF THE CHIEF OF BKGtNEEBS, U. 8. ARMY.
PBOPOSED USES OF FUNDS NOW ON HAND AND THOSE ASKED FOB
FOB THE FISCAL 1?BAB ENDING JUNE 30, 1899.
It is proposed to expend the fands now on band in carr3^ng on and
completing the work on the 20-foot channel.
It is proposed to apply tbe funds asked for to redredging the 16-foot
channel from One hundred and sixth street to One hundr^ and eight-
eenth street and to extending this channel southward from One hun-
dred and eighteenth street.
APPROPRIATIONS.
By act of—
July5,1884 $50,000.00
Augusts, 1886 30,000.00
August 11, 1888 50,000.00
September 19, 1890 50, 000. 00
July 13, 1892 75,000.00
AagOBt 17, 1894 45,000.00
By act of—
Jane 3, 1896 $60,000.00
Total*. 350,000.00
Expended to June 30, 1896. . . 317, 336. 28
Balance unexpended June 80,
1896 32,668.72
Money stai-ement.
July 1, 1896, balance unexpended $58,157.98
June 30, 1897, amount expended during fiscal year.... 25,494.21
July 1, 1897, balance unexpended 32,663.72
July 1, 1897, outstanding liabilities $100.00
July 1, 1897, amount covered by uncompleted contracts 22, 433. 03
22,683.03
July 1, 1897, balance available 10, ISO. 69
{Amount (estimated) required for completion of existing project 700, 000. 00
Amount that can be probtably expended in fiscal year endi ng J une 30, 1899 250, 000. 00
Submitted in compliance with requirement-s of sections 2 of river an<*
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
Abstract of propoMoU for dredging in Calumet Biver, IlUnois {StO,000 oubie yards, more
or less), received in response to advertisement of August S, 1896, and opened at 1$ m,,
August 24, 1896, ly Maj, W. L, Marshall, Corps of Engineers,
No.
ITame of bidder.
AddraM.
Price
pep
onbio
yard.
Amonnt.
G. E. Mitchell & Co.a
Arthnr H. Voeel
W.A.McGilli8&Co
Carkin, Stickney &. Cram h
GhicaKo Dredging and Dock Co. ,
Raoine Dredge Co ,
Lydon & Drews Co
Oreen'a Dredging Co
Lndington, Mich .
Hilwaokee. Wia..
Chicago, HI
Detroit, Mich
ChicagOjIU
Racine, wia
Chicago, HI
do
Omtt.
13i
16«
13i
16
24
17
14
$42, 400. 00
49,000,00
52,480.00
42, 800. 00
51,200.00
76,800.00
64,400.00
44,800.00
aLoweetbid.
6 Jnstifloation of gnarantorB irregular.
Contract for improving Calumet Biver, Illinois, in force during fiscal year ending June 30,
1897.
Kama and addreas of contractor.
Katore of contract.
Date.
To expire.
CS-Mitohea A Co., Lndington, liloh
Died ffinir ...................
Sept 1,1806
Sept 1.1897
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APPENDIX I I — ^BEPOBT OF MAJOB MABSHALL.
2813
bport of mb. o. ▲. m. liljbngrantz, assistant ek6inebs.
United States Engineer Office,
CUoago, III, July S, 1897,
have the honor to Babmit herewith a report on operations in Calamet
ns and Indiana, for the fiscal year ending Jane 30, 1897.
Qrinning of the year there was no contract in force for any work to be done
^TOTement of this river, bat, money having been appropriated for this
the act of Congress of June 3, 1896, bids were advertised for and opened
of Angnst following. A contract was entered into with the lowest bid-
I.C. E.Mitchell & Co., of Lndington, Mich., on the Ist of September of
ar for dredging the channel from the month of the river to One hnndred
breet Bridge, a distance of 2 miles, to a depth of 20 feet below low- water
the removal of 320,000 cubic yards, more or less, of material, at the rate
I per cnbio yard
WORK DONE DURING THE TEAR.
der the contract commenced on the 15th of September, 1896, with one
nglng to Messrs. Norris G. Dodg:e A Son. Later the plant was increased
he contractors' own dredges, which had been delayed on their way to this
» prevailing severe storms of the season. The progress was quite slow
ae. On the 30th of November the channel was completed for a distance
t, or up to the Counselman Elevators slip.
of a basin for large vessels to turn around in had been apparent for some
he old channel opposite the just-mentioned slip offering a favorable
ich a basin, it was then decided to construct one at that place with the
as that given to the river, and this was done. It was completed on the
ember, 1896, after which operations were closed for the season. Work
d on the 30th of March, 1897, but, the progress continuing slow and below
ments of the contract (60,OKX) cubic yards per month), the contractors
led that no payments would be made until the terms of the contract were
ith, and accordingly no payment was made in the month of April. Ilie
secured then, on the 8th of May following, the services of an additional
onging to the Sheboygan Dredging and Dock Company, and the results
ially improved.
t amount of material removed up to the end of the fiscal year can not be
he payments are made according to measurement in place, and the work
g the month of June, though practically completed, has not yet been
The channel completed prior to June 1, and paid for, was 4,726 feet in
contained, including the turning basin, 167,4^ cubic yards. The chan-
was about completed at the close of the month of June, is 2,060 feet in
will contain about 55,000 cubic yards of material. On this basis there
tmoved up to the end of the year about 222,400 cubic yards, completing
1 for a distance of 6,786 feet, or slightly in excess of 1^ miles. Large
lavs occasionally been found in the channel. On the 30th of June last
1 of one of these occupied four and three-fourths hours,
was done daring the year in the river above the forks.
PRESENT OONDITION OF THE RIVER.
%t present a 20-foot channel from deep water in the lake to the Chicago
ing CompauVs dry dock. Thence to One hundred and sixth street there
bge deptn of from 16 to 17 feet, which, however, is to be increased to 20
^ the present working season. No soundings have been taken above One
id sixth Strest Bridge since the writing of last year's report.
PROGRESS OF THE RIVER IMPROVEMENT.
bowing the total amount of work done in this river since the beginning
rovement is respectfully submitted herewith. This shows the various
mder which work has been done with results and details pertaining to
WORK PROPOSED FOR THE ENSUING YEAR.
>osed to continue and complete the work provided for under the existing
D wit, the deepening of the channel to 20 feet below low water of 1847
) One hnndred and sixth Street Bridge. The available funds will be suf-
bhis work but not for any work beyond this place, wherefore the redredg-
}hannel between One hundred and seventh and One hundred and eleventh
>vided for in the specifications in case the available funds shoold permit,
I done under this contract.
I;
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2814 BEPOUT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
According to the terms of the contract the work mast be completed on or before
the Ist of September; 1897. It probably will if the plant in use at present is main-
tained at work.
I am, M^or, very respeotfaUj; your obedient servant,
O. A. M. LUJBNCBANTZ,
AsiUtant Engineer.
M%j. W. L, Marshall^
Corpa of JEngineere, U. 8, A.
ACCOUNT OF UIPBOYEMENT OF CALUMET RIVER, ILLINOIS AND INDIANA.
A.Selow the forks; channel 200 feet toide.
[Contraota 1 to 5, 16 feet deep ; oontraot 6, 20 feet deep.]
Contract.
Period of work.
No.
t>ate.
Contractor.
Beginning.
Ending.
New
channel.
Re-
dredg.
ing.
TotaL
1
Nov. 5,1888
Dec. 10,1890
Oct. 28.1892
a May, 1894
Oct. 1, 1894
Sept. 1,1896
W.A.McGffli»&Co....
Wheeler Sl Purcell
Shebovean Dredge and
W.A.McGillia&Co....
do
May 4,1889
Apr. 6,1891
May 30,1893
May 24,1894
Oct. 1, 1894
Sept. 15, 1896
Deo. 21, 1890
June 30, 1892
May 9,1894
Aug. 22, 1894
Aug. 20, 1895
In force
OvMeydt.
365.710
0u.yd9.
Oubieydt.
771,737
)
365, 719
8
4
298,902
101,632
50,035
179,195
400.534
50,035
5
179. 195
222,400
C.E. Mitchell A Co
Total to end of fla*
calyear.
5222,400
1,658,758
330,862
1,989,620
No.
Contractor.
Price per
cubic yard.
Cost of—
Length of channel
improved.
New channeL
Redredging.
New.
Redredged.
\
W.A.McGilli8&0o....
Wheeler APurcell
Sheboygan Di^ge and
Dock Co
Genu.
11.75
12.25
10.7
10.7
16.5
13.25
190,679.10
44,800.58
81,982.52
Feet.
12,165
4,020
3,333
Fe9L
2
8
$10,874.62
5, 353. 74
29,567.16
2,300
4
W. A. Gillie & Co
do
e8,700
5
11,820
9
C.B. Mitchell & Co
29,468.00
d6,786
Total t(
caly<
)endof fis-
)iir
IM. 030. 90
45, 795. 52
26,304
14.128
a A special agreement.
* ' 'nately.'
nnt being only
not included in total length dredged.
b Approzimali
eThist
amount being only for "half width " and other half being done under following contract, la
ided in total length dredged.
dNew as a 20-foot channel but where dredging had been previously done to 16 feet.
B,^Jbove theforke; channel 60 to 70 feet wide, 10 feet deep.
Contract.
Contractor.
Period of work.
Amounts dredged.
No.
Date.
Beginning.
Ending.
New
channel.
Re-
dredg-
ing.
Total.
1
Aug. 11, 1887
Oct. 31,1888
Oct 28,1892
Oct 1,1894
S.O. Dixon
Sept., 1887
May 7,1889
May 15,1893
Oct. 11,1894
May 5,1888
Aug. 12, 1889
June 5,1^94
a Dec. 6,1894
Cubieyde.
76,804
54,100
19,190
Cu^yd*.
*i6,'728
72, 772
14.924
CvJbicydM.
76,804
2
8
4
Bnrdick&McMahon....
Wisconsin Dredge and
Dock Co.
McMahon & Montgom-
ery Co.
rCotal to end of fis-
cal year.
64,826
91,962
14,924
150,094
98,422
248,516
a The contract was canceled at the request of contractors March 18, 1895.
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APPENDIX I I — REPORT OF MAJOR MARSHALL.
2815
B,—Ah<n}e the forks; ehannel 60 to 70 feet wide, 10 feet dMp~Oontinaed.
T7i>
Contractor.
Price per
cubic yard.
Cost of—
liCngth of channel
improTed.
New ohanneL
Bedredging.
New.
Kedreaged.
I
R.O INxon
OentM,
11
22
13.7
12.9
$8,448.44
11,902.00
2,629.03
Feet.
4,900
5,600
2.900
FeeL
2
3
Bardick 6t. McMahon . . .
WiftOOQBln Dredg and
Dock Co
$2,959.72
9,909.76
1,925.20
2,200
4.900
4
MoMahon Sc Montgom-
0ry Co
1,500
Total to end of fla-
caI vear. ........
22,979.47
14,254.68
13,400
8,600
lis.
IMPROVEMENT OP ILLINOIS EIVEB, ILLINOIS.
The object of this improvement is to secure ultimately, iu Connection
with an enlargement of the Illinois and Mississippi Canal, or an equiv-
alent enlarged channel, a waterway from the southern end of Lake
Michigan to the Mississippi Eiver of sufficient capacity for large-sized
Mississippi Eiver steamboats, and for military and naval purposes.
The present project was adopted in 1880, and contemplates the exten-
sion of the slack- water improvement begun by the State of Illinois,
from the mouth of Copperas Creek to the Mississippi Eiver at Grafton,
111., a distance of 135 miles. The project includes the construction of
two locks, each 350 feet in length of chamber, 75 feet in width, and
with 7 feet depth at low water over sills, and dredging the channel
where necessary to secure that depth of water at low water throughout
the pools created by the dams.
The locks and dams have been completed and have been in use since
1889 and 1893, respectively. One is situated at Lagrange, 79 miles
above the mouth of the Illinois, the other at Kampsville^31 miles from
the Mississippi.
The State of Illinois, aided by the United States, has executed part
of the general project by the construction of locks and dams at Henry
and Copperas Creek, completing, except dredging, that part of the proj-
ect between Lasalle and the mouth of Copperas Creek, a distance of
about 90 miles, over which section the State of Illinois collects tolls.
In executing this work the United States has expended prior to June
30, 1897, $1,344,090.62, including $25,000 from appropriation of August
11, 1888, for surveys, and exclusive of $62,359.80 expended upon a foun-
dation for Copperas Creek Lock, afterwards completed by the State of
Illinois.
An additional amount of $747,747 was expended by the State of
Illinois at Henry and Copperas Creek.
CONDITION OF THE WORK JUNE 30, 1897.
During the fiscal year ending June 30, 1897, the following work was
done:
The condition of the dredging plant as reported in the last annual
report was such that it was necessary to practically rebuild the dredges
and tenders. Consequently, two new dredge tenders were constructed
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2816 REPORT OP THE CHIEF OP EKGINEKRS, U. 8. ARMY.
by hired labor at the United States yards at Keokuk, Iowa. A new
hnll was constructed for dredge Ko. 1 and new cranes for both dredges,
a new hull for a quarter- boat fbr the dredge crews was constructed, and
a general overhauling and repair of the other plant made.
On account of the litigation over the Moliue Bridge across Eock
Eiver, the dredging plant constructed the preceding year for the Illi-
nois and Mississippi Canal could not be used and was transferred to the
Elinois River, awaiting the removal of that obstruction.
The repairs and renewals were not completed until the spring of 1897,
and work was further delayed awaiting the subsidence of the flood in
the Illinois River.
Work began May 17, 1897, and at the close of the year 61,631 cubic
yards of material had been dredged from the bars at Devils Elbow,
Grand Island, Sugar Greek, and Macoupin Creek. Work was still in
progress at the close of the year at Macoupin Greek Bar. The bars are
being dredged to allow the full depth to be attained at low water over
a ] practicable width of channel.
With few exceptions the dredged channels are reasonably permanent,
the exceptions being at mouths of certain creeks and tributaries which
bring in detritus from the bluffs. Such places will require redredging
at intervals of from two to three years.
The expenditures during the year were mainly for renovating the
plant. There are now available in good working order on the Illinois
River 3 dredges, 3 steam tenders, 2 quarter boats, 6 dump scows, and
several coal barges, and good progress may be expected.
The shallow wat^r outside of channels at low water limits the capacity
of scow loads and restricts the output of the dredges. It would be
economy to construct one powerful hydraulic dredge, with means for
transporting the spoil through pipes, to supplement the dipper dredges
now employed.
The annual report of the Chief of Engineers for 1896, page 2597,
contains a concise r(^Rum6 of this improvement and remarks to which
attention is again invited.
During the past fiscal year a good stage of water existed in the
Illinois River throughout the season of navigation. Low water was
not reached in any of the pools, or below the Kampsville Dam. The
tonnage passiug Lagrange and Kampsville locks increased from 294,983
to 342,266 tons. No report has been received from the State works
at Henry and Copperas Creek, but the United States records show an
increase of about 15 per cent over the preceding year, although one
of the most important boats making triweekly trips from St. Louis to
Kampsville, destroyed by the cyclone at St. Louis, was not replaced.
The year marked a diminution of lockages at Kampsville lock and a
considerable increase at Lagrange lock. This has arisen from the fact
that local traffic is directed to Peoria and is carried on in large part by
small steamers with barges carrying farm produce.
The clearing and use of bottom lands and the leveeing of the same
to protect them against overflow is rapidly increasing, and the wisdom
oj improving this natural waterway will become more and more apparent
by the uses made of it as the channel is improved,
PROPOSED APPLICATION OF FUNDS NOW AVAILABLE AND THOSE
ASKED FOE FOB THE FISCAL YEAR ENDING JUNE 30, 1899.
It is proposed to apply the funds now available to continuing the
dredging in the pools to attain the full depth over a practicable width
i
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APPENDIX I I — ^KEPORT OF MAJOR MARSHALL. 2817
b1, to be afterwards widened, and to the care and preservation
operty pertaining to the improvement.
*oposed to apply the fnnds asked for to the purchase of an
1 dredge and outfit and to the completion of the channel
at from Copperas Greek to the Mississippi.
DUhurgemenU, fiscal year 1897,
: $200.01
2,992.67
dence and offloe 5,242.46
Qd -plant 13,494.06
»pair of property and plant 1,914.06
1 23,843.16
APPROPRIATIONS.
80, available from previous appropriations •• $38, 337. 81
1,1880 110,000.00
3,1881 250,000.00
i 2,1882 175,000.00
1884 100.000.00
i 5,1886 112,500.00
i 11,1888 200,000.00
29, 1890, joint resolution 200,000.00
J, 1892 100,000.00
b 17,1894 35,000.00
,1896 40,000.00
1,360,837.81
rom all other BonroeB 535.40
1 1,361,373.21
to June30,1897 1,344,096.62
nee unexpended June 30, 1897 17,282.59
Money statement
>, balance unexpended $41, 125.74
97, amount expended during fiscal year 23, 843. 15
r, balance unexpended 17,282.59
r, outstanding liabilities 3,101.58
7, balance available 14,181.01
(estimated) required for completion of existing project 357, 000. 00
bhat can be profitably expendedin fiscal year ending June 30, 1899 357, 000. 00
5d in compliance with requirements of sections 2 of river and
acts of 1866 and 1867 and of sundry civil act of June 4^ 1897.
BBPOBT OF MB. O. Y. BBAINARDy AB8IBTANT BNGINSBB.
Kampsvillb, III., June SO, 1897.
I have the honor to submit the foUowing report of operations upon
Illinois River for the fiscal ^ear ending June 30, 1897:
k done during the year consisted in building a new huU for dredge No. 1,
Inor repairs to the other floating property, and dredging the channel of
[G 97 ^177
)l
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2818 UEPOBT OF THE CHIEF OF ENGINEERS, U. 8. ABMT.
the riyer at the following points: Devils Elbow, head of Grand Island, month of
Sngar Creek, and at moutn of Macoupin Creek. Two steam tenders were built at
the Des Moines Rapids Canal dry dock by Mr. M. Meigs, U. S. C. £.
BBPAIB8 TO PLANT.
Dredge No, i. — ^A new hull was built for this dredge, using the' iron truss for sup-
porting the crane from the old hull. The hull is 80 feet long by 90 feet wide and 7
feet 4 inches deep. The timber used was principally Oregon fir, of such lengths as
to need no splices^ even in the gunwales or fore-and-aft Keelsons. The macninery
oif this dredge being good, it was used on the new hull, only a new boiler being
purchased. The woodwork of the crane was renewed, new spuds and new dipper
arms provided, the dippers were changed, a 2^cubic-yard dipper beine put on in
place of the l^ubic-yard dipper formerly used, the friction blocks of &e hoisting
drum were set out, and a new cone for backing motion put in.
Dredge No. $. — This dredge was ftimished with six new spuds, a new pair of dip-
per arms, and the Mction of the backing drum was set out.
Dredge Apaeke. — This dredge was famished with a new set of dipper arms, new
brass bushing put in spider frame, one of the spider-frame arms welded, a switch
for turning the exhaust steam into the smokestack was connected with the exhaust
pipe, and friction of both hoisting and backing drums was set out.
Steam-tender Mmrion, — ^The hog chains were adjusted, the engines Uned up, the
buckets on the wheel made larger by increasing their depth 4 inches, and a new
6-inch lap- welded flue put in for a heater in place of the rlveted-Joint heater which
\ witn the boat.
Office boat— A lot of pigeonholes for stationery were made, a few plank put in the
eok and guards, and new combing made for the hatches.
Launch n, M. Childs. — ^This boat was painted during the winter after it was
hauled out on the bank and housed.
Dump 8COW8. — ^New nosing was pat around three of the scows, five rake plank and
two rake timbers being put in one scow.
AUJ>t.~Made six skiffs.
DBBDOINO.
Work began at Devils Elbow, 5 miles below Havana, May 17. This bar was 1,800
feet long, with about 3 feet of water at low water in the shoalest place. A channel
156 feet wide was dug through the bar, making 7 feet of water at low water, with
flashboards on the Lagrange Dam. The channel was completed June 1 by the
removal of 17,740 oubio yards of sand.
Head of Grand Island. — A bar about 7 miles below Havana, below the head of
Grand Island in the West Point Chute, which was a slight obstruction, was dredged,
giving a channel 105 feet wide and 7 feet deep at low water, with flashboards on the
Lagrange Dam. The channel through this bar was completed June 3 by the
removu of 3,219 cubic yards of sand.
Sugar Cretic. — ^At this point, which is 25 miles below Havana, there are two chan-
nels, one on each side of Sugar Island. The one on the east side is used by small
boats only. When the west channel was dredged in former vears a dike was bnilt
across the east channel. This dike was removed for one-half of the width of the
ehannel and the west channel dredeed, a total of 4,211 cubic yards being removed
from both channels. Work here began June 4 and was completed June 8. The
dredges and outfit were then towed to the mouth of Macoupin Creek, arriving there
June 10, in the evening.
Macoupin Creek, — Work began at this bar, 12i miles below Kampsville Lock, June
11. A cut 2,200 feet long, 130 feet wide, with from 7 feet to 1\ feet at low water, was
made to Jane 30. There were 26,761 cubic yards of sand removed and dumped on
the east side of the river, with a view of contracting the channel and forcing the
water through the dredged channel. This bar was dredged in the fall of 1894, but
heavy rains about the head of Macoupin Creek, when the water in the river was at
a comparatively low stage, caused a shoaling until there was less than 3 feet of
water in parts of the dredged channel.
Very respectfully, your obedient servant,
C. y. Brainabd, Anietant Engineer.
MiJ. W. L. Marshaix,
Corpe of Engineere.
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APPENDIX I I — REPOKT OF MAJOR MARSHALL.
2819
Means of {iridaily) readings of the upprr gauge at Copperas Creek Lock, 1896,
IFlane of reference: Lower miter aill.]
©•y.
Jan.
Feb.
Mar.
April.
May.
June.
July.
Aug.
Sept.
Oct.
Nov.
Deo.
1
18.40
18.80
18.20
17.90
17.70
17.80
17.47
17.30
17.18
18.97
18.87
18.80
18.70
18.80
18.30
18.13
15.80
16.47
16.88
15.08
14.77
14.67
14.40
14.80
14.20
14.18
14.08
13.90
13.80
13.80
13.93
14.07
14.17
14.38
14.40
14.40
14.60
14.60
14.68
14.73
14.80
14.80
14.80
14.80
14.70
14.80
14.80
14.80
14.60
14.40
14.40
14.40
14.30
14.40
14.68
14.80
14.93
16.07
15.80
15.47
16.68
16.83
18.00
18.07
16.00
15.97
15.90
15.77
15.70
15.83
15.80
15.60
16.47
16. 4«
16.40
16.83
16.28
16.17
16.03
14.93
14.77
14.83
14.67
14.48
14.27
14.07
14.00
18.93
18.90
13.77
13.63
13.80
13.80
13.50
13.60
13.47
13.33
13.33
13.23
13.23
13.60
13.50
13.43
13.37
13.30
13.30
13.27
13.20
13.17
13.17
13.17
13.00
13.00
13.00
13.00
13.10
13.10
13.10
18.43
13.50
13.48
18.60
18.47
18.37
13.80
18.27
13.20
13.08
12.93
12.80
12.73
12.83
12.47
12.46
12.30
12.20
12.13
12.17
12.30
12.77
12.97
13.30
13.57
13.73
13.87
13.80
13.80
13.90
14.07
14.28
14.43
14.47
14.47
14.67
14.47
14.40
14.40
14.30
14.20
14.07
14.00
13.80
13.67
13.60
13.60
13.67
13.43
13.30
13.17
13.10
13.10
13.00
13.00
12.03
12.90
12.77
12.67
12.40
12.33
12.30
12.30
12.30
12.17
12.03
12.00
12.33
12.37
12.03
11.97
11.80
11.70
11.60
11.80
11.60
11.50
11.47
11.40
11.27
11.20
1L23
11.48
11.74
12.07
12.30
12.43
12.63
12.84
13.10
13.50
18.88
14.03
14.23
14.43
14.57
14.83
14.80
14.80
14.80
14.70
14.70
14.70
14.70
14.70
14.60
14.50
14.37
14.27
14.08
18.97
14.00
13.00
13.90
13.80
18.77
13.70
13.70
13.63
13.60
13.60
13.60
13.60
13.40
13.40
13.30
13.17
13.07
13.00
13.00
12.90
12.87
12.80
12.80
12.80
12.70
12.70
12.67
12.67
12.77
12.80
12.80
12.90
13.03
12.97
12.90
12.90
12.90
12.90
12.90
12.90
12.90
12.90
12.90
12.90
12.80
12.93
18.10
13.80
13.60
13.90
14.08
14.10
14.13
14.20
14.20
14.20
14.17
14.10
14.07
13.90
13.80
13.70
13.70
13.60
13.60
13.50
13.40
13.40
13.30
13.27
13.13
12.97
12.90
12.83
12.77
12.70
12.80
12.90
12.90
13.00
13.03
18.10
13.20
18.28
13.40
13.30
18.40
18.50
18.60
13.60
18.60
13.50
13.60
13.88
18.70
18.80
13.97
13.97
13.83
13.78
13.70
13.67
13.60
18.50
18.60
13.60
13.40
3
13.40
8
18.40
4
13.30
6
13.80
8
18.80
7
18. M
8
13.88
9
13.20
10
18.20
11
13.20
12
13.20
13
13.20
14
13.20
16
18.20
18
13.20
17
13.20
18
18.18
19
13.10
90
13.10
21
13.10
22
13.00
28
12.98
24
25
12.90
12.90
S;:::;::;;..:
12.90
27
12.90
28
12.90
20
80
12.80
12.80
81
12.80
Hmdb.
15.93
14.84
16.08
13.30
13.20
13.40
12.26
14.11
12.87
18.56
18.46
13.12
Mean9 of (JhidaQ/ji) readings of ike lower gauge at Copperas Creek Lock, 1896,
[Plane of reference: Lower miter till.]
Day. .
Jtt.
Veb.
Mar.
Apr.
M»J.
June.
July.
Aug.
Sept
Oct.
Nov.
Deo.
1
18.10
18.00
17.90
17.60
17.40
17.30
17.20
17.10
16.97
16.87
16.73
16.60
16.50
16.80
16.10
15.87
15.60
15.20
».03
14.80
14.47
14.27
14.10
14.00
18.00
18.83
18.87
13.63
13.40
13.40
18.60
18.68
13.70
13.90
14.00
14.00
14.03
14.13
14.20
14.30
14.80
14.40
14.40
14.40
14.80
14.20
14.20
14.20
14.10
14.00
14.00
14.00
14.00
14.10
14.23
14.47
14.67
14.73
16.00
15.20
16.47
16.63
16.67
15.60
16.63
16.50
16.50
16.40
16.30
16.30
16.30
16.30
16.23
15.20
16.17
16.07
14.90
14.77
14.70
14.67
14.47
14.37
14.23
14.20
14.07
14.00
13.87
18.73
13.63
18.47
13.38
13.80
18.20
18.13
13.07
18.00
12.90
12.90
12.80
1&60
12.50
12.48
13.37
12.80
12.23
12.07
11.07
14.00
14.10
14.07
14.00
14.00
14.07
13.87
13.60
13.60
13.47
13.40
13.27
13.06
13.00
12.90
12.80
12.77
12.70
12.53
12.37
12.17
12.03
U.93
11.83
11.67
1L47
U.26
ILOO
ia70
10.47
10.27
10.07
10.00
10.13
9.90
9.63
9.43
9.27
9.07
8.80
8.73
8.50
8.10
7.83
7.63
7.40
7.23
7.47
7.67
7.93
8.80
8.60
a77
9.27
10.67
10.88
11.07
11.53
12.00
12.30
12.88
12.97
18.23
13.70
13.67
13.67
13.67
13.87
13.67
13.80
13.73
13.70
13.60
13.47
13.27
13.03
12.87
12.70
12.60
12.58
12.40
12.80
12.13
U.97
U.83
1L70
U.60
1L50
1L50
11.87
1L17
10.93
10.73
10.67
10.47
10.27
10.07
9.87
9.80
9.70
9.57
9.33
9.17
9.08
9.03
9.13
9.17
9.00
9.23
9.50
9.63
9.63
9.90
10.40
10.80
U.40
11.70
12.00
12.13
12.27
12.43
10.03
10.07
10.13
10.23
10.40
10.50
10.60
10.57
10.50
10.50
11.60
2
l,^fi
8
4
5
U.IO
11.10
6
11.00
7
11.00
8
11.00
9
12.80 1 11.80
13.07 i U.60
12.63 11.33
11.00
10
u.oo
11
12.50
in Kn
11 00
12
12.83
12.83
12.83
12.83
12.74
12.74
12.63
12.67
12.67
12.80
12.00
12.00
12.00
12.10
12.10
12.10
12.33
12.50
12.43
11.07
10.93
10.70
10.30
10.07
9.97
10.10
10.93
11.43
n.93
12.20
12.77
18.10
13.13
18.10
18.28
13.47
13.83
18.87
18.90
12. 57 10. 53
12.67 10.77
12.47 10.97
12.37 1 11.20
12.20 1 11.43
12.10 n.57
12.03 11.70
11 ft? 11 AA
11.00
18
11 00
14
11.00
15
10.90
16
10.90
17
10.87
18
10.80
19
10.70
20
9.87 1 U.60 11.90
10.03 11.47 12.00
10.07 11.80 12.00
10.67
21
10.57
22
10.60
28
9.90
9.77
9.63
9.57
11.07 ' 11-90
10.40
24
10.93
10.80
10.67
11.83
1L70
11. no
10.27
25
10.07
28
9.90
27
9.50
10. 47 11. 53
9.80
28
29
zi.y/.'.y.'.z'"
9.40 1 10.37
9.40 10.28
9.50 1 10.17
10.10
U47
U.48
U.60
9.70
9.60
9.60
8.40
Mmubw.
16.88
14.»
U.78
IS. 88
IS. 88
IS. 78
8.88
IS. 70
^88
U.87
U.10
10.64
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2820 REPORT OP THE CHIEF OP ENGINEERS, U. S. ARMT.
Means of {tridaily) readings of (he upper gauge at Lagrange Lock, 1896*
[PlMne of referenoe: Lower miter bOL]
D»j.
Jan.
Feb.
Kar.
Apr.
May.
June.
July.
Aug.
Sept.
oc
Not.
Deo.
1
19.87
20.02
19. »5
19.76
19.60
19.33
19.07
18.93
1&80
18.72
18.68
18.70
18.70
18.53
18.43
18.34
18.20
18.13
17.08
17.95
17.85
17.76
17.76
17.70
17.67
17.47
17.40
17.33
17.30
17.80
17.43
17.68
17.65
17.62
17.50
17.45
17.46
17.50
17.60
17.60
17.66
17.60
17.67
17.78
17.85
17.83
17.85
17.80
17.75
17.68
17.40
17.22
17.20
17.35
17.60
17.88
17.97
17.95
17.97
18.00
18.00
18.03
18.05
18.10
18.10
18.10
18.10
18.10
18.10
18.10
18.10
18.05
18.03
18.00
18.00
17.96
17.90
17.88
17.86
17.78
17.69
17.62
17.68
17.56
17.60
17.46
17.40
17.30
17.20
17.20
17.18
17.18
17.08
17.00
17.00
17.00
16.98
16.95
16.95
16.98
17.05
17.05
17. OJ
17.00
17.02
16.98
16.95
16.95
16.95
16.93
16.90
16.90
16.85
16.80
16.80
16.77
16.73
16.70
16.75
16.76
16.80
16.78
16.76
16.75
16.78
16.70
16.70
16.72
16.60
16.50
16.45
16.40
16.36
16.28
16.18
16.10
16.05
16.08
16.10
16.33
16.50
16.78
16.90
16.95
16.95
16.95
17.00
17.02
17.12
17.15
17.20
17.27
17.85
17.85
17.48
17.45
17.40
17.35
17.30
17.42
17.52
17.36
17.30
17.23
17.20
17.20
17.20
17.13
17.13
17.15
17.12
17.03
16.97
16.90
16.83
16.76
16.68
16.62
16.52
16.48
16.40
16.36
16.26
16.25
16.26
16.20
16.13
16.08
16.05
16.00
15.96
16.88
15.83
16.76
15.70
15.63
15.60
16.52
16.46
15.35
16.65
16.82
16.92
16.82
16.58
17.48
17.68
17.60
17.48
17.42
17.52
17.60
17.68
18.12
18.32
18.47
18.86
ia20
17.97
17.88
17.72
17.65
17.60
17.47
17.38
17.32
17.28
17.22
17.13
17.10
17.12
17.13
17.10
17.00
16.97
16.95
16.90
16.83
16.78
16.73
16.68
16.58
16.53
16.45
16.43
16.40
16.38
16.28
16.23
16.23
16 13
16.02
15.97
15.90
16.90
15.87
16.85
16.88
15.90
16.90
16.37
16.47
16.60
16.62
16.40
16.25
16.15
16.12
16.08
16.02
16.00
16.93
15.90
15.90
16.92
16.97
16.06
16.25
16.88
16.30
16.60
16.48
16.67
16.67
16.77
16.80
16.80
16.80
16.75
16.73
16.68
16.65
16.62
16.67
16.55
16.50
16.48
16.43
16.82
16.27
16.22
16.15
16.07
16.10
16.10
16.15
16.10
16.12
16.27
16.28
16.26
16.25
16.25
16.26
16.26
16.25
16.25
16.25
16.28
16.87
16.48
16.66
16.67
16.66
16.66
16.55
16.65
16.55
16.53
16.52
16.50
16.47
16.42
16.47
16.47
16.45
2
8
16.40
16.40
4
6
16.40
16.38
6
7
16.85
16.40
8
16.88
16.85
10
16.35
11
16.35
12
16.85
13
u
16.85
16.85
15
16.30
16
17
18
16.30
16.30
16.26
19
16.25
20
16.20
21
16.20
22
16.18
23
16.15
24
16.13
26
26
27
16.08
16.05
16.00
28
15.96
29
16.90
90
15.95
81
15.95
Means.
18.40
17.63
17.81
16.92
16.65
17.07
16.42
17.32
16.13
16.43
16.38
16.24
Means of {tridaily) readings of the lower gauge at Lagrange Look, 1896.
[Plane of referenoe: Lower miter sill.]
Day.
Jan.
Ftob.
Mar.
AprU.
May.
Jane.
July.
Aug.
Sept.
Oct.
Nov.
Deo.
19.10
10.28
19.30
19.22
18.98
18.60
18.36
18.15
17.97
17.87
17.75
17.70
17.67
17.50
17.38
17.15
16.92
16.77
16.55
16.35
16.20
16.06
16.00
15.95
15.65
15.87
15.20
16.05
14.95
14.90
15.18
16.33
15.35
16.35
16.23
16.27
16.30
15.25
15.32
15.85
16.42
15.68
15.72
15.92
16.13
16.20
16.20
16.05
15.95
15.75
15.33
15.02
14.92
14.97
15.87
16.05
16.22
16.25
16.80
16.88
16.40
16.38
16.43
16.65
16.60
16.60
16.58
16.60
16.60
16.68
16.60
16.46
16.40
16.35
16.35
16.27
16.17
16.10
16.05
15.85
15.73
15.62
15.37
15.30
16.18
16.06
14.90
14.82
14.58
14.58
14.48
14.85
14.08
13.95
13.90
18.85
13.77
13.67
13.70
18.78
13.96
14.00
13.96
13.87
13.85
13.80
18.72
13.70
13.66
18.60
13.68
13.43
18.30
18.20
18.17
18.07
13.08
13.05
18.00
13.08
13.17
13.16
13.03
12.95
12.93
12.88
12.82
12.68
12.58
12.48
12.25
12.10
12.00
11.75
11.52
11.38
11.18
11.07
11.30
11.70
12.27
12.96
18.48
18.72
18.95
14.12
14.28
14.32
14.45
14.66
14.90
16.06
15.13
15.03
15.43
15.35
16.22
15.17
15.02
15.33
15.50
15.12
15.03
14.73
14.50
14.30
14.20
14.10
14.10
14.08
14.05
18.95
13.70
18.48
13.25
13.06
12.86
12.60
12.37
12.18
12.00
11.80
11.66
11.60
11.35
11.22
11.10
10.97
10.90
10.85
10.75
10.65
10.37
10.16
9.95
9.70
9.65
9.45
9.28
8.97
9.90
12.95
13.23
12.67
12.13
14.00
15.30
15.22
14.63
14.12
14.00
14.13
14.32
16.37
16.20
16.77
16.95
16.73
16.42
16.16
15.88
15.65
15.45
16.20
14.95
14.78
14.62
14.42
14.32
14.25
14.30
14.28
14.05
13.95
13.85
13.65
13.68
13.45
13.30
13.10
12.95
12.73
12.68
12.46
12.25
12.05
11.98
11.85
11.63
11.40
11.17
11.10
10.95
10.75
10.63
10.52
10.47
10.48
10.62
10.45
11.83
12.50
12.52
12.40
12.07
11.65
11.45
11.26
11.15
11.06
11.03
10.93
10.87
10.80
10.82
10.93
11.19
11.60
11.82
12.12
12.36
12.53
12.70
12.90
13.02
13.20
13.20
13.20
13.18
13.12
18.03
12.97
12.85
12.73
12.62
12.53
12.35
12.23
12.10
11.96
11.73
11.65
11.37
11.87
11.42
11.53
11.60
11.63
12.28
12.07
11.98
11.90
11.83
11.73
11.70
11.73
11.75
11.80
11.95
12.15
12.30
12.42
12.50
12.65
12.60
12.63
12.67
12.70
12.67
12.70
12.68
12.60
12.63
12.50
12.60
12.40
12.35
12.35
12.30
12.28
12.20
12.25
8
12.22
9
12.20
10
12.20
11
12.20
12
12.20
13
12.20
14
12.13
15
16
12.03
12.00
17
11.97
18
11.90
19
11.85
20
11.80
21
11.73
22
11.70
28
11.68
24
11.58
25
11.48
26
11.28
27
11.18
28
11.10
29
10.95
80
10.82
81
ia88
Means.
17.06
15.64
15.92
18.61
12.90
14.00
11.77
14.59
11.82
12.28
12.20
11.85
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APPENDIX I I — ^BEPOBT OF MAJOR MARSHALL.
2821
M&an9 of (tridaily) readings of the upper gauge at Kampsville Look, 1896.
[Plane of referonoe: Lower miter sill.]
Day.
1
2
8
4
6
«
7
8
9
10
11
12
13
U
15
18
17
18
19
20
21
22
23
24
26
26
27
28
20
30
81
Meaim...
Jan.
18.48
18.00
18.68
18.47
1&38
18.80
18.30
18.26
18.20
18.16
18.10
18.10
18.06
18.03
17.08
17.00
17.85
17.80
17.75
17.68
17.68
17.50
17.50
17.50
17.48
17.38
17.30
17.28
17.26
17.26
17.27
17.88
Feb.
17.37
17.40
17.40
17.38
17.35
17.35
17.36
17.35
17.35
17.30
17.35
17.43
17.67
17.70
17.75
17.76
17.70
17.55
17.40
17.20
17.00
17.30
17.25
17.32
17.52
17.60
17.61
17.65
17.70
Mar.
17.45
17.70
17.65
17.66
17.65
17.65
17.75
17.70
17.70
17.65
17.66
17.60
17.60
17.55
17.60
17.60
17.60
17.65
17.55
17.60
17.60
17.40
17.40
17.40
17.35
17.30
17.28
17.15
17.10
17.12
17.05
17.00
Apr.
17. OC
16.95
16.90
16.85
16.85
16.80
16.80
16.82
16.90
16.90
16.96
16.90
16.90
16.90
16.90
16.85
16.85
16.85
16.83
16.70
16.80
16.73
18.70
16.65
16.60
16.80
16.60
16.60
16.65
16.75
17.48 I 16.80
May.
16.70
16.70
16.70
16.65
16.63
16.60
16.80
16.55
16.60
18.47
16.40
16.36
16.28
16.23
16.15
16.10
16.03
16.10
16.68
16.85
17.88
18.77
19.25
19.70
20.00
19.93
19.52
19.90
20.45
20.63
20.26
17.80
Jane.
19.03
19.85
19.75
19.87
19.83
19.68
19.55
19.82
19.95
20.05
19.85
19.08
18.10
17.30
17.08
17.00
17.22
17.17
17.05
17.00
16.92
18.90
18.82
16.65
16.60
18.55
18.55
16.45
16.40
16.36
17.71
July.
16.25
18.25
16.30
16.30
16.23
16.10
16.00
16.00
18.00
15.93
15.88
15.85
15.85
15.80
15.78
15.80
15.77
15.68
16.25
17. 27
17.88
17.10
16.82
17.00
17.85
17.85
17.55
17.25
17.08
17.00
17.20
10.60
Ang.
17.90
17.90
17.92
17.95
17.95
17.90
17.78
17.68
17.58
17.48
17.40
17.36
17.30
17.26
17.15
17.10
17.05
17.00
17.00
17.02
17.03
16.93
16.85
16.85
18.83
16.78
16.72
16.70
16.65
18.58
16.50
Sept.
16.50
16.40
16.40
16.40
16. 33
16.25
16.18
16.10
16.08
16.00
18.00
16.00
16.95
15.95
16.00
15.93
16.67
16.88
16.75
18.63
16.55
16.46
18.28
16.18
16.08
16.00
16.00
16.00
16.00
16.00
17.23 I 16.23
Oct.
16.00
16.00
18.00
18 12
16.25
16.82
16.36
16.42
16.47
16.62
16.57
16.70
16.70
16.70
16.70
16.68
16.60
16.55
16.52
16.50
16.50
16.48
16.40
18.37
18.30
18.30
16.28
16.20
16.20
16.20
18.20
16.39
Not.
16.20
16.20
16.20
16.82
16.40
16.46
16.36
16.20
16.20
16.27
18.28
16.25
16.28
16.22
16.33
16.86
16.40
16.36
16.36
16.40
16.60
16.45
16.46
16.50
16.45
16.45
16.58
16.46
16.45
16.40
16.36
Dec.
16.40
16.40
16.40
18.40
16.40
16.40
16.40
16.40
18.40
16.40
18.35
16.35
16.35
16.35
16.36
16.36
16.35
16.30
16.30
18.30
16.30
16.26
18.25
16.26
18.18
16.10
16.05
16.00
16.00
15.95
15.00
16.28
Mrane of {tridaily) readings of the lower gauge at Kampsmlle Look, 1896.
[Plaiie of reference : Lower miter aill.]
Day.
Jan.
Feb.
Mar.
Apr.
May.
Jane.
July.
Aug.
Sept
Oct
KoT. ! Deo.
1
2
3
4
6
6
7
8
9
10
11
12
13
14
16
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
81
Means
16.82
16.00
18.87
18.80
16.80
16.76
16.65
16.26
16.05
15.86
15.80
15.78
15.70
15.60
15.50
15.43
15.32
15.15
14.98
14.82
14.58
14.50
14.50
14.50
14.35
14.05
13.80
13.60
13.68
13.50
13.62
13.85
13.95
14.00
14.00
14.00
14.00
14.00
18.95
13.90
18.92
13.96
14.12
14.78
15.07
15.30
15.28
14.98
14.70
14.35
13.86
13.60
14.10
18.82
13.88
14.27
14.45
14.66
14.00
14.07
15.05
15.05
15.05
16.03
15.00
15.00
15.00
15.00
14.95
14.90
14.85
14.77
14.70
14.70
14.68
14.68
14.50
14.44
14.83
14.26
14.00
14.00
18.98
13.86
13.68
13.63
13.43
13.86
13.37
13.15
18.00
13.00
12.87
12.68
12.63
12.58
12.50
12.60
12.50
12.52
12.70
12.80
12.80
12.80
12.90
12.86
12.80
12.73
12.68
12.66
12.60
12.45
12.36
12.25
12.23
12.13
12.10
12.00
12.00
12.28
12.70
12.85
12.90
13.05
13.37
13.67
13.05
14.07
14.27
14.38
14.45
14.45
14.43
14. 33
14.13
13.86
18.80
13.80
13.65
14.80
16.65
17.77
18.87
10.16
10.60
10.00
10.83
10.42
10.80
20.38
20.57
20.16
19.77
19.46
19.57
19.66
19.60
19.53
19.38
19.62
10.85
19.95
19.68
18.87
17.75
16.66
16.85
15.25
15.18
15.07
14.75
14.56
14.85
14.15
13.82
18.63
13.28
13.08
13.05
13.05
12.75
12.87
12.15
12.15
12.2:{
12.75
12.95
12.65
12.15
11.80
11.45
11.15
10.90
10.55
10.28
9.90
9.72
0.56
9.3U
9.13
10.28
13.26
14.97
15.93
15.45
16.22
16.70
15.65
16.10
14.30
13.87
13.60
13.67
16.80
14.20
14.36
12.66
16.00
10.46
12.61
16.25
15.55
15.75
16.95
18.10
15.05
15.60
15.22
14.80
14.40
14.10
13.83
13.80
13.50
13.43
13.28
13.06
12.96
12.96
13.17
13.30
13.23
13.05
12.77
12.47
12.32
12.10
11.98
11.80
11.66
11.50
11.38
11.16
11.10
10.95
10.83
10.63
10.40
10.22
10.15
10.10
9.93
9.85
9.70
9.87
9.82
9.78
11.48
12.48
12.43
12.16
11.98
11.83
11.63
11.20
10.85
10.70
10.78
10.59
10.35
10.20
10.17
10.20
10.27
10.45
10.72
10.98
11.12
11.35
11.47
11.55
11.76
11.90
11.98
11.98
12.00
11.08
11.90
11.83
11.77
11.70
11.62
11.50
11.32
11.23
11.05
10.90
10.92
10.*)
10.76
10.70
10.66
10.
10.
10.65
10.95
n.30
11.60
11.30
11.00
10.00
10.96
10.88
10.86
10.86
10.87
11.06
11.10
11.16
11.22
11.30
11.36
11.56
11.65
11.66
11.63
11.66
11.60
U.60
11.47
11.40
U.86
I
18.70
10.80
U.24
ILIB
11.80
11.30
11.26
11.20
n.l5
11.16
11.16
11.16
11.07
11.06
11.00
11.00
U.08
n.06
11.00
11.06
11.12
11.25
11.28
11.30
11.25
11.17
11.08
10.03
10.76
10.58
10.47
10.43
10.35
10.20
10.10
10.07
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2822 KEPORT OP THE CHIEF OP ENGINEERS, U. 8. ARMY.
116.
OPERATING AND CARE OP LAGRANGE AND KAMPSVILLE LOCKS.
ILLINOIS RIVER, AND APPROACHES THERETO.
These locks and dams have been operated and maintained under the
indefinite appropriation provided for in section 4 of the river and harbor
actof July 5, 1884.
Lagrange Lock and Dam, — These works were operated and maintained
in good order during the year. The drift was kept cleared from the
dam, the pointing of lock walls completed, 1,117 cubic yards mud were
dredged from the approach above the lock and 19,814 cubic yards from
Meredosia Bar below the lock, a small warehouse was constructed, and
a new hull was built for the cabin of an old quarter boat pertaining to
the work.
The hull of Dredge No. 2, begun during preceding fiscal year, was
completed.
Kampsville Lock and Bam. — A small amount of dredging was done at
the approaches to the lock, 3,720 cubic yards of earth tilling was put
upon the grounds. Three of the barges pertaining to the operating
and care plant were calked and repaired, and the house for the lock
hands that was wrecked by the storm of July 31, 1896, was rebuilt by
the lock hands.
The lockages of boats through the Lagrange Lock increased from
504 in 1896 to 640 in 1897, and the tonnage from 129,ti97 in 1896 to
167,641 in 1897. The average tonnage of the boats passing increased
from 236 tons in 1896 to 262 tons in 1897.
At Kampsville Lock the lockages decreased from 592 in 1896 to 426
in 1897, but the tonnage increase<l from 165,686 tons in 1896 to 174,624
in 1897, and the average tonnage of boats and barges increased from
279 tons in 1896 to 409 tons in 1897.
There was an increase of tonnage passing the two locks of about 15
per cent over the preceding year.
Di9bur9etMnt9 fiaoal year 1897.
Lftgrange Look, Ulinois River:
Operating and CAring for look $4,884.41
Dredging 1,528.44
Property and i^lant 1 2,758.91
Care and repair of property and plant 630.57
9,802.33
Eampsvine Lock, Illinois River:
Operating and caring for lock 4,165.93
Dredging 48.00
Property and plant 4,102.97
Care and repair of property and plant 1, 888. 51
10,205.41
20,007.74
Money statements*
LAORA290B liOCK.
Jnly 1, 1896, balance unexpended (ontstanding) $1,292.71
July 1, 1896, allotment for fiscal year 13,000.00
14, 292. 71
Jnne 30, 1897, amonnt expended dnring fiscal year 9, 802. 33
Joly 1, 1897, balance unexpended 4,490.38
July 1, 1897, outstanding liabilities 496. 10
July 1, 1897, balance available 3, 994. 28
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL.. 2823
KAMPSTILLB LOCK.
/
July 1, 1896, balance nnexpended (outstanding) $8,132.72
Jnly 1, 1896, allotment for fiscal year 10,000.00
13,123.72
June 90, 1897, amount expended during fiscal year 10, 206. 41
July 1, 1897, balance unexpended 2,927.31
July 1, 1897, outstanding liabilities 480.60
July 1, 1897, balance available 2,446.71
BBPOBT OF MB. a Y. BRAINABD, ▲SSISTikin' BNOINBXB.
Kampsville, Iix., June SO, 1897.
Majob: I bave tbe bonor to submit the foUowiuf report of operating and care of
look and dams, Illinois River, for the fiscal year ending June 30, 1897.
LAQBANGB LOCK.
The remainder of the joints of both walls were painted with Portland cement (the
copin£[ having heen pointed the previous vear). The grounds were kept in order and
the drift was removed from the dam as fast as it accumulated. Eighteen inches of
dirt was tilled in the ice house to bring the bottom above the level of the ground, the
drain to it repaired, and 100 tons of ice nut up during the winter. A warehouse 12
by 14 feet was built of old material; built 150 feet of 4-foot cement walk; cemented
cellar of superintendenfs house ; painted ironwork of lock gates ; put in a few cubic
yards of stone at east abutment of dam where caving had begun. Owing to the good
stage of water prevailing during the year no flashboards were required on the dam.
Dredifing. — In October and November the bar at Meredosia was dredged out; a
channel 155 feet wide and 7 feet deep at low water (with flashboards on tne Eamps-
ville Dam) being made. There were removed from this bar, which was 1,200 feet long,
19,814 cubic yaius of sand, scow measurement. The work was completedNovember 20,
and the dredge and other boats were moved to Kampsville Lock into winter quarters.
This work was done by Dredge Apaohe and steam tender MarioH of the Illinois and
Mississippi Canal, which were sent to this river the last of September.
In June the upper entrance to Lagrange Lock was dredged for a distance of 400
feet above the upper gates, 417 cubic yards of mud being sco wed away, and 700 cubic
yards cast on the bank to be used as filling.
Bepaira to plant.— A new hull was built for the cabin of the old quarter boat that
had been on the bank at this lock for a number of years, a new canvass roof was
put on the cabin, the cabin divided into rooms, and bunks put in. Tho boat is used
for quarters for the dredge crews.
Dredge No, £. — At the beginning of the fiscal year the material for a new hull for
this dredge had been received and a small amount of framing done. The hull was
completed, the machinery and iron truss from the old hull were put on this hull, the
old crane was put on, the only new part being a boiler. The dredge was ready for
work November 3. The new hull is 80 feet long by 30 feet wide and 8 feet deep.
Oregon fir was used mainly in the construction of the hull, the gunwales and keel-
sons being furnished in lengtbs of 80 feet, thus doing away with any splices in the
hull. During the winter the woodwork of this crane was rebuilt, roof of cabin
recanvassed, a 2^ cubic yard dipper, new hoisting and bacidng chains, and a new
spider frame and sheave were put on.
KAlCFSynXB LOOK.
Sixty cubic yards of mud were removed from above the upper gates, a deposit left
by the high water; 12 cubic yards of rock were placed above tne dam, where the
break occurred in the fall of 1895, to fill up a settlement. The force at this lock,
aside from their regular duties of locking boats and keeping the lock and grounds
in order, rebuilt the lock-hands' house that was wrecked by the wind July SI, 1896,
and were employed upon the two new dredge hulls built during the ^ear.
Dredging. — During the high water of April 3,270 cubic yards of dirt was scowed
on the pounds, to be used &t filling.
Repairs to plant. — Three of the ecu barges were hauled out, oaulked with 1 thread
of oakum, and launched.
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2824 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
There is herewith a statement showing hoats and tonnage passing both Kampa-
yiUe and Lagrange locks, and one showing hoats navigating this river.
Very respectfully, yonr ohedient servant,
0. y. Bbainabd, A$Hitani JOngineer.
Maj. W. L. Mabshall,
Corps of Engineers.
Tonnage passing Lagrange Look,
1890.
1891. 1892.
Fiscal year ending Jane 30—
1805.
1893.
180i.
1800.
1897.
Steamboats nnmber..
Bargea do
Steamboats tonnage,
Barges do
loe tons.
Wheat bnshels,
Com do...
General merchandise. .. .tons.
Passengers number.
Coal tons..
Stock head
"Wood cords
Logs feetB. M
Lmnber do..
Apples barrels
142
68
41,915
12,386
(a)
5,082
ia)
(a)
100
(a)
147
63,967
45.711
20,575
9,800
18, 176
(•)
(a)
650
70
45,000
266
168
68,236
79, 211
89,400
14,536
83,800
1,651
1,334
729
219
250
10,000
291
176
80,181
162,118
46,600
12,700
29,691
4,675
2,382
225
298
'i8i,"66o'
15,000
213
59,780
91, 361
31,900
6,750
45,900
3,734
2,179
1,087
2,307
60
200,000
50,0UO
374
251
00,814
76,530
11,950
22,017
87,563
1.976
4,682
640
1,323
340
164
79,495
49,802
11,150
30, 142
67,179
6,455
6,891
80
1,926
10,000
9,670
416
224
91,560
76,091
19,425
21,477
161,767
4,508
4,774
820
1,657
35
70,000
70,000
158
a No record kept.
Tonnage passing Kampsville Lock,
Steamboats nnmber.
Barges do...
Steamboats toniiRge.
Barges do...
Ice tons.
Wheat bushels.
Com do...
Oats do...
Rye do...
Apples barrels.
General merchandise tons .
FasHengers nnmber.
Stock head.
Logs fcetB.M.
Bran * bushels.
Fiscal year ending June 3
1894.
177
120
57, 149
51. 295
31.000
63,600
86,267
4,692
1,197
8,760
1895.
440
1!»2
99,315
81.597
11, 930
178.025
164, 000
1,284
2,359
3,454
5,017
8,735
1896.
4:t6
156
111,382
54.304
10,950
158, 7ft5
178, 188
305
2,172
6,396
8,169
7,049
12,368
1897.
820
106
107,855
66,769
. 19,426
130, 081
72,047
1,097
471
1,231
7,899
4,796
14,003
30,000
306
List of steamboats navigating the Illinois Birer,
Name.
Iowa
D.H.Pike
City of Brunswick. . . .
Cherokee
Polar Wave
Ouatoga
Claribel
Carrie CnrrenH
Henry W. Longfellow
Benton
Ruth
Virginia
Echo
Thomas Parker
Viva
Eileen
Spread Eagle
Diana
Blsa
Edna
Registered
tons.
73
465
77
631
150
15
29
7
47
894
60
6
16
67
80
35
630
8
83
80
Kame.
Joliet
U.S.LUy
Leo
Jack Frost
Charlotte Boeckeler
Clad Tidings
G.M.Sivley
JosieSivley
LaTosca
Belle of Ottawa
Lotus
Newldlewlld
R,G.Schmoldt
Edith K
Peoria..
CitvofPekin
Defender
Pilot
Grey Hound
Flora
RegisU^red
tons.
76
206
36
860
143
6
99
46
16
10
22
692
15
26
6
6
7
6
9
6
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2825
I I 7.
CONSTRUCTION OF ILLINOIS AND MISSISSIPPI CANAL.
The object of this improvemeiit is to famish a navigable waterway
from Lake Michigan at or near Chicago, 111., to the Missisippi Biver at
the mouth of Bock Biver, near Bock Island, III., in connection with
the Upper Illinois River and the proposed enlarged waterway along the
present line of the Illinois and Michigan Oanal.
Various surveys of different routes from the great bend of the Illi-
nois, near Hennepin, 111.^ to the Mississippi Biver, at or above the
mouth of Bock Biver, have been made, viz: In 1871 (Beport Chief of
Engineers, 1871, p. 303), in 1882 (Beport Chief of Engineers, 1883, p,
1757), and in 1885 (Beport Chief of Engineers, 1886, p. 1707).
There was also a report upon the canal by a board of engineers in
1887 under the provisions of the river and harbor act of August, 1886
(Beport Chief of Engineers, 1887, p. 2145).
After much discussion the present or Bock Island route was adopted.
Detailed plans and estimates, based upon preliminary surveys and
under the river and harbor act of August 11, 1888, were prepared in
this office and submitted to Congress June 21, 1890, the report of which
plans and estimates was published as House Ex. Doc. Fo. 316, Fifty-
first Congress first session. This report was the basis of subsequent
appropriations.
The plans submitted in 1890 were subsequently modified (reports
Chief of Engineers, 1891, 1892, 1896, and in papers herewith) and con-
template the construction of a canal at least 80 feet wide at the water
surface, 7 feet deep, with locks 170 ieet long between quoins, 35 feet
wide, admitting barges carrying 600 short tons of freight, if we allow
240 short tons for weight of vessel, and 140 feet length, 34 feet beam,
and 6 feet draft of vessel that may easily navigate the canal.
The canal to begin at the Great Bend of the Illinois Biver, thence via
the valleys of Bnreau and Cowcatcher creeks to the summit level near
the eighteenth mile, ascending 196 feet through 21 locks, with lifts
varying from 7 to 11 feet each; thence to the Feeder Junction near the
twenty-eighth mile; thence to Bock Biver just above the mouth of
Green Biver ; thence down Bock Biver to its mouth. The length of the
canal is about 75 miles, having been shortened about 2 miles by the
adoption of the Green Biver route instead of the Penny Slough route.
Tlie descent from the summit level to the low- water level of the Mis-
sissippi Biver is 93 feet, effected by 10 lift locks of from 6 to 14 feet lift,
with 1 guard lock. The number of lift locks has been reduced from
37 to 31, and the summit' level has been cut down 9 feet in the changes
since the 1890 report by subsequent surveys, and the length of the main
line of the canal has been reduced from 77 to 75 miles.
The feeder as now located is 29 miles in length instead of 34f miles
as proposed in 1890, and 37^ miles as proposed in 1871 and 1883.
The entire line of the canal and feeder has now been definitely located
by authority of the Secretary of War, as required by river and harbor
act of August 11, 1888, and subsequent acts of Congress. The esti-
mated cost of the canal has not been increased by the changes in loca-
tion, but the lockage has been reduced by 18 feet, the length of the
canal and feeder by from 7 to 9 miles, the number of locks by six, and
the resulting time of passage between the Illinois and Mississippi Bivers
due to these changes about three hours, or about 10 per cent, and the
probable cost of maintenance and operation has been correspondingly
reduced.
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2826 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
OONDITION OF THE WORK JUNE 30, 1897.
Work began under the conditions imposed by the river and harbor
act of September 19, 1890, upon the Rock River end of the canal in 1892
by the construction of a canal around the Lower Bapids of Bock Biver
4^ miles long, with 3 locks, 3 swing bridges, 2 dams, 3 lock houses, 7
sluiceways, and 1 arch culvert, which canal was formally opened for
navigation April 17, 1895, and bas since that date been in operation.
Further prosecution of work on the Rock River section has been pre-
vented by the Moline wagon bridge across Rock River a short distance
above the head of the canal, which prevents the passage of all craft
requiring 11 feet headroom or more. Proceedings have been instituted
in the United States district court to compel the removal of this obstruc-
tion, the authority of the Secretary of War in the matter being denied
by the city of Moline.
All appropriations made subsequent to the act of September 19, 1890,
have, therefore, been expended in locating the canal, acquiring its right
of way, and in constructing the eastern section, beginning at the Illi-
nois River and proceeding westward.
At the date of this report 8 miles of canal trunk on the eastern sec-
tion is completed (with the exception of dredging entrance to Lock 1
and some minor filling)^ also the foundations and masonry of 7 locks
and 1 aqueduct, 5 arch culverts and 4 pipe culverts, and the masonry
and superstructure of 1 highway bridge. The earthwork, foundations
for 11 locks and 2 aqueducts, diversions of creek channels, and the
masonry of 2 arch and 6 pipe culverts along the next 8 miles, from mile
9 to mile 16, inclusive, have been awarded to contractors and the work
is just beginning.
The right of way for the canal has been acquired and paid for over
the 16 miles named. Awards have been made for more than a year, but
not yet reported for right of way from miles 17 to 24, inclusive. All
lands have been described, abstracts of title secured, and agreements
made as far as practicable for the right of way for the Sterling Feeder
and for the right to flow lands affected by the Sterling Dam, and
all these papers, except a few relating to tracts of land in the vicinity
of the Feeder Junction, have been forwarded to Washington for the
action of the Department of Justice in acquiring title. The western
section, from mile 24 to Bock River at the mouth of Green River, has
been located on the ground, and the necessary legal descriptions, plats,
etc., preparatory to proceedings to acquire title to the right of way are
now in course of preparation.
PROGRESS OF THE WOBE DXJBINO THE FISOAL YEAB ENDING JUNE
30, 1897.
The funds available during the fiscal year admitted no work of con-
struction of magnitude.
Eastern section, — The contract for earthwork over the sixth mile, in
progress at the close of the preceding fiscal year, was completed ; 31,768
cubic yards of earthwork were placed. The force was reduced to one
assistant engineer, one inspector, and two watchmen, and employed in
caring for property and preparing maps, plans, and estimates for the
work to be done on this section, and necessary papers for acquiring
right of way from mile 24 to feeder junction near mile 28.
Since the passage of the sundry civil act of June 3, 1897, oontracts
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APPENDIX I I — ^BEPOBT OF MAJOR MARSHALL. 2827
have been awarded to the lowest responsible bidders under proposals
opened Jane 3, 1897, for constracting 8 miles of earthwork, at 8| cents
per cnbio yard, to Katz, Orandall & Callahan, of Omaha, Nebr.; for
the foundation of 11 locks and 2 aqueducts, to Oogan & Pound, Chi-
cago, lU., and for the construction of 2 arch culverts and 6 pipe culverts,
to McArthur Bros. & Co., Chicago, 111. The formal contracts had not
been approved at the close of the fiscal year, but it is expected work
will be begun early in July, 1897.
Beference is made to report of Assistant Long, herewith, for detailed
statements of his work.
Western section. — ^The definite location of that part of this section
from mile 24 to Bock Biver at the month of Green Kiver was approved
by the Secretary of War February 1, 1897. The canal has been defi-
nitely located on the ground by Assistant L. L. Wheeler and party,
and all necessary field work has been done for completing the work of
describing lands, etc., which office work is now in progress. The report
upon the final location of the western section is hereto attached.
The entrance to the Milan Canal from the Mississippi Kiver was
dredged, 18,628 cubic yards of material having been removed. The
approaches to the landing at Blossomburg were also dredged by con-
tract, and 2,860 cubic yards were removed. To aid in scouring away
the sand bar near the Mississippi terminus of the canal, wing dams
were constructed in Bock Biver at its mouth, to concentrate and direct
its current near to the lock. The situation is now much improved,
and but little difficulty is anticipated in keeping the mouth of the canal
open and clear.
Feeder line. — All necessary surveys, maps, plans, and descriptions
of lands necessary for acquiring title to lands taken or damaged, and
for constructing the feeder were completed during the year, and, as far
as now practicable, have been tbrwarded for the action of the Depart-
ment of Justice. The acreage required for the feeder is 1,111.71 acres
and for overflow outside of the United States meandered line 1,271.31
acres, a total of 2,383.02 acres, titles to which are to be acquired.
PROPOSED APPLICATION OP FUNDS NOW AVAILABLE.
It is proposed to apply the funds now available to securing additional
right of way for the canal; to carrying on work under conti*acts already
awarded over miles 9 to 16, inclusive; to the completion by hired labor
of the earthwork and lining of the canal from Lock 1 to end of mile 7,
eastern section, and to paving the approaches to the locks and culverts;
to the contracting for earthwork over miles 17 to 24, inclusive.
It is estimated that to complete the eastern section as far as to the
Feeder Junction near end of mile 28 will require in all to complete, exclu-
sive of amounts already expended, $2,391,964, as shown on the accom-
panying table of estimates.
PROPOSED APPLIOATION OF FUNDS ASKED FOR FOR THE FISOAL
YEAR ENDING JUNE 30, 1899.
It is proposed to apply these funds to prosecuting toward comple-
tion under contracts and by hired labor, in accordance with the act of
June 3, 1896, the work on the canal as rapidly as the necessary right
of way be acquired, and in prosecuting the proceedings and meeting
the awards, or agreed-upon costs, for nght of way.
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2828 REPORT OF THE CHlEP OP ENGINEERS, V. S. ARMY.
APPROPBIATION8.
July 1, 1890, balance nnexpended ftom previoiiB appropriationB $786. 46
Act of—
September 19, 1890 500,000.00
July 18, 1892 500,000.00
August 17, 1894 190,000.00
Junes, 1896 45,000.00
Sundry oiyil act, June 4, 1897 875,000.00
Total 2,110,786.46
Expended to June 30, 1897 1,203,887.55
Balance unexpended June 30, 1897 906,898.91
Money statement
July 1, 1896, balance unexpended $64,811.28
Amount appropriated by sundry civil act approved June 4, 1897 875, 000. 00
939,811 28
June 30, 1897, amount expended during fiscal year 32, 912. 37
July 1, 1897, balance unexpended 906,898.91
July 1,1897, outstanding liabilities $4,100.55
July 1, 1897, amount covered by uncompleted contracts 241, 026. 75
245,127.30
July 1, 1897, balance available 661,771.61
'Amount (estimated) required for completion of existing project 4, 815, 960. 00
Amouut that can be profitably expended in fiscal year ending June
30,1899 : 1,427,740.00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
ILLINOIS AND MISSISSIPPI CANAI^-WESTBRN SECTION AND FESDEB.
Annual atatementf JUoal year 1897.
Surveys, feeder to Rock River $1,676.54
Wing dams at mouth of Rock River.. 3,398.79
Superintendence and oflice 1,114.04
Survey of feeder line 7,416.43
Right of way, feeder line 2,140.50
Property, feeder line 5.70
Total 16,752.00
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APPENDIX I I — ^REPOBT OF MAJOR MABSHALL.
2829
DM-t^tifioii 0/ eonUngemi expMMM, JUeal year 1897.
OonBtmo-
tion
ud right
of way.
Snperin-
tendenoe
Aod office.
Ooe-flflh
OOfttof
proporty.
Total.
SnrreyB, feedor to Book BItw
Wing d»mB at month Book Blrer.
Snnrey of feeder line
Right of way, feeder line
Property (Tjune of, fow-flftha coat)
Total
$1,676.54
3,396.79
7,416.48
2, 140. 60
i.56
$137.64
258.77
664.66
162.07
$1.14
14,636.82
1,114.04
L14
$1,804.18
8.667.56
7.982.28
2.808.47
4.66
15,752.00
Total co$t to elo9e offiioal year 1897,
Bnrreya
Bight of way
Canal trunk:
Hilel
Mile^
Miles
Milee4and5
Lock No. 87
Lock K0.86
Guard lock
Dams
Bridgee
Property
Survey of feeder line
Bight of way, feeder Une.
Total
At doae of
1896.
$29,986.49
26,85L14
24,154.91
18.985.64
18, 680. 01
126,716.52
89,542.31
89.532.19
72.696.97
81.428.57
89, 437. 89
32.607.80
17.530.71
543.00
668,643.65
FiBcal year
1897.
$1,804.18
3, 657. 56
4.56
7.982.23
2,808.47
15.752.00
Total.
$31,740.67
26,851.14
24,154.91
18, 985. 64
18,680.01
126.716.53
89,542.81
39,532.19
72,696.97
35,086.13
39.437.89
32,611.86
425,512.94
2.846.47
584.395.65
ILUN018 AND MISSISSIPPI CANAL— EASTERN SECTION.
Annual siatementf fiical year 1897,
Sarreys $1,
Right of way
Canftl trunk :
MUel
Mile2
Mile3
Mile 4
MUe5
Mil©6 2,
Mil©9
Mil© 10
Mil© 11
Mil© 12
Mil© 13
Mil©U
Mil© 15
Mil© 16
Lock No. 1
980.04
293.55
54.00
^.44
2.25
6.08
71.00
632.90
9.37
18.01
9.37
9.38
212.83
196.56
208. IH
226.51
&1S
Look No. 2
^.13
Lock No. 3
Lock No. 4
ArchcnlTorts:
No. 1
5.13
5.13
5.14
N0.2
5.14
G©n©ral coDstmction
380.85
SaperiDtendenc© and offic© .. .
Car© and r©pair of propor ty and
T>1ant X
10,299.87
689.20
Proporty
18.76
Mat©riibl (etook on hand)
Total
L©B8 material on hand Jun©30,
1896
16,120.32
33,490.30
16,329.93
Total for fiscal year 1897. 17,160.37
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2830 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Total oo$i to clo$e ofJUeal year 1897,
Atoloeeof
1896.
Fboal
year 1897.
Deterio-
ration of
property.
Eqnitable
part of
general
tion.
Eqnitable
part of
saperin-
tendenoe
andofBfle.
Bqnitable
part of
oareand
repair.
Total.
flarre s
$87,664.64
67,514.08
14.84L62
14,087.64
13,708.76
83,389.26
21,664.04
7, 846. 09
12,206.56
10.120.78
487.20
423.27
423.29
428.82
$1,980.04
293.55
54.00
20.44
2.26
6.08
71.00
2,682.90
$89,644.58
67.807.58
14,867.62
14, 519. 01
Wf ht of way . ! II " ! . . . .
Cuftltnuik:
Mllel
$100.89
98.04
96.62
232.90
151.58
78.08
85.12
70.58
8.11
8.07
8.01
8.02
1.48
1.87
1.45
1.57
253.04
266.30
238.74
242.29
255.25
263.98
223.00
22.25
1.36
48.92
40.98
60.12
48.29
71.04
87.16
48.29
93.96
21.48
987.59
26.94
26.28
68.79
41.65
20.09
23.40
19.40
.85
.84
.81
.82
.41
.88
.40
.48
69.53
72.89
65.60
66.57
70.18
72.58
6L27
6.11
.87
18. M
11.25
16.52
11.90
19.52
23.95
13.27
25.82
5.90
$322.54
814.08
307. 21
748.25
486.99
284.79
278.50
226.76
10.00
9.89
9.69
9.69
i.76
4.40
4.66
5.07
812.97
852.37
767.02
778.44
820.07
848.11
716.46
71.52
4.88
157.19
181.52
193.16
189.10
228.24
280.04
155.18
801.90
69.03
$21.58
21.07
20.55
50.08
82.59
15.71
18.30
15.17
.66
.66
.64
.64
.81
.29
.81
.83
54.41
57.05
51.34
52.10
54.89
56.76
47.96
i.78
.29
10.51
8.80
12.92
9.31
15.27
18.73
10.38
20.20
4.62
Mile 2
Mile 8
14,160.67
84,490.56
Mile 4
Mile 5
22,447.85
10, 822. 66
Mile 6
Mile 7
12,606.88
10,452.09
461.19
Mile 8
Mile 9
9.87
18.01
9.87
9.38
212.85
196.56
208.19
226.51
5.13
5.18
6.13
6.13
Mile 10
456.74
Mile 11
446 81
Mile 12
446.87
Mile 13
219. 81
Mile 14
203.00
Mile 15
215.01
Mile 16
233.91
IxMjk No 1
86,279.07
88,087.39
84, 228. 15
84,737.52
86,600.65
87,852.12
81,976.29
8,190.91
195.46
7,015.68
5,870.08
8,615.48
6,208.22
10,186.72
12,498.06
6,924.06
18,474.07
8,081.17
5,324.20
18,500.00
16, 010. 21
16,829.93
87,474.15
89, 290. 18
LockNo.2
LockNo.3
35, 355. 98
Lock 1^0.4
85, 882. 05
LookNo.5
87, 800. 99
89, 093. 50
88,024.97
LockNo.6
LockNo.7
PipecalTerta:
^0.1
8,296.57
201.86
lJo.2....
No.8
7, 245. 74
No.4
6,062.58
▲roh oalverte :
No.l
5.14
5.14
8,903.83
Ko.2
6,411.96
10,620.79
12,907.94
Uo.8
No.4
Ko.5
7,152.07
18,915.95
8,182.20
AqnedactKo.l
Highway bridge
Look forming
6,824.20
18,000.00
880.85
18.76
16,120.32
10,299.87
689.20
Property
12,823.18
16,120.32
Care and repair of prop-
erty and plant • • .
83,490.30
16.829.99
Leea material on hand
June 30, 1896
8,205.79
880.85
10,299.87
689.20
602,831.58
Total
17,160.87
619,491.90
SxpendiUurm IHinoU and Mi89%$9ippi Canal for fiscal year 1897,
Eastern seetion $17,160.37
Western seotion and feeder line 15,752.00
Total 32,912.37
Total expenditures HHnois and MisHaeippi Canal to end of fiscal year 1897.
Eaatem section $619,491.90
Western section and feeder line 584,395.65
Total 1,203,887.55
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APPENDIX I I ^REPORT OF MAJOB MABSHALL.
2831
CofI of completing eastern eeeiion Illinoia and Hissiaaippi Canal, from Ulinoia Biver to
Feeder Junction. (Estimated June 30, 1897,)
a
1
1
h
n
1^
^
III
ftz III
1
1
1
1
1
1
i
1
$17,000
$5,000
10,000
$2,600
6,000
$24, 600. 00
66,500.00
2,6001
$7, 000 $32, 000
f U 500
9. 9nn
16,700 00
11 !vno T'fton
5, 000 *^ 000
2,600
2,600
73,900.00
l.»00j
6,000
7,000
16, 400. 00
14,500
"*
14, 500. 00
i,5o6
2. 000
6,000
6.000
9,o66l 38.666
2,600
2,500
^ 68, 000. 00
14.500
7,000
81,000.00
A»,«WV| _,---,
'
58.000 29,000
35,000 50,000
30,000| 70,000
17,600
289, 600. 00
ContingoucicB, 10 per cent..
28,960.00
Total.
818, 460. 00
6,000
46,000 19,200*^ 000' 70.000
$4,000
f- . -.1
187, 200. 00
44,800.00
122.800.00
208, 000. 00
78, 800. 00
183,100.00
174, 400. 00
10
18,000 19,000
32,500 29,300
21,000 14 000
1
7.000
7,000
11
11
12,000 35.000
39 000 70.000 88.000
$4,000
2,600
6,000
2,500
7,500
2,500
2,600
IB
18.300; 12,000 35,000
14,6U0 36,000105,000
4,000
"*4,'666
12,000
7,000
7,000
7,000
7,000
14
8,000
$5,000
15
36,900{ 20,000| 35,000 flO. 666
1<(
39,200 12,000 35,000
107,700.00
'116,600'l91,100148.000
386,000186,000
12,000
24,0001 42,0001
6,000i 27,600
1,088,100.00
108,610 00
Total.
1,194,710.00
2,600
6,000
17 )l 12,000! 86,000
18 )l 91 OnA 70.000
17.0001 30 000 11 000
131,300.00
134, 200. 00
43,100.00
77,800.00
68,300.00
77,000.00
85,500.00
43, 100. 00
14! OOOL. .'..,.
7,000
7,000
600
7,600
1,000
19 )
20 )
21 )
22 )
23 )
24 )
1 — ,
7,000
6,000j
7,000
), 38,000
»er oeut.
kv. miles
106,000
fl,ooo|
69,000, 30.000
22,000
7,600
808,300.00
80, 830. 00
17-5U. nnnn m.n
proval of title.
42,054.00
711 184 00
2ft
600
600
600
500
25,20G
21,800
24.000
19,200
1
1 ... .
26,700.00
35, 800. 00
87,600.00
36,700.00
2ft
«,"666
8,000 -
7,000
7,000
7,000
27
M>
9,000
2,000
Gout
90.200
1
12,0001 9,000i 21,000
134,200.00
13, 420. 00
nirencies. 10 ner cent
'
Estimated eoat of right of
way
20,000.00
Total.
167, 620. 00
Total ooat of completing aastem section. .
Expended on eastern section to June 30, 1
Total nxobabla ooat of aastem secti
2,391,9647o6
619,491.90
807
9n.. ...................... ..••••......
3, OU, 466. 90
iTraotionaL
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2832 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
I4$t of eontraetifor oonatrucHon of Illinois and MUHsiippi Canal in force dwring JUoal
year ending June 30, 1897,
Kame and address of oon-
uuctor.
Nature of contract.
Date.
To expire.
Bemarka.
James Carroll, St Louis,
Mo.
Kats. Crandall & Calla-
han, Omaha, Nebr. a
Cocan Sl Poond, Chicago,
ICoArtharBros.Co., Chi-
oafo,IU.a
Earthwork, mile 6
Earthwork, mUes 9-16
(incloAiye).
Pits and foundations for
11 locks and 2 aque-
ducts.
% concrete arch cul-
Terts, cast-iron pipe
eulverts.
Oct 10,1894
June 19, 1897
do
Sept 80, 1895
July 1,1898
do
.do.
..do .
Extended to and com-
pleted Aug. 1, 1889.
•Contracts awarded, but had not been approved by the Chief of Engineers June 30, 1897.
Abetraei ofpropoeaU for canal trunk earthwork, lock-pit exoavatione, preparing founda-
Hone for focki and aqueducts, and constructing cast-iron pipe culverts and concrete arch
culverts for Illinois and Mississippi Canalf between mile 8 and mile 16, received in
response to advertisement of April 8, 1897, and opened at 12 m,, central time, June 3,
1897, by Maj, W, L, Marshall, Corps of Engineers.
I
Name and address of bidder.
Crescent Stone Co., Peoria, HI
Kate, Crandall & Callahan, Omaha, Kebr .
K. 8. Young & Wm. Steyh, Burlington,
Iowa
Monroo &, Bryan, Portsmouth, Ohio.....
McArthur Bros. Co., Chicago, 111
B. C. Cushing & Co., Chicago, 111
Herbert Bipley, Chicago, lU
Earthwork, mile 9 to mile 18, inclusiye.
Mile 9 (134 000
cubic yards).
Per
cubic
yard.
OenU.
14
11.8
9.81
Amount
$12,000.00
18,700.00
16,812.00
18,145.40
Miles 10 and 11
(307,000 cubic
yards).
Per
cubic
yard.
OmUs.
10
9.85
8.4
9.76
8.6
Amount
7.25 $22,257.60
30,700.00
28,704.60
25,788.00
29,932.60
26,095.00
Mfle 12 (103,000
eubio yards).
Per
cubic
yard.
Oenta,
10.9
8.5
12
9.8
Amount
$11,227.00
8,755.00
12,360.00
10,094.00
ill
I
Name and address of bidder.
Earthwork, mile 9 to mile 16, indusiye— Continued.
Mile 18 (144,000
cubic yards).
Per
cubic
yard.
Amount
Mile 14 (129,000
cubic yards).
Per
cubic
yard.
Amount.
Mile 15 (258,000
cubic yards).
Per
cubic
yard.
Amount
Orasoent Stone Co., Peoria, HI
Winston Bros. 8l Co., Minneapolis, Minn.
Kjtta, Crandall Sc Callahan, Omaha, Nebr.
John J. Shea, Chicago, 111
K. S. Young & Wm. Steyh, Burlington,
Iowa
Qrifflths & McDormott (instruction Co.,
Chicago, 111
H. A BMdker & Co., Chicago, HI
B. C. Cushing 8l Co., Chicago, 111
Ctnts.
11.3
12
9.25
$16,272.00
17,280.00
13, 320. 00
OenU.
9.9
13.5
9
$12,771.00
17.415.00
11,610.00
(kwts.
13.6
19,440.00
11.5
14.5
14,835.00
18,705.00
8.9
12, 816. 00
10
12,900.00
15
8.5
14.5
15
16.25
.14.26
12.4
$38,700.00
21,930.00
37,410.00
38,700.00
41,025.00
36, 765. 00
31,992.00
Digitized by
Qoo^^
APPENDIX I I ^BEPOBT OF MAJOR MARSHALL.
2833
Abstract of proposals for eanal trunk earthwork, ote. — Continued.
Name and addreas of Mdder.
Earthwork, mile 9 to mile 18,
incloaiye— Continued.
Hile 16 (906,000
cable yards).
Per
enbio Amount,
yard. !
The entire 8
mUea (1,880,000
cabio yards).
Per
cabic
yard.
AmoQDt.
Per
square
yard.
Slope paring,
miles 10 and 11
1,500 squ
yards).
Amount.
Winston Bros. A Co., Minneapolis, IClnn .
Kats, Crandall Sc CallahAn, Omaha, Kebr .
K. 8. Yoong & Wm. Steyh, Burlington,
Iowa
Honroe Sl Bryan, Portamonth, Ohio
Qrifflths A MoDonnott Construction Co.,
Chicago, 111
Heldmaier A, New, Chicago, HI
John Soott A Sons, St. Louis, ICo
McArthur Bros. Co., Chicago, 111
K. C. Cashing & Co., Chicago, 111
Bamett A Kecord Co., Minneapolis,
Minn
Herbert Ripley, Chicago, HI
I
Cents.
14 $42, 700. 00
8.5 25,925.00
Oentt.
15
U
9.8
45,750.00
8.25
18
$113,850.00
179,400.00
$1.26
1.76
1.10
42,700.00
29,890.00
11.67
5.74
11.2
9
16
161,046.00
79,212.00
154,560.00
124,200.00
220,800.00
1.66
1.35
1.40
1.00
1.95
1.47
$5,626.00
7, 875. 00
4,050.00
7, 425. 00
6,075.00
6.300.00
4,500.00
8,775.00
6,615.00
FOUNDATION irOR LOCK NO. 8.
Kama and address of bidder.
Earth excavation
(6,600cubicyarda).
Piles (363).
Pine timber
(60,000 feet B.M.).
Price.
Amount
Price.
Amount.
Price.
Amount.
8
Rftrmn A. Paa/w. M'araAlllAn. HI ^
$0.20
.30
.40
.40
.15
.20
.24
$1,820.00
1,060.00
2,640.00
2,640.00
99U.00
1,320.00
1,584.00
$4.00
4.00
8.00
8.50
3.36
3.80
4.00
$1,462.00
1,452.00
2,904.00
1,270.50
1,219.68
1,379.40
1.452.00
$20.00
22.50
40.00
21.00
28.48
22.00
22.00
$1,000.00
1,125.00
2,000.00
1,060.00
1,174.00
1,100.00
1, 100. 00
6
7
Kate. Crandall A CaUahan, Omaha, Nebr .
N. S. Yoong A Wm. Steyh, Burlington,
Iowa -
9
I>oan A Tolman. Aurora. HI -x. .-«....-,
1?
fTniran A Pound. Ohi<MMr'». Ill ,^.,,,,
18
19
H. A. Boedker A Co., Chicago, lU
Barnett A Becord Co.,MinneapoU8,Minn .
« S
Name and address of bidder.
Pineplank (15,000
feetB.M.).
feetB.M.). , pounds).
tig
Price.
Amount.
Price.
Amount.
Price.
Amount.
ft
Bamm A^ Peace. Maraeilles. HI -.-.T*r--
$20.00
21.00
30.00
21.00
21.00
20.00
20.00
$300.00
315.00
450.00
315.00
324.00
800.00
800.00
$40.00
49.00
50.00
45.00
29.40
4&00
60.00
1
$620.00 an.02.<i
$137.50
123.76
275.00
6
7
N. S. Young A Wm. Steyh, Burlington,
Iowa
637.00
660.00
686.00
382.20
624.00
660.00
.0226
.06
.08
.02
.025
.025
9
Uoan & Tolmsn AnmF* Til
166.00
11
Coiran A Pound. Chicaso. HI
110.00
18
19
H. A. Boedker A Co.Tchicago, HI
Bamottdc Becord Co.,Minneapoli8,Minn.
137.60
187.60
i
Name and address of bidder.
Concrete.
Natural cement
(925 cubic yards).
Portland cement
with pebbles
(60 cubic yards).
Portland cement
with broken stone
(50 cubic yards).
1
Price.
Amount.
Price.
Amount.
Price.
Amount
8
6
7
9
Barron ft Peace, Marseilles, m
Kats, Crandall ftCaUahan, Omaha, Nebr .
N.S. Young A Wm. Steyh, Burlington,
Iowa ,
Doan A Tolman. Aurora. HI -,.,,.,-
$3.65
8.75
5.00
2.96
3.28
3.00
3.00
$3,376.26
3,468.75
4,625.00
2,728.75
3, 034. 00
2,776.00
2,775.00
$5.72
6.26
6.76
6.20
6.72
4.50
6.00
$286.00
262.60
337.60
260.00
336.00
225.00
250.00
$7.00
6.00
7.76
7.20
7.35
6.75
7.00
$350.00
800.00
887.50
360.00
11
Coean A Pound. Chicago. Ill
367.50
13
19
H. A. Boedker ACoTchicago, 111
Bamett& Keoord Co., Minneapolis, Minn .
287.50
850.00
BNa 97 178
Digitized by
Google
2834 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Abstraet of propoaaU for canal trunk earthwork, etc. — Contiiiaed.
FOUNDATION FOR LOCK NO. ft-Continuod.
«
•5&
Name and address of bidder.
GraTel (800
oabic yards).
8-inch drain
pipe (210
line!itffeet).
10-inoh drain
pipe (560
linear feet).
Total.
Price.
Am't.
Price.
Am*t
Price.
Am*t.
^
Barron A, Peaoe If araeUles. HI
$0.00
1.25
1.50
1.10
.00
.00
.85
$180.00
375.00
450.00
330.00
180.00
180.00
195.00
$0.10
.80
.25
.15
.10
.80
.80
$21.00
03.00
62.50
81.50
2L00
03.00
83.00
$0.14
.35
.80
.18
.15
.40
.85
$78.40
196.00
168.00
100.80
84.00
224.00
196.00
$8,671.15
0,908.00
14,552.00
9, 476. 55
6
7
Kata, CrandaUdt Callaban, Omaha, Nebr.
N. S. Young Sc Wm. Steyh, Bnrlingtou,
Iowa • ........---.-.-.-..••«-•.-...
9
"P^an A- Tolman, Aurora, Tll^.x,, ,,,.,. r-
12
Coiran & Pound' GhicaffO. Ill
7 854 88
13
19
H. A. Boedker & Co., Chicago, lU
Bamett&RecordCo.,Minneapolis,Minn.
8,327.90
8.702.50
FOUNDATION FOR LOCK NO. 9.
11
Name and address of bidder.
Sarth excavation
(3,200 cubic
yards).
Piles (868).
Pinetimber (60,000
feetB.M.).
Price.
Amount.
Price.
Amount
Price.
8
Bflrron A. Peace Mameilles. Ill
$0.20
.12
.40
.20
.145
.15
.17
.19
$640.00
884.00
1,280.00
640.00
464.00
480.00
544.00
606.00
$4.00
3.97
8.00
8.50
4.25
8.86
8.80
4.00
$1,452.00
1,441.11
2.904.00
1,270.50
1, 542. 75
1.219.68
1, 379. 40
1,462.00
$20.00
2L00
40.00
21.00
21.50
23.48
22.00
22.00
$1,000.00
i; 060. 00
2,000.00
1.060.00
1,075.00
1,174.00
1,100.00
1,100.00
5
7
Kate, Crandall & Callahan, Omaha, Nebr .
N. S. Young & Wm. Steyh, Burlington,
Iowa . .........................
9
Doan Sr Tolman. Anrorm, 111
10
Wm Mclvor Marseilles. Ill
12
13
19
Cogan & Pound, Chicago, 111
H. A. Boedker & Co., Chicago. Dl
Bamett & Record Co., Minneapolis,
Minn
il
Name and address of bidder.
^'"ffl^iir
Oak plank (18,000
fe£tB.M.).
Spikes, bolts, and
nails (5,500
pounds).
Price.
Amount.
Price.
Amount.
Price.
Amount.
8
Barron A. Peace. Maneilles. Ill
ri!0.00
20.00
30.00
21.00
20.00
21.60
20.00
20.00
$300.00
300.00
450.00
815.00
800.00
824.00
800.00
300.00
$40.00
47.00
50.00
45.00
50.00
20.40
48.00
50.00
$520.00
611.00
650.00
585.00
660.00
382.20
624.00
660.00
$0,026
.0225
.05
.03
.0275
.02
.026
.026
$187.60
128.76
276.00
6
7
Kate, Crandall & Callahan, Omaha, Nebr
N. 8. Young & Wm. Steyh, Burlington,
Iowa • ...........-.--.-....-....-..
9
DoAn Ac Tolman Aurora. Ill .............
166 00
10
Wm Molvor. Marseilles. Ill
151.25
12
Coflran St. Pound. Chicaico, 111
110.00
13
19
H. A. Boedker A Co., Chicago, HI
Bamett A Record Co^ Minneapolis,
Minn
187.50
187.60
i
Name and address of bidder.
Concrete.
si
11
Natural cement
(925 cubic yards).
with pebbles
(50 cubic yards).
with broken stone
(50 cubic yards).
a
Price.
Amount.
Price.
Amount.
Price.
Amount.
8
5
7
Kats, CrandaU&Callahan, Omaha, Nebr.
N.S. Young Sl Wm. Steyh, BurUngton,
Iowa ..................................
$3.66
8.40
5.00
2.06
3.25
8.28
8.00
8.00
$8,376.25
8,145.00
4,625.00
2,728.75
8,006.25
8.034.00
2,775.00
2.775.00
$5.72
4.90
6.75
5.20
4.60
6.72
4.50
5.00
$286.00
245.00
887.50
260.00
230.00
836.00
225.00
250.00
$7.00
6.15
7.75
7.20
5.25
7.86
6.76
7.00
$850.00
807.60
887.60
9
Doan & Tolman, Aurora, 111.............
860.00
10
Wm Melvor. Marseillea. Dl
2G2.60
12
Coffan & Pound. CbicaiEO. Ill
367.60
18
19
H. A. Boedker A Co., Chicaso, lU
Bamett A, Record Co., Minneapolis,
Minn ,—
287.60
850.00
Digitized by
Google
APPENDIX I I ^REPORT OF HAJOB MAKSHALL.
2835
Alstraet of proposals for oanal trunk earthwork, etc. — Contiiiaed.
FOUNDATION FOB LOCK NO. O-Contiiiiied.
\i
Name and ftddress of bidder.
Orayel (300
oubio yards).
8-inoh drain
lineS? feet).
10-inch drain
pipe (660
linear feet).
Total.
1^
Price.
Am't.
Price.
Am't.
Price.
Am't.
3
5
7
Barron ft Peoee, KarMlllea, IB
Katz, CrandaB&CallahaD. Omaha, Nebr.
K. S. Yonng ft Wm. Stejh, Burlington,
Iowa...---.-..
$0.60
1.25
1.50
1.10
.75
;60
.60
.65
$180.00
375.00
450.00
330.00
225.00
180.00
180.00
195.00
$0.10
.25
.15
.14
.10
.80
.80
$21.00
52.50
52.50
31.50
20.40
21.00
63.00
68.00
.80
.18
.17
.15
.40
.85
$78.40
168.00
168.00
100.80
06.20
84.00
224.00
196.00
$7,00L15
7,895.86
13,192.00
10
Doan ftTolman,AarDra,IU
Wm. Mclvor, Mameilleik 111
7.476.55
7,768.85
1?
Oogan A Po^nd, Obloago, 'ni-,,T,,T
7,844.88
13
19
H.A.BoedkerftCo.,Chicago.Ill
Bamett ft Beoord Co-, Hinneapolla.
Minn
7.55L90
7,726.66
FOUNDATION FOB LOCK NO. 10.
11
Name and address of bidder.
Earth exoaration
(3.900 oubio
yards).
PUes (868).
Pinetlmber (50,000
feetB.M.).
Prioe.
Amount.
Price.
Amount.
Price.
Amount.
3
5
7
Barron ft Peace, Maneflles^IU
Katz. Crandall ft Callahan, Omaha, Nebr.
N. S. Young ft Wm. Steyh, Builington,
Iowa ..............................
.40
.145
.16
.20
.28
$780.00
1,365.00
1,560.00
565.50
585.00
780.00
887.00
$4.00
4.10
8.00
4.25
3.86
3.90
4.00
$1,452.00
1,488.13
2.904.00
1,542.76
1,219.68
1,415.70
1,452.00
$20.00
22.50
40.00
21.50
23.48
22.00
22.00
$1,000.00
1,125.00
2,000.00
1,075.00
1,174.00
1,100.00
1,100.00
10
W ni McI vor, Marseilles, 111
12
Cmrtak Sl Pound Chioaffo 111 ...-.-.
13
19
H.^.Boodker ft Co., Chicaao.IU
Bamett ft Beoord (Jo., Minneapolis,
Minn
^•3
11
Name and address of bidder.
Pine plank (15,000
"^fSr^^^
Spikes, bolts, and
nails (5. 500
pounds).
Price.
Amount.
Price.
Amount.
Price.
Amount
3
Bamm ft Peace. Marseilles. HI
$20.00
21.00
30.00
20.00
21.60
20.00
20.00
$300.00
315.00
450.00
300.00
324.00
300.00
800.00
$40.00
50.00
50.00
60.00
29.40
48.00
50.00
$520.00
650.00
650.00
650.00
382.20
624.00
660.00
$0,025
.0225
.05
.0275
.02
.025
.026
$137.60
128.75
275.00
151 25
5
7
Kats, CrandaUft CalUhan, Omaha, Nebr.
N. 8. Young ft Wm. Steyh, Buriington,
Iowa • ...•..---•......-............
10
Wm. Molvor. Marseilles. Ill
12
Cocan ft Pound. Chicairo. HI
110 00
13
19
H.A.BoedkerftCo..Chicago,I]l
Bamett ft Becord Co., Minneapolis,
Minn
187.50
187.50
i
Name and address of bidder.
Concrete.
|1
Natnra] cement
(925 cubic yards).
Portland cement
with pebbles
(50 oubic yards).
Portland cement
with broken stone
(50 oubio yards).
JZJ
Prioe.
Amonnt.
Price.
Amount.
Price.
Amount.
n
Barron ft Peace, Marseilles, III
$3.65
4.00
5.00
3.25
3.28
8.00
8.00
$8,876.25
3,700.00
4.625.00
3,006.25
8,034.00
2,775.00
2.775.00
$5.72
5.00
6.75
4.60
6.72
4.50
6.00
$286.00
250.00
387.50
230.00
886.00
225.00
260.00
$7.00
6.15
7.75
5.25
7.35
5.75
7.00
$350.00
807.50
387 50
5
7
KatK. Crandall ft Callahan, Omaha, Nebr.
N. S. Yonng ft Wm. Steyh. Burlington,
low A
10
Wm. Molvor, Marseilles, Dl
262.50
367.50
287.50
860 00
1?
Cogan ft Pound, Chicago, Dl
13
19
H.ABoedkerftCo.,CJhicaffo,m
Minn .' JV....*.
Digitized by
Google
2836 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARliT.
Absiraot of proposals for canal trunk sarihworJc, 0tc.— Continiied.
FOUNDATION FOB LOCK NO. 10— Continued.
II
Name and address of bidder.
Gravel (800
cubic yards).
Price. Am't
8-inch drain
pipe (210
linear feet).
Price. Am*t.
10-lnch drain
pipe (660
linear feet).
Price. Am't.
Total
Barron & Peace, Marseilles, HI ,
KatZy Crandall Sc Callahan, Omaha, Nebr.
N.S. Young Sl Wm. Steyh, Burliugton,
Iowa
Wm. MclYor, Marseilles, 111
Cogan & Pound. Chicago, 111
H. A. Boedker & Co., (jfbioa£o, HI
Bamett Sc Record Co., Minneapolis,
Minn
$0.60
1.25
1.60
.75
.60
.60
.65
$180.00
375.00
450.00
225.00
180.00
180.00
196.00
$0.10
.80
$21.00
63.00
52.60
29.40
21.00
63.00
63.00
$0.U
.35
.80
.17
.15
.40
$78.40
196.00
168.00
95.20
81.00
224.00
196.00
$8,181.15
9, 651. 06
13,472.00
7,870.35
7,449.88
7,824.20
8,015.50
FOUNDATION FOR LOCK NO. 11.
if
Name and address of bidder.
Earth excavation
(11,600 cubic
yards).
PUes(368).
Pine timber (50,000
feetB.M.).
&i
Price.
Amount.
Price.
Amount.
Price.
Amount.
8
6
7
Barron ft Pearoe, Marseilles, m
Katz, Crandall Sc Callahan, Oniaha,Nebr.
N. S. Young ft Wm. Steyh, Barliiigton,
Iowa
$0.20
.15
.40
.22
.155
.15
.22
.16
$2,820.00
1,740.00
4, 640. 00
2, 552. 00
1,798.00
1, 740. 00
2,552.00
1.856.00
$4.00
3.95
8.00
3.50
4.25
3.36
8.80
4.00
$1,462.00
1,488.85
2.904.00
1, 270. 50
1.542.75
1,219.68
1,379.40
1.452.00
$20.00
21.50
40.00
21.00
21.50
23.48
22.00
22.00
$1,000.00
1,075.00
2,000.00
1.050.00
1,076.00
1 174 00
9
10
Wm. Molror. Marseilles, HI
1?
Cogan A Pound, Chicag", Til r
18
19
H. A. Boedker ft Co.. Chicago, HI
Barnett ft Record Co., Minneapolis,
Minn
1,100.00
1 100.00
II
Name and address of bidder.
Pine plank (15,000
feetB.M.).
Oak plank (13,000
feetB.M.).
Spikes, bolts, and
nails (5.500
pounds).
Price.
Amoant.
Price.
Amount.
Price.
Amount.
8
6
7
Barron ft Peaoe, Marseilles. lU
Katz, Crandall ft CaUahan, Omaha, Nebr.
N. & Young fttWm. Steyh, Burlington,
Iowa
$20.00
19.50
30.00
21.00
20.00
21.60
20.00
20.00
$300.00
292.50
450.00
315.00
300.00
324.00
800.00
300.00
$40.00
47.00
50.00
45.00
.50.00
29.40
48.00
50.00
$520.00
611.00
660.00
585.00
650.00
382.20
624.00
660.00
$0,025
.0225
.05
.03
.0275
.02
.025
.026
$137.60
123.75
275.00
Doan ft Tolman. Aurora Til
165 00
10
Wm. Mclvor, Marseilles. Ill
151.25
1?
Cogan ft Pound, Chicago, IB
110. OQ
18
19
H. A. Boedker ft Co.. Chicago, Dl
Bamett ft Record Co., Minneapolis,
Minn
137.50
137.50
1
Name and address of bidder.
Concrete.
Natnral cement Portland cement
(925 cubic , with pebbles
yards). j (50 cubic yards).
Portland cement
with broken stone
(50 cubic yards).
}A^
Price.
Amount, j Price.
Amount.
Price.
Amount.
8
Barron ft Peace, Marseillea, 111
$3.65
3.40
5.00
3.28
8.00
8.00
$3,876.25 aS-72
$286.00
245.00
337.50
260.00
230.00
836.00
225.00
260.00
$7.00
6.05
7.76
7.20
5.25
7.36
6.76
7.00
$350.06
302.50
887.50
6
7
Kata^OrandaU ft Callahan, Omaha, Nebr.
K. S. Young ft Wm. Steyh, Barliugton,
Iowa
3,145.00
4,625.00
2,728.75
3,006.25
3. 034. 00
2, 775. 00
2,775.00
4.90
6.75
5.20
4.60
6.72
4.50
6.00
9
TV>an ft Tolman, Aurora, 111
860.00
10
Wm. Molvor, M'arHeiDes', 111
262.50
n
Cogan ft Pound, Chicago, 111
867.50
13
H. A. Boedker, Chicago, 111
287.50
19
Bamett ft Record Co., Miuneapolis,
Minn .. !.
860.00
Digitized by
Google
APPENDIX I I — BEPOBT OF MAJOB IfABSHALL.
2837
Ah8tr€U!t of prapoiaU for canal trunk earthwork, ete, — Continued
BSouNDATION FOK lock irO. ll^Contlnaed.
1
Kame and address of bidder.
Gravel (800
onbic yards).
8-inch drain
pipe (210
linear feet).
10-incb drain
linJarfeet).
Total.
Price.
Am*l
Price.
Am't
Price.
Am*t.
8
Barron & Penoo Marseilles. Ill
fO 60 aiso.on
$0.10
.25
.26
.15
.14
.10
.80
.80
$21.00
52.60
52.50
31.50
29.40
21.00
63.00
68.00
$0.14
.30
.80
.18
.17
.15.
.40
.85
$7^40
168.00
168.00
100.80
96.20
84.00
224.00
196.00
$9. 671. 15
6
7
Katx. Crandall &CaUahan, Omaha, Nebr.
N. S. Yoong A Wm. Steyb, Burlington,
Iowa
1.25
1.50
1.10
.75
.60
.60
.65
375.00
450.00
330.00
225.00
180.00
180.00
195.00
9,261.60
16,662.00
Doan & Tolnian ^nrara. Ill .......•>...
9,888.65
10
Wm. Mclvor Marseilles. Ill
9, 102. 85
12
Coean &Pooud, Cbioago. Ill
8,604.88
13
19
H. A. Boedoker & Co., Chicaeo, 111
Barnett & Becord Co., Minneapolis,
Minn
9,559.90
8,974.50
FOUNDATIONS FOB LOCK NO. 12 AND AQITEDXJCT NO. S.
^1
Name and address of bidder.
Earth excavation
(9,200 cubic
yards).
Price. Amount.
Pfles(977).
Price. Amount.
Pine timber
(100,000 feet
B. M.).
Price. Amount.
Eatz, Crandall Sc Callahan, Omaha, Nebr.
N. S. Young &. Wm. Steyb, BurUngton,
lovra
Monroe & Bryan. Portsmouth, Ohio
Cogan & Pound, Chicago, Dl
H. A. Boedker A Co., Chicago, 111
Barnett & Kecord Co., Minneapolis,
$0.85
.60
.39
.15
.24
$3,220.00
4,600.00
3, 588. 00
1, 380. 00
2,208.00
2,116.00
$4.04
8.00
4.00
3.36
4.10
4.00
$3,947.08
7, 816. 00
3,908.00
3,282.72
4,005.70
8,908.00
$28.50
40.00
22.00
23.04
28.00
22.00
$2,350.00
4,000.00
2,200.00
2,304.00
2.800.00
8,900.00
la
Name and address of bidder.
Katz, Crandall & Callahan, Omaha, Nebr.
N. S. Young Sc Wm. Steyh, Burlington,
Iowa
Monroe ic Bryan, Portsmouth, Ohio. . . .
Cogan & Pound. Chicago, III
U. A. Boedker A. Co., (Chicago, HI
Barnett & Record Co., Minneapolis,
Minn
Pine plank (15,000
feetB.M.).
Oakplank(18.000 ^^^"^{^^^
feetB.M.)
Price. Amount.
$22.00
30.00
21.50
21.60
21.00
20.00
Price. Amoont.
$330.00
450.00
822.50
324.00
815.00
800.00
$50.00
50.00
49.00
29.40
50.00
50.00
nails (11,200
pounds).
Price. Amount.
$900.00 $0.0225
900.00
882.00
529.20
900.00
900.00
.06
.0225
.02
.06
.026
560.00
252.00
224.00
836.00
280.00
jS.
Name and addieea of bidder.
Price. Amount.
Eats, Oandall & Callahan, Omaha, Nebr
H. S. Young St, Wm. Steyh, Burlington,
Iowa.
Monroe & Bryan, Portsmouth, Ohio. . .
Cogan & Pound, Chicago, III
H. A. Boedker Sc Co., Chicago, HI
Barnett & Kecord Co., Mmneapolis,
Minn
Concrete.
Natural
oement (1,125
oobio yards).
$4.00
5.00
2.25
3.28
3.00
3.00
$4,500.00
5. 625. 00
2, 531. 25
3, 690. 00
3, 375. 00
8,876.00
Portland
cement with
pebbles (480
cubic yards).
Price. Amoont.
Prioei Amount.
$6. 60 $3, 120. 00
6.73' 3,240.00
7. 25 8. 480. 00
6.72 3,225.60
4.50 2,160.00
7.00 8,860.00
Portland
oement with
broken stone
(480 cubic
yards).
$7. 65 $3, 672. 00 $18, 619. 06
7.75
8.26
7.85
5.75
3, 720. 00
3,060.00
3,528.00
2,760.00
9.00 4,820.00
TotaL
27, 191. 00
17,163.75
14, 959. 52
15.599.70
16,489.00
Digitized by
Google
2838 REPOBT OP THE CHIEF OP ENGINEERS, U. 8. ABHT.
Ahitraoi ofproposaUfar eanal trunk earthwork, etc — Continaed.
FOUNDATION FOB LOOK NO. 18.
'■a
Name and addreM of bidder.
Eaith exca-Ta.
tion (3.000
onbio yards).
Piles (863).
Pinetimber(50,000
feetB.M.).
Price.
Amount.
Price.
Amount.
Prioew
Amount.
n
f0.20
.216
.12
.40
.18
.15
.15
.17
8600.00
OVi.OO
360.00
1,200.00
540.00
450.00
450.00
510.00
$4.00
3.00
3.97
8.00
3.50
3.30
8.80
4.00
$1,452.00
1,306.80
1,441.11
8,904.00
1,870.50
1,219.68
1,879.40
1,462.00
$20.00
21.60
21.00
40.00
21.00
83.48
22.00
22.00
$1,000.00
1,076.09
1.050.00
8,000.00
1,950.00
1,174.00
1,100.00
1,100.00
i
6
7
Winston Bros. & Co., Minneapolis, Minn.
Kate, Crandall ^Callahan, Omaha, Nebr.
N. S. Young & Wm. Stoyh, Burlington,
Iowa •••••.. .......•..•.■•••>•••>•••••
9
Doan Sl Tolman, Anrora, Til -•r--r--
12
13
19
Cogaa & Pound. Chicago. Ill
H. A. BoedkerA Co., Chicago, 111
Barnett &, Becoid Co., Minnempolis,
Minn -V.....
^•3
11
Name and addrees of bidder.
Pine plank (15,000
^-^eSi^isr
and nSls (5.600
pounds).
Price.
Amount.
Price.
Amount.
Price.
Amount.
8
Barron Sl Peace Marseilles. HI
120.00
21.25
19.00
30.00
21.00
21.00
2U.00
20.00
1300.00
318. 75
285.00
450.00
315.00
824.00
800.00
300.00
$40.00
48.00
47.00
50.00
45.00
29.40
48.00
50.00
$520.00
624.00
611.00
650.00
585.00
382.20
624.00
650.00
$0,025
.025
.0225
.06
.03
.02
.026
.026
$137. 60
4
6
7
Winston Bros. & Co., Minneapolis, Minn
Kats. Crandall & Callahan, Omaha, Nebr.
N. B. Young & Wm. Stoyh, Burlington,
Iowa ...••..••....
137.60
123.75
276.00
9
Doan ft Tolman, Anrora,Tll
165.00
IK
Ooffan A Ponnd. IThi«*iyA. Til
110.00
18
19
H. A. Boedker ft Co., Chicago, Dl
BameU ft Becoid Co., Hiimeapolis.
Minn A-, .*?__.
137.60
187.60
1
1^
Name and address of bidder.
Concrete.
Natural cement
(925 cubic yards).
with pebbles (50
cubic yards).
Portland cement
with broken
stone (50 cubie
yards).
Price.
Amount.
Price.
Amonnt.
Price.
Amount.
8
4
6
7
Barron ft Peace, Marseilles, Dl
Winston Bros, ft Co., Miuneapolis, Minn .
Katz^Crandall ft Callahan. Omaha, Nebr.
N. & Xoong ft Wm. Stoyh, BurUngton,
Iowa
f3.«5
3.40
3.40
5.00
2.95
3.28
8.00
8.00
$3,878.25
3, 145. 00
3,145.00
4,825.00
2,728.75
8, 084. 00
2,775.00
8,776.00
$5.72
6.25
4.90
6.75
5.20
6.72
4.50
6.00
$286.00
312.50
245.00
837.50
260.00
336.00
225.00
250.00
$7.00
9.00
6.05
7.75
7.20
7.35
5.75
7.00
$350.00
450.00
302.50
887.60
9
Doan ft Tolman. Anrora. Ill ........
860.00
1?
Conm ft Pound. Cfaicaso. Dl
867.50
18
19
H. A. Boedker ft Co., Chicago, ni
Barnett ft Beoord Co., Minneapolis.
Minn
287.60
850.00
11
Name and address of bidder.
Gravel (300
onbio yards).
8-inoh drain.
pipe (210
li£e£ feet).
10-lnch drain-
pipe (560
linear feet).
TotaL
Price.
Am'L
Price.
Am*t.
Price
. Am*t.
8
4
5
7
Barron ft Peace, Marseilles, 111
Kats, CrandaUftCallahan, Omaha, Nebr.
N. S. Yoang ft Wm. Stoyh, Burlington,
Iowa
to. 00
.75
1.25
1.50
1.10
.00
.00
.65
8190.00
225.00
375.00
450.00
330.00
180.00
18U.00
196.00
$0.10
.20
.30
.25
.15
-10
^1.00
42.00
68.00
52.50
81.50
21.00
$0.14
.25
.86
.80
.18
.16
.40
.86
$78.40
140.00
196.00
168.00
100.80
84.00
$7.9.51.16
7,97L56
7,894.86
13, 112. 00
9
Doan A Tolman. Anrorfk DL....«.......
7, 376. 55
11
Cogan ft Poqnd, Chicago, Til ,^
7, 314. 88
18
19
H.A.Boedker ft Co., Chicago, m
.80
•80
1
t3.00
iSwOO
224.0
196.0)
7,457.90
7,628.60
Digitized by
Google
APPENDIX I I — REPORT OP ICAJOB ICASSHAU^
2839
Ah$iract of propo§aU for oanal trunk earthwork, etc. — ContmnadL
F0X7in)ATI0N FOB LOCK KO. 14.
Name and addrasa of bidder.
Earth excaTation
(9,100 cubic
yarda).
PUee (868).
Pinetimber(50,000
feetB.M.).
1-
Price.
Amount.
Price. 1 Amount. ' Price. | Amount.
3
6
7
Barron Sc Pea4)^ MameiUoa. lU
Knts. CrandaUA CaUahan, Omaha. Nabr.
N. S. Yonng ft Wm. Stoyb, Burlington,
Iowa -
.40
.22
.15
.21
.154
$1,820.00
1,092.00
3,640.00
$4.00 ' $1,452.00 $20.00
3.97 1,441.11 21.00
8. 00 2. fifti. 00 la 00
$1,000.00
1,050.00
2,000.00
1,050.00
1, 174. 00
1,100.00
1,076.00
9
17.
Doan & Tolman, Aurora, ni
Coffan Sc Pound, Chicago, HI
2,002.00 , 3.50
1,865.00 , 8.36
1. 270. 50 21. 00
1,219.68 23.48
1,415.70 22.00
1,416.70 21.50
13
10
H. A. Boedker A Co.. Chicago, 111
Bamett ft Becord Co., liinneapoUa,
Minn
1,911.00
1,401.40
3.90
8.90
I
Kama and addreaa of bidder.
Pine plank (15,000
fe?tB.li.):
Oak plank (13,000
fMtB.M.).
Spikes, bolto,
and nalU (5,000
pounda).
Price.
Amount.
Price.
Amount.
Price.
Amount.
S
Barron ft Peace, MarseiUee, 111
$20.00
19.00
80.00
21.00
21.00
20.00
19.00
1800.00
285.00
450.00
815.00
824.00
300.00
286.00
$40.00
47.00
50.00
45.00
29.40
48.00
48.00
$520.00
611.00
660.00
685.00
382.20
624.00
624.00
$0,025
.0225
.05
.03
.02
.025
.0225
$137. 50
6
7
Kats, Crandall ft Callahan, Omaha, Nebr.
N. S. Young ft Wm. Steyh, Burlington,
Iowa ..........
123.76
275 00
9
Doan ft Tolman, Aurora, lU
165.00
17,
Cogan ft Pound, Chicago. Ill
110.00
13
19
H. A. Boedker ft Co.,Chlcagp, III
Minn
187.50
128.76
i
Name and addreaa of bidder.
(Concrete.
n
Natural cement
(925 cubic yarda).
Portland cement
with pebbles
(50 cubic yarda).
Portland cement
with broken stone
(60 oubie yards).
Price.
Amount.
Price.
Amount.
Price.
Amount.
B
Barron ft Peace, Marselllea, HI
$3.65
8.00
5.00
8.10
8.28
8.00
2.90
$3,376.25
8,330.00
4,625.00
2,867.50
8,034.00
2,776.00
2,682.50
$5.72
4.95
6.75
5.85
6.72
4.50
4.96
$286.00
247.60
837.50
267.50
336.00
225.00
247.50
$7.00
6.10
7.75
7.45
7.35
5.76
6.96
$350.00
805.00
887.50
6
7
Eats, Crandall ftCaUahan, Omaha. Nebr.
N. & Young ft Wm. Sieyh, Burlington,
Iowa
9
372.50
1^
Coiran ft Pound. Chicaco. HI
867.50
18
19
H. A. Boedker ft Co., Chicago, HI
287.50
847.60
it
Name and addreaa of bidder.
Gravel (300
cubic yards).
Sinch drain-
pipe (210
linear feet).
10-inch drain-
Un^f^).
TotaL
Price. 1 Am*t.
Price.
Am't
Price. Am't
8
6
7
Barron ft Peace, Maraeniea, HI
Kata, CrandaUftCallahanTOmaha, Nebr.
N. S. Young ft Wm. Stoyh, Burlington,
Iowa
10.60
1.25
1.50
1.10
.60
.60
.60
$180.00
375.00
450.00
380.00
180.00
180.00
180.00
$0.10
.30
.25
.15
.10
.80
.25
$2L00
68.00
62.60
81.50
21.00
68.00
12.60
$0.14
.86
.80
.18
.15
.40
.80
$7&40
196l00
168.00
100.80
84.00
224.00
168.00
$9,171.16
8,814.86
15, 552. 00
Hoan ft Tolman. Aurora. HI.. ..r
8,984.80
n
Cogan ft Pound,' Chicago, HI
8,229.88
8,966.39
8, 256. 86
18
19
H. A. Boedker ft Co., Chicago, HI
BameU ft Beoord Co., Minneapolia,
Minn.
-
Digitized by
Google
2840 EEPOBT OF THE CHIEF OF ENGINEERS, U. S. ARMY.
Abstract of proposals for eanal trunk oarthworkf ete. — Continued.
FOUia)ATION FOB LOCK NO. 16.
Name md address of bidder.
Earth excavation
(5,000 cubic
yards).
Piles (3(3).
Pine timber
(50,000 feet B.M.).
1^
Price.
Amount
Price.
Amount.
Price.
Amount.
^
Rnrron Al Peaoe Marseilles. Ill
10.20
.12
.40
.25
.15
.18
.154
$1,120.00
672.00
2,240.00
1,400.00
840.00
1,008.00
862.40
$4.00
4.00
8.00
8.50
3.36
8.90
8.90
$1,462.00
1,452.00
2,904.00
1,270.50
1,219.68
1,416.70
1,416.70
$20.00
23.00
40.00
21.00
23.48
22.00
21.60
$1,000.00
1,150.00
2,000.00
5
7
KatK, Craudall & Callahan, Omalia, Nebr.
N. S.YonDgand Wm. Steyh, Burlington,
Iowa ..................>•■•-••••-
Doan A- Tolman, Aflrorft,ni-».T
],050.(K)
1, 174. 00
12
Coiran &. Pound Chicairo ID
13
10
H. A. Boedker & Co., Chicaco, 111
Bamett A, Record Co., Minneapolis,
Minn
1,100.00
1,075.00
si.
Name and address of bidder.
Pine plank (15,000
feetB.M.).
Oak plank (13,000
feetB.M.).
Spikes, bolts, and
nails (6,600
pounds).
1^
Price.
Amount.
Price.
Amount
Price.
Amount
3
Barron & Pence, Marnef lies. III
$20.00
21.00
30.00
21.00
21.60
20.00
19.00
$300.00
316.00
450.00
315.00
824.00
800.00
285.00
$40.00
49.00
60.00
45.00
29.40
48.00
4&00
$620.00
637.00
660.00
686.00
882.20
624.00
624.00
$0,025
0.0225
0.05
0.08
0.02
0.025
0.0225
$137. 50
123.75
275.00
5
7
Katz, Craudall & Callahan, Omaha, Nebr.
N. S. Young and Wm. Steyh, Burlington,
lo vra
9
Doan A Tolman. AarorvLlllT...... ......
166.00
12
Cof'an <fr Pond Chicairo. HI. .
110 00
18
19
H. A. Boedker & Co., Chicago, 111
Bamett A, Kecord Co., Minneapolis,
187.60
133.76
i
Name and address of bidder.
Concrete.
?
Natural cement
(926 cubic yards).
Portland cement,
with pebbles
(50 cubic yards).
Portland cement
with broken stone
(50 cubic yards).
Price.
Amount.
Price.
Amount
Price.
Amount
3
Barron &, Peace, MarseiUes, lU
$3.66
4.00
5.00
8.20
8.28
8.00
2.90
$3, 376. 25
3,700.00
4,625.00
2,960.00
8,034.00
2,776.00
2,682.50
$6.72
6.25
6.75
5.46
6.72
4.50
4.05
$286.00
262.50
387.50
272.50
836.00
226.00
247.50
$7.00
6.10
7.75
7.45
7.35
6.76
6.96
$860.00
305.00
887.50
372 50
6
7
Katz, Craudall & Callahan, Omaha, Nebr.
N. S. Youngand Wm. Steyh, Burlington,
Iowa.
Doan dt Tolman, AurorA, HI- x.. .........
1?
Cogan *■ Ponnd, Ohicftgn, TU..rr^,.r*..T
867.60
13
19
H. A. Boedker & Co., Chicago, lU
BameU A. Beooid Co., Minneapolis,
Minn................
287.60
847.60
II
ITame and addrass of bidder.
Oravel (300
8-inch drain
pipe (210 linear
feet).
10-inch drain
pipe (560 linea
r
Total.
1^
Price.
Am*t.
Price.
Am^t.
Price.
Am*t
8
Barron & Peace, Marseilles, Dl
$0.60
1.25
L50
1.25
.60
.60
.60
$180.00
375.00
450.00
375.00
180.00
180.00
180.00
$0.10
.30
.25
.16
.10
$21.00
63.00
52.60
81.50
21.00
$0.14
.35
.30
.18
.15
.40
.80
$7&40
196.00
168.00
100.80
84.00
224.00
168.00
$8,471.15
8.946.26
14,162.00
8, 525. 30
7,704.88
8.052.20
7.716.86
5
7
9
Kats, Crandall &. Callahan. Omaha, Nebr.
N. S. Youngand Wm. Steyh, Burlington,
Iowa.
Doan A Tolman. Aurora. HI.. ...•• ......
19
Cogan Sc Pound, Chicago, HI
13
19
H. A. Boedker A Co., Chicago, lU
Bamett ft Record Co., Minneapolis,
.30
.25
«
3.00
2.60
Digitized by
Google
APPENDIX I I — ^BEPOBT OF MAJOB MAB8HAIX.
2841
Abiiract of propo$ah for canal trunk earthwork, ete. — Gonthined.
FOUNDATION FOR LOCK No. Id.
Ill
III
Name and addreaa of bidder.
Earth ezoaration
(1,800 oabio
yards).
Price. Amount.
PileaOeS).
Price. Amonnt.
Pine timber
(50.000 feet B.M.).
Price. Amonnt.
Barron & Peace, Mameillee, 111 $0. 20
Winston Bros. & Co., Minneapolis. Minn . . 215
Katx. Crandall & Callahan, Omaha, Kebr . . 12
N. 8. Yoang and Wm. Steyb, Burlington,
Iow» 40
Doan ATolman, Anrora,IU 18
Qriffith & McDormott Constmotion Co.
Chicago, HI .20
Oogan & Pound. Chicago, 111 15
H. A. Boedker A Co., Chicago, 111 15
B»mett & Keoord Co., Minneapolis,
Hlnii 164
(860.00
887.00
210.00
720.00
824.00
860.00
270.00
270.00
2n.20
$4.00
3.60
8.07
8.00
3.50
5.00
8.36
8.80
8.90
$1,452.00 $20.00
1,306.80 21.25
1,441.11 21.60
2.001.00
1,270.60
1, 815. 00
1,219.68
1,879.40
1,415.70
40.00
21.00
30.00
23.48
22.00
21.60
$1,000.00
1,062.60
1,075.00
2,000.00
1,060.00
1.500.00
1,174.00
1,100.00
1,075.00
1
^f4
Name end addreas of bidder.
Pine plank (15,000
feetB.M.).
Oak plank (13,000
feetB.M.).
Price. Amonnt.
Barron & Peace, Marflellles, HI $20.00
Winston Bros. & Co., Minneapolis, Minn . 21. 25
Katz, Crandall A. Callahsn, Omaha, Nebr. 19. 00
N. S. Young and Wm. Steyh, Burlington,
Iowa 30.00
Doan & Tolman, Aurora, HI 21.00
Griffith St, McDormott Construction Co.
Chicago, HI 80.00
Cogan £Poiuid, Chicago, HI 21.60
H. A. Boedker &, Ck>., Chicago, HI 20. 00
Bamett ft Beoord Co., Minneapolis,
Minn 19.00
Price. Amount.
$300.00
318. 75
285.00
450.00
315.00
450.00
324.00
800.00
285.00
$40.00
48.00
47.00
50.00
45.00
60.00
29. 40
48.00
48.00
Spikes, bolts, and
nails (5,500
pounds).
Price. Amount.
$620.00 $0,025
624.00 .025
611.00 .0225
650.00
586.00
780.00
882.20
624.00
624.00
.06
.08
.02
.026
$187.60
137.50
128.75
276.00
166.00
166.00
110.00
137.60
128.76
Concrete.
Name and address of bidder.
Natnral cement
(925 cubic yards).
Price. Amount.
Portland cement,
with pebbles
(60 cubic yards).
Prices Amount.
Portland cement,
with broken stone
(60 cubic yards).
Price. Amount.
Barron & Pence, Marseilles, Hi
Winston Bros. & Co., MinnpiipoliM, Minn .
Katx, Crandall ft Callahan. Omaha, Nebr.
N. S. Young and Wm. Bteyh, Burlington,
Iowa
Doan ft Tolman, Aurora, HI
Griffith ft McDormott Ck>n8truction Co.,
Chicago. HI
Cogan ft Pound, Chicago, HI
H. A. Boedker ft Co., Chicago, HI
Bamett ft Becord Co., Minneapolis,
$8.65
8.40
3.60
6.00
8.20
6.00
3.28
8.00
2.90
$8,876.26
8, 145. 00
8, 830. 00
4,625.00
2,060.00
5, 650. 00
8,034.00
2,776.00
2,682.50
$5.72
6.26
5.00
6.76
5.45
8.00
6.72
4.50
4.96
$286.00
812.60
250.00
837.50
272.50
400.00
836.00
226.00
247.60
$7.00
9.00
6.96
7.75
7.46
8.00
7.86
6.76
6.96
$850.00
450.00
297.60
887.60
872.60
400.00
867.60
287.50
847.60
1^
il
Name and address of bidder.
GraTel(300
cubic yards).
pipe (210
feet)
Price. Am't.
8-inch drain
10- inch drain
linear pipe (560 linear
feet).
Price. Am*t.
Price. Am'l
Totd.
Bamtn ft Peace, Marseilles, 111
Winston Bros, ft Co., Minneapolis, Minn.
Katx, Crandall ft Callahan, Omaha, Nebr.
N. S. Young and Wm. Steyh, Burlington,
Iowa
Doan ft Tolman, Aurora, HI
Griffith ft McDormott Construction Co.,
Chicago, HI
Cogan ft Pound, C9iicago, 111
H. A. Boedker ft (^., (Jhicago, 111
Bamett ft Bec<tfd Co., Minneapolis,
$0.60
.75
1.25
1.60
L45
1.60
.60
.60
.60
$180.00
225.00
375.00
450.00
436.00
450.00
180.00
180.00
180.00
$0.10
.20
.26
.26
.16
.26
.10
.30
$21.00
42.00
62.50
52.50
81.50
64.60
21.00
63.00
62.60
$0.14
.25
.80
.18
.28
.16
.40
.80
$78.40 $7.ni.l6
140.00 7,701.06
168.00 7,927.36
168.00
100.80
166.80
84.00
224.00
168.00
12,632.00
7,609.80
11,681.40
7,134.88
7,277.90
7,131.16
Digitized by
Google
2842 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARBfT.
Ahitraet of proposaU far eanal trunk earihwark, 0to.^?oiitiiiaed.
FOUNDi^TION FOB LOCK KO. 17.
1
Kftme and addroM of bidder.
Barth excayatioa
(5,800 onbio
yard(«).
Prtoe. Amount.
P068(S68).
Pine timber
(60,000 feet B.M.).
Prioe. Amount.
Prioe. Amoantb
Barron & Peace. Marseilles, HI
Winston Bros. Sl Co., Minneapolis, Minn.
Kats, Crandall & Callahan, Omaha, Nobr.
K. S. Young & Wm. Steyh, Burlington,
lovra
Doan &ToIman, Aurora, 111
Griftlth Sc McDormott Constmction Co.,
Chicago. HI
C!ogan & Found, Chicago, 111
H. A. Boedker & Co., Cbioago, HI
Bsmett St Becord Co., Minneapolis,
Minn
$0.20
.215
.17
.40
.22
.20
.15
.20
.154
$1,100.00
1.247. UO
086.00
2,820.00
1,276.00
1,160.00
870.00
1, 160. 00
893.20
$4.00
8.60
4.05
8.00
3.60
5.00
8.86
8.00
8.00
$1,452.00
1, 306. 80
1,470.15
2,904.00
1,270.50
1.815.00
1,219.68
1,415.70
1,415.70
$20.00
21.25
23.00
40.00
21.00
80.00
23.48
22.00
21.50
$1,000.00
1,062.50
1,15a 00
2.000.00
1,050.00
1,500.00
1,174.00
1.100.00
1,076.00
11
Name and address of Didder.
Pine plank (15,000
feet B. M.).
Price. Amount.
Oak plank (18,000
feet B. M.).
Spikes, bolts, and
nails (6,500
pounds).
Prioe. Amount
Prioe. Amount.
Barron & Peace, Marseilles, 111
Winston Bros. &Co., Minneapolis, Minn.
Kats, Crandall & Callahan. Omaha. Nobr.
N. 8. Young & Wm. Steyh, Burlington,
Iowa
Doan & Tolman. Aurora, 111
GriflBth&MoDormott CoDstmction Co.,
Chicago, 111
Ck>gan Sc Pound, Chicago, 111
H. A. Boedker Sc 0>., Chicagi), 111
Barnett St Beoord Co., Minneapolis,
Minn ......
$20.00
21.25
21.00
30.00
21.00
30.00
21.60
20.00
19.00
$300.00
318. 76
315. 00
450.00
315.00
450.00
324.00
300.00
286.00
$10.00
48.00
40.00
50.00
45.00
60.00
20.40
48.00
4&00
$520.00
62:4.00
637.00
650.00
685.00
780.00
382.20
624.00
624.00
$0,025
025
.03
.08
.02
.025
.0225
$137.60
187.60
128.75
275.00
165.00
165.00
110.00
187.60
123.75
i
I
Concrete.
i
Name and address of bidder.
Natural cement
(025 cubic yards)
Price. Amount.
Portland cement
with pebbles (60
cubic yards).
Prioe. Amount.
Portland oement
with broken
atone (60 cubic
yards).
Prioe. Amount
Barron & Peace, Marseilles, HI
Winston Bros. &Co., Minneapolis, Minn
Kats, Crandall &, Callahan, Omaha, Nebr
K. & Young &, Wm. Steyh, Burlington,
Iowa ,
Doan Sc Tolman, Aurora, 111
Griffith &McDormott Construction Co.,
Chicago, ni
Cogan & Pound, Chicago, 111
H. A. Boedker & Co., (Jhicago, HI
Barnett St Becord Co., Minneapolis,
Minn
$3.65
3.40
3.95
5.00
8.20
6.00
3.28
8.00
2.90
3. 376. 25
3, 145. 00
3, 65.3. 75
4,625.00
2,960.00
5,650.00
3,034.00
2,775.00
2,682.60
$5.72
6.25
4.95
6.75
6.45
8.00
6.72
4.50
4.95
$286.00
312.50
247.60
837.50
272.50
400.00
836.00
225.00
247.60
$7.00
9.00
6.10
7.76
7.46
8.00
7.35
6.75
6.96
$350.00
450.00
805.00
887.60
372.50
400.00
867.50
287.60
847.60
^,
I
Name and address of bidder.
Orayel (300
oubic yards).
8-inch drain
pipe (210 linear
feet)
Price. Am't.
Barron St Peace. Marseilles, HI
Winston Bros. StCo.. Minneapolis, Minn
Kats. OandaIl& Callahan. Omaha, Nebr
N. 8. Yoang St Wm. Steyh. Burlington,
Iowa
Doan St Tolman, Aurora, 111
Griffith dit McDormott Construction Co.,
Chicago, Dl
Cogan it Pond, Chicago, 111
H. A. Boedker St Co.. Chicago, 111
Barnett St Becord Co., Minneapolis,
Minn..
$0.60 $180.00
. 75 225. 00
1.15 345.00
1.50
1.25
1.50
.60
.60
.60
450.00
375.00
450.00
180.00
180.00
180.00
Price. Am't.
$0.10
.20
.25
.25
.15
.26
.10
.25
$21.00
42.00
52.50
52.50
31.50
64.60
21.00
63.00
52.60
10-inch drain
pipe (560 linear
feet).
Price. Am't.
$0.14
.25
.30
.80
.18
.28
.15
.40
.80
$78.40
140.00
168.00
168.00
100.80
156.80
84.00
224.00
168.00
Total.
$8,511.16
8,56L05
9,148.66
14,282.00
8,401.80
12,481.40
7,734.88
8,204.30
7,747.16
Digitized by VjOO^IC
APPENDIX I I — ^BEPUBT OF MAJOB MAB8HALL.
2843
Ah$1raoi of prapoiaU for eanal trunk earthtoork, ete. — Continaed*
VOITNDATION JFOB, AQUBDUCT KO. I.
Kame and addreu of bidder.
Kats, Crandall A Callahan, Omaha, Nebr ,
N. S. SToong db Wm. Steyh, Uurliuffton. Iowa
Griffith A MoDormott Conatnictiou Co., Chicago, 111
Oogan & Ponnd, Cbicim>, 111
H.A. Boedker&Co..Chioago,ni
Bam«tt & Record Co., Minneapolis, Minn
Earth exoavation
(4,300 cnbio yard*).
Price. Amounl
$0.60
.50
.50
.15
.40
.28
$2,100.00
2,100.00
2,100.00
63U.00
1,680.00
1,176.00
Piles (450).
Price. Amonn^
$4.15
8.00
5.00
8.36
4.50
4.00
$1,867.50
8,600.00
2,250.00
1,512.00
2,025.00
1,800.00
§11
Kame and address of bidder.
Pine lainber
(48,000 feet B.M.),
Price. Amoani.
Oalc plank (0,600
et B. M.).
feet]
Price. Amount.
Spikes, bolts,
and nails (4,800
pounds).
Price. Amonnt.
Katz, Crandall & C^Uahau, Omaha, Nebr. $23. 50
N. S. Young Sc Wm. Steyh, Burlington,
Iowa..... : 40.00
Orifflth A MoDennott Gonstraotion Oo.,
Chicago,IU 30.00
Oogan & Pound, Chicago, HI 22.00
H. A. Boedker A Co.Tchicaco, lU 24. 00
Bamett A Becord Co., Minneapolis,
22.00
$1, 128. 00
1,920.00
1,440.00
1,009.20
1,152.00
1,066.00
$53.00
50.00
60.00
29.40
50.00
50.00
$603.50
475.00
670.00
279.30
475.00
476.00
$0.0226
.08
.02
.03
$108.00
240.00
144.00
96.00
144.00
106.00
I
It
Name and address of bidder.
Price.
Kats, Oandall A Callahan, Omaha,
Nebr
K. Sb Young A Wm. Steyh, Burlington,
Iowa
Griffith A McDermott Construction
(^., CHiicago, HI
Cogan A Pound, Chicago, HI
H. A. Boedker A Co., Chlcaeo, HI
Bamett A Kecord Co., Minneapolis,
Minn
Concrete.
Natural
cemeut (240
cubic yards).
$4.50
6.00
6.00
8.28
8.60
8.26
Q't.
Price. AmH.
$1,080.00
1,200.00
1,440.00
787.20
840.00
780.00
Portland
cement with
pebbles (220
cubic yards).
$6.80
6.76
&00
6.72
6.00
7.26
$1,406.00
1,485.00
1,760.00
1, 478. 40
1.100.00
1,595.00
Portland
cement with
broken stone
(220 cubic
yards).
TotAL
Price. Am*t.
$7.65
7.75
8.00
7.86
6.26
$1,683.00
1,705.00
1.76(100
1,617.00
1,376.00
9.25 2,036.00
$8,288.00
11,020.00
9,704.00
5,882.10
7,410.00
6,990.00
FOUNDATION FOR JjOCK NO. IS.
Name and address of bidder.
Earth excavation
(19.500 cubic
yards).
Price. Amount.
Piles (863).
Price. Amount.
Pine timber
(60,000 feet, B.M.).
Price. Amount
Winston Bros. A Co.. Minneapolis, Miun
Kjtts, Crandall A Callahan. Omaha, Nebr
N. & Young A Wm. Steyh, Burlington,
Iowa
Griifith A McDermott Construction Co.,
Chicago. HI
0»gan& Pound, Chicago. HI
H. A. Boedker A Co., Chicago, HI
Bamett A Bocord Co., MlnneapoUs,
$0,215
.12
.40
.20
.20
.82
$4, 192. 50
2,840.00
7,800.00
8,900.00
8,000.00
4,290.00
8.900.00
$3.60
8.97
8.00
6.00
8.86
4.00
4.00
$1,806.80
1,441.11
2,904.00
1,816.00
1,219.68
1,462.00
1«462.00
$21.25
21.60
40.00
30.00
23.48
24.00
82.00
$1,062.60
1.075.00
2.000.00
1,500.00
1,174.00
1,200.00
1,100.00
Digitized by
Google
2844 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
AhBtraet of proposdU for eanal trunk earthwork, etc, — Con tinned.
FOUNDATION FOB LOCK NO. IS-ContiiiiMd.
J8
1^
Name and addreu of bidder.
'Winnton BroR. &Co., Mlnneapoliii, Minn
Katz, Crandall & Callahan, Oroalia, Nebr.
N. S. Young & Wm. Steyh, Burlington,
Iowa
Griffith & McDermott Conatmoiion Co.,
Chicago, 111
Cogan& Pound, Chicago, ni
H. A. BofMlker & Co., Clilcaijo, 111
Barnett Sc E«cord Co., Minneapolia,
Minn
Pine piRuk (15,000 Oak plank (13,000
feetB.M.). feetB.M.).
Price. Amount. Price. Amoant
$21.25
10.00
30.00
30.00
21.60
22.00
20.00
$318.75 $48.00
285.00 I 47.00
450.00 I 60.00
450.00 I 60.00
824. 00 < 20. 40
330.00 I 66.00
800.00 60.00
$624.00
611.00
650.00
780.00
382. 20
715.00
660.00
Spikes, bolts, aod
naihi (5,500
pounda).
Price. Amount.
$0,026
.022(
.060
.030
$137.50
123.75
275.00
165.00
110 00
137 50
187.60
Concrete.
Name and address of bidder.
Natural cement
(925 cubic yards).
Price. Amount.
Winston Bros. Sl Co., Minneapolis, Minn
Kats, Crandall & (Jallahan, Omaha, Nebr.
N. S. Young Sc Wm. Steyh, Burlington,
Iowa
Griffith & McDermott O>nstruotion Co.,
Chicago, m
Cogan & Pound, Chicago, HI
H. A. Boedker A Co., Chictutp, 111
Barnett A fiecord Co., Minneapolis,
Minn
$3.40
3.60
6.00
6.00
3.28
8.00
8.00
$3, 145. 00
8,330.00
4,625.00
6,650.00
8,034.00
2,775.00
2,776.00
Portland cement
with pebbles (50
cubic yards).
Price. Amounts
$6.25
4.90
6.76
8.00
6.72
4.50
6.00
$312.50
246.00
337.60
400.00
336. 00
225.00
250.00
Portland cement
with broken Htone
(50 cubic yards).
Price. Amount.
$9.00
6.00
7.75
8.00
7.35
6.76
7.00
$450.00
300.00
387.60
400.00
867.50
287.50
350.00
n
Name and address of bidder.
Orarel (300
eubic yards).
Price. Am*t.
8-inch drain
pipe (210
linear feet).
Price. Am't.
lO'lnch drain
pipe (560
linear feet.)
Price. Am't.
TotaL
Winaton Bros. & Co., Minneapolis, Minn .
Kata, Crandall & Callahan, Omaha, Nebr.
N. S. Young A, Wm. Steyh, Burlington.,
Iowa
Griffith A McDermott Construction Co.,
Chicago, HI
0>gan &, Pound, Chicago, 111
H. A. Boedker A Co,, Ghloafo, 111
Barnett A Beoord Co., Minneapolis,
$0.75
1.00
1.60
1.60
.60
.60
.66
)(226.00
300.00
460.00
450.00
180.00
180.00
196.00
80.20
.26
.30
$42.00
62.60
52.50
64.60
21.00
68.00
68.00
$0.25
.80
.80
.28
.15
.40
.85
$140. 00
168.00
168.00
166.80
84.00
224.00
196.00
$11,506.56
9,971.80
19,712.00
15.221.40
10, 764. 88
11,501.60
11,018.60
FOUNDATIONS FOR ELEVEN LOCKS AND TWO AQUEDUCTS.
l!
Name and address of bidder.
Earth excavation
(83,600 cubic
yards).
Piles (6,057).
Pine timber
(648,000 feet
B.M.).
Price.
Amount.
Price.
Amount.
Price.
Amount.
6
7
Kata, Crandall A, Callahan. Oraaha, Nebr.
N. S. Young dt Wm. Steyh, Burlington,
Iowa
$0,199
.4175
.16
.216
.175
.21
.20
.1775
.17
$16,616.50
34, 861. 25
12,526.00
18, 036. 00
14,612.60
17, 535. 00
16,700.00
14.821.26
14,105.00
$3.97
8.00
8.25
8.06
8.50
4.00
8.70
8.90
4.00
$20,076.20
40,456.00
16,436.25
20, 025. 72
17, 690. 50
20,228.00
18,710.90
19,722.30
20,228.00
$21.90
40.00
22.20
22.40
22.75
24.00
23.00
21.40
22.00
$14, 101. 20
25,020.00
14,385.60
14,515.20
14,742.00
15, 552. 00
14,004.00
18,867.90
14,256.00
12
Cosan & Pound. Chicairo. HI
18
14
16
H. A. Boedker & Co., (Chicago, HI
Heldmaier A New, Chicago,™
Chicago SUr Construction and Dredg-
ing Co., Chicago, 111
17
19
MoArthnr Bros. Ck>., Chicago, III
Barnett A Eecord Co., Minneapolis,
Minn
21
Lydon A Drews Go^ Chicago, HI
Digitized by
Google
APPENDIX I I — ^REPORT OF MAJOR MARSHALL.
2845
Ahttr0€i ofpropa9aU far etmal frwkk eartkfoin'h, «to.— Continaed.
FOUITDATION FOB LOCK KO. 18-Continaed.
Kame vaA addreM of bidder.
Kats, Cnadall&OaUalMn, Omaba, Nebr.
K. S. Young Sl Wm. Stejh, Barlinffton,
Iowa
Cogan dit Pound, Chioago, 111
H. A. Boedker & Co., Chicago, lU
Heldmaier A New, Chicago, lU
Chicago Star Conatmotion and Dredg-
ing Co., Chicago, 111
Mo Arthur Broe. Co., Chicago, HI
Bamett Sl Beoord Co., Minneapolis.
Lydon it Drewa Co., Chioago, 111.
Pine plank
(165.000 feet
B. M.).
Price. Amount.
$18.75
80.00
22.20
20.25
20.30
19.00
23.00
18.90
22.00
Oak plank
(157,500 feet
B. M.).
Price. Amount.
$3,003.75 $45.00
4,050.00
8,063.00
3,841.25
8. 840. 50
8,136.00
8,705.00
3,118.50
8,630.00
50.00
20.40
48.50
41.50
50.00
48.00
47.00
45.00
$7,820.25
7,875.00
4.630.50
7,638.75
6,536.25
7,875.00
7.560.00
7,402.50
7,087.60
Spikee, bolts, and
naila (71,000
pounda).
Price. Amount.
$0.0225
.05
.02
.025
.03
.08
.0225
.0225
$1,597.50
8,550.00
1,420.00
1,775.00
2,130.00
2,130.00
1,567.50
1,597.50
1,775.00
1!
Kame and addreaa of bidder.
Kata, Crandall ft Callahan, Omaha, Nebr.
K. S. Tonng A, Wm. Steyh, Burlington,
Iowa <
Cogan & Pound, Chicago, m ,
H. A. Boedker Sc Co., Chicago, HI
Heldmaier & New, Chicago, HI
Chicago Star Construction and Dredg-
ing Co.. Chicago. Ill
MoArthnr Bros. Co., Chicago, HI
Barnett ft Beoord O., Minneapolis,
Minn
Lydon ft Drews Co., Chioago, HI
Conorete.
Natural cement
(10,615 cubie
yards).
Prioe. Amount
5.00
3.10
8.U5
3.70
2.75
2.72
2.85
3.00
$8.65 $38,744.76
53.075.00
32.006.50
32.375.75
39,275.50
39,191.25
28,872.80
30.252.76
31.845.00
Portland cement
with pebbles
(1.200 cnbio
yards).
Price. Amount.
$4.90
6.75
6.60
4. BO
6.30
4.55
5.00
5.70
6.25
$5,880.00
8, 100. 00
7,920.00
5,400.00
7,440.00
5,460.00
6,000.00
6,840.00
6,800.00
Portland oement
with broken stone
(1.200 oubio
yards).
Price. Amount.
$5.90
7.75
7.35
5.80
8.20
6.75
7.70
6.60
$7,060.00
9.300.00
8,820.00
6,960.00
9,840.00
8,100.00
9,240.00
7,920.00
Name and address of bidder.
Gravel (8,000
cubic yards).
Prioe. Amt.
8-inoh drain
pipe (2.100
linear feet;.
Prioe. Am't.
Price. Am't.
10-inch drain
(5.600
lear feet).
Total.
Kata, Grandali ft Callahan, Omaha,
Nebr
N. S. Young ft Wm. Steyh, Burling-
ton, Iowa
Cogan ft Pound, Chicago, HI
H. A. Boedker ft Co., Chicago, 111
Heldmaier ft New. Chioago, 111
Chicago Star Construction and Dredg-
ing Co., Chicago, 111
Mc Arthur Bros. Co.. Chicago. Ill
Barnett ft Beoord Ck>., Minneapolis,
Minn
Lydon ft Drews (^., Chicago, HI
$1.15 $3, 450. 00 $0.24 $604.00
$0. 29 $1, 624. 00 $113. 007. 24
1.50
.90
.60
LOO
4,500.00
1,800.00
1.800.00
3,000.00
50 1,000.00
.20
600.00
.55 1.660.00
1. 00, 3.000.00
.25
.10
.12
525.00
210.00
680.00
252.00
315.00
420.00
525.00
420.00
.30
.16
.40
.18
1,680.00
840.00
2,240.00
1.008.00
1, 120. 00
.26 1,456.00
80 1.680.00
.80
1,680.00
185,492.25
96, 735. 85
107, 777. 67
110, 045. 26
104.04L25
100.616.20
101,477.00
104,416.50
TWO CONCRETE ABCH CULVERTS, AND SIX CAST-IRON PIPE CULVERTS.
O (
6 *
Name and address of bidder.
Earthwork
(17,000 cubic
yards).
Price. Am't.
Piles (352).
l*rioe. Am't.
Pioe timber
(37,000 feet
B.M.).
Prioe. Am't.
Price. Am't.
Pine plank
(14,000 feet
B.M.).
Winston Bros, ft Co., Mlnneapolia,
Minn .V.....
Kats. Crandall ft Callahan. Omaha,
N . S. Young ft* Wm! Steyh! Burling' '
ton, Iowa
Monroe ft Bryan. Portamonth, Ohio.
Griffith ft MoDermott Conatmotion
Co., Chicago, 111
Cogan ft Pound. Chicago, HI
Heldmaier ft New, Chioago. HI
MoArthur Bros. Co.. Chicago. HI ... .
Bamett ft Beoord O)., Minneapolis,
Minn
Lydon ft Drewa Co., Chicago, HI. . . ,
$0.80
75
.50
.295
.34
.22
.20
$5, 100. 00
12,750.00
8,500.00
5. 015. 00
6.800.00
3. 4U0. 00
3,825.00
5.780.00
8,740.00
8,400.00
W$l,
$3.
4.501
872.80
1,684.00
8.00 2,816.00
4.25
1,496.00
$24.00
24.00
40.00
23.00
$888.00
888.00
1,480.00
85L0O
$24.00
28.00
6.00 1,760.00
8.60' 1,232.00
8.75 1,820.00
8.90 1,372.80
4.00
001,
80.
24.00
22.75
25.00
1,406.00 82.00
4.60^ 1,584.00 24.00
[,110.00
888.00
84L75
925.00
814.00
888.00
80.00
22.50
30.00
23.00
22.26
28.00
20.00
24.00
$336.00
322.00
420.00
315.00
420.00
322.00
311.60
322.00
280.00
336.00
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2846 REPORT OP THE CHIEF OP ENGINEERS, U. 8. ARHT.
Abstract of proposals for canal trunk earthtoork, etc. — Contlnaed.
JrOlTNDA.TIONS FOB ELEVBN LOCKS AND TWO AQUEDUCTS-Contfamed.
i
a
Name and address of bidder.
Oak plank
(3,000 feet
Price. Am*t.
Driftbolts,
etc. (4,800
pounds).
Frioe. Am*t.
Price. Am't.
Concrete.
Natural
cement (755
cnbio yards).
Price. Am*t.
Portland
cement with
pebbles (900
eubic yards).
Winston Bros. & Co., If inneapoUs,
Minn
EAts, Crandall Sc Callahan, Omaha,
Nebr
N. S. Yonng Sc Wm. Stoyh, Burling-
ton, Iowa
Monroe A Bryan, Portsmouth, Ohio
Chiffith &MoDermott Construction
Co., Chicago, 111
Cogan & Pound, Chicago, 111
HeUbnaier A New, Chicago, lU
MeArthnr Bros. Co., Chicago, HI..
Bamett & Beoord Ck>., Minneapolis,
Minn
Lydon St Drews Co., Chica>^, lU...
$55.00
60.00
60.00
50.00
00.00
81.00
42.50
50.00
50.00
50.00
$165. 00 $0,025
180.00 .082fi
150.00
150.00
180.00
03.00
127.50
150.00
150.00
150.
.05
.02
.08
.025
$107.50
0&75
816.00
86.00
129.00
86.00
129.00
107.50
107.50
107.50
$3. 90 $2, 944. 50
4.6o| 8,478.00
6.00] 8,776.00
2.60 1,887.50
6.00
8.50
4.00
8.00
8.00
8.25
4,680l00
2,042.50
8,020.00
2,265.00
8,265.00
2,453.75
$9.00
6.90
6.75
7.50
aoo
&00
8.05
6.85
6.75
5.50
$8,100.00
6,210.00
6,075.00
6,750.00
7,200.00
7,200.00
7,246.00
6,165.00
6,075.00
4,950.00
s"3
II
Name and address of
bidder.
Price. Am't.
Rubble
masonry
(105 <$Dbic
yards).
Bubble par-
ing scone (950
square yaids).
Price. Am't.
Price. Am't.
48-inoh cast-
iron pipe (720
linear feet).
Price. Am't.
86-inch oast-
iron pipe (288
linear feet).
Total.
Winston Bros. A Co.,
Minneapolis, Minn . . .
Kats, Crandlla A Calla-
han, Omaha, Nebr
N. 8. Youns A Wm.
Steyh, Burlington, Iowa
Monroe A Bryan, Porte-
mouth, Ohio ,
Griffith A McDermott
Construction Co., Chi-
osgo,Ill
Cogan A Ponnd, Chi-
cago, 111
Heldmaier A New, Chi-
cage. HI
McArthur Bros. Co., Chi-
cago, III
Barnett A Becord 0>.,
Minneapolis, Minn
Lydon A Drews Co., Chi-
cago, 111 ,
$6.50
7.75
6.00
4.70
6.00
6.00
6.80
6.00
12.75
6.00
$682.50
813.76
630.00
493.50
680.00
525.00
714.00
630.00
[,338.75
630.00
80 $1,
2.75
1.75
1.20
8.50
1.75
1.80
1.50
2.00
4.50
710.00
8^2.50
1,662.50
1,140.00
2,376.00
1,662.50
1,710.00
1,425.00
1.900.00
4,275.00
$6.44j$4,636.80
7.48 5.885.60
30.0021,600.00
8.45
8.00
8.86
6.20
6.20
7.50
16.00
6,084.00
5,760.00
6,019.20
4,464.00
4,464.00
5,400.00
It, 520. 00
$4. 30 $1,288. 40887,281. 50
86,908.24
54,523.60
85,837.60
82,628.00
26,238.84
24,859.75
24,816.90
24, 918. 25
33,462.25
6.53
1,592.64
25.00
7,200.00
6.45
1,669.60
6.00
1,728.00
7.53
2,168.64
4.00
1,152.00
4.20
1,200.60
5.00
1,440.00
11.00
3,168.00
RECAPITULATION.
Lowest bidder on each mUe earthwork:
Mile 9, proposal No. 5, Kats, Crandall dt Callahan $18,060.00
Miles 10 and 11 and slope paving, proposal No. 5, Kate, Crandall A Callahan 27, 88l 50
Mile 12, proposal No. 5, Katz,CrandaLNk Callahan 8.755.00
MUe 13, proposal No. 18. BCCushing A Co 12,816.00
Mile 14, proposal No. 5, Katz,Crandsn& Callahan 11.610.00
Mile 15, proposal No. 5, Eats, Crandall & Callahan 21,030.00
Mile 16, proposal No. 5, Eats, Crandall & Callahan 25,925.00
Total 120, 978. 50
Lowest bidder on entire 8 mUes earthwork : Proposal No. 16, John Scott A Sons 85^ 287. 00
Second lowest bidder entire 8 miles : Pzoposal 2(o. 6, Eata, Crandall A Callahan U9, 475. 00
(See reoommendationa^
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APPENDIX I I — ^REPORT OF ICAJOB MARSHALL. 2847
LOCK AND AQUBDUOT FOUNDATIONS.
L^wMt bidder Meh loekasdaquedaot:
LookNo.8,propoMlNo.l2,Gonui&Poiud 17.854.88
LockNo.9,propoMdKo.ia,C«san&Poiuid 7,844.88
LookN«.10,propoMaKo.l2,Cogaxk&Poand 7,449.88
LockNo.ll,pTopoMaKaia,Cogaik&Foaiid 8.604.88
LookNo.l2Midaqa«d«oi2,No.l2,Conui&;PoiUkd 14.959.52
Look No. 18, proposal No. 12, Cogaa &Toaud 7.914.88
LookNo.l4,propoMlNo.l8,Cogu &Poand 8.229.88
Look No. 15. propoMJ No. 12, Cogan & Pound 7,704.88
Lock No. 18, proposal No. 19, Bamett & Record Company 7, 131. 15
Look No. 17, proposal No. 12,Co^n &Poand..'. 7,734.88
Aqaedaot No. 8, proposal No. 12. Cogaa & Ponnd 5,882.10
LookNo.l8,propooiaNo.6,K»ts,Crandan4bCaUahaii 9,971.36
Total 100,188.17
Lowest l>ldder for total 11 looks and 2 aqnedaots : Proposal No. 12, Cogan & Pou nd 96, 7:{5. 85
Calyerts: Lowest bidder, MoArthur Bros. Co 24,815.90
REMAEKS.
Hie prioe of Portland oement eonorete with broken stone not inolnded in total cost of look and
aqaednot foundations or oalverts.
Proposal No. 5. Bond aigned br a surety oompany by aipents and attorneys in fact. No authority
filed in tliis office for signature of agents and attorneys. No Justification of guarantor.
Proposal No. 7. Amount of bond insnfflcient.
Proposal No. 9. No justification of guarantor (surety oompany).
Proposal No. 10. Amount of bond insufficient. Work bid on not inserted in guaranty.
Proposal No. 12. Work bid on not inserted in guaranty. No justification of guarantor (surety
company).
Proposal No. 16. Proposal signed John Soott & Sons; guaranty as to Edward J. Scott, one member
of firm onlf >
Proposal A o. 17. Qnarauty signed by a surety oompany by agents and attorneys in fact. No
Anthority filed in this office for signAtnre of ageuts and attorneys. No Justification of guarantor.
Proposal No. 21. Not in triplicate. No bid for spikes, bolts, and nails in lock and aqueduct founda-
tions. Pzloe bid by. this company on similar materials in calyerts used in Arriving at total amount
of bid.
RECOMMENDATIONS.
(1.) That bid of John Soott Sl Sons (proposal No. 16), the lowest bidder for 8 miles earthwork and
slope paving miles 10 and 11 be r^ected, on account of their unwillingness to enter into contract and
the probability that on account of irregularity In IJond no penalty can be enforced, and that the oon>
tract be either Awarded to Kats, Crandall & Callahan (proposal N'o.6), the next lowest bidder (if
above alleged irregularity in their bid may be waiyed), or that the 8 miles earthwork be readyertised.
(2.) That bid of Cogan Sc Pound (proposal No. 12), the lowest responsible bidder for lock and
aqaednot foundations do accepted, warring alight informality.
(3.) That bid of MoArthur Bros*. Co. (proposal No. 17), the lowest responsible bidder for the 8
onlyerts, be accepted, if alleged irregularity in their bid m*y be waived.
BBPORT OF FIRST LIEUT. HBNRT JERYBT, CORPS OF ENGINEERS.
United States Engineer Office,
Chicago f III., June 50, 1897.
Major: I hAve the. honor to submit the foUowiog report of hydraulic oement
tested ander the direction of this office daring the fiscal year ending June 30, 1897.
Very little new matter is presented, as sickness during the past summer aud autumn
prevented me from making up any briquets and from continuing the experiments
with mixed cements and cement mortar exposed under varying conditions. About
350 briquets that were in stock for long-term tests were broken during the year and
the resulting tensile strength is recorded in the tables that follow, which are reprinted
as far as seems necessary for intelligent comparison from the last Annual Report,
page 2618 et seq., where will be found also the descriptions of all samples not
described herein.
Keferring to the tables, it will be seen that briquets as old ns two years have been
broken ana that, as a rule, the tensile stren^b is very nearly the same as that given
by one-year tests, some brands showing a slight, but unimportant decrease. It may
be worth while to call attention to the two samples of vulcanite tested as perhaps
giving some indication as to the effects of sulphate of calcium when added to a Port-
land cement. The sample '^Y" (reported free from SO^Ca) in 1 to 3 mortar, exhibited
a moderate strength and a moderate increase up to three months, and then remained
practically stationary at nine and fifteen months. The sample ''YS^' (said to be
treated with S04Ca), showed high tensile strength at seven days, increased very
rapidly to its maximum at seven weeks, after which it decreased about 25 per cent
at the end of fifteen months, but it was even then a little stronger than the sample
"Y " at the same age.
The mortar of mixed cements, one-half part Utioa, one-half part Portland, and
three parts of sand gives a eood showing at the end of one vear, its tensile strength
being aboat three-fourths of the naaal one-to-three mortar of the corresponding Port-
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2848 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
land. Snoh a tensile strength would be ample for concrete forming the lower and
back parts of lock walls where not exposed to frost nor to blows from vessels, and a
saving in cost of from $1 to $1.50 per onbio yard of concrete ooiild be effected by a
mixture of the cements as above.
To the table exhibiting the comparison of natural and standard sand in Portland-
cement mortar is annexed a note in regard to the relative increase in strength of the
natural-sand mortar.
About 200 briquets remain on hand to be broken, and we expect to make a number
of tests this summer in connection with the foundation work on the Illinois and
Mississippi Canal.
ALPHA PORTIAND CEMRNT.
Tensile etrength in pounds per square inch.
Neat cement (average per cent of
water, 21.5).
Mortar, 1 cement to 8 sand (average
per cent of water, 12.5).
1
8
1
CO
1
i
i
M
i
1
1
CO
1
1
1
f 674
887
734
738
805
764
793
768
774
780
803
188
211
211
191
192
190
197
217
217
204
289
209
818
339
278
269
260
276
271
270
278
279
278
560
696
5©?
695
703
I 756
600
785
Alpha— barrel N, ilrnt
series.
Averftge ...........
630
724
805
779
202
808
269
277
Alpha— barrel N, hovoihI
series.
518
462
470
600
664
678
620
504
727
760
688
695
807
066
695
604
612
816
752
663
659
688
785
635
665
750
616
671
650
626
666
642
145
165
181
179
188
230
147
147
284
256
214
262
240
241
306
311
307
284
348
328
321
289
804
282
290
287
826
314
270
232
295
385
810
Average
662
735
062
683
645
173
250
808
801
801
Neat cement (average
per cent of water, 21 .9) .
Mortar, 1 cement to 3 sand (average per cent of
water, 11).
1
oa
i
1
1
1
a
CO
1
1
Ok
1
1
/601
628
772
721
805
887
162
168
]64
215
208
218
237
217
170
228
210
236
232
254
251
237
262
262
261
262
267
269
265
263
254
272
260
253
256
296
316
277
256
297
289
290
280
824
330
826
331
870
831
812
826
396
413
382
863
843
865
373
853
345
815
847
413
896
418
483
343
386
883
875
426
410
396
386
383
885
421
411
386
863
421
868
880
852
348
872
305
333
*" V
Aipna— iMUTel O....
016
747
805
887
211
270
385
858
885
896
363
888
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APPENDIX I I — REPORT OF MAJOR MARSHALL.
2849
ATLAS PORTLAND GKMKNT.
Tmnle strength in pounds pmr square imek.
Ne«tcement(ftv-
enge per cent of
water, 19.7).
Mortar, I cement to 8 sand (average per oent of
water, 10.7).
1
1
8
CO
1
1
1
09
«
«
I
i
( Til
781
782
847
004
040
170
170
172
174
804
299
881
297
277
287
812
271
294
280
802
280
840
872
868
AUa»— BanelS
ATwrafft •••.....
761
8U
9W
178
290
810
872
858
060
166
185
IflO
176
166
180
144
101
100
186
160
166
100
190
187
190
181
209
190
188
191
204
197
187
199
199
197
197
184
197
186
180
187
100
217
282
287
277
266
286
270
268
270
270
201
208
274
297
201
229
274
260
274
260
270
243
216
284
838
280
889
888
806
801
844
800
808
280
409
896
800
207
377
890
880
300
400
878
898
844
400
888
810
879
AtlM— flftriftiT. ......... .X
--
••-•
r'lii
••■•..
ATsnge.. ••••••...••
000
154
180
209
200
844
888
860
......
Grsnd •TerftgB ....••«....
721
814
067
154
184
281
208
844
881
8M
868
[Series TB of Atlaa oemeni. Teats made at Bureau, HI.]
Neat oement (per oent of water,
Mortar,leem«ntto8 sand (per oent
of water, 12.1).
1
I*
1
1
CO
«
1
1
CO
«
i
Vnmber of tests
84
684
78
080
5
7S9
8
760
85
140
78
228
8
890
4
844
8
ATsrage tensile strength
802
BNa 97 179
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2850 REPORT OF THE CHIEF OF EKQINEERS, U. 8. ARMY.
baylob'b ambrican pobtland cemxst.
ToMile ttretigih in paHnd$ per tqtuire inch.
Neat cement (per cent
of water, 20.6).
Mortar, 1 cement to 3 sand (per cent of water,
10.9).
1
1
1
i
1
s
1
a
CO
1
Ok
i
( 891
810
487
661
463
500
444
480
604
461
460
443
427
473
446
456
674
705
614
616
642
620
750
735
791
694
739
186
121
185
124
184
124
185
180
188
125
lU
110
184
113
148
144
148
129
161
175
198
193
200
194
189
186
210
214
173
180
193
181
222
242
204
215
222
196
226
208
216
248
286
280
277
241
266
278
294
806
296
824
816
818
272
270
800
296
860
850
325
276
273
812
233
280
824
299
319
849
821
827
867
887
881
809
8n
408
836
874
826
837
800
872
878
Barrel B submitted with
b14,tTnne, 1886
ATenure. ••>•>->•■-> .
466
618
742
129
199
281
304
844
847
UnCA (NATURAL) CEMENT.
[Oonthiiiatio& of teats commenced in the spring of 1896.]
Barrel X was a sample sack received from Messrs. Meacham A Wright, agents at
Chicago, in October, 1894. This sack was stored in the office bam all winter.
Series Y consisted of samples taken from contract 8hii)meDt8 to Barean, 111., in
the fall of 1894. The cement had remained in sacks ail winter in the Borean ware-
house before the tests were made.
Series Z consisted of samples from contract shipments to Bureau in February, 1895.
Tensile itrength in pounde per equare inch.
Utioa neat cement (p^ cent of water, 33.2).
Mortar. 1 cement to 1 sand
(per cent of water. 17.5).
t
1
CO
1
to
1
t-
1
s
1
1
00
I
1
1
CO
1
i
1
00
i
1
C4
reo
60
48
64
78
130
100
95
167
135
114
128
137
130
182
256
224
220
239
193
210
198
BarrelX ...
...
70
46
70
78
73
126
76
86
79
135
84
382
370
46
67
71
63
77
195
209
215
SerieaY....
f61
62
60
237
223
220
202
'466'
360
377
824
888
873
425
404
823
427
390
349
863
286
37
64
65
48
105
97
177
229
320
816
297
338
328
294
800
812
837
828
SerieaZ....
819
303
Arerage.
60
67
108
101
144
220
389
854
861
863
49
78
206
8U
814
822
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APPENDIX I I — BBPOBT OF MAJOB HAB8HALL.
2851
YULCANITE— AMSKIGAN PORTLiLMD GBHXlfr.
Barrel Y consisted of a small paekage received in January^ 1896, from the maan-
fftotnrers of this brand and repoited by them to contain no sulphate of lime (S04Ga),
this beinff omitted from the sample by an oversight.
Barrel VS consisted of a package received in February, 1896, from the same com-
pany to be tested instead of the former sample. The latter sample VS is stated to
contain SO^Ca, and is supposed to represent the ordinary product of the factory.
TemiU »tremgtk in poundi per tquare inch.
Nest cement (per cent of
w*ter,SB.5).
Iforttr, 1 cement to 8 sand (per cent
of water, 13).
1
1
eo
«
1
I*
1
8
1
i
«
s
167
145
815
200
822
244
812
280
268
832
801
800
848
309
818
287
287
268
269
278
265
806
814
807
305
200
826
294
244
810
283
806
885
818
278
151
188
146
194
275
278
289
279
291
840
998
152
147
120
817
202
230
299
251
274
802
295
298
lU
144
151
158
227
248
283
285
268
828
279
295
806
285
Tuloiiiits— BsmlTwlthoat 8O4CS. .
290
278
169
146
145
229
261
808
827
883
810
817
154
148
158
271
287
275
800
867
890
100
122
221
235
826
AUJJXJIM.
144
257
805
297
298
Bsrrel VS wiUi SOaCs
080
685
625+
708
831
682
721
705+
766^
761
789
769
684
758
706
208
268
246
426
461
887
418
414
418
876
881
858
884
840
806
066
682
747
780
781
200
100
212
865
409
485
A^onvn XT**. **.... ..TT.rr.....
667+
747
727+
787
219
422
415
858
827
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2852 REPORT OF THE CHIEF OF ENQINEERS, U. 8. ARMT.
WATLAND PORTLAin> OBMEKT.
Barrel W iB on original barrel reoeiyed with proposal for ftuniBhiDg Amerioan Port-
land cement in June, 1895; only the tests required for a selection of a brand uuder
tiiie specifications were made on this barrel.
Barrel WF is an original barrel submitted for testing in May, 1896. It is about 10
per cent more finely ground than the preTious sample, and shows considerably higher
tensile strength in sand briquets. I am informed by the agent for this brand in
Chicago that this barrel represents the present product of the Way land mills.
A few briquets remain on hand to be broken when two years olcL
TenHU Birength, in pownd$, per »quare inok.
Keat cement (per cent of water,
21.8 to 25).
Mortar, 1 cement to 8 sand (average
per cent of water, 11.4).
1
1
1
i
1
1
1
i
MO
660
706
114
186
127
242
230
231
262
238
219
227
229
216
226
228
Bsrrel W— 61.6 per cent
fin* .......««.*«r«*f-T,--
Atwaco ■■■••■••■>•'
660
706
126
230
674
646
638
686
024
696
....••#.
747
723
625
668
633
185
230
222
176
177
201
177
103
204
236
236
220
266
233
204
222
290
800
278
273
312
286
270
259
292
276
338
310
288
372
871
376
871
360
804
348
377
876
892
890
390
410
429
400
409
416
406
866
410
402
882
426
886
481
481
426
419
459
441
896
464
425
435
406
444
440
382
898
393
379
342
870
400
••••••a.
891
398
376
865
344
880
407
Band WTF-W per eent
887
637
786
642
211
290
869
4U
381
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APPENDIX I I — ^REPORT OT liAJOB MARSHALL.
2853
ALSEK'S WHITB lABEL PORTLAHD CBMSKT.
Barrel D was an original barrel received with proposals for ftimishing cement
April 15, 1895, from Sinclair & Babson, New York City.
Barrel £ was a %-pound. package reeeiyed by express from Baltimore July 3, 1895.
Barrels F consisted of samples from contract shipments to Bureau, Bl., July, 1895,
and is representative of 3,000 barrels.
Barrel FA is an original barrel specially ground (89 per cent fine) and sent for
testing in the winter of 1895-96.
TefMile strength, inpoundi, per »q%are kuh.
Alaenneat
Bemeot (percent
ofw*ter.22.8).
Mortar, loementtoSMuid (per eent of water, IIJS^.
1
1
1
1
8
1
«
1
o»
I
M
■
( 653
660
687
666
712
735
670
771
653
101
233
186
197
274
276
286
256
296
284
810
322
867
856
862
857
864
850
880
316
312
BarrolD
"''.ill*.
A.TflrAff9 r -
630
608
202
278
846
848
814
... ..
657
624
60S
212
305
180
108
841
820
831
262
811
872
812
846
802
828
820
BarrelB
628
109
818
883
822
326
223
103
211
366
358
108
250
235
222
235
195
278
280
274
266
885
825
883
817
299
806
864
338
:"■'.'."
844
852
866
848
866
816
868
837
856
844
805
866
832
811
801
820
311
328
310
280
804
801
266
285
849
858
844
845
311
888
297
826
887
812
828
801
BarrftlsF
ATfm£e •--
225
809
825
840
316
...
Grand ayerags
630
676
815
299
840
828
887
837
315
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2854 REPORT OF 'ma chief of ENGINEBRSy U. 8. ABlfT.
TenHU ttrength, In pound$, per iquare InoA^-Gontiiiued.
Heat oemeni.
Mortar, 1 cement to 8 sand (IIJ to IS p«r
cent water).
1
8
1
CO
1
1
1
1
8
eo
<D
1
o»
i
*4
1
/ ooo
<87
mo
974
601
748
716
706
626
675
720
212
188
260
288
221
2U
210
226
284
226
286
231
240
263
215
220
810
811
806
288
808
280
270
279
806
286
267
272
816
847
880
856
881
867
842
876
858
822
260
272
848
888
412
844
876
860
864
881
328
401
878
860
868
384
888
840
370
878
818
858
802
400
888
878
866
345
846
877
352
837
856
805
865
320
417
421
870
415
383
407
404
400
881
860
88S
861
828
836
858
868
888
883
881
BanelFA.
844
660
708
681
720
227
282
848
874
872
sn
855
[Teita of 8,000 1>axrels of Alsen'e White Label receiyed under contract at Borean, HL, July, 1886.
Teste made by Mr. W. H. Fergoson.]
Alsen*s White Label neat cement
(per cent of water, 22.5).
Mortar, 1 cement to 8 sand (per cent of
water. 12.5).
1
1
8
1
CO
i
r4
1
1
8
1
«o
i
*4
Knmber of teste
Ay erace tensile strength . .
22
618
25
585
2
646
1
868
17i
27
228
2
270
1
872
1
840
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APPBNDIX I I — ^REPORT OF MAJOB HAB8HALL.
OOXPOK POBTUJn> OSMKHT.
S855
ITeat cemeut (per cent
of water. 31.6).
Mortar, 1 oement to 8 sand (per oent of water,
13.6).
1
1
1
1
1
1
s
1
1
i
1
i
1
i
o»
i
1
i
B«rwlCB
f 449
473
784
788
8M
829
748
716
626
806
823
745
841
877
888
816
776
172
171
131
186
118
138
i
828
287
267
260
307
262
882
821
307
803
830
371
381
846
860
367
318
836
324
Arvnun.. ..— ••••-.
47»
770
716
790
lU
836
284
820
817
849
354
826
GBRMANIA POBTLAin) CBMBNT.
2*6118120 afremgih in pounda per square inch.
Qermania neat oement (per cent
of water, 23.4).
Mortar, 1 cement to 3 sand
wator, 11.4).
[per eent of
1
1
CO
i
f
1
oa
«o
o»
i
r 487
486
463
660
664
604
686
730
801
166
160
146
248
229
330
330
836
833
811
Barrel L
312
311
ATeraM...a.a»
465
673
708
801
168
331
839
311
f 600
687
717
731
168
171
178
101
801
281
263
284
346
267
262
350
380
366
366
382
801
316
315
373
828
800
801
848
864
367
363
352
359
326
349
857
850
886
365
386
314
BarrellC
j^ ^_uf».am.
844
724
178
289
822
848
360
338
Vr^yOaaaa
f 467
478
174
182
169
190
149
179
261
268
253
239
241
265
.
1
FaiTRl LL......r...
AToraM
468
-
174
252
*
Grand avaraga
612
688
708
801
169
359
836
848
860
326
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2856 BEPORT OF THE CHIEF OF ENGINEERS, U. 8. ABICT.
STAR STBTTDT PORTLAND OBMRKT.
Barrel A was received about April W, 1895, with propoaals for famiBhing Germaii
Portland cement, from £. Thiele, New York Citv. About 20,000 barrels were pur-
chased on the results of tests obtained from this barrel.
Barrels B were samples from contract shipments to Bureau, 111., in the summer
of 1895.
TwHU Birengih in pound$ per iquare inch.
SUff Stettin neat, cement (per cent
of water, 22.2).
Mortar, 1 cement to 8 sand (per cent of
water, 11.7).
1
1
s
«i
«
i
M
1
1
1
CO
1
«
i
«
f 002
696
682
002
028
078
797
796
703
830
044
790
082
192
220
240
270
281
290
812
280
296
842
861
292
824
809
270
810
330
833
388
843
856
838
820
705
82ft
Barrel A
• •
*"■""
^Tmrftg^
608
060
761
780
706
217
280
814
342
327
'
s
714 740
090 862
201
197
107
172
184
102
186
183
193
187
185
176
220
276
811
240
283
241
220
192
244
203
240
206
803
821
850
883 3&S
801
289
347
815
380
349
335
838
808
372
329
300
360
366
355
809
345
340
377
379
332
307
398
851
878
BaR»lsB
ATerage
702
183 260
851
347
308 '
80S
Qmndftverage...
603
060
727
799
780
706
190 1 200
823
847
308 1 842
845
TX8T8 OF 12^000 BARRELS OF STAR STETTIN RRCEIYED UNDER CONTRACT ON ILLINOIB
AND MISSISSIPPI CANAL IN THE SUMMER OF 1895
TenHle strengih in pavnd$per square inoK
[Teste made by Mr. W, H. Fergnson at Bureau, BL]
Stsr Stettin neat cement (per cent of
Mortar, 1 cement to 8 sand (per cent
water, 22.6).
of water. 12.5).
1
1
1
1
1
1
i
1
1
1
1
1
i
«r-
S
ee
"^
e
rH
t-
s
00
<«
«
V4
Number of teste
207
207
7
8
8
5
206
216
8
4
5
640
028
721
881
828
788
107
242
285
800
800
323
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APPBITDIX I I — ^BBPORT OF KAJOB MABSHALL.
2857
mZXD CKMBim.
I haye commenoed a series of experiments to determine the charaoteristics of
mortar made with Portland and natural cement. In the few briquets thas far pre-
pared equal parts of Portland and Utica were used and the usual proportions by
weight of 3 parts of quartz sand to 1 of cement. Other bricjuets of the mixtures
given in the following table are in the immersion trays awaiting longer term tests.
The mixture of cements sets much more rapidlT than the Portland alone and about
as quickly as the Utica. The tensile strength of the mortar at 7 and 28 days is about
tw4>-thirds the strength of mortar of the same age made with the component Port-
land and 3 parts sand.
TmuiU Btrengih.
percent.
Sand,
parte.
Age of mortar.
Component oements.
7 days.
28 days.
6 months.
lyear.
Wftvlftnd mil DUkm t— -
ULS
t
f 127
110
186
U7
128
123
121
177
216
185
287
287
811
298
280
274
248
289
299
262
883
276
289
295
284
ATtmCe.. ■.*>■>••«■«■•«■••• c-rT.-r-
127
190
284
288
AlMn** White Lftbel and Utioa
12.5
8
r 121
136
114
118
172
106
284
224
267
814
804
285
285
ATerage........ ■.....•. .......••.
122
160
258
282
Oondor anil Uiloa.
1 12.0
I 12.6
8
8
{ ^
13i
226
241
250
241
252
280
268
92
m
260
ATonure ..........................
01
128
289
255
•UMBSABT OF THNSILB TESTS ON HTDBAULIO CBMKNT8.
UUimate tenHU itrm^ih ia paundi per §qmrti inek,
L NKAT CSMSNT.— TESTS AT CHICAGO OFFICE.
Saa^to.
Water,
per
oent.
Approximnte age of mortar when broken.
Brand of oemeat.
1
1
CO
1
1
i
1
Alpha
N.
0.
21.5
21.9
19.7
22.4
20.5
22.6
21.8
28.9
88. ».
22.5
23.2
21.5
20.9
22.4
21.8
22
22.5
22.2
22.5
689
615
721
487
456
657
650
627
101
680
'"'479'
505
612
454
603
417
508
890
724
747
814
578
618
747
7C6
""22O*
676
650
""ooo*
683
600
688
494
666
448
1
805
779
Aipn».. .......... .......
805
967
"■727+
887
Atlas
Empire
679
742
741
Savior's
Yolcauite
VS.
787
Wftyland
^o
WF.
735
642
861
trtica
889
868
AlAfin'aW Ij
Do
FA.
703
715
652
708
576
681
689
727
681
720
790
Condor
Dyckerhoff.
829
801
853
774
670
780
Oermania ...............
Hemmoor ......•••..«...
Lacerdorfer. .. . .........
Hunheimer
StarStettin
799
706
Stettin Gristower
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2858 REPORT OF THE CHIEF OF EKGINEERS, U. 8. ARMT.
UlHmaU teiuHe strength in pounds per equwre lii«k^-€ontinued«
8. SAKD M0RTAB.-.TBST8 AT CHICAGO OFFICE.
[Mortar, 1 to 8 fbr PortUnds; 1 tol for Utioa.]
Alpha
N.
0.
12.5
11
10.7
12.1
10.9
11.0
11.8
11.4
17.6
11.8
11.8
10.7
12.6
11.4
11.9
12
11.8
11.7
11.8
202
211
184
178
129
219
126
211
78
215
227
144
197
109
148
151
178
190
170
806
270
281
282
109
■■"'236'
290
205
299
292
285
218
260
231
280
254
200
258
858
860
406
847
827
277
^Do ;;:.::.:::::;:;:::
859
268
860
281
416
895
844
896
881
888
Atlas
858
Empire
Saylor's
804
844
868
Vulcanite
VS.
Waylwid.
Do
WP.
850
411
881
814
837
871
354
282
825
816
291
806
842
Utica
822
Aiwn'»"W. L
846
848
820
287
825
272
818
812
823
828
874
817
887
872
849
815
Do
FA.
Condor
Dyckerhoflf........
Oermania ,
846
860
Hemmoor ...............
Lagerdorfer ^..........^.
818
288
847
887
840
868
Iffannbelmer
Star Stettin
846
Stettin Griatower . :
8. KEAT CBHENT.-TESTS AT BUBBAIT. ILL., BY ICB. W. H. FBBGUSOK.
Alpha
K.
21.5
22.6
22.5
22.5
85
22.6
562
584
550
513
88
640
786
630
683
695
188
628
662
758
786
646
282
721
688
750
720
645
Atlftff
Bmplre.
688
868
255
788
Alsen'sW. L
Utica
286
828
Star Stettin
4. SAJSTD MORTAR.— TESTS AT BUBBAU, ILL., BT MR. W, H. FERGUSOH.
[Mortar, 1 to 8 for Portlands ; 1 to 1 for XJtioab]
Alphft
K.
12.5
12.1
12.5
18.0
12.5
12.5
178
140
118
77
174
167
250
228
203
181
228
242
808
320
284
256
270
285
801
844
808
810
872
806
!II"III
801
802
328
804
340
328
AtW r. rr.
Empire.
Utica
Alsen'sW. L
Star Stettin
COMPABISOK OF NATURAL Ain> STANDARD QUARTZ SAND IN PORTLAND CEMENT
MORTAR.
T^eneiU etrongik in pounds per s^[uare inek.
Mortar, 1 cement to 8 quarts sand (water, 12. 5 per cent).
Natural.
Standard.
8 months.
lyear.
2 years.
3 months.
lyear.
2 years.
Star Stettin cement
( 282
271
278
852
318
806
346
339
341
808
290
820
888
848
355
886
820
825
ATSrage ••••.••..•....•.••.. •••...
277
825
342
306
345
327
Alan's White Label cement
f 249
295
259
302
331
801
311
335
296
816
861
860
354
860
. 839
315
312
Average ..••.. ••........••...
268
8U
814
846
848
814
From the resnlto of the two-year tests reported above it seems necessary to modify
the statement made in the last annual report, as shown by the shorter-term tests, that
standard sand showed an undonbted superiority to natural sand. An examination
of the above record shows that mortar made with standard sand has retrograded in
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APPENDIX I I — REPOBT OF KAJOR 1IAB8HALL.
2859
tensile Btrength at the end of two yean, while that with nataral sand has increased
nntil the two are very close together, with a slight advantage in favor of the natural
sand. This may possibly be explained by the greater density of the nataral sand
mortar, dne to the graded particles, preventing or retarding the dissolving action of
the water in which the briquets were immersed.
Summary of hriquets for iomsUe tetto made and hroken during the year ending June SO, 1897,
L IK CHICAGO OFFICE.
Brand of oemeol.
On hand
Jnne 30,
1896.
Made
during
the year.
Tested.
Loet.
Left on
hand.
Kataraintioa
Foreign PortUnd:
Aisen'a White Label
Condor
Gtermania
Lagerdorfer
Mannheimer
Star Stettin
American Portland:
Alpha
AtXae
Baylor'*
"Vulcanite
Wayland
Blag cement
Jiixed Utioa and Portland
Total
10
102
28
10
18
2
21
28
20
24
79
102
86
40
86
7
7
1
1
9
11
12
16
27
27
80
9
516
844
198
At the offiee of the eastern section Illinois and Mississippi Canal the few briquets
remaining on hand at last report were broken and no new ones made during the year.
Very respectfully^ your obedient servant,
Henry Jbrvbt,
i1rt< Lieutenant, Engineer;
W. L. Marshall^
Ccrpe of Snginoere, U, 8. A.
BKPOBTS OF MB. L. L. WHBBLBB, ABSIBTANT BNOINSBR.
Illinois and Mississippi Canal,
Officb of Assistant Enqinbbb,
SterUng, III., June SO, 1897.
Ma.ior: I have the honor to submit the following report on the work on the Illi-
nois and Mississippi Canal under my supervision during the flseal year ending June
30,1887.
VBKDSB.
At the date of my last annual report the maps, plats, descriptions, title abstracts,
and affreements for lands required for right of way in Whiteside County were com-
pleted, and those relating to lands in Bureau County were in course of preparation.
These maps and papers were completed and agreements made with property owners
for sale of required lands wherever price demanded was considered reasonable.
The lands in Whiteside and Lee counties which will be overflowed by the con-
struction of the dam at head of feeder were measured, maps and plats made, descrip-
tions, agreements, and title abstracts prepared, and agreements entered into with
property owners wherever price demanded was considered reasonable. The agree-
ments recommended for acceptance were approved by the Secretary of War, with
one exception, and the property owners notined of that fact.
The total area required for right of way for feeder is 1,111.71 acres, and the total
area damaged by overflowing u 1,439.22 acres, of which 167.91 acres lie between
the United States meander mie and the shore line of Bock River, leaving 1,271.31
acres net.
'The total amount of earthwork on the feeder, except that in the bridge approaches,
was computed and tabulated by miles. A map yas made of the site oi the head
works and amounts of earth and rook excavation computed. The grades of all sipe
ftnd drainage ditches were established, profiles plottea, and earthwork computed.
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2860 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY.
WESTERN SKCnOK, MAIN LINE.
Sinoe my last annual report the Secretary of War has approved the location of the
western section as laid out by myself in 1895. As soon as notice of that approval
was received preparations were made for placing parties in the field for making the
necessary measurements for describing the required lands. The force in this o£Bee
had been '^furloughed without pay'' in November, on account of lack of funds, and
some time elapsed before the party could be organized.
A party witn Mr. A. O. Rowse in charge was sent to Sheffield May 11 with instruc-
tions to commence work at the feeder junction, joining with the work of Assistant
Engineer J. C. Long from the east and the feeder from the north. Previous to send-
ing the parties into the field I had careftilly gone over the entire project for the
western section, and had made many minor changes in the locations of locks, bridffee,
etc., and had established the grades of sipe and drainage ditches as far westward as
Mile 47. It was also decided to lower the grades about 3 feet on several of the
levels.
There were several objections to the line as laid out in the vicinity of Colona, and
it was decided to improve that location if possible. With a small joarty, with Mr.
J. W. Woermann in charge, I went to Colona May 19, and the following day made a
thorough reconnaissance of the vicinity.
The new line was approved by yourself June 1, and has been followed in the right-
of-way work.
The weather proved favorable for field work, and good progress was made. All
the necessary measurements for describing right of way and for making all maps
and computing earthwork were complete June 29, and the parties returned to
this office.
All plats of subdivisions in Henry County crossed by the line, and descriptions of
land survey corners were copied from the county records. Proposals were sent out
inviting bidH for preparing title abstracts.
The landing at Blossomburg, on Rock River, was obstructed by sand so that when
the pool was at the normal level there was an available depth of but 3 feet for a
short distance. The steamer Hatiie Darling was employed to remove the sand, and
removed by pumping 2,860.4 cubic yards, at a total cost of $371.85. The work was
completed on June 29.
The wagon bridge over Rock River, owned by the city of Moline, still continues to
be a serious obstruction to navigation. Aside from small pleasure yachts, there are
but 3 steamers in that vicinity that can pass under it at all, and these only by remov-
ing their pilot houses and smokestacks. When the surface of water in the pool
above the Milan dams is more than 1 foot above the normal stage these steamers
can not pass under. When the water is down to the normal level then the bars
above the bridge limit the depth to which the barges can be loaded to 3^ feet. As
no dredge can be taken above the bridge at any stage no improvement can be
made in the depths until the bridge is in some way modified. The owners of the
ooal mines are expending considerable money developing the mines, with the expec-
tation of bringing the coal to market through the canal, and it seems that some
modification, if even of a temporary character, should be made in the bridge to per-
mit their carrying on their business during the season of navigation without inter-
ruption. The ooal finds a ready market at Davenport and practically controls the
market there.
The entrance to the canal from theMississipni River has been somewhat obstructed
by a bar in the mouth of Rock River. The low stage that has prevailed in Rock
River since 1892 has been favorable to the formation of this bar. The dredge Apaohe
was put at work dredging out the entrance, and in the months of August and Sep-
tember removed 14,219 cubic yards. The entire dredging plant was then trans-
ferred to the Illinois River. The high water last spring in Rock River has removed
some of the bar at the mouth, but the dredge channel was filled for a short distance
by the sand. Proposals were invited for removing this sand and the contract let to
the Builders' Sand and Qravel Company of Davenport, Iowa, at lOf cents per cubic
yard, scow measurement. Under this contract they commenced work May 21,
removed 4,209 cubic yards, and stopped work June 19, a good channel having been
excavated.
Four wing dams were constructed on the north side of Rock River to throw the
current closer to the lock. The improvement of the Mississippi River in that locality
has thrown the channel in that river nearer the lock« so that less difficulty may be
expected there in future.
A map on the scale 1 inch equals 2 miles, showing the locations of the main line
and feeder as formally approved by the Secretary of War, was prepared to accompany
the Annual Report.
Very respectfully, your obedient servant,
L. L. Whsblbb, AsHiiani Engineer,
Ux^i. W. L. Ma Ran ATX,
C&rp9 of EngineerB, XJ, 8, A.
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APPENDIX I I — KEPOBT OF MAJOB MABSHALL.
2861
Ilunois and Mississippi Cakal,
Office of Assistant Enginebb,
Sterling, III, June 7, 1897.
Major: I haya the honor to sabmit the following report npon a snryey made by
myself in Ma^, 1897, to find, if possible, a better location for the main line of the
canal in the vicinity of Colona, 111.
With a small ijarty I went to Colona May 19, and the following dav made a
thorough reconnaissance of the vicinity. I concluded that it was impossible, with-
out great expense, to brine both railroads to one crossing, but decided to run an
entirely new line that would improve tihe alignment and make an estimate of cost.
This new line crosses the Chicago, Rock Island and Pacific Railroad at an angle of
70^, the Chicago, Burlington and Quincy Railroad at an angle of 67^, and from the
latter railroad follows a tangent line to Rock River at the mouth of Green River.
The field work was completed on the 22d, and the party reported to Mr. A. O.
Rowse at Annawan the following day. The notes have been reduced and plotted,
and an estimate of cost made. Herewith are submitted detailed estimates of the
cost of the new line, a table showing comparative estimates of cost of the lines
surveyed in 1895 and 1897, and two blue prints showing the location and profile.
The new line is estimated to cost $21,601 less than the Une surveyed in 1895, and
has in addition the following advantages over it:
(1) The oblique crossing of the Chicago, Burlington and Quiney Railroad, as laid
out in 1895, is avoided.
(2) Five 48-inch pipe onlverts are dispensed with.
fS) The total lift of the locks is better divided.
(4) The length is shortened 2,610 feet between common points, requiring less right
of way and fencing.
(5) The line is removed from Qreen River and the danger resulting from being in
dlose prozimitv to a rapid stream avoided.
(6) Two, and possibly three, curves are avoided, and the total amount of curvature
largely reduced.
Tlie disadvantages of the new line are that two swing bridges instead of one will
have to be operated, that some surface drainage will be taken into the canal, and
that the amount of earthwork will be increased.
It is respectfully recommended that the new line as shown on the blue print
accompanving be adopted, except that the location of Lock No. 29 be not definitely
fixed until a survey of Rock River in that vicinity is made.
Very respectfully, your obedient servant,
L. L. Wheeler, AesMani Engineer.
Maj. W. L. Marshall,
Corps of Engineers, U, 8, A.
OoK^arative eeUmate of eoei of alternate Unee for Illinaie and Mieeieeippi Canal in ike
ffioinity of Colona, HI.
[Surveyed hi 1896 uid 1S87.]
1895.
Qwuitity.
Cost
1887.
Quantity.
Cost.
XxCSTfttiOII
BinlM i"^'"^" ^
4B-lnoh pipe onlvsrts. .
Bailwaj DridgM
Lock No. 28.
Lock Ko. 39
Look keepers' dwellinga
Waste weir
Highway bridge <
Raleinff grades:
Chicago, Borliacton and Quincy. .
Chicago, Book Island and Pacific.
Rightofway
Fending ,
Contingencies
i77,712
131,810
7
2
7-foot lift.
li-foot lift.
8
1
1
$41,668.80
19,896.60
31, 600. 00
60, 000. 00
40, 800. 00
76,000.00
6,000.00
6.000.00
6,800.00
8,000.00
286,108
149,878
2
2
10-foot Uft.
11-foot lift.
2
1
1
152. 36 aoies.
8. 3 miles.
10 per cent.
16,286.00
2,112.00
28,480.18
126. 81 acres.
Smiles.
10 per cent.
Totals.
824,281.43
802,680.28
BUforenoe .
21,801.14
842,786.20
22,496.70
9,000.00
60,000.00
48.600.00
70,000.00
6.000.00
6,000.00
6,800.08
2,00O.M
12,581.00
1,920.00
27,618.88
302,680.28
The line sorreyed in 1897 is 2,610 feet shorter than the I89S line between oommoE
points.
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2862 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
of ik€ lOMf em •«of{<m from m\l% 69 i
following line twrvtyod in May, 1897,
Detailed esiimate of eoet of ike uteet&m udian from mile 69_ to moutk of Green Biver,
foil
Mile 60:
98,921 cubic yards exoavatioii, at 16 cents $14,838.15
22.234 cubic yards embankment, at 15 cents : 3,335.10 *
148-inch pipe culvert 4,500.00
1 double-track railway bridge 80,000.00
1 single-track railway bridge 20,000.00
40 acres right of way, at $100 4,000.00
Fencing 640.00
Raising grade of Chicago, Rook Island and Pacific Railroad 4.2 feet. 2, 000. 00
1 waste weir •• 5,000.00
Total 84,313.25
Mile 61:
149,411 cubic yards excayation, at 15 cents 22,411.65
45,004 cubic yards embankment, at 15 cents 6,750.60
1 nighway bridge 5,800.00
1 lock. No. 28, 10-foot lift 48,600.00
1 48-inch pipe culvert 4,500.00
Lock keepers dwelling 2,500.00
41.81 acres right of way, at $100 4,181.00
Fencing 640.00
Total 95,383.26
Mile 62:
36,776 cubic yards excavation, at 16 cents 5,516.40
82,740 cubic yards embankment, at 15 cents 12, 411. 00
Lock No. 29, 11-foot lift 70,000.00
Lock keeper's dwelling 2,500.00
44 acres right of way, at $100 4,400.00
Fencing 640.00
Total 75,467.40
bepobt of mr. james o. long, assistant enginesr.
Unitbd States Engineer Office,
lUkilwa, in., June SO, 1897.
Major : I have 'the honor to submit the following report upon the work on the
eastern section of the Illinois and Mississippi Canal under my supervision during
the fiscal year ending June 30, 1897:
CONTRACT WORK.
All the work under contract was completed during the previous fiscal year except
the canal trunk on mile 6, under contract to .Tames Carroll, St. Louis, Mo. ; date of
contract, October 10, 1894 ; expired September 30, 1895, and extended to August 1,
1896. At the beginning of the fiscal year he had done 93,931 cubic yards of earth-
work, at 6 cents, amounting to $5,635.86, and there was yet to be done to complete
his contract 31,768 cubic yards, at 6 cents, amounting to $1,906.08. On August 5,
1897, he completed the whole of the work, a final estimate was rendered, and the
oontraot closed.
OFFICE WORK.
Revised the location of embankments and struotuT«B, and made' changes where
Improvements could be made, notably in lessening the number of pipe culverts by
concentrating the drainage through the seep ditches, enlarged, to the lower end of
each level of the canal, where the grade of tne bottom of the canal would be above
the natural surface of the ground, thence under the canal, thereby saving any deep
excavations for culvert foundations, with costly quicksand excavation and pumping.
Revised all earthwork calculations, made necessary by improvements and changes,
such as changing lifts and locations of locks, changing alignment of embankments
to give room for drainage ditches and roadways, and changes of cross section of
canal prism in cuts to make a wider towpath, and tabulate same, together with
earthwork in highway approaches, excavation of foundation pits, site and length
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APPENDIX I I — REPORT OF MAJOR MARSHALL. 2863
of culverts, site and length of looks, leyetment of oreek channels, aad approaches
to locks and culverts.
Made a plat and blue-print copy of a strip of land on the Joseph Booher estate,
upon which to locate a protection levee on mile 8 of the canal.
Made maps and blue-print copies of revised location of embankments and struc-
tures in 4-mile sections, miles 8 to 24.
Made profiles, with tables of quantities of excavation and embankment, on same
sheets, and blue-print copies of same in 4-mile sections, miles 8 to 24.
Prepared blue-print copies of all index maps of canal right of way in 4-mile sec-
tions for record at Chicago ofSce.
Maps and profiles were prepared in the month of September of the sites of Aque-
ducts Nos. 2 and 3, showing the vicinity in detail, profiles of the ^ound on the
exact location of the ac|ueducts, borings showing character of foundations, and high-
water levels. Blue-pnnt copies of same were made and forwarded to the Chicago
office.
Areas in square miles of basins drained by Main Bureau and West Bureau creeks
were determined for use in designing Aqueducts Nos. 2 and 8.
Excavation and embankment tables were calculated for making approximate esti-
mates of earthwork.
Made map of land in section traversed by the different lines f^om miles 24 to
Feeder Junction, for use in making the land-line connections with the located lines
and a list of owners of said lands.
Made a report as to the method used in building the walls and arches of concrete
culverts 1 to 5 inclusive, in order to secure a continuous monolithic structure, and
the manner in which the dutside of the arches Was plastered. The report is as
follows: /
After the form for the arch culvert was erected, the bulkhead was put in directly
under the center of each embankment, thus dividing the culvert into three sec-
tions, the head walls and that portion of the arch from the head walls to the
center of the embankment forming two of the sections and the third extending from
the center of one embankment across the prism of the canal to the center of the
other embankment. The head wall sections were erected first, the work being
carried on continuously until the head walls and that portion of the arch in the
head wall section was completed. After both head-wall sections were completed,
the bulkheads were removed and work on the walls of the middle section commenced.
This portion of the work was completed to the height of the walls, which were
finished in skew back fashion and allowed to set or to stand until the walls were com-
pleted. Then the work of putting on the arch was commenced at the end of the
walls first completed. By doine the work in this manner no bond was formed
between the arch and walls, thus allowing an opportunity for contraction and
expansion without so much danger of cracking. Afler the arch was completed far
enough ahead to allow a mason to work continuously, the work of plastering over
the arch was commenced. This plaster was of the proportions of 1 cement to 2 sand
and mixed to about the consistency of this mortar. The walls were carried up on a
slope of 1 in about 5 or 6, thus allowing the tampers to use their tools in a perpen-
dicular manner, and no part of the work would set before new material could be
deposited. The finished work was covered immediately with either plank or tent
flies, and after twenty-four hours was thoroughly wet and kept so for aboat three
days. The proportions in the walls were 1 cement, 4 gravel in natural state, and 4
screened pebbles. The proportions in the arch were 1 cement, 4 gravel in natural
state, and 3 screened pebbles. The forming for the head walls was allowed to remain
in place about six days and the arch forming about ten days after completion.
nearer monolithic structures, as they were not built in sections. This method of
carrying forward the work of placing the concrete without joints (except ^here the
arch rests on the skew back of the walls) was as follows: The concrete was conveyed
from the mixing platform to place of deposit in wheelbarrows after beinff well
mixed by hand. One head wall was first built projecting fron>it enough of the side
walls (about 20 feet), to allow about 6 feet of the arch to be built at same time,
then the side walls were carried through on a slope of about 1 in 5 to the other head
wall, then the second head wall was built up with the side walls. After the side
walls were built and finished with skew backs, the arch was brought forward firom
the first to the second head wall and was also carried through on a slope of about
lin5.
Made a tabular statement showing quantities of cast-iron pipe necessary to com-
plete all of the pipe culverts from the Illinois River to mile 24, and the quantity of
cast-iron pipe now on hand.
Made a profile of the Chicago, Burlington and Quincy Railroad whero it CTOsaea
the niinoifl and Mississippi Canal on mile 17, near Wyanet.
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2864 REPORT OF THE CHIEF OF ENGINEERBy U. 8. ARMT.
On January 8 to 11, inclosive, attended United States conrt at Chicago with C. A«
Browne, inspector, in the matter of snits for the condemnation of land required for
rifl^t of way, miles 20 to 24.
Frepared cross sections of canal and natural surface of ground on canal right of
way at proposed sites of culverts, miles 8 to 16.
Made changes on the profile of the lift of Locks 15 and 16 and grades of the leveLi
in the canal adjacent thereto.
Prepared profiles of 8 highway crossings, from miles 1 to 16, showing grades and
other information necessary to obtain quantities of masonry in the highway bridges.
Made large-scale contour maps and blue-print copies of highway bridge sites on
miles 11, 13, 14, and 16 for use in locating the bridges.
Made a map of the Carlson gravel pit. showing areas of waste bank, land upon
which stripping may yet be wasted, exhausted gravel pit, and land upon whioh
gravel may yet be obtained ; also land adjoining, upon whioh gravel may be obtained^
with cross section and quantities of gravel and stripping.
Made a report on the efiect of spring freshets on canal embankments and culverta
and high- water levels at varioas points on the canal between miles 1 and 8, as follows :
Loeh No. S.
Feei.
High-water level, 1897, Illinois River, elevation 22.50
High- water level, extreme, Illinois River, elevation 29. 85
Top of south embankment below Lock 2, elevation 21.50
Top of north embankment below Lock 2, elevation....^ 30. 50
Look No. S.
High-water level, 1897, Bureau Creek, elevation 30.60
High-water level, 1893, elevation 31.60
Top of canal embankment below Look 8, elevation 33.00
EoBi Bureau Creek and Lock No, 4.
High-water level, 1897, East Bureau Creek, elevation 38. 00
High- water level, 1893, East Bureau Creek, elevation 39. 80
Top of canal embankment below Lock 4, elevation 41.00
Bottom grade of canal above Lock 4, elevation 39.00
Bottom of chord of railroad bridge, north side, elevation 39. 67
Bottom of chord of railroad bridge, south side^ elevation 89. 81
Look No. S.
High-water level, 1897, Bureau Creek, elevation 48.82
High- water level, 1893, Bureau Creek, elevation 45.50
Top of oanal embankment below Lock 5, elevation 48.50
Look No. 6.
High-water level, 1897, Bureau Creek, elevation 60.62
High-water level, 1893, Bureau Creek, elevation 61.80
Top of canal embankment below Lock 6, elevation 62.00
Look No. 7.
High- water level, 1897, Bureau Creek, elevation 64.76
High-water level, 1893, Bureau Creek, elevation 65.50
Top of canal embankment below Lock 7, elevation 66.50
It will be seen from the foregoingthat the Illinois River lacked, near Lock 2, 7.35
feet of reaching its highest stage. East Bureau Creek at Lock 4 lacked 0.7 foot, and
Bureau Creek at Locks 5, 6, and 7 about 1 foot of reaching the high- water level of
1893, which is considered the highest known.
The canal embankment below Lock 6 is only 0.6 foot below high- water level, but
it is now as high as the Chicago. Rock Island and Pacific Railway embankment,
which it is useless to exceed. When their track is raised the canal embankment at
that i>oint can also be raised.
While Bureau Creek was at its highest stage this spring I observed that its waters
flowed inward through culverts, thence behind the canal embankments and through
culverts below outward to Bureau Creek again at the following points, viz:
Double-pipe culvert at Station 4U; on mile 5; 10-foot arch culvert at Station 383, on
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APPENDIX I I — ^REPORT OP MAJOR MARSHALL. 2865
mile 8; 48- inch pipe cnlrert at Station 300, on mile 6; 10-foot arch culvert at Station
144, on mile 3.
Some water also from East Burean Creek flowed behind Look 4 and discharged
throagh arch culverts below.
This flow of water behind the canal can be prevented by building protection
levees below culverts as follows, viz :
Ten-foot arch culvert at Station 383, on mile 8, levee 8 feet wide on top, 4 feet
high, and 300 feet long, cubic yards earthwork 022
Forty-eight-inch pipe culvert at Station 411, on mile 8, levee 6 feet wide on top,
4.5 feet high, and 200 feet lon^, cubic yards earthwork 493
Ten-foot arch culvert at Station 144, on mile 3, levee 8 feet wide on top, 4 feet
high, and 60 feet long, cubic yards earthwork 125
At the head of Lock 4, north side, levee 8 feet wide on top, 6 feet high, and 60
feet long, cubic yards earthwork 172
Total cubic yards of earthwork in levees 1,411
At the 48-inch pipe culvert at Station 300, on mile 6, no levee will be required, for
there is a 10-foot arch culvert below through which the water can flow outward,
and which is amply able to accommodate it.
At East Bureau Creek the opening spanned by the railway bridge was not taxed to
its full capacity to discharge the water during the freshet of this year, but it would
, be taxed to its full extent with a freshet like that of 1893. It is well to add, though,
' that the capacity of this bridge to pass the water mii^ht be increased at least 26 per
cent by removing the earth, gravel, and other debris tnat has aocummulated between
the piers.
In the month of May brought up to date and forwarded to the Chicago office (after
making blue-print copies for use here) the following maps :
Topographical maps, miles 8 to 12 and 12 to 16; maps showing location of banks
and structures, miles 8 to 12 and 12 to 16; profiles showing borings at one-eighth mile
intervals and at lock sites, miles 8 to 12 and 12 to 16.
Made tracing of map of location, main line from mile 24 to Feeder Junction, near
mile 28, and sent blue-print copies of it to Chicago office and Assistant Engineer L.
L. Wheeler, Sterling, 111.
Overhauled and brought up to date cross sections showing borings at sites of
locks from Nos. 8 to 21^ inclusive; made blue>print copies of them for use here and
sent the tracing to Chicago office.
Made investigations of abstracts of titles to land adjoining canal right of way,
miles 14, 15, and 16, owned by Chicago, Rock Island and Pacific Railway, and made
various measurements in connection with their claim that we have encroached on
their right of way, and made a report in regard thereto.
Made a design with bills of material and estimated cost of a dwelling to be erected
at Lock No. 11.
During the month of May kept prospective contractors supplied with information
in regard to the work to be let by contract June 3, 1897, from miles 8 to 16.
On June 4 made and submitted for approval plans for reorganization of inspecting
and office force, and made application for the reemployment of such men as were
needed for continuing the work on the Illinois and Mississippi Canal under the con-
tracts to be let on June 3, 1897. Also submitted an estimate of the force required to
complete the unfinished work, miles to 8, Illinois and Mississippi Canal.
Reemployed on the 21st of June, 1897, a part of my office and inspecting foroe^
J. D. Truss, jr.. Inspector; C. F. Scott, clerk; Henry Fox and Qeorge P. Hawley,
rodmen.
PLAT8 AND DBSOiOPTION AND TITLE ABSTRACTS OF LAND.
Had plat and description No. 104 and abstracts Kos. 80 and 81 brought up to date
for use in condemnation suits.
Made plat and description of Lot 35 A on mile 8, being the land required on which
to locate a protection levee, and had title abstract No. 25, covering said Lot 35 A,
brought up to date.
Prepared abstracts of title to each tract of land required for right of way from
mile ii to Feeder Junction, near mile 28.
CARB AND RBPAIB.
One watchman, assisted by 1 laborer, was kept at the bureau warehouses and
storage yards to look after the plant and material stored there, and to pass over the
line of canal from time to time between miles and 8 to see that fences were kept in
order and repaired where damaged by freshets, and since warm weather to cut the
growth of weeds from the canal embankments, additional laborers being employed
BNa 97 ^180
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2866 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
to asskt them. The roof of the main warehonse has been painted, and the looomo-
tives and stationary engines have been painted and kept in order, and property in
the warehonse has been generally overhanled and olassified.
BUKVKYS.
From the beginning of the fiscal year until Angost 19 the following field work was
done:
Made field observations and sarrevs neoessary to calculate the area of watersheds
drained by culverts on miles 14 to 24.
Made a survey on mile 8 of a strip of land on the lands of the Joseph Booher
estate upon which to locate a protection levee.
Made borings at lock sites 8 to 21 inclusive.
On August 19 the entire enffiueer force (except Inspector Browne, who was retained
at Tiskilwa to do oflice work), including office men, and consisting of one inspector,
one clexic, one messenger, and two laborers, were transferred to Sheffield for the pur-
pose of engaging on field work from mile 24 to Feeder Junction, near mile 28. These
men were Kept employed until November 16, 1896, and during that time accomplished
the following work : Located three lines of canal from mile 24 to Feeder Junction,
near nule 28; one on Penneys Slough route; a second on my survey of 1893: and a
tiiird on Mr. AVheeler's survey of 1895; amounting in all to 13.1 miles of located
line, and ran levels over and made cross sections of same at 100-foot intervals. Sur-
veyed land lines and connected them with the located line, so as to get data from
which to describe tracts of land required for right of way. In connection with this
work, ran 13.1 miles of located lines, including curves, 3.9 miles of preliminary line,
13 miles of land lines, 14 miles of levels over surveyed lines, 18 miles of levels over
cross sections of located lines, 4 miles of check levels, and 6.1 miles stadia lines in
meandering streams.
During uie month of September, 1896, surveys were made in the vicinity of the
sites of Aqueducts Nos. 2 and 3, to get correct maps in detail of the vicinity, profiles
of the ground on the exact location of the aqueducts, borings showing the character
of the foundations, and high- water levels.
On the I5th of November, 1896, all field work was suspended, and all employees
were laid off except the assistant engineer and one inspector, who continued compu-
tations, etc., in the office, one watchman and one laborer to care for property and
plant in the warehouse and storage yards at Bureau.
On December 31 surveyed lot 104 on mile 23 and went over the ground with wit-
nesses, who testified in the condemnation suit for right of way.
Took levels and field notes necessary to prepare profiles of the eight highway cross-
ings between miles 1 and 16.
Made necessary surveys to obtain notes to determine the amount of unfinished
work from Illinois River, at mile to mile 8.
Marked out boundary of canal right of way from miles 12 to 16, in order to inclose
with a barbed- wire fence.
Made a survey of the Carlson gravel pit and land adjoining upon which gravel
may be obtained; took levels ana cross sections on same, and had borings made to
determine the depths of stripping and of good gravel that may be obtained.
Observed the effect of spring freshets in Bureau Creek upon the canal embankments
and culverts, and run levels at various points to determine the high-water level.
On June 21 parties were put in the field marking out canal prism and Imes of
embankments and sites of lock pits on miles 8 to 1^ in preparation for the work of
ooDstruction by the contractor's forces.
lOSCBLLANBOUS WORK.
Two hundred and fifty pieces of pine timber were loaded on cars and shipped to
Assistant Engineer C. Y. Brainard, Columbiana, 111.
Built a temporary wagon bridge over a washoat in the public road crossing the
canal prism on mile 5.
Took off longitudinal braces and removed two middle bents of the railway trestle
over East Bureau Creek to allow drift and floating ioe to pass freely during the spring
freshets.
Built a wooden bulkhead on top of the breast wall and across the west end of Lock
No. 4 to prevent the flow of East Bureau Creek through the canal during freshets.
Repaired and strengthened a protection levee on mile 7 that was leaking and
threatening to burst during the spring freshet in Bureau Creek in the month of
March, 18S^.
Purchased material and made a contract under ten-day proposals for the construc-
tion of a barbed-wire fence inclosing the canal right of way from miles 12 to 16. The
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2867
contraot was let to E. W. Eddy, of Wyanet, 111., and was completed Jane 7, 1S97,
and eost as follows :
Mile 13:
2,651 pounds barbed wire, at $2.17 per hundredweight $65. 42
718 fence posts, at 13.95 cents each 100.19
20 braces, at 30 cents each 6.00
Inspectini^ material 13.58
Gonstmoting 1.62 miles fence nnder contract, at $41.50 i>er mile. 67. 52
$262.71
Mile 14:
2,343 ponnds barbed wire, at $2.17 per hundredweight 56. 26
713 fence poets, at 13.95 cents each 99. 70
20 braces, at 30 cents each 6.00
Inspecting material 13.59
Constmcting 1.23 milea fence under contract, at $41.50 per mile. 51. 22
226.77
Mile 15:
2,563 ponnds barbed wire, at (9.17 per hundredweight 62. 80
717 fence posts, at 13.95 cents each 100. 10
20 braces, at 30 cents each 6.00
Inspecting material 18.58
Constmetmg 1.51 miles fence nnder contract, at $41.50 i>er mile. 62. 86
245.34
Mile 16:
2,343 ponnds barbed wire, at $2.17 per hundredweight 56. 27
714 fence posts, at 13.95 cents each 99.84
21 braces, at 30 cents each 6.30
Material and constructing 30.5 rods woven- wire fence, at 90 cents
per rod 27.46
One gate 2.50
Inspecting material 13.59
Constmetmg 1.23 miles fence nnder contract, at $41.50 per mile. 51. 22
257.17
Total cost for constmcting 5.59 miles fence 981.99
Cost per mile 177.45
Fifty barrels of Portland cement were hauled by wagons to Princeton and loaded
on cars and shipped to Assistant Engineer C. V. Brainard at Meredosia, HI.
BBiPLOTBBS.
Mr. Charles A. Browne, inspector, was employed dnring the whole year. Mr. J. D.
Truss, jr., inspector, and Mr. C. F. Scott, clerk, were employed until November 15,
1896, when they were laid off, and were reemployed on June 20, 1897. Bfr. Henry
Fox, Mr. George P. Hawley, rodmen, who were laid off when actual operations on
constrnction were suspended, were reemployed on June 20, 1897. All of these gen-
tlemen have been employed on this work during active operations, and have proved
themselves to be thoroughly reliable and competent.
Very respectfully, your obedient servant,
Jas. C. Long, A$9%$tant Enginem'.
Maj. W. L. Marshall,
Corp$ of Engineers, XT. 8, A.
report of maj. w. l. marshall, corps of enoineers.
United States Engineer Office,
Chicago^ Ill.y December 16^ 1896.
General: I have the honor to submit the following report upon the
final location of the western section of the Illinois and Mississippi
Canal from mile 24 to Eock Biver, and to recommend a location.
Under the provisions of the river and harbor act of August 11, 1888,
detailed plans and estimates were reported by me, for the construction
of the canal, June 21, 1890 (House Ex« Doc. Ko. 316, Fifty-first Con-
gress, first session).
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2868 BEPOBT OF THE CHIEF OF ENGINEERS, U. & ARMT.
That report stated that before final location of the canal farther snr-
yeys were necessary, and since September 19, 1890, the foUowing changes
in the location reported have been made by authority of the Secretary
of War.
First The lower rapids of Bock Biver passed by a canal on south
bank instead of north bank. Approved September 24, 1891.
Second. The feeder has been located four miles west, leaving Bock
Biver at Sterling instead of Dixon. Approved January 27, 1896.
The location of the eastern section as far as to mile 24 remains as
originally designed, but the summit level is to be cut down 9 feet below
the plan of 1890.
There now remains to be finally located this part of the western sec-
tion from mile 24 to Bock Biver at the mouth of Green Biver, and it is
this section that is now in question.
The plans submitted by me June 21, 1890, contemplated the Penney
Slough route from the old feeder junction at mile 25 to Bock Biver at
Penney Slough 25 miles distant, but the route is objectionable on account
of the bad crossing of Green Biver, the natural surface of the country
being such that a sufficient headroom under an aqueduct can not be
economically obtained, but the stream must be carried under the canal
through an invert at high water, which plan, in my opinion, is not in
accord with good practice, at a drainage channel of the magnitude and
character of Green Biver. The aqueduct would be in danger at every
high water carrying drift or ice.
The line also is not on favorable ground, the material being nearly
pure sand in some stretches and marsh and bog in others.
The Bock Biver section of this route is bordered by low bottom lands,
the greater part of which is extremely rich agricultural land so low
that fixed dams can not be maintained at any useful height, nor mov-
able dams, even at low water, without soaking and injuring quite large
areas. The necessary depth can not be secured by dams, but channels
must be dredged or blasted in the bed of Bock Biver to secure 7
feet of water. The stream is also crossed by two low railroad bridges,
viz, a double-track bridge belonging to Chicago, Bock Island and
Pacific Bailroad and a single-track bridge of the Chicago, Burlington
and Quincy Bailroad. These bridges can not be altered without large
cost nor probably until after years of delay. The alteration of these
bridges can probably be successfully enforced against the railroad com-
panies, but, in my judgment, if the object desired can be obtained by the
United States at no increased expense, without damaging, taking, or
interfering with private or corporate property, such course should be
pursued. The present project is the construction of a canal of fixed
capacity between two given points, and not the improvement of the
general navigation of Bock Biver on its merits. All material for con-
struction must be hauled from 4 to 8 miles from the nearest railroad.
Qn account of these uncertain elements of cost and practical difficulties
along the Penney Slough route, I had a survey made by J. G. Long in
1893 of a route from the feeder junction to the mouth of Green Biver.
Mr. Long was instructed to survey a line crossing Green Biver at a
practicable point for an aqueduct and continue the canal on the north
side of Green Biver to avoid the large drainage lines which exist south
of the river. The original estimate along this route is published in the
Beport of the Chief of Engineers for 1893, page 2181. This route is
somewhat objectionable on account of bogs and sand hills, but is prefer-
able to the Penney Slough route. Consequently a second route was
surveyed fit>m Mile 24 to the mouth of Green Biver, in 1895-96, by
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APPENDIX I I ^REPORT OF MAJOR MARSHALL. 2869
Assistant Wheeler, with the object of throwing the canal as near as
practicable to other lines of transportation and on heavier soil. This
line with modifications is practically the roate surveyed by M.bjot Ben-
yaord in 1883, known as the Bock Island route in his report.
In making estimates of cost along this line, we have the advantage
of the results of the construction of 13 miles of the canal and of the
awards and agreements for the purchase of right of way over some 60
miles of the canal.
On this ascertained basis of cost, I have caused all old estimates to
be revised, with the results shown on Mr. Wheeler's report, as far as
relate to the section in question, and herein below as far as the entire
canal is in question.
The foUowing are the estimates over the three routes from Mile 24
to mouth of Green Biver:
Penney Sloagh route $2,044,228
Green Rivei roate, 1893 1,985,472
Green River route, 1896 ^.. 2,048,445
Mean 2,026,047
The cost, then, as far as may be judged by estimates on equivalent
bases, may be said to be practically the same by each of the routes.
On the Penney Slough route the damage by flowage is indeterminate.
The crossing of Green Biver is essentiaUy bad, if not entirely inadmis-
sible. The line is most distant firom means of transportation and
supply, and the nature of the earth is not advantageous for the con-
struction of firm, tight banks for the canal.
The latter objection applies to a less degree to the route of 1893, and
least to the route of 1996. The objection to the last-named route is the
great number of drainage structures required. Either Green Biver
route will make the canal about 2 miles shorter than via Penney Slough.
As I believe that the Green Biver route for the western section will
be more easily and cheaply constructed, more economically maintained,
and presents less doubtful or indeterminate elements of expense than
via Penney Slough, I have to respectfiilly recommend the approval of
this route substantially as shown on the maps herewith.
This location, if approved, will complete the definite location of the
oanal throughout its extent
BBVISED ESTIMATES.
The right of way over 29 miles (5 miles at Milan) having been deter-
mined in cost, and about 13 miles of the canal nearly completed, it is
practicable to revise the estimates of 1890. The'cost of the total actual
work already done closely approximates the original estimates. The
cost of the right of way exceeds the original estimates by about 60 per
cent, because (1) the lands have increased in value in thirteen years, (2)
the State laws provide for the payment of all damages to property not
taken, by reason of the canal construction, and (3) because it has been
necessary to increase the width of the strip taken to provide for drain-
age ditches, waste banks, and other purposes. The ascertained rate of
ihcrease of cost of right of way seems, then, the only well-defined cause
for increasing the estimates already sent in, if the old lines are
adhered to.
Theline8,however,have been changed, as heretofore stated, by entirely
relocating the feeder, and probably tibe western seotioiL The estimate^^
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2870 BEPOBT OP THE CHIEF OP ENGINEEKS, V. 8. ARMY.
for these relocated lines have been made on the basis of the increase of
right of way, and independently of former estimates of 1890.
The revised estimates compare as follows :
Section of oanaL
1800.
niinoia BiTor to mUe 24
Mile 25 to Green Biver
OreenKlver to Lower B*pids
▲round Lower Rapide
KavlgAble feeder
Bxtending Sterling feeder to Green Kiver ronte.
Extra ooat of right of way OTer 1890 eetimate
Total
Appropriated to Jnne 80, 1888
To be appropriated
Bevieed estimate, 1888
Original estimate, 1890
$2,886,712.80
1,816,822.70
62,624.00
482,50L90
1,858,888.80
201,890.05
82,882,647.07
2,026,04«.67
. 62,524.00
514.375.78
1,654,733.80
67,052.92
7.127,848.75
7,157,378.74
1,285,000.00
5,922,879.74
7,157,879.74
6,925,960.70
Xzoeaa of reviaed otst original. .
881,420.04
Thesis estimates are for a barge and towpath canal. If steam be used,
the banks thronghont mast be protected against wash.
This work is essential and should be included in the estimates. There
is no stone convenient along the line of the canal nearer than theEock
Biver termini, nor in sufficient quantities or quality there. It must be
hauled from a distance. This consideration, involving the transporta-
tion of over 1,000,000 tons of stone an average distance of 50 miles,
must be regarded in locating the western section.
For revetting the banks an additional estimate is submitted. For
revetting 90 miles canal banks, at $15,000 per mile, $1,350,000. The
paving should be done as the work progresses. For the completion of
the canal there will be required, then —
For animftl traotion canal $6,922,379.74
For steam traction canal 7,272,237. 74
A detailed report upon the survey of the Green Biver route (with
estimates of cost and maps) has been submitted by Assistant Engineer
Wheeler and is forwarded herewith.
Very respectfully, your obedient servant,
W. L. Mabshall,
Major J Corps of Engineers.
Brig. Gen. W. P. Obaighill,
Chief of Engineers^ U. S. A.
(Through the Division Engineer.)
BXPORT OF MB. L. L. WHXBLBB, A8SISTA1TT XNGINSSB.
United States Enoikbeb Officb,
Sterling, III, June S, 1896.
Majobs I have the honor to snbmit the following report upon a survey made by
myself for locating the western section of the Illinois and Mississippi Canal from a
point on the summit leyel to the month of Green River. The eastern section had
been located to the twenty-flffch mile, near the old feeder junction, and the works at
Milan had made Hock fiiver nayigabie to the mouth of Green River. Mr. J. C. Long,
United States assistant engineer, in 1S93 made a survey between these two points
which left the old line in the twenty-ninth mile, kept north of Hickory and Coal
«neksy eroned Gnob Elver east of Spring Creek, and followed the north bank of
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APPENDIX I I REPORT OF MAJOR MARSHALL. 2871
Oreen Rlyor to its mooth. The distance by this line is 1.8 miles less than by the
Penney Slongh line.
The surveys and estimates made by myself for locations of feeder in 1895 had
alko^wn that a feeder leaving Rock River near Sterling would cost $471,680 less than
a feeder on the old line, leaving Rook River near Dixon. The line from Sterling was
TVLSk on the assumption that the summit level of the canal was lowered to grade 199.
The estimates made by Assistant Engineer J. C. Long showed that the increase in
cost of main line due to lowering the summit level from grade 205 to grade 199 was
$45,735. The location of the Sterling Feeder line was approved by the Secretary of
"War, thereby fixing the grade of the summit level at grade 199.
The survey made by myself, therefore, started with the assumption that the sum-
mit level was at grade 199 and had for an object the finding of a line which should
avoid some of the objectionable features of previous lines, and approach as nearly
as possible the line of the Chicago, Rock Island and Pacific Railroad. The obiec-
tions to the Pennevs Slough line, aside from the flowage damages along Rock River
and the uncertainties of cost of improving Rock River are that it is at great distance
from any railroad, requiring materials for construction to be hauled long distances
over very poor roads or the construction of a railroad for many miles to supply mate-
rials, and that the line lies for a large portion of its distance among sand hills and
marshes. The crossing of Green River is at too low a grade, which would now be at
^eater risk than when originally planned on account of the^reat amount of dredg-
ing that has since been done in Green River and its tributaries above the point of
crossing.
The Ime run by Assistant Engineer Long passes over about 2 miles of peaty ground
along Coal Creek, where construction would be diflBcult, and is somewhat objection-
able on account of its distance from the railroad, but to a much less degree than the
Penney Slouf^h route.
The objection to any line lying south of Green River has been the larse number of
drainage lines to be crossed requiring a lar^e number of culverts and aqueducts.
The character of the soil south of Green River is more favorable for construction,
however, than that north of it, and the nearer the main hills south of Green River
are approached the heavier the soil.
In making the survey, therefore, I endeavored to keep the line as far south as pos-
sible, in order to keep on good ground and to be near the Chicago, Rock Island and
Pacific Railroad, and to keep the bottom grade as high as possible in order to cross
the drainage lines under favorable conditions.
Before commencing the survey I made a thorough reconnaissance of the whole
region included between the Penneys Slough line on the north and the Chicago, Rock
Island and Pacific Railroad on the south, and followed out on the ground the old lines
as near as I could. I also looked over the region east of the FeiKler junction with a
view to finding a possible route for bringing the main line near Sheffield. I left
Sterling with survey party October 21 by teams, and commenced work the following
day. I first ran a transit and level line from near the eighteenth mile on the main
line to the summit at Sheffield, one and one-half days being occupied in this work.
The levels showed that there would be a maximum cutting near Sheffield of 60 feet,
and that the crossing of drainage lines, both east and west of Sheffield, would be
difiicult. The earthwork would be heavy for a long distance.
I commenced the new line near the middle of the twenty-fifth mile of the main line,
crossed the oatlet to Devils Slough before it joined Hickory Creek, kept south of
Hickory Creek, and. as soon as the nature of the ground would i»ermit, turned south-
wast toward the railroad.
For a short distance this line is identical with the old Green River line, but they
separated after a short distance because I considered the old line to be on too unsta-
ble ground. The lines do not meet again until near Spring Creek. They are practi-
cally identical from near Gtoneseo to 1 mile east of Green River Station, where they
separate, and do not again unite.
In order to locate the line to the best advantage it was necessary to first approxi-
mately fix the grades of the several levels and then fit the line to these grades as
closely as posaiMe. The profile of the old line was of great assistance to me in fixing
the grades. Levels, cross sections, and borings were kept up with the transit party,
and wherever the elevation or character of ground seemed unfavorable an effort was
made to improve the location.
The party returned to this office November 16, and the work of reducing and
plotting of the notes commenced. The boring part^, however, was left in the field
to make boringp along the Penneys Slough line, which was completed November 23.
After the transit and level notes were reduced and plotted, it was evident that the
line could be improved in some portions, especially between Anna wan and Atkinson,
where there were several carves in the line. A small party was therefore put in the
field December 11, and several miles relocated. The position of the Feeder junc-
tion was also changed and much improved. This work was completed December 17.
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2872 REPORT OF TH^ CHIEF OF ENGINEERS, U. 8. ARHT.
I subsequently looked over the country between Atkinson and Qeneeeo with a yiew
to bringing the line nearer to Oeneseo, but was satisfied this could not be done,
except at great expense and great damage to property in Geneseo.
The notes of this survey have been plotted on the scale of 1 inch = 400 feet and
traced on fourteen sheets, prints of which accompany this report. The profile has
been plotted on a vertical scale 1 inch = 6 feet, and horizontal scale 1 inch = 1,600
feet. The locations of the proposed structures are shown on the maps and profiles,
except that of the wastewier at the west end of the Summit level, which should be
located where the Feeder crosses Hickory Creek, a short distance from the main
line. The location is just outside the limit of the map of that portion of the main
line. The item, however, has been included in the estimates, as the estimates
for the Feeder did not include it. A uniform width of 300 feet has been shown for
right of way except at lock sites. It will be noticed, however, that using this
width, the right of way lines sometimes differ but little from laud lines. In such
cases when the final location is made the center line should be moved slightly to
make the two agree. For several miles along Greeu River but one embankment is
necessary, it being intended to flow the land to the foot of the hills. This survey
was not sufficiently in detail to determine the exact amount of land to be taken, but
a uniform width of 300 feet has been included in the estimates. It is probable,
however, that the amount of land required or damaged will slightly exceed the
amount estimated for in this portion of the line.
An effort was made to keep the line on the south side of Green River all the way
to Rock River, but the conditions were so unfavorable on the south side of the river
below Colona that I decided to cross Green River east of Green River Station, where
a good crossing could be had, and follow the right bank to Rock River. An endeavor
was also made to so locate the line that both railroads at Colona could use one
bridge, but I did not arrive at any feasible scheme by which this could be done.
The Chicago, Burlington and Quincy Railroad can be carried over the canal by a
fixed bridge, but I doubt if this can be done with the Chicago, Rock Island and
Pacific Railroad, and believe that a double-track pivot bridge will be necessary.
The toUl estimated cost of the whole line Is ^,048,445, of which $575,682 is for
earthwork, $409,700 is for locks, $200,800 is for bridges, $603,100 is for drainage
structures, $172,941 is for right of way, and $186,222 is for contingencies. In makins
up these estimates I have used, so far as possible, prices comparable with those used
in the estimate of the Penney Slough route and in Mr. Long's estimate of 1893.
In the Report of the Chief of Engineers for 1894 Mr. Long submits an estimate of
cost from mile 25 to mile 62.3 of $1,689,781 ; but this is on the assumption that the
summit level is at grade 205. In this estimate, however, he omits a lock of 7 feet
lift, which in another estimate he estimates to cost $57,500. There appears to be
no estimate for contingencies.
In his comparative estimate of cost of miles 19 to 29, inclusive, the cost of miles
26, 27, 28, and 29 is $233,541, with summit at grade 205, and of miles 25, 26, 27, 28,
and 29 is $224,786, with summit at grade 199. He estimates for a width of 250 feet,
at prices ranging from $30 to $65 per acre, while I have estinated for a width of 300
feet, at a uniform price of $100 per acre. The width of 300 feet I consider to be
none too much, and the prices paid for right of way already acquired show that an
estimate of $100 per acre does not cover the cost to the United States. Increasing
the right of way to 300 feet width, at $100 per acre, his estimate for right of way
becomes $135,600, an increase of $66,449.
His estimate, then, with summit at grade 199 from mile 24 to mile 62.3 would be
$1,689,781 plus $57,500, minus $233,541, plus $224,786, plus $66,449, plus $180,497 (con-
tingencies) =$1,985,472.
By your direction I have revised the estimate of cost of the Penney Slough route.
This revised estimate has been prepared by using Mr. Long's estimate for cost of
summit level at grade 199 from the twenty-fourth mile to the twenty-eighth mile, and
increasing the estimates of 1890 by 12^ per cent for all mechanical constructions to
Penney Slough over prices of similar structures on the Green River line, and increas-
ing acreage of right of way 50 per cent and making the price $100 per acre. The
estimate of cost of miles 52 to 64, inclusive, along Rock River has been taken the
same as in the estimates of 1890. The total revised estimated cost, with 10 per cent
added for contingencies, is $1,996,208.
Since the survey for the Penney Slough line was made, at least one new highway
has been opened requiring one additional bridge, and several large dredged ditches
have been dug across the proposed line. The cost of the ad£tional structures
reouired by these changes, with 10 per cent added for contingencies, would be
$48,015, which increases the total given above to $2,044,223.
The estimates of 1890 assumed that the owners of bridges over Rook River would
modify them at their expense so as to permit navigation past them. It has been
decided, however, in the district court of the southern district of Ohio (50 Fed. Rep.,
p. 406) that sections 4 and 5 of the river and harbor act of September 19, 1890. pro-
viding penalty for maintaining obstructions to navigation, are unconstitutional.
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2873
Bhoald this decision be sostaiiied, then, it is highly probable that the United States
would hare to pat draw spans in one doable-track and one single-track railway
bridge, and the cost of the Penney Slough route increased thereby.
The estimated cost of the three routes for reaching Rock River at the mouth of
Green River is as follows :
Estimate of 1890, the Penney Slough route $2,044,223
Estimate of 1893 1,985,472
Estimate of 1896 2,048,446
On account of its being more accessi^^le, it is probable that the last line can be
built at a much less price per unit than either of the others, although, as far as pos-
sible, the estimates have Men made on the same basis. The material met on this
line is much better than on either of the others, and a canal built on it would be
more cheaply maintained. Throughout all the lines very little material will be met
that can be used in structures. There is no rock until Rock River is reached, and
no timber that can be made ose of in structures. At Colona sandstone can be obtained
suitable for riprap or for slope paving, bat not hard enough for any masonry which
would be touched by boats. Gravel suitable for coucrete is not found on either of
the lines, and good mortar saud will be very difficult to obtain. Practically all the
materials for strnctures will have to be brought from other sources, and this fact
alone should have large weight in determining the route to be adopted.
In making this survey and preparing the maps and estimates I have been assisted
by Messrs. A. O. Rowse, Max Heinze, J. G. Palmer, J. B. Bassett, C. J. Chambers,
and F. B. Dais.
Very respectfully, your obedient servant,
L. L. Whbeler, A$9iBtant Ei^nwr.
Mai. ^* L- Mabshall,
Cwrp$ of JEngin0er$, U. 8, A.
Detailed eeHrnaU of ike eoet of weetem eection from mile $d to mile 6X,S at mouik of
Oremi River,
Mile 25:
52,107 cubic yards excavation, at 15 cents $7,816.05
24,141 cubic yards embankment, at 15 cents 8,621.15
86.86 acres right of way, at $100 3,636.00
Fencing 640.00
Total 15,713.20
Mile 26:
40,360 cubic yards excavation, at 15 cents 6,052.50
44,766 cubic yards embankment, at 16 cents 6,714.90
1 10-foot arch culvert, at $8,000 8,000.00
1 highway bridge, at $5,800 5,800.00
86.36 acree right of way, at $100 3,636.00
Fencing 640.00
Total 30,843.40
Mile 27: «===.
13,308 cubic yards excavation, at 15 cents 1,996.20
78,212 eubic yards embankment, at 15 cents 11,73L80
1 10-foot arch culvert, at $8,000 8,000.00
1 highway bridge, at $5,800 5,800.00
36.36 acres right of way, at $100 3,636.00
Fencing 640.00
Total 31,804.00
Mile 28:
24,187 cubic yards excavation, at 15 cents 8,628.05
68,544 cubic yards embankment, at 15 cents 10,281.60
1 48.inch pipe culvert, at $4,500 4,500.00
1 highway bridge, at $5,800 5,800.00
1 300-foot wasteweir 5,000.00
36.36 acres right ofway, at $100 : 3,636.00
Fencing : 640.00
Total 33,485.66
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2874 BEPOBT OF THE CHIEF OF ENGINEEBBy U. 8. ARMY.
Mile 29:
S2;00e cable yards excavatioii, at 15 cents $4,801.20
53;596 cubic yards embankmenty at 15 cents 8,089.40
1 10-foot arch culvert 8^000.00
2 highway bridges, at $5,800 11,600.00
87.26 acres right of way, at $100 3^726.00
Fencing 640.00
Total 36,806.60
MUeSO:
5,460 onbio yards excavation, at 15 cents 819.00
84,988 cubic yards embankment^ at 15 cents 12,748.20
1 48-inch pijie culvert - 4,500.00
Lock No. 22, 6 feet lift 88,600.00
Lock-keeper's dwelling ^ 2,500.00
89.35 acres right of way, at J$100 8,935.00
Fencing 640.00
Total 63,742.20
Mile 31:
127,466 cubic yards embankment, at 15 cents 19, 119.90
2 30-foot aqueducts, at $20,000 40,000.00
1 highway Dridge.« 5,800.00
36.36 acres right of way, at $100 3,636.00
Fencing 640.00
Total 69,195.90
Mile 32:
5,172 cubic yards excavation, at 15 cents '. 775.80
97,180 cubic yards embankment, at 15 cents 14,577.00
148-inch pipe culvert .' 4,500.00
36.36 acres nght of way, at $100 3,636.00
Fencing 640.00
Total 24,128.80
Mile 33:
39,000 cubic yards excavation, at 15 cents 5,850.00
52,900 cubic yards embankment^ at 15 cents 7, 935.00
148-inoh pipe culvert 4,500.00
86.36 acres nght of way, at $100 £636.00
Fencing 640.00
Total 22,561.00
Mile 84:
a869 cubic yards excavation, at 15 cents 998.85
97,778 cubic yards embankment, at 15 cents 14^666.70
2 48-inch pipe culverts, at $4,500 9,000.00
1 highway bridge 5,800.00
86.36 acres right of way, at $100 8,636.00
Fencing 640.00
Total 84,742.55
Mae35:
15,058 cubic yards excavation, at 15 cents 2,258.70
78,774 cubic yards embankment^ at 15 cents 11,066.10
1 48-inch pipe culvert 4, 500.00
1 highway bridge 5,800.00
86.36 acres right of way, at $100 8,636. 00
Fencing 640.00
Totia 27,90a80
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2875
RJ-
Mile 36:
3, §,796 cubic yards exeavatioo, at 15 cents |1,319.40
j^i 79,866 cubic yards embankmeDt, at 15 cents 11,979.90
j^, 160-foot aqueduct 80,000.00
*i 1 10-foot arch culvert 8,000.00
;., 86.36 acres right of way, at$100 8,636.00
__ Fencing 640.00
^ Total 65,575.30
Mile 87: ===
Hf 1,568 cubic yards excayation, at 15 oents 235.20
2^, 118,056 cubic yards embankment, at 15 cents 17,708.40
{'t 148-inch pipe culvert 4,500.00
jij 1 12-foot arch culvert 10,000.00
i\ 1 highiv ay bridge 5,800.00
z\ 86.36 acres right of way, at$100 3,636.00
;;i Fencing 640.00
[Sj Total 42,519.60
- Mile 38: ===
100,997 cubic yards excavation, at 15 cents 15, 149.55
ti| 22,090 cubic yards embankment, at 15 oents 3,313.50
A 2 highway bridges, at $5,800 11,600.00
,li LockNo. 23, lOfeetlift 48,600.00
^ Lock keeper's dwelling 2,500.00
\jfl 87.17 acres right of way, at $100 8,717.00
Fencing 640.00
f Total 85,520.05
Mile 39: =====
ff 22,927 onbic yards excavation, at 15 cents 3,439.05
64,792 cubic yards embanlunent, at 15 cents 9,718.80
i» 1 48-inch pipe culvert 4,500.00
fli 1 highway bridge 1 5,800.00
9 40.10 acres right of way, at$100 4,010.00
Fencing 640.00
9
s Total 28,107.85
Mile 40: ===
J 40,684 cubic yards excavation, at 15 cents 6,102.60
58,066 cubic yards embankment, atl5cents 8,709.90
1 highway bridge 5,800.00
86.36 acres right of way, at$100 8,636.00
Fencing 640.00
Total 24,888.50
Mile 41: ===»
698 cubic vards excavation, at 15 cents 104.70
100,826 cubic yards embankment, at 15 cents 15, 123.90
1 48-inoh pipe culvert 4,500.00
110-foot arch culvert 8,000.00
1 highway bridge 5,800.00
86.36 acres right of way, at$100 8,636.00
Fencing 640.00
Total 87,804.60
Mile 42: ===
108.330 cubic yards embankment, at 15 oents 16, 249.50
1 48- inch pipe culvert 4,500.00
1 10-foot arch culvert 8,000.00
1 highway bridge 5,800.00
86.36 acres right of way, at $100 8,636.00
Fencing 640.00
Total 88,825.50
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2876 BBPOBT OF THE CHIEF OF EKGINEESS, U. & ABMT.
MUe48!
22^016 onbio yards excayation, at 15 cents $8,902.25
66,81^ oubio yards embaakment, at 15 cents 10,022.70
1 48-inoh pipe culvert 4^500.00
1 highway bridge 6,800.00
36.36 acres right of way, at $100 .• 3,636.00
Fencing 640.00
Total 27^900.95
Mile 44: "^'^''^''''^^^
2,557 cubic yards excavation, at 15 cents 383.55
112.204 cubic yards embankment, at 15 cents 16,830.60
1 90-foot aqueduct 40,000.00
2 highway bridges, at $5,800 11,600.00
36.36 acres right of way, at$100 3,636.00
Fencing 640.00
Total 73,090.15
MUe45:
18,812 cubic yards excavation, at 15 cents 2,821.80
75.778 cubic yards embankment, at 15 cents 11,366.70
2 48-inch pipe culverts, at $4,500 9,000.00
36.36 acres right of way, at $100 3,636.00
Fencing ., 640.00
Total 27,464.50
Mile 46:
40,156 cubic yards embankment, at 15 cents 6,023.40
49,885 cubic yards excavation, at 15 cents 7,482.75
1 highway bridge 5,800.00
86.38 acres right of way, at $100 3, 636. 00
Fencing 640.00
Total 23,582.15
Mile 47:
24,390 cubic yards excavation, at 15 cents 3,658.50
90,396 cubic yards embankment, at 15 cents 13,559.40
1 10-foot arch culvert 8,000.00
148-inch pipe culvert 4,500.00
86.36 acres right of way, at$100 8,636.00
^ Fencing 640.00
Total 33,993.90
ime48:
44,217 cubic yards excavation, at 15 cents 6^632.55
56.476 cubic yards embankment, at 15 cents 8,471.40
2 48-inch pipe culverts, at $4,500 9,000.00
1 highway bridge 5,800.00
86.86acresrightof way, at$100 3,636.00
Fencing 640.00
Total 84,179.95
Mile 49:
9,630 cubic yards excavation, at 15 cents 1,444.50
62,704 cubic yards embankment, at 15 cents 9, 405. 60
40^304 cubic yards excavation, Oreen Biver Cut-off, at 15 cents .... 6, 045. 60
148-inch pipe culvert 4,500.00
Ihighway bridge 5,800.00
1 waste weir 300 feet long 5,000.00
Look No. 24, 11 feet lift 50,000.00
Look keeper's dwelling 2,500.00
67.79 acres right of way, at$100 6,779.00
Fencing 640.00
Totifcl 92,114.70
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APPENDIX I I — REPORT OF MAJOR HARSHALU 2877
Mile 50:
5,679 onbio yards exoavation, at 15 cents 1851.85
44,272 cabic yards embankment, at 15 cents 6,640.80
1 highway bridge 5,800.00
40.75 acres right of way, at$lOO 4,075.00
Fencing 640.00
Total 18,007.65
Mile 51:
5,336 cubic yards excavation, at 15 cents 800.40
83,665 cabic yards embankment, at 15 cents 12,549.75
1 90-foot aqnedact 40,000.00
86.36 acres right of way, at $100 3,636.00
Fencing 640.00
Total 57,626.15
Mile 52:
8,061 cabic yards excavation, at 15 cents 1,209.15
100.689 cubic yards embankment, at 15 cents 15, 103.35
1 48-inch pipe culvert 4,500.00
1 10-foot arch culvert 8,000.00
36.36 acres right of way, at$100 8,636.00
Fencing 640.00
Total 33,088.50
Mile 53:
25,053 cubic yards excavation, at 15 cents 3,757.95
41,718 cubic yards embankment, at 15 cents 6,257.70
llO-foot arch culvert 8,000.00
36.36 acres right of way, at$100 3,636.00
Fencing 640.00
Total 22,291.66
Mile 54:
21,661 cubic yards excavation, at 15 cents 3,249.15
74,734 cubic vards embankment, at 15 cents 11,210.10
1 double 10-toot arch culvert 15,600.00
1 highway bridge 5,800.00
Lock No. 25, 9 feet lift 44,600.00
Lock keeper's dwelling 2,500.00
89.37 acres right of way, at $100 3,937.00
Fencing 640.00
Total 87,636.25
Mile 55:
38,669 cubic yards excavation, at 15 cents 5,798.85
69,141 cubic yards embankment, at 16 cents 8,871.16
1 lO-foot arched culvert 8,000.00
1 highway bridge 6,800.00
Lock No. 26, 10 feet Uft 48,600.00
Lock keeper's dwelling 2,600.00
38.31 acres right of way, at $100 ^83L00
Fencing 640.00
Total 84,041.00
Mile 66:
6,346 cubic yards excavation, at 15 cents 801.90
106,030 cubic yards embankment, at 16 cents 15, 754. 60
8 48-inch pipe culverts, at $4,500 13,500.00
86.36 acres right of way, at $100 3,636.00
Fencing 640.00
Total 34,332.40
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. 2878 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY.
Mile 57:
2,832 cabio yards ezoavation, at 15 cents $424.80
112,226 cnbic yards embankment, at 15 cents 16,833.90
2 48-incb pipe culverts, at $4,500 9,000.00
1300-foot aqueduct 75,000.00
46.47 acres right of way, at $100 4,647.00
Fencing • 640.00
Total 106^546.70
Mile 58:
68,262 cubic yards ezoaTation, at 15 cents 10,239.30
51,756 cubic yards embankment, at 15 cents 7, 763. 40
2 48-Inch pipe culverts, at $4,500 9,000.00
Lock No. 27, 8 feet lift 42,500.00
Lock keeper's dwelling 2,500.00
86.36 acres right of way, at $100 3,636.00
Fencing 640.00
Total 76,278.70
Mile 59:
17,735 cubic yards excavation, at 15 cents 2,660.25
76,309 cubic yards embankment, at 15 cents 11, 446. 35
2 48-inch pipe culverts, at $4,500 9,000.00
1 highway bridge 5,800.00
36.36 acres right of way, at $100 3,636.00
Fencing 640.00
Total 33,182.60
MOeOO: '
52,236 cubio yards excavation, at 15 cents 7,835.40
32,381 cubic yards embankment, at 15 cents 4,857.15
35,811 cubic yards excavation, Green River Cut-off, at 15 cents '5, 371. 65
3 48-inch pipe culverts, at $4,500 13,500.00
1 double-track railway bridge 30,000.00
Lock No. 28, 7 feet lift 40,800.00
Lock keeper's dwelling 2, 500. 00
58.13 acres right of way, at $100 5,813.00
Fencing 640.00
Total 111,317.20
Mile 61:
145,267 onbic yards excavation, at 15 cents 21,790.06
16,214 cubic yards embankment, at 15 cents 2, 282. 10
1 wasteweir 5,000.00
148-inch pipe culvert 4,500.00
1 highway bridge 5,800.00
1 single-track railway bridge 20, 000. 00
86.36 acres right of way, at $100 8,636.00
Fencing 640.00
Total 63,648.15
Mile 62:
40,446 cubic yards excavation, at 15 cents 6,066.90
51,959 cubic yards embankment, at 15 cents 7, 793. 85
248-inch pipe culverts, at $4,500 9,000 00
86.36 acres right of way, at $100 3,636.00
Fencing 640.00
Total 27,136.75
Mile 62.3 r
3,952 onbic yards excavation, at 15 cents 592.80
31,756 cubic yards embankment, at 15 cents 4,763.40
148-inch pipe culvert 4,500.00
Lock No. 29, Ufeetlift 76,000.00
Look keeper's dwelling ^600.00
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2879
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APPENDIX I 1 — ^REPORT OP MAJOR MARSHALL. 2879
MUe 62.3— Gontiniiea.
21.51 acre* right of way, at $100 13,151.00
Feaoing 192.00
Total 90,699.20
Grand total 1,862,222.70
ContingeDcies, 10 percent 186,222.27
Total estimated cost 3,048,444.97
S Hw rn ar ff of coti qf we$tem §eetionfrom miU 24 to miU eiJ.
1,021,010 cabio yards exoavation, at 15 cents $153, 151.50
2,740,153 cabic yards embankment, at 15 cents 411, 112. 95
76, 115 cable yards new channels for Green River, at 15 cents 11, 417. 25
llock, 14 feet lift 76,000.00
1 lock, 11 feet lift 50,000.00
2 locks, 10 feet lift 97,200.00
1 lock, 9 feet lift 44,600.00
1 lock, 8 feet lift 42,500.00
1 lock, 7 feet lift 40,800.00
llock, 6 feet Uft 38,600.00
26 highway bridKOS, at $5,800 150,800.00
1 doable-track pivot railroad bridge '. 30,000.00
1 single-track fixedrailroad bridge 20,000.00
35 48-inch pipe cnlverts, at $4,500 157, 500.00
10 10-foot arch culverts, at $8,000 80,000.00
1 12-foot arch calvert 10,000.00
1 doable 10-foot arch culvert 15,600.00
2 30-foot aqueducts, at $20,000 40,000.00
1 60-foot aqueduct 30,000.00
2 90-foot aqaedaots, at $40,000 80,000.00
1 300- foot aqueduct 75,000.00
3 300-foot wasteweirs, at $5,000 15,000.00
8 lock-keepers' dwellings, at $2,500 20,000.00
1,484.29 acres of right of way, at $100 148, 429.00
38.3 miles fencing, at $640 24,512.00
Grand total 1,862,222.70
Contingencies, 10 per cent 186, 222.27
Total estimated cost 2,048^444.97
letter of the ohiep of engineers.
Office of the Ghief of Engineers,
United States Army,
Washingtony D. 0^ February P, 1897.
Major: Your letter of December 16 last, on the final location of the
western section of the Illinois and Mississippi Canal from mile 24 to
Bock River, was dnly received and submitted to the Secretary of War
by indorsement of December 29, recommending the. approval of the
Green Eiver route as laid (k>wn on the maps accompanying yonr report.
This recommendation was approved by the Secretary of War under
date of the 1st instant.
By command of Brig. Gen. Wilson:
Very respectfully, your obedient servant,
A. Maokbnzis,
Lieut. OoUj Oorpi of JBJngineen.
Maj. W. L. Marshall,
Corps of JEngineeri.
(Through the Division Engineer.)
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2880 BEPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
118.
OPERATING AND CARE OF ILLINOIS AND MISSISSIPPI CANAL: CAKAIi
AROUND LOWER RAPIDS OF ROCK RIVER AT MILAN, ILL.
This canal is ^ miles in length, sarmoanting a fall of 18 feet, and
the works operated and cared for inclade 3 locks, 3 swing bridges, 7
slaiceways, 1 arch calvert, 3 lock hoases, 1 office building, and 2 dama.
The canal was formally opened to navigation April 17, 1895.
On account of three tixed bridges across Bock Eiver a few miles above
the head of the canal, its traffic is restricted to excursion craft and to
barges and such small steam craft as may pass under the bridges.
Proceedings are in progress to compel the city of Moline to alter its
bridge, but the authority of the Secretary of War has been denied by
the city of Moline. The United States district court for the northern
district of Illinois in a preliminary opinion sustains the United States
authority, and the city of Moline has until October, 1897, to answer the
information and complaint of the United States.
The canal and its accessory works have been operated and maintained
in good order during the past year^ all lock gates and sluice gates and
the lock keepers' houses were painted, also the fences about lock hoases
and the signal apparatus at bridges.
Fenders were placed on the crib approaches to guard lock; movable
roofs for main supports of sluice gates were constructed and painted;
willow settings planted as an experiment to protect canal banks, and
lupin seeds planted on sandy banks for the same purpose.
During the season of navigation vessels of 56,621 tons passed through
the canal; 1,53L lockages were made; 1,151 passengers and 9,583 tons
of freight passed through.
The freight was mainly coal. The amount of it is limited by the
obstructive bridges, especially the Moline Wagon Bridge, but the coal
by canal controls the price at Davenport and vicinity, and this result
has been in effect ever since the opening of the canal. A reduction
of price of from 3 to 4 cents per bushel, or approximately $1 per ton,
on all soft coal used has resulted, which has already justified the con-
struction of this part of the canal as an independent work.
The change in the Moline Bridge will make this canal an important
line of transportation for coal.
There was expended during the year ending June 30, 1897, $4,752.46|
exclusive of outstanding liabilities, $869.70.
DiBhur9efMniB, JUoal year 1897.
Operating locks and bridges $2,761.94
Dredginff at entrance to lower lock 952. 12
Care and repair of property and plant 530. 26
Superintendence and office 469.93
Property 38.21
Total 4,752.46
Money statement
Jnly 1, 1896, balance unexpended (outstanding) $43.61
July 1, 1896, aUotment for fiscal year 6,500.00
6,543.61
June 30, 1897, amount expended during fiscal year 4, 752.46
July 1, 1897, balance unexpended 1,791.15
July 1, 1897, outstanding liabilities 869. 70
July 1, 1897, balance ayailable 921.45
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APPENDIX I I — BEPOBT OF MAJOR MARSHALL.
2881
REPORT OF MR. L. L. WHEKLKR, ASSISTANT SMGINSER.
Sterijng, III., June SO, 1897.
Major: I have the honor to submit the following report on the operating and
care of canal aronnd Lower Rapids of Rock River during the fiscal year ending
June 30, 1897.
The canal was closed to navigation bv ice on November 27 and opened again March
27. No serious accident occurred in the operation of the canal and the condition
of the banks and structures is practically the same as at date of last report. A
heavy run of ice last March, followed by a high stage of water, passed without
damaging the works except that the bottom of the river was eroded below the south
dam. The river is still at too high a stage to permit a thorough examination of the
river bed to be made. The levels were maintained during the winter und permits
were sold for cutting ice from the canal, and the proceeds, $64, transmitted to
Chicago.
All of the lock gates and sluice gates were painted. The three lock-keepers'
houses were given two coats of paint and the roofs also painted. The signal appara-
tus at the bridges was cleaned, ad^|usted, and paiuted. The fences about houses
and grounds were painted. Fenders were placed on the crib approaches to the
guard lock.
Movable roofs for Taintor gates were designed, materials purchased, and roofs for
the three gates at guard lock built. The house at Lock 36 was struck by lightning,
a chimney thrown down and other small damage done. The necessary repairs were
made.
A number of willow settings were planted as an experiment in protecting embank-
ments against wave wash, and some lupin seeds were sown as an experiment in
covering sandy banks with vegetation.
The commerce through the canal is almost entirely confined to the transportation
of conl from the mines along Rock River to the cities oil the Mississippi. The coal
trade Is steadily on the incresiso and before the end of the present season will reach
considerable dimensions, provided the boats are able to reacli the mines. The Moline
wagon bridge so obstructs navigation that if Rock River should be at even a
medium stage, the boats now engaged in the eoal trade would not be able to pass
under it.
Herewith is a table showing commerce through the canal since April 17, 1895, the
date when it was opened to navigation.
Very respectfully, your obedient servant,
L. L. WiiEELEU, AsHatant Engineer,
MaJ. W. L. Marshall,
Corpi of Engineer; U, 8, A,
Traffic on ike weetem section Illinois and Mississippi Canal since Jpril 17, 1895,
Year ending Jnne 30—
1805.
1896.
1897.
............................ namber .
24
858
879
186
8.539
6
150
115
4,065
14.255
562
3,634
1,865
389
Barges
do
831
8team boats
............................... tons
10, 037
46,584
1,531
1 161
Bargra
do
Loc Kages
............. . ... ...nnnibor
Passencers
do
Freight
_ tonti.
9,583
I I 9.
REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING
NAVIGATION.
On November 10, 1896, the steam canal barge OAtna, aboat 59 tons
net tonnage, while being towed up the North Branch, Chicago Eiver,
sunk in one of the draws of the bridge at Chicago avenue and totally
obstructed navigation through that draw.
ENG 97 181
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2882 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
Notice was given to owner and proposals invited for removing and
disposing of the wreck, by public advertisement dated November 23,
1896. Proposals were opened December 23, 1896, and the contract
awarded to the Dunham Towing and Wrecking Company of Chicago,
at $495, under which contract the wreck was removed, towed out into
the lake and sunk in 60 feet of water about January 14, 1897. An old
boiler and hand steering wheel were saved from the wreck and sold on
May 10, 1897, at public auction to the higljest bidder for $4.10, which
was deposited to the credit of the United States Treasurer on account
of appropriation ^^Eemoving sunken vessels or craft obstructing or
endangering navigation, indefinite."
Money statement
To allotment (E.D. File No. J^i*^) $549.71
By advertising $28.50
By printing specifications 25.00
By amount paid contractor 495.00
548.50
By outstanding liabUities June 30, 1897* 1.21
549.71
I I ID.
PRELIMINARY EXAMINATION OF UPPER ILLINOIS RIVER AND LOWER
DES PLAINES RIVER. ILLINOIS, WITH A VIEW TO EXTENSION OF NAV-
IGATION FROM ILLINOIS RIVER TO LAKE MICHIGAN AT OR NEAB
CHICAGO.
[Printed in House Doo. No. 333, Fifty-fourth Congress, second session.]
Office of the Chief of Engineers,
United States Army,
Washington^ D. 0., March 2^ 1897.
Sir: I have the honor to submit the accompanying report of Jan-
uary 27, 1897, by Maj. W. L. Marshall, Corps of Engineers, of the results
of a preliminary examination of the upper Illinois Eiver and lower
Des Plaines River, Illinois, with a view to extension of navigation from
Illinois River to Lake Michigan, at or near Chicago, made in compliance
with requirements of the river and harbor act of June 3, 1896.
Major Marshall states that the locality embraces an important com-
mercial route between the Great Lakes and the Mississippi River system,
and its utility and worthiness have long been recognized by Congress.
The division engineer, Col. Henry M. Robert, Corps of Engineers, is
of the opinion that the upper Illinois and lower Des Plaines rivers are
worthy of improvement, and I concur in his views.
It is estimated that the cost of the necessary survey and preparation
of detailed plans of* improvement will be $75,000.
Very respectfully, your obedient servant,
John M. Wilson,
Brig. Oen.y Chief of Ungineers, U. 8. Army.
Hon. Daniel S. Lamont,
Secretary of War.
* Telegrams to and from Washington, accounts for which were sent to Washington
for payment (G. O. No. 8, A. G. O., 1896) December 18, 1896, and January 8, 1897,
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appendix i i — ^report of major marshall. 2883
bbpobt of maj. w. l. marshall, corps of enoineers.
United States Engineer Office,
OhicagOj III,,, January 27, 1897.
General: In accordance with yoar letter dated August 11, 1896, 1
have the honor to submit the following report upon a preliminary exami-
nation of ** the upper Illinois Kiver and lower Des Plaines River, with
a view to extension of navigation from Illinois River to Lake Michigan
at or near Chicago,^' directed by the river and harbor act of June 3, 1896.
With reference to this proposed waterway I have to say that quite
detailed surveys have heretofore been made, dating back to 1825 and
in more recent years, by the following officers:
Gen. J. H. Wilson, 1867, report published in House Ex. Doc. !No. 16,
Fortieth Congress, iirst session.
Colonel Macomb, Corps of Engineers, Report Chief of Engineers,
1876, Volume II, page 525.
M^. W. H. H. Benyaurd, Corps of Engineers, Report Chief of Engi-
neers, 1884, page 1958.
Board of Engineers on Hennepin Canal and Illinois and Michigan
Canal, Report Chief of Engineers, 1887, page 2125.
Capt. W. L Marshall, Corps of Engineers, Report Chief of Engi-
neers, 1890, page 2419.
The latter reports are in so full detail that little can now be added to
them by any preliminary examinations, as such are understood by me,
and all that can be submitted now is simply a repetition of a small
part of the information contained in these reports, with a brief state-
ment of the conditions brought about by local engineering works con-
structed for drainage purposes by the trustees of the sanitary district
of Chicago.
Any waterway constructed will extend from Lake Michigan, at the
rooutli of either the Chicago or Calumet rivers, and terminate at Lasalle
qr Utica, on the Illinois River. The routes are of about equal lengths
from navigable water in Calumet or Chicago rivers to the present head
of navigation in the Illinois RiVer, 97 miles.
The Illinois and Michigan Canal is now the only navigable connec-
tion, and extends from Chicago River, about 5 miles above its mouth, to
Lasalle. It is 96 miles long, 60 feet wide at the water surface, 36 feet
wide at bottom in earth excavation, and 48 feet wide in rock, with locks
110 feet long, 18 feet wide, having 6 feet of water over miter sills. It
is navigated by boats about 97 feet long, 17 feet 6 inches wide, and 5
feet draft. The lockage is 141 feet, made by fifteen locks.
The sanitary district of Chicago has nearly completed a canal for
drainage purposes from Chicago River at Roby street to near Lockport
from 18 to 22 feet in depth below the proposed water surface, and vary-
ing in width from 160 feet in rock to more than 200 feet in earth, a length
of 28 miles, which may be made available as part of any enlarged water-
way over the route in question, and is of much greater dimensions than
required by any commercial canal adapted for the conditions and
requirements of present or prospective traffic by water between Lake
Michigan and the region along the water courses of the Mississippi
Valley. To comply with the law of the State of Illinois, it has been con-
structed of a capacity to discharge 600,000 cubic feet per minute through
the section excavated in rock, and 300,000 cubic feet per minute through-
out the earth section. The law requires a discharge of 20,000 cubic feet
per minute for each 100,000 inhabitants of the drainage distriot| which
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2884 REPOBT OP THE CHIEF OP ENGINEERS, U. S. ABMT.
coDdition at present requires more than 300,000 cubic feet and in a few
years will require the full 600,000 cubic feet discharge through the canaL
The taking of water from Lake Michigan , however, for drainage purposes
(or rather for dilution of sewage) has not yet been authorized by Con-
gress. This deep channel abruptly termiuates at Lockport, and it is
proposed to discharge the water through controlling gates into a non-
navigable tail race down the slope to and through the city of Joliet into
the lower Des Plaines and Illinois rivers. Any navigable channel,
therefore, constructed in continuation of the drainage canal must con-
nect with this canal at Lockport and terminate at or above Lasalle,
about 66 miles distant, but the lockage after the opening of the drainage
caual will be reduced by the amount that the increas^ discharge will
raise the water surface of the Illinois Eiver at Lasalle, increased by the
slope in the drainage canal from Lake Michigan to Lockport, or, say, at
least 12 feet when the drainage canal is actually discharging. This will
result in reducing the number of locks required in any of the proposed
schemes by one, but will substitute an obstruction due to the current
in the canal and river, repeated in each pool of the river, if the natural
channel be improved.
In carrying the improvement from Lockport to the head of naviga-
tion on the Illinois Eiver at Lasalle or Utica, it is necessary to either
practically enlarge the Illinois and Michigan Canal throughout or adopt
a mixed improvement by canal from Lockport to Lake Joliet, 8 miles;
canal around Marseilles Eapids, 2miles; and improve the upper Illinois
Biver the remaining 54 miles to (Ttica by locks and dams. It has been
generally conceded that throughout the distance from either Chicago
River or Calumet River to Lake Joliet an artificial channel or canal
must be constructed or the existing canal enlarged. From this point
to Utica a, choice of routes, either by enlargement of existing canal or
by river, has been presented. The river route was rejected by the orig-
inal projectors of the existing water route, but was preferred by Major
Benyaurd in his report of survey made in 1883 (Report Chief of Engi-
neers, 1884, p. 1958), whose conclusions were accepted without question
by the Board of Engineers of 1886. HJ3 estimates from Joliet to Lasalle
for locks 350 feet long, 75 feet wide, 7 feet deep, was $3,433,562, and for
locks the size of the Hennepin Canal, 170 by 30 feet by 7 feet depth,
$1,975,446; but as there are nine locks to be built, and the locks and
dams already built on the lower Illinois cost more than $500,000 each,
this estimate is evidently much too small even for 7-foot draft. In his
report it was assumed without question that the river route is practi-
cable at all stages of water. The hydraulics of the river were not at all
considered, nor the conditions under which the works must now be con-
structed, due to a probable low-water discharge ten times the natural
low- water discharge of the stream.
In the 64 miles from Joliet to Lasalle the river's descent is 90 feet,
distributed unequally in pools and rapids. Its low- water discharge is
to be increased by 10,000 cubic feet per second, which will make the
construction and repairs of locks and dams more difficult and expen-
sive, and its extreme high-water discharge will be increased to proba-
bly eighty times its present low- water discharge, or to near 80,000 cubic
feet per second. A current will be introduced into the so-called slack-
water system even at low water, and at stages approaching extreme
high water hydraulic formulae indicate that the improved stream with
such slopes a^ will exist will be not navigable at all by ascending craft
over 22 miles of the 43 miles between the mouth of the Kankakee
River, where the Illinois River is formed, and Utica, the head of the
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APPENDIX I I — REPORT OP MAJOR MARSHALL. 2885
slack water on the IlIiDois River. In this coDnection reference is made
to the discussion in the Annual Report of the Chief of Engineers, 1890,
l)age 2439, and on })age 2470.
There are four ways of constructing a navigable waterway via the
valley of the Illinois and Des Plaines rivers below Joliet practicable
at all stages of water.
First. By canaling past the 22 miles where the high-water velocities
are excessive.
Second. By constructing the dams so high or so short that the area
of spillways shall be small in con)])ari8on with the cross section of the
pools, either of which means wide overflowed areas.
Third. By much enlarging the natural waterway throughout the
pools by excavation.
Fourth. By enlarging the existing canal or constructing another
throughout the entire line.
With the understanding that the waterway can not be navigated at
the highest stages of water, which are infrequent and of short dura-
tion, the route by the river may be constructed at much less expense
with capacious locks than a canal of similar capacity for passing ves-
sels; but the river improvement in any event should stop at Lake Joliet,
thence to Lake Michigan by canal. This would involve the construc-
tion of an enlarged canal for 8 miles from Lake Joliet to the terminus
of the navigable portion of the Chicago drainage canal.
DIMENSIONS.
In regard to the capacity of the improvement, the act of June 3, 1896,
directing this preliminary survey states its object to be " the extension
of navigation from Illinois River to Lake Michigan '^ or the extension of
river navigation to the lake, not lake navigation to the river. The
distinction is important in view of the persistent forcing of the project
for a 14-foot channel from Lake Michigan to the Mississippi River,
when it is well known that the bulk of the commerce of the Mississippi
system of rivers is carried in vessels of 8 feet and less draft; that the
Mississippi improvements are directed to securing 4 feet of water at
low water from St. Paul to the mouth of the Illinois, 6 feet thence
to St. Louis, 8 feet thence to Cairo, 10 feet thence to the mouth of the
river, and that these plans are not only far from attainment, but that
the Mississippi River Commission, after laboring for fifteen years and
expending many millions of dollars, have decided by a majority vote
that the permanent improvement of the Lower Mississippi River for 10
feet depth of navigation is impracticable, and have embarked upon an
attempt to so alter the distribution of part of the cubic miles of sand
moving along the Mississippi, by dredges of enormous capacity, as
to maintain a navigable channel of such depth across the bars. What
success will attend this effort is still for the future to disclose.
The improvement of the Illinois River, the navigation of which it is
in question to extend to Lake Michigan, has heretofore been directed
toward securing by locks and dams, and dredging, a navigable channel
7 feet in depth at low water from the Mississippi River to Lasalle, a
distance of 225 miles.
The preliminary locks and dams have been built, but sufficient money
has not been given for dredging the crests of bars in the im)o1s. At
present the navigable depth is about 4 feet at low water, and about
4,500,000 cubic yards dredging is required to attain 7 feet.
Of the Illinois River works of navigation, the State of Illinois owns.
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2886 REPORT OP THE CHIEF OF ENGINEERS, U. S. ASMT.
controlB, and collects tolls over 90 miles, and the United States has
provided a free canalized river for 136 miles. The State of Illinois also
owns and collects tolls over the 96 miles of canal between Chicago and
Lasalle. It is evident from these fact« that a waterway that will meet
the requirements of the Mississippi system of navigation may be mncli
less in depth and cost than the proposed 14-foot channel. The line
occupies no very urgent route of transportation. There is no large and
pressing balk of heavy commodities demanding cheap transportation
over the line, such, for instance, as between Buffalo and the sea, <Mr
between the Pittsburg district and the Great Lakes. The most that
may be expected of it is the control of cost of transportation by rail so
far as to limit maximum freight charges over competing routes.
The dimensions of the waterways should then be applied to meet
the demands of the situation and probable commerce that will seek the
route.
In the Eeport of the Ghief of Engineers for 1890 this subject is further
discussed, and estimates are made for an 8-foot channel and also for a
14-foot channel with locks 350 feet long and 76 feet width of lock
chamber.
It is not likely that the unwieldy and frail Mississippi River boats
would ever make use of a canal IGO feet wide, as long as one from Lake
Joliet to Chicago, especially when there will be encountered a current
therein. The bulk of the freights on the Mississippi system of rivers
is carried on barges, in tows, and not in the holds or on decks of the
steamboats.
The trustees of the Chicago sanitary district are contemplating con-
structing their canal with fixed bridges with 22 feet clear headroom
over the canal. This is ample headroom for a commercial barge canal
of the largest capacity, and the difference in cost between fixed and
draw bridges crossing the canal between Chicago and Lake Joliet, with
a reasonable allowance for difference in cost of operation, is probably
sufBcient to construct the canal from the present terminus of the drain-
age canal to Lake Joliet of from 8 to 10 feet depth, with locks suit-
able for the passage of the largest Mississippi Eiver barges. Missis-
sippi Kiver towboats could then carry their tows to Lake Joliet, then
transfer them to more handy tugs for passage through the more ob-
structive canal portion of the route. For an 8- foot channel from Lock-
port to Lake Joliet the estimJAted cost in 1890, exclusive of bridges,
was $3,900,000. Swing bridges from Chicago to Lake Joliet were esti-
mated at $3,663,000. The cost of operating the swing bridges would
far exceed the cost of operating the locks, without any corresponding
advantages for a commercial canal, other than sentimental, over the
part of the route where towing on the Mississippi Eiver style can not
be applied.
CONCLUSION.
1. In my opinion the surveys alre<ady made are in sufficient detail for
preliminary estimates of the cost of any suitable extension of the navi-
gation of the Illinois River to Lake Michigan that does not involve
enlargement of the Illinois and Michigan Canal from Joliet to Lasalle.
2. That prior to embarking in any such improvement it is advisable
to secure from the State of Illinois the State works along the Illinois
liiver and such parts of the Illinois and Michigan Canal as may be
utilized; also to thoroughly complete the lower Illinois River improve-
ment which has slowly progressed for thirty years, resulting in diver-
sion of water traffic to rail.
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APPENDIX t 1 — ^EEPOtiT OP MAJOR MARSHALL. 288?
3. That the dimensions and route of the proposed extension should
be examined into and decided by a competent board of engineers, with
means and authority to make such additional surveys as their proper
wlightenment demands. The expenses and costs of such a board and
of the surveys are estimated at $^,000; if detailed plans, etc., are to
be made, at $75,000.
The locality embraces an important commercial route between the
Great Lakes and the Mississippi Eiver system, and its utility and
worthiness has long been recognized by Congress.
Preliminary estimates of cost on various plans have been heretofore
made, and reports containing them are referred to hereinbefore.
Very respectfully, your obedient servant,
W, L. Marshall,
Major, Corps of Engineers.
Brig. Gen. W. P. Obaiohill,
Chief of Engineers^ U. S. A.
(Through the Division Engineer.)
[First indorsement.]
XJ. S. Engineer Office, Northwest Division,
Netc YorJcy February 20^ 1897.
Bespectfully forwarded to the Chief of Engineers, United States
Army.
I am of opinion that the Upper Illinois and Lower Des Plaines rivers
are worthy of improvement with a view to extension of navigation from
Illinois Biver to Lake Michigan at or near Chicago.
Henry M. Eobebt,
Oolonelj Corps of Engineers^ Division Engineer.
II II.
SURVEY OF WOLF LAKE AND RIVER, ILLINOIS AND INDIANA, WITH
REFERENCE TO THEIR NAVIGATION IN CONNECTION WITH THE
WATERS OF LAKE MICHIGAN.
[Frinted in Honse Doo. No. 157, Fifty-foarth CongrMs, aeoond seMion.]
Office of the Chief of Engineers,
United States Army,
Washington^ D. C, January J2j 1897.
Sir: I have the honor to submit the accompanying copy of report of
December 24, 1896, with map,* by Maj. W. L. Marshall, Corps of Engi-
neers, of the results of a survey of Wolf Lake and River, Illinois and
Indiana, with reference to their navigation in connection with the waters
of Lake Michigan, made to comply with provisions of the river and
harbor act of June 3, 1896.
Several reports have heretofore been made between 1873 and 1893 by
this office concerning this locality and all have been adverse to the
expenditure of public money in the construction of a harbor at this point.
M%jor Marshall presents a very clear and concise description of the
* Not reprinted. Printed in House Doo. No. 157, Fifty-fourth Congress, second session.
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2888 REPOKT OP THE CHIEF OF ENGINEERS, U. 8. ARMT.
lake and river, together with labor involved in the construction of a
harbor at this point, but remarks that —
There are no niannfactnring establisliinents or enterprises requiring); transportation
hj water witbin a mile of the borders of Wolf Lake, nor establishments of any
kind other than three ice houses along its banks.
Major Marshall further states that there is no navigation on Wolf
Lake and River, and navigation by other craft than rowboats with flat
bottoms and slight draft is impossible on Wolf Lake. To adapt Wolf
Lake and River to such navigation as may be possible in connection
with Lake Michigan, without creating a navigable artificial system,
requires only the excavation of a trench wide enough for the passage
of a rowboat across the bar at the mouth of the river and 2 feet deep,
at an expense of about $50, but as this can not have been the intent of
Congress in ordering the survey he submits a plan providing for con-
structing an entrance to the river and lake 20 feet in depth, extending
from 21 feet in Lake Michigan between piers 300 feet apart; for deep
ening, widening, and straightening Wolf River; constructing five swing
bridges across the channel with drawspans of 100 feet each; building
bulkheads or docks in the immediate vicinity of these bridges; con-
structing a turning or winding basin in Wolf Lake, and for dredging a
channel 20 feet deep and 300 feet wide, 7,400 linear feet in Wolf Lake.
The estimated cost of this work is $1,395,042.
For reasons given. Major Marshall states that in his opinion the
improvement of navigation of Wolf Lake and River, with reference
to their navigation in connection with the waters of Lake Michigan, is
not now a public necessity, and that the locality at this time is not
worthy of improvement by the General Government. His opinion is
concurred in by Col. Henry M. Robert, Corps of Engineers, the Division
Engineer.
Very respectfully, your obedient servant,
W. P. Cratghill,
Brig. Oen., Chief of JEngirieen.
Hon. Daniel S. Lamont,
Secretary of War.
beport op maj. w. l, marshall, corps op engineers.
United States Engineer Offioe,
Chicago, 1 11.^ December J24, 1896.
General: I have the honor to submit the following report upon a
survey of "Wolf Lake and Uiver,"Hlinois and Indiana, "with reference
to their navigation in connection with the waters of Lake Michigan,'^
required by the river and harbor act of June 3, 1896.
Numerous reports have heretofore been made concerning this locality,
as follows: (1) Maj. D. C. Houston, Corps of Engineers, in 1873; (2)
Maj. George L. Gillespie, Corps of Engineers (see Report Chief of Engi-
neers, 1875, p. 241) ; (3) by Maj. G. J. Lydecker, Corps of Engineers (see
Report Chief of Engineers, 1880, p. 1999); (4) by Maj. W. H. H. Ben-
yaurd. Corps of Engineers (Report Chief of Engineers, 1885, p. 2056),
and by me in 1893 (see Report Chief of Engineers, 1893, p. 2851).
Majors Gillespie and Lydecker made estimates for a harbor entrance
at the mouth of Wolf River on various plans, but the conclusions
reached in all these reports have been adverse to the expenditure oi
money in the construction of a harbor at this point.
Tlie present survey was restricted to work necessary for locating and
estimating for a full improvement of this vicinity, and was made by
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APPENDIX I I — ^REPORT OP MAJOR MARSHALL. 2889
Assistant G. A. M. Li\jeDcrantz under my direction, wliose report, with
maps* and estimates showing the works proposed by me, is herewith.
There has been no material change in the condition of this vicinity
in the past twenty years, except a gradual recession and shoaling of the
so-called lake and river.
Wolf Lake is one of a series of slight depressions between Grand
and Calumet rivers and Lake Michigan, covering an area of 3 square
miles, more or less, and of an average depth of about 2 J feet, with a maxi-
mum depth of about 4 feet, bordered by a growth of sedge and weeds.
Its old outlet into Lake Michigan is closed by a bar near its mouth.
This outlet — Wolf River, 1 mile, approximately, in length — averages 5
feet, perhaps, in depth, with an occasional deeper hole. It is crossed by
four railroad bridges and one street highway bridge. Neither Wolf
Lake nor Wolf Eiver is a navigable water of the IJnited States, but
the submerged lands are all private property, and parts of them are
now being tilled in by the owners to make land.
There are no manufacturing establishments or enterprises requiring
transportation by water within a mile of the borders of Wolf Lake, nor
establishments of any kind other than three ice houses along its banks.
The act of Congress is so indefinite that J am unable to decide its
intent. There is no navigation on Wolf Lake and River, and naviga-
tion by other craft than rowboats with flat bottoms and slight draft is
impossible on Wolf Lake. To adapt Wolf Lake and River to such
navigation as may be possible in connection with Lake Michigan with-
out creating a navigable artificial system requires only the excavation
of a trench wide enough for the passage of a rowboat across the bar at
the month of Wolf River and 2 feet deep, at an expense of about $50,
which can not be the intent of Congress in ordering the survey.
I have therefore laid out a harbor that is now demanded by the gen-
eral navigation of Lake Michigan, to accommodate the largest as well
as the smallest vessels, and as the act relates to the navigation of
Wolf Lake and River, which lie inland, I have projected the work
from deep water in Lake Michigan to the southern extremity of Wolf
Lake. All this work within the shore line is located on private prop-
erty, and cuts five highways where expensive swing bridges must be
built by the United States unless the owners of these highways vol-
untarily assume the cost. No estimates are made for rights of way nor
damages by reason of the work.
PROPOSED IMPROVEMENTS.
It is proposed to construct an entrance to the river and lake, extend-
ing from 21 feet in Lake Michigan, between piers 300 feet apart, by
dredging to a depth of 20 feet; to deepen, widen, and straighten Wolf
River; to construct five swing bridges across the channel with draw-
spans of 100 feet each, and to build bulkheads or docks in the immedi-
ate vicinity of these bridges; to construct a turning or winding basin
in Wolf Lake, and to dredge a channel 20 feet deep and 300 feet wide,
7,400 linear feet, in Wolf Lake.
The detailed estimates are given in Mr. Liljencrantz's report and may
be stated as follows:
1. From shore line to deep water in Lake Michigan $274, 868
2. From shore line to first bridge 25, 190
3. Through the fonr railroad bridges Ssis, 840
4. Dredging Wolf River and constrncting one street bridge 333, 344
6. Dredging channel and basin in Wolf Lake 404,800
Total 1,396,042
* One not printed.
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2890 REPORT OP THE CHIEF OP ENGINEERS, U. S. ARMT.
The cost of the iiuprovemeiit of this vicinity may then be estimated at
somewhere between $50 and $1,395,042, depending apon the character
of the navigation to be snbserved and the extent of the improvement.
I do not know any public interest that at this time maybe subserved
by the construction of a harbor at this point. It is not known that
any interest, public or private, engaged in or dependent upon transpor-
tation by water demands the construction of a harbor here. The lands
in the close vicinity are all vacant when not occupied by roadbeds and
ice houses, and nine-tenths are owned by not exceeding ten individuals
and corporations. The city of Hammond, Ind., desires a channel to
Lake Michigan, but its industries are not situated on Wolf Lake. A
channel by way of Wolf Lake would be their direct outlet.
Undoubtedly a capacious harbor may readily be constructed here,
and, should it be built, the lands bordering the lake would be much
increased in value and enterprises that could use the harbor facilities
would perhaps spring up. Whether the increase in valaes of lands and
the uses of the harbor would be of such general benefit to the people
of the United States as to justify the cost, is a matter for the consid-
eration of Congress. This locality is about 3 miles from the Calumet
Harbor and 15 miles from Chicago Harbor. Calumet Eiver has been
improved farther than it has been docked by landowners, and its
capacity for handling commerce has not been even approximately
reached.
In my opinion the improvement of the navigation of " Wolf Lake
and River,^' Indiana and Illinois, "with reference to their navigation
in connection with the waters of Lake Michigan," is not now a public
necessity, and that the locality at this time is not worthy of improve-
ment by the General Government.
Very respectfully, your obedient servant,
W. L. MiiRSHALL,
Major ^ Corps of Engineers.
Brig. Gen. W. P. Craighill,
Chief of Engineers^ U. 8. A.
(Through the Division Engineer.)
[First iodorsement.]
U. S. ENaiNEEB Office, Northwest Division,
Neir TorJcy December 29^ 1896,
Eespcctfully forwarded to the Chief of Engineers, United States
Army.
I concur with Major Marshall in the opinion that the "improvement
of the navigatiop of Wolf Lake and Eiver, Indiana and Illinois, with
reference to their navigation in connection with the waters of Lake
Michigan, is not now a public necessity, and that the locality at this
time is not worthy of improvement by the General Goveriimeiit."
Henry M. Robert,
Colonel, Corps of Engineers, Division Engineer,
BEPORT OF MR. Q. A. M. LXLJENCRANTZ, ASSISTANT ENGINEBR.
United States Engineer Office,
Chicago, III., December 14, 1896.
Major: I have the honor to submit herewith a report on an '' examination of
Wolf Lake and River, Illinois and Indiana/^ made under your direction in pumuance
of an act of Congress of June 3, 1896 :
I'he examination was made between the 15th and 23d of October last and con-
sisted in —
1. Soundings taken in Lake Michigan opposite the former outlet of Wolf River
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APPENDIX I I — ^REPORT OF MAJOR MARSHALL. 2891
(tliere is none now) between the shore and a depth in the lake of 20 feet below low
water of 1847, which depth was foond at a distance of approximately one-half mile
ftom the shore.
2. Determining the location and elevation of the four railroads running along
the lake shore and crossing, on timber trestles, the river bed.
3. Locating the Indiana bonlevard and bridge, over which mns a double-track
electric railroad, the Hammond, Whiting and East Chicago Electric Road.
4. Locating the contours of and taking soundings in Wolf River from the Pitts-
burg, Fort Wayne and Chicago Railway to Wolf Lake, together with the ice houses
and some of the smaller buildings in the immediate vicinity.
5. LocatftBg t^e east shoin of Wolf Lake and running sigaag lines of soundings in
this lake, and finally —
6. Locating the boundary line between the States of Illinois and Indiana and
some works of improvement made at the southerly end of the river; also locating
some of the railroads in the vicinity.
SOUNDINGS IN LAKE MICHIGAN.
The area covered by soundings was 1,300 feet in the direction of the shore line and
2,700 feet out irom the shore, or about 80^ acres. The direction of the shore line at
this place is about N. 40^ W., i. e., running in a nearly northwesterly direction.
The 20-foot contour (referring to Chicago city datum) was reached at an average
distance of 2,400 feet from shore and runs nearly parallel to it. The bottom, as
far as ascertained, is composed of sand, but clay will undoubtedly be found below,
as is usnal along this part of the lake shore. At the time of the sounding the water
level was 0.5 foot below low water of 1847.
INSHORE WORK.
From the shore line to the first railroad, the Chicago, Lake Shore and Eastern
Railway, is a distance of 300 feet. This is at present a siugle-traek road, but a
second track is to be built, the grading being nearly done. All the other three are
double-track roads. The difierent roads are at about the following distances apart
along the proposed line of improvement: Between the first, the northernmost, and
the second, 140 feet; between the second and third, 120 feet; between the third and
fourth, 190 feet.
The roads and their track elevations abovQ Chicago city datum at the northwest-
erly ends of their trestles respectively are —
Elevatioii*
1. Chicago, Lake Shore and Eastern Railway (or Hammond and Blue Island
Railroad) 8.04
2. Baltimore and Ohio Railroad 9.34
3. Lake Shore and Michigan Southern Railway 9.93
4. Pittsburg, Fort Wayne and Chicago Railway 8.29
Near the old mouth of the river is a pile pier 600 feet long, built by the Knicker-
bocker Ice Company, out into the lake. At the foot of this pier is a device for pump-
ing water into Wolf River from Lake Michigan in the interest of the ice houses along
the river banks. For the same purpose the connection of Wolf Lake with the Calu-
met Hiver, via Hyde Lake, h^ been closed up, thus keeping the water level in Wolf
Lake independent of the outside fiuctuations. As is usnal m this vicinity, the shore
north of the ^ier has advanced^ about 250 feet since 1879, and that south tnereof has
retreated during the same period to the extent of about 75 feet, at » point 500 feet
south of the pier.
WOLF RIVBR.
There is at present no resemblance of a river save a nearly dry river bed with a
few shallow-water i>ools therein north of the Pittsburg, Fort Wayne and Chicago
Railway Bridge. Soundings were taken from south of this bridge.
About 700 feet south of the said bridge the river is crossed by the Indiana boule-
vard, which has a fixed bridge, over which runs a double- track electric road, leading
to Hammond and Whiting. South of the Boulevard Bridge the river makes a sharp
turn to the southeast, and 600 feet farther again to a sou Ui westerly course, running
in about this direction to the second ice house, located at a point formerly the south
limit of the river proper. The artificial formation of land in the lake has, however,
extended the channel in a due south direction about 2,300 feet farther into the lake.
Tlie average depth of the river channel is from 4 to 5 feet, with in some places greater|
in others less depth. The bottom consists chiefly of mud, with underlying sand and
probably olay.
The commercial enterprises along the river are the three Knickerbocker ice houses
and their aoziliary works, such as slips, etc.
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2892 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMT.
WOLF LAKB.
Wolf Lake is divided into nearly two equal parts by the Illinois and Indiana State
line, the greater part being in the State of Illinois. The average depth of the lake
was 2^ feet at the stage of water fountl at the time of taking soundings. Reduced
to Chicago City datum, it would be 0.6 foot less. The slope of the bottom along the
shores is so slight as to make the determination of a definite shore line impracticable.
Weeds and rushes grow in abundance along the shores. This is also the case more
or less in all parts of the lake, but a small steam craft provided with revolving knives
is engaged in cutting down these weeds in the interest of the ice-making. The bot-
tom of the lake consists of sand, and the water therein is generally clear. The
original area of the lake has been reduced by, in round numbers, 126 to 128 2usres, 28
of wbich through the construction of the land at the mouth of river and 98 to 100
acres through the construction, in the lake itself and along its easterly shoi-e, of the
Hammond and Blue Island Railroad, and, at the south end, of a branch of the
Pittsburg, Fort Wayne and Chicago Railwav. As heretofore stated, the connection
between this lake and Calumet River, via Hyde Lake, has been closed by a dam to
maintain a higher level in Wolf Lake. At the south end of the lake aud on its east
shore is the Hammond Packing Company's ice house. No other commercial enter-
prise of any kind was found in the immediate vicinity of the lake.
MAPS.
Two maps have been prepared to show the results of the examination. The first
^hows Wolf River, with soundings therein, principal buildings at or near its banks,
and the roads crossing its bed; also soundings in Lake Michigan at the north end
of the river and soundings in the north part of Wolf Lake at the south end of the
river ; also, in red ink, the proposed improvements of the river with a harbor entrance
from Lake Michigan. This map is made to a scale of 1 inch = 150 feet.
The second map shows the territory including Wolf Lake and river, together with
the adjoining lakes, the contours of which latter, as well as of the west shore of
Wolf Lake, were copied from the ''Sheffield Association's Survey of 1874.'' It also
shows the railroads crossing the neighboring territory and the proposed improve-
ments. This map is made to a scale of 800 feet to the inch.
The soundings in Lake Michigan have reference to the ''plane of reference for the
coast charts of Lake Michigan," in compliance with orders from the Chief of Engi-
neers, United States Army, dated December 4, 1893. This plane is 3.06 feet below
high water of 1838 and 1.8 feet above Chicago City datum, or low water of 1847.
The soundings of Wolf Lake and river, neither of which is connected with either
Lake Michigan or Calumet River, are referred to the water level at the time of the
survey, which was 0.6 foot above Chicago Citv datum. The water levol in Lake
Michigan was at the same time 0.5 foot below the same datum plane.
PROPOSED IMPROVEMENTS.
The proposed improvements come under three heads, viz:
1. The harbor entrance,
2. The river channel, and
3. The inner harbor, or the improvement of Wolf Lake.
It is proposed to make the improvements conform to the advanced demands of the
present day and to what might reasonably be expected as the needs of the near future.
A channel 20 feet deep below low water of 1847 and 300 feet in width is therefore
provided for, to be formed by the construction of two parallel piers about perpen-
dicular to the shore line. The existing pier might possibly have been made use of,
but in the first place this would make a very uudesirable angle at the crossing of
the railroads, ana in the second place the said pier is hardly adequate for the needs
of a first'Class harbor. It is projiosed to construct the westerly pier from the shore
line to the 20-foot contour by building a pile breakwater 20 feet wide, with .sand-
tight "Wakefield sheet piling," a distance of 1,150 feet, or to the 14-foot contour;
thence a 24-foot wide crib pier 900 feet long, or to the 16- foot contour; and, finally,
a 30-foot wide crib pier 400 feet in length, reaching to the 20-foot contour. The
easterly pier will consist of a 20-foot pile breakwater 1,300 feet long, or from the
shore to the 14-foot contour, and thence of a 20-foot wide crib pier 500 feet in length,
or to the 16-foot contour— all the crib work to rest on a pile foundation and the
channel to be dredged to a depth of 20 feet to within 25 feet from the piers, which
are 300 feet apart.
Between the shore line and a point 50 feet south of the Pittsburg, Fort Wayne
and Chicago Railway track it is proposed to construct docking 900 linear feet along
the westerly and 800 linear feet along the easterly side of the channel; four double-
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APPENDIX I I REPORT OP MAJOR MARSHALL. 2893
track 'railroad Hwing bridges, with double draws of not less than 100-feet wide
openings each in the clear^ the channel to be dredged as between the outer piers.
From this point southward only dredging is provided for, to a depth of 20 feet
and a width of 300 feet, to and through Wolf Lake, except that a highway bridge
of similar kind and (liiiiensions as the railroad bridges is provided for at the cross-
ing of the Indiana boulevard. A turning basin is proposed at the north end of Wolf
Lake, which, together with the 300 feet of the river chamnel, will beBOOfeetsqnare.
The proposed channel lines along the river are made to conform to the natural
shores as n<-ar as ^iractioable, except in two ^ilaces, to wit, south of Indiana boule-
vard and near the second ice htmse, at which places it was found necessary to
straighten the channel, as shown on the maps.
GRNKRAL REMARKS.
The town of Hammond, with probably Bomethinj^ like from 8,000 to 10.000 inhab-
itants, has projected the extension of its corporate limits to the shore ot Lake Mich-
iiran, but, owing to opposition on the part of Whiting, a short distance to the east of
the proposed Wolf Lake Harbor, the annexation has not yet become an accomplished
fact. The town limits reach, however, at present near to the south shores of Wolf
Lake, and the town would probably be benefited by a short water communicntiou
with Lake Michigan. It is also claimed that the Standard Oil Company, located
at Whiting, would derive benefit from a well-protected harbor in the immediate
vicinity.
BSTIMATE8.
The estimated cost of the proposed improvement as a whole is divided into five
sections, as follows :
A. From the shore line to deep water in the lake —
2,450 linear feet pile breakwater, at $30 $73,500
500 linear feet crib work, 20 feet wide, at $58.80 29,400
900 linear feet crib work, 24 feet wide, at $70.20 63,180
400 linear feet crib work, 30 feet wide, at $98 39,200
223,000 cubic yards dredging (to 20 feet depth), at 20 cents 44, 600
249,880
Add 10 per cent for contingencies 24,988
Total 274,868
13. From the shore line to the first railroad bridge —
450 linear feet dock, at $12 5,400
87,500 cubic yards dredging, at 20 cents 17^500
22,900
Add 10 per cent for contingencies 2,290
Total 25,190
C. Through the railroad bridges —
1, 250 linear feet of dock, at$12 15,000
4 railroad swing bridges, at $71,500 each 286,000
117, 000 cubic yards dredging, at 20 cents 23,400
324,400
Add 10 percent for contingencies 32,440
Total 356y.840
D. Dredging the river to Wolf Lake, 800 feet in width—
7,400 linear feet dredging= 1,315,200 oubio yards, at 20 cents 263, 040
1 highway swing bridge .' 40,000
303,040
Add 10 per cent for contingencies 30,304
Total 333,344
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2894 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ABMT.
E. Dredgine channel and basin in Wolf Lake — *
1,840,000 cubic yards dredging, at 20 cents $368, 000
Add 10 per cent for contingencies 36,800
Total 404,800
AGGRKGATF. KSTIMATE.
For Section A $274,868
For Section B i 25,190
For Section C 356,840
Forl^ectiouD 333,344
For Section E 404,800
Grand total 1,395,042
I am, Major, very respectfully, your obedient servant,
G. A. M. LiLJKNCRANTZ,
A99i9tant Enffin
MaJ. W. L. Marshall,
C<n^s of £ngine<frs, U. 8. A*
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APPENDIX J J,
IMPROVEMENT OF MICHIGAN CITY HARBOR, INDIANA, AND OF RIVERS
AND HARBORS ON THE EASTERN SHORE OF LAKE MICHIGAN.
REPORT OF CAPT. C. McD. TOWNSEND, CORPS OF ENGINEERS, OFFICER
IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE SO, 1897, WITH
OTHER DOCUMENTS RELATING TO THE WORKS.
IMPROVKMENTS.
1. Michigan City Harbor, Indiana.
2. St. Joseph Harbor, Michigan.
3. St. Joseph River, Michigan.
4. Sonth Haven Harbor, Michigan.
5. Sangutnck Harbor, Michigan.
6. Kalamazoo River, Michigan.
7. Holland (Black Lake) Harbor, Mich-
igan.
8. Grand Haven Harbor, Michigan.
9. Grand River, Michigan.
10. Muskegon Harbor, Michigan.
11. White Lake Harbor, Micnigan.
12. Pentwater Harbor, Michigan.
13. Lndingtiin Harbor, Michigan.
14. Manistee Harbor, Michigan.
15. Harbor of Ref nge at Portage Lake,
Manistee Connty, Michigan.
16. Frankfort Harbor, Michigan.
17. Charlevoix Harbor, Michigan.
18. Petoskey Harbor, Michigan.
19. Removing sunken vessels or craft ob-
Htmcting or endangering naviga-
tion.
8URVBT8.
20. Sonth Haven Harbor, Michigan.
21. Holland (Black Lake) Harbor, Mich-
igan.
22. Lndington Harbor, Michigan.
23. Charlevoix Harbor, Michigan.
United States Enoinebr Oppiob,
Orand Rapids, Mich., July 20, 1897.
General: I have the honor to submit herewith the annual reports
relative to the works of river and harbor iiuprovement in my charge
for the fiscal year ending June 30, 1897.
Very respectfully, your obedient servant,
0. McD. TOWNSEND,
Captain, Corps of Engineers,
Brig. Gen. John M^ Wilson,
Chief of Engineers, U. 8. A.
J J I.
improvement of MICHIGAN CITY HARBOR, INDIANA.
The improvement at this harbor dates from 1836, and has resulted in
establishing an '^ inner harbor" for local commerce and partly completed
an " outer harbor," designed to facilitate entrance to the former and to
sei-ve as a harbor of refuge.
The inner harbor. — This has been made by widening and deepening
Trail Creek and protecting the dredged channel by revetments and piers
extending to deep water in Lake Michigan. Before improvement the
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2896 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY.
creek was a narrow, shallow stream, whoso mouth was obstructed by a
bar through which a crooked channel from 3 to 4 feet deep could be
found under favorable conditions. The work done between 1836 and
1869 gave a good entrance channel with a depth of 12 feet at mean
stages of water in Lake Michigan.
From 1869 to 1882 nothing was done on this portion of the harbor
except to make occasional repairs to the piers and dredge the channel
as needed to maintain the requisite navigable depth. In 1882 the proj-
ect of operations was modified to provide for extending the harbor
upstream by dredging so far as the local authorities or property owners
might build substantial revetments of approved design; in this way
the total length of the inner harbor had grown to be about IJ miles
(9,159 feet) by the beginning of the last fiscal year. The channel depth
at entrance was then 13.5 feet, and above the entrance varied from 12
to 13 feet. The total length of piers and revetments built by tlie Gov-
ernment was 4,844 feet, the width of channel way between them being
225 at entrance and narrowing to 100 feet about 500 feet above. The
total expenditure on the inner harbor from 1869 to June 30, 1896, was
$418,263.11.
Ko work was done during the past fiscal year except minor repairs
to piers and the usual care and maintenance of plant.
Expendituresduring the year on account of the inner harbor amounted
to $1,330.35, making the total cost of original improvements and their
maintenance from 1836 to June 30, 1897, aggregate $419^593.46.
The condition of the work on the last-named date was as follows:
The west pier had a length of 2,157 feet, as built by the Government.
The inner section from Station to Stiition 7+85 has long been occupied
by private parties, and is in very poor condition ; but the necessary
repairs should be made by the occupants or owners of abutting prop-
erty, as in all other parts of the interior channel. The outer section,
comprising a length of 1,372 feet, must be cared for by the Govern-
ment, and needs some minor repairs to keep it in serviceable condition.
The east pier has a length of 1,415 feet, of which the inner 670 is in
front of private property and in fair condition. The outlying section,
about 745 feet long, is comi)letely decayed above water, and about 115
feet of its outer end is gone to a depth of from 1 to 7 feet below the
water surface. The revetment above the east pier is in a dilapidated
condition for 1,2S2 feet of its length. It was built by the United States
in 1869-70, and should also be maintained by the owners of the adjoin-
ing property. The channel depth at entrance was 13 feet, and inside
it was 12 feet, though in some places of insufficient width.
The estimate for the inner harbor for 1899 is as follows: For minor
repairs of piers, dredging, and contingencies, $7,500.
Amount appropriated and expended from 1836 to 1869, iuclasive $287, 388. 92
Original estimated cost of project for inner harbor, 1870, revisod in 1892. . 131, 375. 00
Whole amount appropriated, 1870 to June 30, 1897 144, 375. 00
Whole amount expended, 1870 to June 30, 1897 132,309.69
Money statement.
July 1, 1896, balance unexpended $13,495.66
June 30, 1897, amount expended during liBcal year 1, 330. 35
July 1, 189T, balance unexpended 12, 165. 31
July 1 , 1897, amount covered by uncompleted contracts 4, 000. 00
July 1, 1897, balance available 8,165.31
TAmount that can be profitably expended in fiscal year ending June 30, 1899 7, 500. 00
•I Submitted in compliance with requirements of sections 2 of rivers and
I harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
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APPENDIX J J — ^REPORT OF CAPTAIN TOWNSEND. 2897
Contract i» farce for improving inner harbor at Michigan City, Ind,
William A. Starke, dredging, dated March 26, 1897; approved April 9, 1897; date
of beginning, April 1, 1897; date of expiration, September 15, 1897.
Tlie outer harbor. — ^The construction of the outer harbor began under
a project adopted in 1870, which provided for an outer basin i)rotected
by a breakwater of timber cribs tilled with stone and located east of
the entrance to the inner harbor. In 1882 the project was modified so
as to increase the area sheltered by extending the breakwater in a
northerly direction and constructing an exterior breakwater to the west
of the entrance to the inner harbor, designed to have a length of 2,000
feet. At the close of the last fiscal year there had been completed (1)
a pile pier 1,225 feet long, extending in a northerly direction from the
shore and closing the basin on the east; (2) a crib breakwater 30 feet
wide, extending westwardly from the lake end of the pile pier for a
distance of 1,411 feet and covering the basin on the north; (3) the
"breakwater pier," a crib structure 30 feet wide, extending northward
from the west end of the crib breakwater for a aistance of 505 feet; (4)
700 feet of the " exterior breakwater."
The total amount expended in constructing and maintaining the works
comprising the "outer harbor" from the inception of the project of 1870
to June 30, 1897, is $753,960.46, of which $1,210.47 was expended during
the last fiscal year.
When, in 1882, the existing project for the construction of the harbor
of refuge was adopted the draft of vessels navigating this portion of
Lake Michigan was but 12 feet. With the increase in the dimensions
of vessels a modification of the existing project has become necessary.
A board of engineer officers, convened by Special Orders No. 8, Head-
quarters Corps of Engineers, February 16, 1897, recommended a change
in the location of the outer breakwater. Their report is appended.
The only work done during the past fiscal year has been to repair
injuries to the decking of the breakwater, caused by storms. Further
operations have been deferred awaiting Congressional action on the
report of the Board.
The estimate for 1899 is as follows : For building 800 linear feet of
breakwater, $120,000; for maintenance and repairs of about 3,850 linear
feet of existing piers and breakwaters (a great portion of which is from
twenty to twenty-six years old), and for engineering expenses and con-
tingencies, $20,000; in all, $140,000. Dredging the outer basin may
properly be deferr^ until the outer breakwater is completed and the
old east pier is restored to a serviceable condition.
The harbor is in the eolleotion district of Chicago, 111., which city is the nearest
port of entry. The Light-Honse Establishment maintains a fifth order coast li^ht
on the main shore. There is a life-saving station at the shore line east of the harbor
entrance.
Original estimated cost of project for onter harbor, 1S70 $324, 421. 40
Increase by cost of repairs and maintenance to 1882 90, 067. 10
Project for outer breakwater, including dredging of onter basin, 1882 . . 587, 000. 00
Total estimate 1,001,488.50
Whole amount appropriated and aUotted, 1870 to June 30, 1897 841, 875. 00
Whole amount expended, 1870 44> June 30, 1897 753, 960. 46
BNG 97 ^182
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2898 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Money statement.
Jnly ly 1896, balance anexpended 189,125.01
June 30, 189^, amount expended during fiscal year 1, 210. 47
July 1, 1897, balance unexpended 87,914.54
{Amonnt (estimated) required for completion of existing project 159, 613. 56
Amountthat can be profitably expended in fiHcal year ending June 30, 1899 140, 000. 00
Submitted in compliance witb i-eqiiirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
ApproprkitionB for improving harbor at Michigan City, Ind,
Date.
Outer harbor. 'lonor harbor. TotaL
July 4, 1836
March 8, 1837
July 7, 1838
June 11, 1844
Auguat30,1852*
March 2, 1855 (claim of J. U. Howos) .
June 23, 1866
July 25, 1888 (nllotmont)
April 10, 1869 (allotment)
July 11, 1870
March 3, 1871
.lunelO.1872
March 3, 1873
June 23, 1874
March 3, 1875
August 14, 1876
June 18. 1878
1878 (allotment)
March 3, 1879
June 14, 1880
March 8, 1881
August 2, 1882
July 6, 1884
August 6, 1886 ^
August 11, 1888
September 19, 1890
July 13. 1892 ;..
August 17. 1894
Junes, 1896
^5,000.
15,000.
60.000.
50,000.
60.000.
50,000.
85,000.
50,000.
2,500.
40,000.
40,000.
20,000.
60,000.
40,000.
64. 375.
90, OsH).
50,000.
30,000.
20.000.
70,000.
$25,000.00
15,000.00
25,000.00
20,000.00
10,000.00
1,875.00
5,000.00
7,500.00
15,000.00
10,000.00
10,000.00
$20,000.00
30,000.00
00,733.50
25,000.00
2o,ooaoo
470.33
75,000.00
25,000.00
31,185.00
25,000.00
15.000.00
50,000.00
60,000.00
50,000.00
50,000.00
35,000.00
75, OOO. 00
2,600.00
40, OOO. 00
66,000.00
45,000.00
80,000^00
60,000.00
56,250.00
95.000.00
67,500.00
45, 000. 00
80.000.00
80,000.00
Total.
841,875.00
144, 375. 00
1,278,638.92
* Amount carried to surplus f^nd, $5.15.
Abstract of bids for dredgintf harbors on east shore of Lake Michigan received and opened
March 17, 1897, in accordance with advertisement dated February 16, 1897, by CapU C,
McD, Townsend, Corps of Engineers,
Name and address of bidder.
Prom Char.
levoix to Pent-
vater, Mich.a
Prom White
Lake to
Holland (Black
Lake),Mich.a
From South
Haven to
Michigan Cily,
No.
Dredg-
pric'e
per
cubic
yard.
Trans-
fer of
plant,
price
per
mile.
Dredg-
prioe
per
cubic
yard.
Trans-
fer of
plant,
price
per
mile.
Dredg-
price
per
cubic
yard.
Trans-
fer of
phuit,
price
per
mile.
1
Green Bar Dredge and Pile Driving Ck)., Green
$0.13i
.15
$2.00
2.00
Green's Dredirinff Co..Ch]caffO 111......
$0.13
$2.00
.15
.15
$2.00
2.00
William A. Starke, Milwaukee, Wis
C. E. Mitchell &, Co.. Ludington. Allch
Arthur H. Vogel, Milwaukee, Wis
.14
.15
.14 J
.15
2.25
2.50
2.50
2.60
.14
.14
.141
.15
.15
.16
2.25
2.50
2.50
2.60
2.00
8.00
2.2S
2.60
Norris G Dodffe & Son Chicfl'iro HI
2 50
8
Chicago Dredging and Dock Co., Chicago, 111. .
John Smith, Manistee, Mich
2.50
9
10
Carkin, Stickney & Cram. Detroit, Mich
Luther E. Alien. Detroit. Mich
.16
.18
^3.00
2.00
.16
8.00
•Contracts entered into March 26, 1887.
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APPENDIX J J — ^REPORT OP CAPTAIN TOWN8END. 2899
COMMKRCIAX STATISTICS, MICHIGAN CITY HARBOR, INDIANA, FOR CALENDAR TEAR
ENDING DECEMBER 31, 1896.
Entranoes qnd clearances.
Calendar year.
Number.
Tonnage.
Calendar year.
Number.
Tonnage.
Ig88
1,153
795
921
837
1.891
208.617
169,193
172, 817
168,654
443.055
1893
1,577
380
343
487
580.863
1889.. -
1894
119,920
1890 .
1895
91,016
1801
IgM
106,543
1892 .
NoTB. — ^No record is kepi at Michigan City of traffic between that port and Chicago.
BeceipU 5y vessel, 1896.
TGoimpiled from statemento fcumlshed by the ooUector of onfltoms at Chicago, HI., and the Michigan
City Harbor Board.]
Artiolea.
Goid
Fiab
Lieather
!Lamber
liaohlnenr ,
Merchandise, general
Tons.
4,450
47
22
96,776
700
108
Articles.
Potatoes . . .
Salt
Shingles...
Ties
Total
Tons.
90
8,820
1,431
8,583
121,036
MODIFIED PBOJBOT FOR IMPROVINO OUTER HARBOR AT MIOHiaAN
CITY, IND.
United States Engineer Office,
Grand RapidSj Mich,, January 12, 1897.
Oeneral: In a letter from yoar office to Lieat. Ool. G. J. Lydecker,
dated Aagast 14, 1896, approving the project for the expenditure of
$70,000 appropriated for the outer harbor at Michigan City, Ind.,
authority is granted to submit a modified project for the outer break-
water in advance of any contract being let for further breakwater con-
struction. I have therefore to submit the following:
The works of improvement at Michigan City are divided into an
inner and outer harbor. The inner harl^r is merely the enlargement
of Trail Greek, with the usual pier construction to protect its outlet
into Lake Michigan. The outer harbor consists of an outer basin,
located cast of the entrance to the inner harbor, which was constructed
from 1870 to 1885, and an exterior breakwater to the west of the
entrance to the inner harbor, which is designed to have a length of
2,000 feet, of which 700 feet have been completed. The location of the
various works is shown on the accompanying blue print.
The existing project for the outer harbor was adopted in 1832, and
its object is to create a harbor of refuge for vessels overtaken by a
storm in the southeastern portion of Lake Michigan. The condition of
the shore at the time the project was adopted is shown on a map in
the report of the Ohief of Engineers for 1882, opposite page 2270, part
3. Attention is invited to the fact that north of the outer basin, where
the 24-foot contour is shown on the map of 1882, but 12 feet below the
zero of the gauge is now found, and at the end of the west pier to the
inner harbor a 15foot contour replaces the one of 24 feet. As the level
of the lake has also fi&llen about 3 feet, these facts indicate a material
shoaling since the project was submitted. The exterior breakwater,
whidh was designed to be oonstrocted in water from 24 to 30 feet in
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2900 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
deptli, if built on the lines adopted will be in depths vaiying from 19
to 23 feet, the existing water sarface being about 2 feet below the zero
of the gange.
In the Report of the Chief of Engineers for 1890, Part 3, opposite
page 2666, is given a map of the harlwr of Michigan City from surveys
of June of that year. From this map it is noted that from 1882 to
1890 the fill in front of the east breakwater was rapid, and behind the
west pier slight, while since 1890 in front of the east breakwater the
fill has been less ra]>id, and there has been a large deposit behind the
west pier. In 1889 the construction of the west breakwater was beg-un,
and I consider it evident that sand, which prior to 1890 was caught by
the east breakwater, now finds an easy entrance to the outer harbor
through the interval between the breakwaters, and finds a place of
deposit sheltered by the work constructed after that date. Since 1890
the area available for vessels drawing 15 feet has been reduced from 40
acres to 25 acres, and the areas of depths over 18 feet about 25 per
cent. The area of the proposed harbor of refuge for vessels of 12 feet
draft is now less than it was in 1890 for those drawing 15 feet. A
further shoaling is to be apprehended if the work is completed on the
lines adopted.
The area available for vessels of 18 feet draft in the proposed harbor
of refuge is inclosed between the breakwater and the 20-foot contour
for vessels of 15 feet dr&ft between the breakwater and a broken line
shown on the blue print. The limits of the 12-foot area are sufficiently
indicated by the 15-foot contour.
While the available area of the harbor inclosed by the breakwater
has materially diminished since the adoption of the project, the dimen-
sions of vessels plying the lakes have largely increased. Depths of
from 15 to 18 feet are now generally demanded for harbors on the east-
ern shore of Lake Michigan, although in 1882 12 feet was usually con-
sidered ample. Vessels of lengths exceeding 300 feet are not infre-
quent, and some of the first-class freight vessels, such as the Coraliaj
have lengths exceeding 400 feet. At Michigan City a large part of the
commerce is in lumber and salt, which is frequently carried in barges
or sailing vessels and towed into port.
Not only is this shoaling diminishing the area available for a harbor
of refuge, but it is rendering an entrance to the harbor difficult during
storms. Depths of 16 feet are found within 200 feet of the east end of
the west breakwater, and of 12 feet within 400 feet. No vessel drawing
15 feet would attempt to enter between the piers and turn under the
shelter of the west breakwater during a northwest storm. It would be
■ difficult for a vessel drawing 12 feet, particularly if accompanied by a tow.
In the existing project the obstruction to the entrance of the harbor
of refuge, caused by the west pier of the inner harbor, is recognized,
and its removal is contemplated as soon as the breakwater is completed.
The bar which has formed since 1882 along the pier is, however, as
serious an obstacle to navigation a-s the pier itself, and the result of its
removal would be to close the entrance to the inner harbor with a sand
bar without materially improving the outer harbor. The further prop-
osition of the existing project to dredge the outer basin east of the piers
may be dismissed with the remark that any vessel in distress that
passes the end of the west pier of the inner harbor without disaster will
make no effort to turn until it enters the inner harbor.
It is therefore evident the proposed exterior breakwater, when com-
pleted, will be of service as a harbor of refuge only to vessels of light
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APPENDIX J J — REPORT OP CAPTAIN TOWN8END. 2901
draft, and as the iDDer harbor has a navigable channel of 13 feet, which
it is easier to enter tban either ot^ the outer harbors, the value of the
exterior constructions on the lines proposed is not apparent.
Another objection is raised by pilots to the existing structures, that
during storms they render the entrance to the inner harbor more dan-
gerous than it would be otherwise; that in a northwest storm a current
is produced by the west breakwater which tends to throw the hejid of
a vessel entering the port toward the east. While attempting to
straighten from this action the bow suddenly plunges into a reverse
current while the stern is being pressed to the eastward, which tends to
drive the vessel onto the west pier of the inner harbor, and if it escapes
this disaster a second reversal of current renders the east pier to the
inner harbor a source of danger. During the storm from the north or
northeast a vessel can also enter the inner harbor more readily if the
"west breakwater be removed. That these objections are not groundless
is indicated by the construction by the Government of pile fenders at
the end of the east pier of the inner harbor (report of Chief of Engi-
neers, 1896, p. 2674), and by the fact that vessels avoid the harbor
during storms.
To obviate these objections it has been proposed to close the opening
between the breakwaters, placing the entrance to the harbor at AB, the
salient of the proposed western breakwater. While by this means the
cross currents resulting from northwest storms in the harbor would be
destroyed, an obstructed entrance to the inner harbor would be obtained,
difficult to navigate in calm weather. A safer entrance to the outer
harbor would result, but the area protected from northwest storms
would be diminished, and tbe motion of sand from the northeast which
has already formed a shoal along the east breakwater would rapidly
extend along the west breakwater and enter the harbor through the.
proposed opening.
A second proposition has been to extend the west breakwater to the
north to a point H on the blue print. This will protect the entrance
to the harbor from northwest storms and give a more direct passage
to the inner harbor, but will increase the drifting of sand into the har-
bor during northeast storms and afford little relief to the contracted
entrance to the harbor of refuge.
The extension of the east pier to the northwest to the point E would
reduce the flow of sand from the northeast. The area of the harbor of
refuge can be increased by locating the west breakwater on the line
CD. It could then be more readily entered and the danger from cross
currents at the entrance to the inner harbor obviated by the removal
of the existing west breakwater. Under such conditions the extension
of the outer breakwaters to the points F and G would be advisable, to
diminish the dimensions of the waves which could enter the harbor
during storms from the west to northwest.
The propriety of building a harbor of refuge at this locality having
been definitely determined both by the Engineer Department and by
acts of Congress, I have the honor to recommend the following modifi-
cations of the existing project: To extend the east breakwater to the
point E, connect the east pier of the inner harbor to the east break-
water, and to construct the western arm of the west breakwater at CD.
The object of connecting the east pier with the east breakwater is,
primarily, to avoid the cost of repairs to the works surrounding the
outer basin. It will also have a beneficial eft'ect on the currents at the
entrance to the inner harbor.
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2902 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMT.
The following estimates of the cost of completing the existing project
and constructing the breakwaters on the lines proposed are submitted :
To complete exUiing projeot.
l,8001inearfeetof cribs, at $125 $162,500
Dredging outer ba^in, 875,000 cubic yards, at 12 cents 106, 000
Reconstruction of east breakwater, 1,420 feet, at $25 35, 500
Repairs to eastern inclosuro of outer harbor, 1,100 feet, at $15 16, 500
Removal of piers, 1,175 feet, at $20 23,500
343,000
Contingencies 34,000
Total 877,000
To ooinphte project recommended.
Opening between east pier and old breakwater, 460 feet, at $25 $11, 500
Repairs to east pier, 700 feet, at $20 14,000
Extension of east breakwater to £, 1, 100 feet, at $130 143, 000
Exterior breakwater CD, 1,500 feet, at $140 210,000
Repairs to west pier, 535 feet, at $4... 2,140
880,640
Contingencies 38,860
Total 419,000
To extend the breakwaters to the points F and G and remove the
existing western breakwater would increase this estimateabout $200,000,
an expenditure 1 do not consider justified by the benefits to be derived*
Very respectfully, your obedient servant,
C* MoD, TOWNSBND,
Captain^ Corps of U7igineer$.
Brig. Gen. W. P. Craighill,
Chief of Engineers^ U. 8. A.
(Through the Division Engineer.)
[First indorftemont.]
XJ. S. Engineer Office, Northwest Division,
New Yorky February 2^ 1897.
Respectfully forwarded to the Chief of Engineers, United States
Army.
The great changes that have taken place since the present project
was recommended by the Engineer Board of 1882 show a necessity for
changes in the project of such a radical nature that I would recommend
that the revision of the project for the improvement of the harbor at
Michigan City, Ind., be referred to a special board.
This is an exceedingly troublesome problem, and should be carefully
studied by a board before any more money is expended upon it.
Henry M. Robert,
Colonel^ Corps of Engineers^ Division Engineer.
[Second indorsemeDt]
Office Chief of Engineers,
U. S. Army,
February 11, 1897.
Respectfhlly submitted to the Secretary of War.
Gapt. 0. McD. Townsend, Corps of Engineers, presents for approval
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APPENDIX J J — HEPOBT OF CAPTAIN TOWNSEND. 2903
a modified project for carrying on the work of improving the outer har-
bor at Michigan City, Ind.
Inviting attention to. the views of Ool. H. M. Robert, Corps of Engi-
neers, the division engineer, in first indorsement hereon, I have the
honor to recommend that a Board of officers of the Corps of Engineers,
to consist of Lieut. Col. O. J. Lydecker, Maj. W. L. Marshall, and Capt.
C. McD. Townsend, be constituted to consider and report upon the
proposed moditicatious, the Board to meet at Michigan City upon the
call of the senior member, and its expenses to be paid irom the funds
available for improving Michigan City, outer harbor, Indiana.
With the approval of the Secretary, the order constituting the Board
will be issued from this office.
John M. Wilson,
Brig. Oen., Chief of Engineers^
United States Amiy.
[Third indonement.]
Wae Dbpabtment, February 15^ 1897.
Approved as recommended by the Chief of Engineers.
By order of the Secretary of War:
John Tweedale,
Chief Clerk.
[Fonrtli indoraemeot.]
Office Chief of Enoineebs,
U. S. Army,
February 18^ 1897.
Kespectfully referred to Lieut. Col. G. J. Lydecker, Corps of Engi-
neers, for consideration and report by the Board of Engineer Officers
constituted by Special Orders, No. 8, Headquarters, Corps of Engi-
neers, February 16, 1897.
It is desired that the Board give this matter full and complete con-
sideration and that its report be rendered at as early a date as practi-
cable.
By command of Brig. Gen. Wilson:
A. Mackenzie,
Lieut. Col.j Corps of Engineers.
eeport of board of engineers.
United States Engineer Office,
Chicago, III., March 6, 1897.
General: The Board of Engineer Officers constituted by Special
Orders, No. 8, Headquarters Corps of Engineers, February 16, 1897,
convened at Michigan City, Ind., pursuant U> call of the senior member,
at 1.30 ]). m., March 4, 1897. After examining the harbor the Board
adjourned to meet at 10 a. m., March 5, 1897, at the United States.Engi-
neer Office, Chicago, HI. The Board met pursuant to adjonrnment,
and after an examination of the modified project submitted, and careful
consideration, submits the following report:
The projects of 1876 and 1882 for the construction of an outer harbor
at Michigan City, Ind., under which work has heretofore been prose-
cuted at this locality, contemplated the formation of a harbor of refuge
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2904 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
not only for vessels trading at this port, but also for any which may
be exposed to storms in the southeastern portion of Lake Michigan. The
shoaling which has taken place since the projects were submitted has
so reduced the area of waterway protected by the proposed works and
rendered the entrances to the protected area so difficult that the Board
is of the opinion that the construction of a harbor of refuge on the lines
proposed will not adequately fulfill the purposes for which it was
intended. It has therefore to recommend that the outer western break-
water (EF) be removed, that the eastern harbor pier be extended a
distance of 600 feet on the line shown (AB) on the accompanying map,
and that a detached breakwater to protect the harbor from westerly
storms be constructed on a line also shown on the map (CD), the length
of this breakwater at present to be limited to 1,500.
The Board is of the opinion that a harbor constructed on these lines
will subserve the needs of commerce for many years. An entrance
(BC) between breakwaters is obtained having a width of 650 feet, and
there is a space 1,500 feet wide between the southwestern end of the
west breakwater and the 16-foot contour. The entrance to the inner
harbor is adequately protected from storms, and an ample area afforded
in the outer harbor for such vessels as at the present time might seek
shelter from storms in this portion of the lake. While a gradual exten-
sion of the shore line in this locality is to be anticipated, a further
extension of the breakwaters in a northerly direction can readily be
made which will protect tbe entrance between them from sand encroach-
ment, should it ever become necessary. The area protected from storms
can also readily be increased by extending the westerly breakwater in
a southwesterly direction, if required by the growth of commerce.
The question of closing the entrance to the outer basin the Board
considers one of maintenance, which can more properly be considered
when the repairs to the existing structures become necessary.
The estimate of the cost of the work is as follows >
1,500 linear feet crib breakwater, at $125 $187,500
600 linear feet crib breakwater, at $115 69,000
256,500
Contingencies, 10 per cent 25,650
Total 282,150
The exterior breakwater to be constructed of cribs 30 feet wide on a
stone foundation, and the extended pier of same width, founded upon
piles, in accord with most improved practice.
The material in the western breakwater, the removal of which is
recommended, is considered of value in the construction of the break-
waters proposed more than sufQcient to pay for its removal.
All of which is respectfully submitted.
G. J. Lydeckeb,
Lieut. CoL, Corps of Ungineers.
W. L. Marshall,
Major, Corps of Engineers,
O. MoD. TOWNSEND,
Oaptainy Corps of Engineers.
Brig. Gen. John M. Wilson,
Chief of Engineers^ U. 8. A.
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APPENDIX J J — ^EEPOET OP CAPTAIN TOWNSEND. 2905
IMPROVEMENT OF ST. JOSEPH HARBOR, MICHIGAN.
The improveineiit of St. Joseph Harbor bas consisted in deepening
the St. Joseph Eiver along the front of the city of St. Joseph, protecting
its ontlet into Lake Michigan by timber piers, and dredging a canal,
about 1 mile in length, from the St. Joseph Biver to the city of Benton
Harbor. The object of the improvement is to provide a navigable chan-
nel of the depth of 16 feet from Lake Michigan to the upper limits of
St. Joseph, and of 13 feet thence to Benton Harbor. When the work was
commenced in 1836, the outlet to St. Joseph Biver was obstructed by a
sand bar, through which a shifting and exposed channel existed with
depths fluctuating between 3 and 7 feet, while Benton Harbor was
without a navigable waterway to the lake. Work was commenced in
1836, and there had been applied to it $460,835.87 to June 30, 1896. At
the close of the last fiscal year there was an available depth of 12 feet
at the entrance to the harbor and a narrow channel with a depth of
13 feet within. The extent and condition of the pier work at the same
time were as follows:
Niyrik pier and revetment, comprising 831 feet pile work and 1,182
feet crib work, had a total length of 2,013 feet, and projected 960 feet
beyond the shore line; between Stations 4 + 55 and 13 + 78, a distance
of 923 feet, this pier was badly dilapidated, had been several times
breached and temporarily repaired and its reconstruction was a matter
of urgent necessity; the remainder of the work was in good or fair
condition, but lacked filling in some parts.
The south pier J comprising 606 feet of pile work and 213 feet of erib
work, had a total length of 819 feet, and projected 480 feet beyond the
shore^ line. It was in fair condition, but required a large amount of
additional filling, the stone throughout the pile section being gone to
below the water level.
The work of rebuilding the north pier was done by Government plant
and hired labor. The north pier was cut down to the level of the zero
of the gauge between Stations 9+22 and 13+78^ a double row of sheet
piling was driven in front of the old work, secured between guide tim-
bers, to which they were securely bolted, and protected by white oak
piles driven 3 feet between centers, and faced by a 10 by 12 inch white
oak wale. At distances of 9 feet, a tie rod passes through the entire
structure, being bolted through a rear wale placed behind the rear i)or-
tion of the old structure. The superstructure consists of five courses
of white pine timber in the front wall and three in the rear, suitably
joined by cross-ties. The work was completed October 10, 1896.
On May 3, 1897, a contract was entered into with Eslow & Munroe
for completing the repairs to the north pier. Operations were begun
under this contract May 26, but at the close of the fiscal year the only
work done was to cut down the old pier and assemble the material
required for the new one.
During the fall of 1896 dredging operations were carried on in this
harbor with the U. S. dredge Saginaw; 52,575 cubic yards of material
were removed from the harbor, resulting in temporarily obtaining a
ebannel 80 feet wide and 18 feet deep from the entrance to the harbor
to Station 6, a distance of 1,400 feet, a cut of 40 feet width and 16 feet
deep in front of St. Joseph and through the Benton Harbor Oanal.
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2906 REPORT OF THE CHIEF OF EKQIKEERS, U. 8. ARMT.
SoiiudiDgs made in April, 1897, showed an insufficient depth along the
docks of the Benton Harbor basin, 11 feet on the shoal at the entrance
to the Beuton Harbor Canal and 13 feet on the shoal outside the north
pier. Dredging, under a contract with William A. Starke, dated March
26, 1897, was commenced April 21^ and the harbor reopened by May 29,
52,666 cubic yards of material being removed.
The total amount expended in making and maintaining improvements
at this harbor from 1836 to June 30, 1897, is $479,043.74, of which
$18,207.87 was expended during the last fiscal year.
In order that the projected improvements at this harbor may be
accomplished and maintained, it is most important that the piers
be promptly extended, and that both sides of the Benton Harbor
Canal be protected by substantial and sand-tight revetments. If an
entrance depth of 16 feet is to be obtained and kept, it can only be done
by carrying the covering piers out to the curve of 18-foot depths beyond
the outer bar. Dredging may open the channel, but the first storm that
follows is certain to fill it up again, thereby destroying what has been
gained at a large expenditure of time and money, for dredging in the
open lake is a slow and expensive operation. It is therefore the poorest
possible policy to depend upon any outside dredging for the projected
16 foot entrance channel. To carry the north pier to this 18-foot curve
requires an extension of 1,000 feet, and it will take double that for the
corresponding extension of the south pier. The St. Joseph and Paw
Paw rivers make very considerjible deposits in the upper part of St.
Joseph Harbor when they are at freshet stages, and dredging will always
be required to clear the inner harbor of these deposits. The construc-
tion of revetments on both sides of the Benton Harbor Canal is neces-
sary for reasonable permanence of any dredged channel there, but these
revetments should not be built at the expense of the United States.
Unless the local authorities will take the matter in hand and provide
for their construction and maintenance in approved condition, it is a
question whether the Government should continue to maintain this
channel way, as the dredged channel soon fills up with material washed
from its unprotected banks. The north side of the canal is revetted
all the way up to Benton Harbor, though some parts of the work are
old and nearly unservicable, but on the south side there is no revet-
ment worthy of mention. The canal is, in fact, a long, narrow slip,
wholly artificial, dredged from the upper end of St. Joseph Harbor to
Benton Harbor for local benefit. It is from 85 to 100 feet wide, over
4,000 feet long, and because it is not properly revetted its navigability
is maintained only by repeated dredgings, once a year certainly, and
frequently twice. So long as this dredging continues to be done by the
Government unconditionally, it does not appear likely that the much-
needed revetment will be built at local expense. Nevertheless, the
records show that when the Government first entered upon the work
of dredging there, it was with the understanding that the necessary
revetments would be promptly built in just that way.
While there is indicated above the extent of pier construction that is
necessary for securing the entrance depth that is designed for this har-
bor, the present approved project of improvement provides for only 860
linear feet of pier in addition to what is already built. The estimate
for pier construction is therefore limited accordingly. The appropria-
tion made by the river and harbor act of June 3, 1896, will probably be
absorbed in putting the old piers in safe and serviceable condition^ and
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APPENDIX J J ^REPORT OF CAPTAIN T0WN8END.
2907
in doiug the larjs:e amount of dredging that is required under existing
conditions for keeping the harbor open to navigation and commerce.
The estimate for 1899 is therefore as follows : For 850 linear feet of pier
extension, $85,000; for dredging and minor repairs of piers, $10,000;
making in all, with an allowance of about 5 per cent for contingencies,
$100,000.
The harbor is in the Grand Hayen colleotion distriot, and the nearest port of entry
is Grand Hayen. Mioh. The Liffht-Hoase Establishment maintains a fourth-order
revolying coast light on the blaff south of the harbor, and range lights and fog bell
on the north pier. There is a life-saying station near the east end of north pier.
Original estimated cost of the work as reyised in 1892 $519, 113.00
Whole amount expended to June 30, 1S97 479,043.74
Money statement.
July 1, 1S96, balance unexpended $32,276.33
June 30, 1S97, amount expended during fiscal year 18,207.87
July 1, 1897, balance unexpended 14,068.46
July 1, 1897, outstanding liabilities $804.66
July 1, 1897, amount coyered by uncompleted contracts 9, 038. 21
9,842.87
Jnly 1,1897, balance ayaUable 4,225.59
(Amount (estimated) required for completion of existing project 100, 000. 00
Amount Uiat can be profitably expended in fiscal year ending J tme 30, 1 899 100, 000. 00
Submitted in compliance with requirements of sections 2 of riyer and
harbor acts of 1866 and 1867 and of sundry oiyil act of June 4, 1897.
Jppropriaiion$ for improving Si, Joseph Harbor and River, Michigan,
July 4, 1836 $20,000
March 3. 1837 15,000
July 7, 1838 51,113
Maroh3,1843 25,000
June 11, 1844 20.000
August 30, 1852 • 10,000
June 28, 1864 (allotment) 15, 000
June23, 186) 6,000
March 2, 1867 23,000
Allotted from harbors on
Northwestern Lakes,
1867 $7,500
Transferred in 1870 to
Grand Hayen Harbor . . 500
7,000
July 11, 1870 15,000
March 3, 1871 10,000
June 10, 1872 3,000
June 23, 1874 $2,000
March 3, 1875 35,000
August 14, 1876 12,000
June 18. 1878 12,000
March 3, 1879 6,000
June 14, 1880 8,000
March 3, 1881 10,000
August2, 1882 12,000
July 5, 1884 15,000
August 5, 1886 10.000
August 11, 1888 12.000
September 19, 1890 20,000
July 13, 1892 59,000
August 17, 1894 30,000
June 3, 1896 30,000
Total 493,113
'Amount carried to surplus fund, 80 cents.
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2908 REPORT OP THE CHIEF OP ENGINEERS, U. B. ARMT.
Jh$tract ofUdtfar repairing G^vermmeni pier at St, Joeeph, Mick., received and opened
ApHl S2y 1897, in accordance with advertUement dated March U, 1897, hy Capt. C. MeD,
Tawneend, Corps of Engineers,
S5
I— To secure in
CO
place in the work
■Jlr?
the following
8— To famish the following material
u
material to be
and secure it in place.
fhruished by the
11
h
PC o
SI
li
Government
s
11.
n
11
^
■s
i
f
-o
No.
Name And ftddrest of
bidder.
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.3 «
S3,
ft.
i|
a .
if
a
•O Si
^iS!r
total.
III
n
si
n
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5S
f
It
III
3S
2
II
1
si
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°1
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li
QQ
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£b1ow Sc Mnnroe,Char-
OtM.
ou.
ot».
Ct$.
Ctt.
leyoix, Mioh
$1.70
$2.90
$5.25
$5.00
$26.00
2
2i
H
2i
8*
$4,853.66
George Cooper. Mani-
towoc, Wis
1.50
2.00
4.76
3.00
30.00
2.9
2.9
2.9
2.9
2.9
4,575.08
John J. Granyille, Sa«;-
inaw. Mich
2.00
4.50
5.50
7.00
25.00
2*
5
5
5
8
4,970.00
Nelson J. Gaylord,
Ludington, Mich...,
2.50
3.00
4.50
2.00
33.25
2i
2|
2i
2i
21
5.082.81
John M. AUmendinger,
Benton Harbor, Mibh .
3.37
3.00
6.00
4.00
25.50
2
3
H
3|
2|
5.000.17
W. MolTor, Marseilles,
111
2.00
4.00
G.50
3.75
29.00
8
3i
3i
8
3*
5,139.58
Chicago Star Constmc-
tion and Dredging
Co.. Chicago, 111
2.60
1.60
6.50
4.60
34.00
8
8*
H
3|
8»
6.5(4.21
a Contract entered into May 3, 1807.
List of contracts in force for improving St. Joseph Harbor, Michigan,
William A. Starke, dredging, dated March 26, 1897; approved April 9, 1897; date
of beginning, .April 1, 1897 ; date of expiration, September 15, 1897.
Eslow & Munroe, pier work, dated May 3, 1897; approved May 20, 1897; date of
beginning, May 1, 1897 ; date of expiration, Octob.er 1, 1897.
COHMRBCIAL STATISTICS, ST. JOSEPH AND BENTON HARBOR, MICHIGAN, FOB
CALENDAR YEAR ENDING DECKMBKR 31, 1896.
Entrances and clearances.
Calendar year.
Voaaela entered.
Vessels cleai-ed.
Number.
Tonnage.
Number.
Tonnage.
1890
948
742
1,726
1,576
1,100
779
886
131, 607
215,334
707, 285
1, 125. 063
900,000
327,384
489.081
946
743
1,727
1,575
1,100
727
833
131,396
1891
219,591
1892
707,786
1803
1, 125. 938
1894
000,000
1895
827,837
1800
435,088
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APPENDIX J J — ^EEPOBT OP CAPTAIN TOWN8END. 2909
BeoeipU and 9hipment9 Ity vessel at Si, Joseph' and Benton Harbor, Michigan, 1896.
[Compiled from eiUitementa furniMhed by the Gniham A Morton Tran8portAtion Company, of St.
Joseph. Mich., and the collector of cnstoms at Grand Haven, Mioh ]
Articlee received.
Tons.
Artiolee ahipped.
Tons.
Coal
1,200
70,244
6.600
750
5.583
1.430
61
62,800
200
168,313
1,850
1.528
26.000
4.200
Farm products, miacellaneous
Fifth.
1.600
250
Grain
Flour
6.070
Gravel
Fruit
36,000
Hav and feed
Lfime and cement. .......... .... ......
30 850
Live stock - -.
53
Liive Atock . - ...
Lumbec . ........>............ ..t^--
1,108
Lumber .. ............................
Machinery
300
Machinery
Merchand ise, genornl
184,860
Merchandine, general
Paper
1,000
Paper
Pig iron
3,305
Pie iron
Pwatoea
1,600
Salt
Total
Wood
274 081
Total
350,659
In addition to the above, a total of 140,000 pasBengen was carried by vessoUi trad-
ing at this port.
JJ3.
IMPROVEMENT OF ST. JOSEPH RIVER, MICHIGAN.
The only portion of this stream now navigated is from the month at
St. Joseph to Berrien Springs, a distance of about 26 miles by river,
thongh the land distance between the two places is but little more than
half that. It is very crooked, obstructed by numerous shoals and rip-
plefi over which the water flows in thin sheets, and with channel depths
of from 24 to 30 inches; the intervening pools are generally from 4 to 6
feckt deep, and some of them 6 oi: even 8 feet.
The river and harbor act of August 11, 1888, appropriated $2,500 for
improving the river within the limits above indicated, and a project for
its expenditure with a view to obtaining a low- water channel of 3 feet
was approved March 27, 1889. The plan of operations provided for
removing snags and sunken logs, closing secondary channels by brush
and stone dams, and* concentrating the flow of water at other points as
found necessary by wing dams. The plan has been followed as far as
could be with the small sums appropriated for the work, and has pro-
vided the anticipated depth of 3 feet at the improved places, but other
shoals remain, and the structures already erected, having necessarily
been of a light and inexpensive character, are in need of additions and
repairs.
During the past fiscal year no work has been done.
The total amount expended on the river to June 30, 1897, is $4,862.02,
of which $12.45 was spent during the past fiscal year.
This navigation may be kept up at an exi>enditure of $500 annually;
and if it is to be done the next appropriation should be $1,000 in view
of the established custom of making such appropriations once in two
years.
The original estimated cost of the work, in 1880, was $11,300.
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2910 REPORT OF THE CHIEF OF ENQINEERS, U. S. ARMY.
Money statement.
July 1, 1896, balancA nnexpended $660.43
June 30, 1897, amount expended during fiscal year 13. 45
July 1, 1897, balance nnexpended 637.98
July I, 1897, ontetanding liabilities 46.50
July 1, 1897, balance available 591.48
{Amount (estimated) required for completion of existing project 5, 800. 00
Amor nt tliat can he prolitabiy expended in fiscal year ending June 30, 1899 1, 000. 00
Siibiiiitted in compliance with reauirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
AppropriatioHB far improring St Joseph Biver, MiehUfan,
August 11, 1888 $2,500.00
Septembers, 1890 1,000.00
July 13, 1892 (allotment) 1,000.00
August 17, 1894 500.00
June 3, 1896 500.00
Total 6,500.00
Whole amount expended to June 30, 1897, $4,862.02.
COMMKRCIAL STATISTICS, ST. JOSEPH RIVER, MICHIGAN, FOR CALENDAR TEAR
ENDING DECEMBER 31, 1896.
The steamer Maff Graham (95 tons, load draft, 30 inches) carried passengers and
6,201 tons miscellaneous freight between St. Joseph and Berrien Springs.
An additional steamer, the Edna (2 tons), lias run up the river Arom St. Joseph on
excursion business, carrying passengers only.
A new river steamer is bemg built by Dralce A Wallace, of St. Joseph, Mich.
J J 4.
IMPROVEMENT OP SOUTH HAVEN HARBOR, MICHIGAN.
Before improvement by the General Government the citizens of
South Haven had constracted piers and revetments at the month of
the Black Kiver, and thereby obtained a channel into Lake Michigan 6
or 7 feet deep and 85 feet wide. The improvement thus started was
taken up by the Government in 1867, under a plan of operations that
provided for increasing the channel to a width of 120 feet between
piers extended far enough into Lake Michigan to obtain and hold a
navigable depth of 12 feet. The original project was subsequently
modified to make the entrance width between piers 177 feet and extend
the navigable channel upstream to the highway bridge, about half a
mile above the piers. The total length of piers and revetments built
up to the year 1888 aggregated 3,145 feet, and no extensions have been
made to them since that time.
The condition of the harbor works at the beginning of the last fiscal
year was as follows:
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APPENDIX J J ^REPORT OP CAPTAIN TOWNSEND. 2911
North pier^ comprising 607 feet of crib work, 524 feet pile pier and
revetment, and 463 feet sbeet-pile revetment, has a total length of
1,594 feet and projects 650 feet beyond the shore line.
South pier, comprising 657 feet of crib work, 143 feet pile revetment,
and 854 feet plank-beam revetment, has a total length of 1,554 feet and
projects 470 feet beyond the shore line. The plank-beam revetment is
badly wrecked in parts, the remainder liable to give way at any time,
and all should be rebuilt; but it is believed that appropriations for the
improvement of this harbor should no longer be charged with the
expense of maintaining this inferior revetment, as the adjoining prop-
erty is mostly occupied and used for commercial purposes by private
parties and corporations.
The depth of water available was 14 feet, resulting from recent
dredging.
During the past fiscal year the superstructure of the north pier from
Station 4+65 to 9+87 was rebuilt, and of the south pier from Station
8+54 to 9+97, under a contract with Nelson J. Gaylord dated May 28,
1896. No dredging has been required during the past season, and at
the close of the year an available channel existed having a minimum
depth of 13 feet.
A contract was entered into May 6, 1897, with Eslow & Munroe for
an extension of 350 linear feet to the south pier. Material has been
collected but no work done. It is proposed to construct at this locality
the sand-tight pier revetment invented by Maj. William L. Marshall,
Corps of Engineers, and successfally employed by him in the construc-
tion of docks and wharves at Chicago.
The total expenditure by the Government in making and maintaining
the improvements at this harbor up to June 30, 1897, is $230,828.47, of
which $9,185.53 was spent during the last fiscal year.
In order to realize the approved project of improvement at this har-
bor it is essential that the piers be extended to 15 feet of water in Lake
Michigan, which will require additions of 230 and 450 feet to the north
and south piers, respectively. The last approved estimates provide
for extensions aggregating but 350 feet, less than half what is needed.
The estimate for 1899 is as follows: For 350 feet of pier extensions,
$35,000; miscellaneous repairs and dredging, $5,000; contingencies,
sui)ervision, office expenses, etc., $5,000; in all, $45,000.
This harbor is in the Grand Haven collection district, and the nearest port of entry
is Grand Haven, Mich. The light-honse establishment maintains a harbor light on
the south pier. There is a life-saving station near the inner end of the north pier.
Original estimated cost of work, 1866, amended in 1869, 1872, and 1892.. $262, 000. 00
Whole amount expended to JuneSO, 1897 230,828.47
Money statement
July 1, 1896, balance unexpended $30,357.06
June 30, 1^, amount expended during fiscal year 9,185.53
# ■
July 1, 1897, balance unexpended 21,171.53
.July 1, 1897, outstanding liabilities $12.00
July 1, 1897, amount covered by uncompleted contracts 15, 541. 78
16,553.78
July 1, 1897, balance available .' 5,617.75
{Amount (estimated) required for completion of existing project 45, 000. 00
Amount that can be profi tably expended in fiscal year endi ng June 30, 1899 45, 000. 00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
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2912 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Appropriatiana for improving kmrhor at SotiMi flaven, Miok.
March 2, 1867 $43,000
July 11, 1870 10,000
March 3, 1871 15,000
Jane 10, 1872 12,000
Mftrch3,1878 20,000
June 23, 1874 10,000
March 3, 1875 10,000
August 14, 1876 10,000
June 18, 1878 12,000
March3, 1879 7,500
June 14, 1880 6,000
March 3, 1881
August 2, 1882
July 5, 1884
August 5, 1886
August 11, 1888....
September 19, 1890.
July 13, 1892
August 17, 1894....
June 3, 1896
$5,000
10,000
7,500
5,000
10,000
15,000
10,000
20,000
15,000
Total 252,000
Jhairact of bids for pier extennon at South Haven Harbor ^ Michigan^ received and opened
April S7y 1897 f in accordance tcith advertisement dated March S9, 1897, by Capt, C MeD.
Townaend, Corps of Engineers.
No.
Name And address
of biddsr.
85
1^^
II
an
=1
1555
m
its
II
Al
2
8
4
5
6
No.
• 1
2
8
4
5
6
Ctasrle-
Ealow ft Monroe,
voix, Mich
John M. Allmendliigor, Ben-
ton Harbor, Mioh
l^elKon J. Gaylord, Liiding-
ton, Mich
Chicafio St«r Countruotion &,
Dredging Co., Chicago, 111.,
Handler StLntu Towing and
Dock Co., Chicngo, 111
John J. Granville, Saginaw,
Mich
Name and address
of bidder.
OentM.
35
50
55
OenUi.
35
$14. 50
15.00
15.00
17.00
15.00
17.00
$20.
26.
20.
25.
20.
20.
I
$35.00
80.00
32.00
40.00
35.00
30.00
$19.00
22.00
18.00
10.80
20.50
20.00
$2fi.00
27.00
28wOO
24.00
29.00
25.00
Cent*.
2
2
135
15
2
15
Ealow &. Mnnroe, Charlo-
Yoix, Mich
John M. Allmendingcr, Bon-
ton Harbor, Mich
Nelaon J. Gaylord, Luding-
ton, Mich
Chicago Star ConHtructlon Se.
Dredging Co., Chicago, 111. .
Hau8h<r &. Luiz Towing and
Dock Co, Chicago, 111
John J. Granville, Saginaw,
Mich
4
CenU.
125
8
125
8.5
2
4
CtntM.
125
3.6
125
8
8
4
CenU.
125
8.5
125
8.5
2
4
GO
OtnU.
3
15
125
3.5
4
4
6ft
t8
QQ
$6.50
6.00
6.75
7.60
7.60
10.00
"I
CenU.
20
25
24
30
20
40
Z O 9
Genu.
25
24
a .
2l
Ok
$13,04L78
18,205.3
18,823.66
13.487.44
13,448.46
15,38L42
• Contraot entered into May 6, 1897.
List of contracts in force for improving South Haven Harbor, Michigan,
William A. Starke, dredgiug, dated March 26, 1897; approved April 9, 1897; date of
beginDing, April 1, 1897; date of expiration, September 15, 1897.
Eslow & Munroe, pier work, dated May 6, 1897; approved May 24, 1897; date of
beginning, May 15, 1897; date of expiration, November 1, 1897.
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APPENDDC J J — ^REPORT OP CAPTAIN T0WN8END.
2913
OOMMSBOIAL 8TATI8T1G8, SOUTH HAVEN HARBOR. MXCHIQAK, FOR GALKNDAR TBAR
■NDINO DXCXMBKR 3l, 1896.
EntrtMoei and 6Uaranee$,
GalendAr year.
Kamber.
TonnAge.
Calendar yew.
Kam1)er.
Tonnage.
1889 (eetimAted)
1880
1881
1883
1,080
1,246
2,884
8,000
128,880
201.880
212,100
1898
1894
1806
1890
8,822
8,240
8,222
1,218
251,730
228,246
238,060
848, 016
During the year an additional line of boats was established between this port and
Chicago, m.
BeeHpts and $hipmenU hy veueU, 1896,
(Oomplled from ttolement Amithed by C. J. Monroe, eeq., Soath HsTon, Mich.]
Tons.
AxtleleeeUpped.
Tona.
Briek
Coal
Floor
Hay and feed
Hidea
Iron and machinery ..
Lime and eement
Lumber
Merchandlae (general)
Salt
Stone
Tan bark
Total
877
8,660
660
1,600
802
480
620 I
8,006 '
6,438
670 ,
1,200
8,800
38»113
Briek and graTel
Flour
Fruit
Hay and feed
Leather
Lumber
Machlnerr
Merobandise (general)
Potatoea
Slaba
Stone
Tan bark
Total
1,280
310
29,895
500
820
6,288
1,960
7,187
405
1,200
1,270
1,200
61.770
In addition to the aboTO, a total of 4,200 passengers was carried by vessels trading
at this pork
JJ5.
niPBOYEMENT OF SAUGATUCE HARBOB, inCHIOAN.
This harbor is at the mouth of the Kalamazoo Biver aud had a chan-
nel depth before improvement not exceeding 5 feet. Its condition was
first improved by a private company, which built two slab piers for
confining the river current and thereby obtained a channel depth of 7
feet temporarily. Its further improvement was commenced by the Gen-
eral Government in 1869. The object sought by the present project of
improvement was to obtain an entrance channel to the Kalamazoo
Biver of 12 feet depth, protected by piers 200 feet apart, and to extend
the same depth to the town of Saugatnck, 3 miles above the entrance
of the river into Lake Michigan. From 1869 to 1882 the piers were
extended and interior channel revetments constructed until they had a
total length of 1,907 feet on the north and 3,863 feet on the south side,
all of pile work. Since 1882, appropriations having been too small to
keep these structures in repair, they have gone to decay. Tlie nav-
igable channels opened through the harbor from time to time by dredg-
ing fill up again very soon after the departure of the dredge. The lake
ends of the piers project less than 175 feet beyond the Lake Michigan
shore line aud are entirely inadequate to maintain the proposed depths
at entrance, even if they were in proper repair.
The condition of the harbor works at the beginning of the fiscal year
ENa 97 183
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2914 REPORT OP THE CHIEF OP ENGINEERS, U. S. ARMY.
was as follows: Tbe north pier^ with a total length of 715 feet of pile
work, filling all gone and seas sweeping through the work withoot
obstruction. The south pier projected 175 feet from the shore line, and
with the inshore revetments had a total length of 3,863 feet, all pile
work. For a distance of 2,525 feet from the outer end this work is a
wreck above water and has lost a large part of its filling; farther inside
the timber work is in fair condition, but the filling is nearly all gone.
Operations during the past year were limited to dredging. The
U, S. dredge Farquhar began operations June 30, 1896, and continued
work until October 28, assisted from August 7 to 28 by the U. S.
dredge Saginaw; 76,713 cubic yards of material was removed, result-
ing in giving a narrow channel 12 feet in depth from the lake to the
town of Saugatuck. Soundings in May, 1897^ showed that the effect
of the dredging had been effaced, as usual, during the winter, but 4 feet
being found on the bar in front of the entrance and a narrow channel
of 75 feet between the piers. Under a contract with William A. Starke
dredging was resumed June 2, 1897, and at the close of the fiscal year
32,675 cubic yards of material had been removed and the harbor was
again open to navigation with light draft boats.
No work having been done on the piers or revetments during the
year, they remain practically as they were at the beginning.
The total expenditure for improving this harbor to June 30, 1897, is
$158,760.11, of which $5,535.31 was spent during the past fiscal year.
The port of shipment out of this harbor is the town of Saugatuck, 3
miles above the entrance from Lake Michigan, and tbe natural difift-
culties in the way of making and maintaining a reliable navigation by
the present line of water travel are exceedingly great. The ultimate
abandonment of the existing outlet to the Elalamazoo liiver is author-
ized in the river and harbor act of June 3, 1896, which provides for
commencing work on an alternative project, as follows:
Improving Kalamazoo BiTer, Michigan, from Lake Michigan to Sangatnck, in
accordance with the alternative project sabmitted January twenty-eighth, eighteen
hundred and ninety-six, five thousand doUars.
The appropriation for ^^ Improving harbor at Saugatuck, Mich.,'' is
therefore being applied to maintaining navigation by the present outlet
until provision is made for completing the new one.
The estimate submitted for 189!) is therefore as ibllows:
For maintenance of the old harbor, $10,000.
This harbor is in the Grand Haven collection district, and the nearest port of entry
is Grand Haven, Mich. The light-house establishmeut maintains a fifth-order coast
lijB^hti on the north side of the entrance and a harbor light near the end of the soath
pier.
Original estimated cost of the work, 1867, modified in 1869, 1870, 1875, and
lfe2 $175,699.46
Whole amount expended to June 30, 1897 158,760.11
Money statement
July 1, 1896, balance unexpended $14,214.20
June 30, 1897, amount expended during fiscal year 5, 535. 31
July 1, 1897, balance unexpended 8,678.89
July 1, 1897, outstanding liabilities $147.31
July 1, 1897, amount covered by uncompleted contracts 8, 000. 00
8,147.31
July 1, 1897, balance available 531.58
{Amount that can be profitably expended in fiscal year ending June 30, 1899 10, 000. 00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
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APPENDIX J J — BEPOBT OF CAPTAIN TOWNSEND.
2915
ApprcpriaUon$ for improving k&rhor at SoMgatuek, Mich.
July 25, 1868 (allotmeiit) $23,900
April 10, 1869 (aUotment) 6, 039
July 11. 1870 10,000
March 3, 1871 10,000
June 10, 1872 15,000
March 3, 1873 10,000
June 23, 1874 10,000
March 3, 1875 10,000
Augruat 14, 1876 3,000
June 18, 1878 2,500
March 3, 1879 6,000
June 14, 1880 $5,000
March 3, 1881 5,000
AugU8t2, 1882 8,000
July 5, 1884 4,000
Augn8t5, 1886 8,000
August 11, 1888 5,000
July 13, 1892 5,000
August 17, 1894 12,000
June 3, 1896 10,000
Total 167,489
Contract in force for improving Saugatut^ Harbor, Michigan,
William A. Starke^^dredging, dated March 26, 1897, approved April 9, 1897, date of
beginning April 1, 1897, date of expiration September 15, 1897.
COMMRBCIAL STATISTICS, SAUGATUCK HARBOR, MICHIGAN, FOB GALEJNDAK TKAB
ENDING DBCBMBBR 31, 1896.
Entrance and 6learance$.
Knmher.
Tonnage.
Calendar year.
Number.
Tonnage.
X8M
262
314
178
492
132,400
76,300
42,000
120,000
1886
626
863
1,266
168.682
106,000
134,948
153,190
1880
18M
1890
1806
1801
1896
1892a
•Not stated.
Daring the year the Holland &, Chicago Line established a line of boats between
this port an4 Chicago, HI.
Beoeipti and akipmente hg vo$9el, 1896.
[Compiled from atatement ftamiabed by Heears. GriiBn 4t Henry, Sangataek, Micli.)
Tons.
Artlolee aUpped.
Tons.
Baakete
;,ooo
600
1,000
600
167
32,126
liah
60
Bricks
Fmlt
12,103
67
Qoal
Flonr and feed .^-..-r^Tr^.r ,....
Potatoes
133
TifmA cfnnMiib uifl AAlt
Xotal ....
Lntpb*!" - -
12,343
Total
36,892
In addition to the above a total of 7,850 passengers was carried by vessels trading
at this port.
J J 6.
IMPROVEMENT OP KALAMAZOO BIVEB, MICHIGAN.
The project of improvement adopted in 1896 provides for dredging
the river If miles below Sangatnck and making a new cat through to
Lake Michigan, to obtain an entrance channel with a depth of 12 feet.
The condition of the river prior to beginning operations nnder previons
projects is explained in the rex)ort on <^ Improvement of Sangatnck
Harbor, Michigan." The estimated cost is $150,000. The first appro-
priation of $5,000, made in the act of Jnne 3, 1896, is insufficient to
begin operations. The essential portion of the project is constructing
works which will create a new entrance for the river into Lake Michigan.
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2916 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Any partial cut will be filled by winter storms in the same manner tliat
the existing entrance is, and the entire estimate of cost should be avaU-
able before work is undertaken.
The estimate submitted for 1899 is therefore $145,000.
Original estimated cost of work, 1896 $150,000
Money statement.
July 1, 1896, balance nnexpended $5,000.00
Jnlyl, 1897, balance unexpended 5,000.00
{Amount (estimated) required for completion of existing project 145, 000. 00
Amount that can be prontably expended in fiscal vear ending June 30, 1899 145, OOO. 00
Submitted in compliance with requirements of sections 2 of riyer and
harbor acts of 1866 and 1867 and of sundry ciyil act of June 4, 1897.
JJ7-
IMPROVEMENT OF HARBOR AT HOLLAND (BLACK LAKE), MICHIGAN.
The first steps toward establishing a harbor at this place were taken
by the citizens of Holland, Mich., by opening a channel having a navi-
gable depth of abont 5 feet from Blaok Lake into Lake Michigan, and
protecting it by piers and revetments made of brush and stone. Con-
tinnation of this improvement was taken in hand by the General Gov-
ernment in 1867, existing structures strengthened by pile and crib
work, and extended until (in 1880) the north pier and revetment had
attained a total length of 1,854 feet and the south pier 1,691 feet. They
have remained without exteusion since that time. The approved
project calls for a channel depth of 12 feet, but a depth of from only 8
to 9 feet can be maintained while the piers remain in their present con-
dition. Increased depths are attained temporarily by. repeated dredg-
ing. The piers are not only far too short to protect an entrance channel,
but their older portions i)ermit the passage of large quantities of sand
through and under them.
The condition of the harbor at the beginning of the fiscal year was
as follows:
yorth pier J comprising 1,137 feet of. pile work and 717 feet of crib
work, had a total length of 1,854 feet, and projects 510 feet beyond the
shore line. The outer end of the pier has been undermined and settled
6.34 feet below its proper level. The section of old crib work between
Stations 3+20 and 5+44 was in a very shaky condition, and about to
be rebuilt. The rest of the pier was in fair condition, but needed addi-
tional stone filling at various points.
South pier J comprising 993 feet of pile work and 698 feet of crib work,
had a total length of 1,691 feet, and projects 695 feet beyond the shore
line. The pier was in fair condition. Additional filling was required
at numerous places.
At the beginning of the fiscal year dredging operations were in prog-
ress with Government plant for the restoration of the required widUi
and depth of channel. The work was completed July 14, 1896, and
resulted in giving a channel 80 feet wide and 14 feet deep at the then
existing stage of water. By the beginning of November the channel
had shoaled to 10.5 feet, and the dr^ge was sent back to the harbor.
Dredging was continued until ^November 23, when navigation ceasing,
the plant went to Grand Haven into winter quarters. The amount
dredged during the season by the Government dredge was 10,571 cubic
yards. In April, 1897, soundings showed that the channel had again
shoaled to a depth of 12 feet on the outer bar and 9 feet at the entrance
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stiff
APPENDIX J J — BEPOBT OP CAPTAIN T0WN8END.
2917
IKK
I
mi
I
m
mi
it
i
between piers. Under a contract with the Green's Dredging Company,
dredging operations were commenced April 23 and completed June 7,
resulting in a dredged channel 50 feet wide and 14 feet deep between
piers and 75 feet wide and 16 feet deep across the bar.
The result of dredging done during the year was to maintain the
channel in a fairly serviceable condition during the time it was most
needed for local navigation and commerce.
The total amount expended for improving the harbor to June 30, 1897,
was $209,533.76, of which $6,110.70 was spent during the past fiscal year.
The condition of the piers at the close of the year was substantially
the same as at the beginning.
The proposed depth of 12 feet can not be maintained until the piers
are made sand tight by sheet piling and extended to the 15-foot curve
in Lake Michigan, which is now about 350 feet beyond their lake ends;
but as no extensions are authorized, its cost is not included in the esti-
mate submitted below. The repairs to the north pier will be under-
taken during the next fiscal year.
The estimate for 1899, being simply for doing what is needed to put
the present piers in serviceable condition and provide a temporary
ehannel of requisite navigable depth by dredging, is as follows: For
sheet piling about 1,000 feet of piers, $8,000; dredging, $4,000; refill-
ing piers and minor repairs, $2,000, making, with an allowance of about
7 per cent for contingencies, a total«of $15,000.
The harbor is in the Grand Haven coUection district and the nearest port of entry
is Grand Haven, Mioh. The Light-Honse Establishment maintains a harbor light
near the enter end of south pier. There is a life-saving station near the inner end
of south pier.
Original estimated cost of the work, 1866, amended in 1873. 1879. 1884.
and 1882 $291,616.31
Whole amount expended to June 30, 1897 299,533.76
Money statement
July 1, 1896, balance unexpended $11,191.06
June 30, 1897, amount expended during fiscal year 6, 110. 70
July 1, 1897, balance unexpended 5,080.86
July 1, 1897, outstanding liabilities $28.00
July 1, 1897, amount coyered by unoompleted contracts 2, 636. 38
2,664.38
July 1, 1897, balance available 2,415.98
{Amount that can be profitablv expended infiscalvear ending June 30, 1899 15, 000. 00
Submitted in compliance with requirements oi sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
ApproprioHofu far impr(nfing harbor at Holland (Black Lake), Mkh,
Black Lake:
August 30, 1852* $8,000.00
June 23, 1866 55,615.31
March 2, 1867 51,000.00
July 11,1870 10,000.00
March 8, 1871 10,000.00
June 10, 1872 10,000.00
March 3, 1873 12,000.00
June 23, 1874 15,000.00
March 3, 1875 15,000.00
August 14, 1876 15,000.00
June 18, 1878 10,000.00
March 3, 1879 6,000.00
June 14, 1880 6,000.00
Black Lake— Continued:
March 3, 1881 $6,000.00
August 2. 1882 10,000.00
July 5, 1884 15,000.00
August 5, 1886 5,000.00
August 11, 1888 5,000.00
September 19, 1890 10,000.00
Holland:
July 13,1892 5,000.00
August 17, 1894 15,000.00
Jmie3, 1896 10,000.00
Total 304,616.31
* Amount carried to surplus fund, $1.19.
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2918 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Contrad in fierce far impravimg HolUmd (Blaek Lake) Harbor, Miohigan.
Green's Dredging Company, dredging, dated March 26, 1897, approved April 14,
1897, date of beginning April 1, 1897, date of expiration September 15, 1897.
COMMSBGIAI. STATISTICS, BLACK LAKB HARBOR. MICHiaAK, FOB OALEVDAB TKAS
XNDINO DECBMBSR 31, 1896.
Entrances and oUaraneei.
Calendar jew.
Kuinber.
Tonnage.
Calendar year.
Number.
Tomna^
1R89
1,087
80,790
1893
2.060
1,816
800
408
815,160
150,eS7
210,299
269.183
]S90a
1894
1891
2,676
2,800
ni'ioo
200.000
1805
1892
1896
•Not stated.
BeoeipU and shipments hy vessel, 1896,
[Compiled ftom atatements fturnlahed by W. H. Beach, eeq.. of Holland, Midh., and tha oeUeotoref
enatoms at Grand Haven, Mich.]
Artddee received.
Tons.
Artiolea shipped.
Tons.
Briok and atone
2,860
2,400
50
6,760
4,600
381
676
60.028
9,600
11,708
730
4,900
21.300
Coal
CM
Coal
Farmprodacta
820
Flour...........
Floor .
8,466
2.M9
806
Grain
Pmit
Gravel
Grain
Tron and machinery
Hay and feed
7,410
7,930
65
lAw^ and cement.'.
Leather
Lumber
LJmt> and cement
Merohandiae, general. .................
Live stock
106
Lumber.
6,009
S90
Salt
Machinery
SlalM
Merchantfise. reneral
2,890
26,200
625
Tan bark
lAi^foellaneoos
Potatoes................. .......
l^tal
114,982
Stone
6.006
Total
66,973
J J 8.
IMPKOVEMENT OP GRAND HAVEN HARBOR, MICHIGAN.
This harbor is at the mouth of Grand Biver, which had a shifting
channel with a depth of 9 feet at its month before improvement, toward
which some steps had been taken by the Detroit, Grand Haven and
Milwaukee Bailroad Company, when systematic work was commenced
by the Government in 1867, under an appropriation of $65,000 made in
the river and harbor act of June 23, 1866. The project adopted was
the usual one of protecting the entrance channel by piers projecting
into the lake, and dredging as found necessary to make and maintain
the necessary depth. The outflow of the Grand Eiver has done much
toward keeping such depth inside of the piers, but it also acts toward
carrying sand in suspension until the velocity of current is checked on
reaching the lake, sand deposited, and a bar thereby kept constantly
forming in advance of the entrance.
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APPENDIX J J — ^BEPOET OP CAPTAIN TOWNSEND. 2919
At the beginning of the last fiscal year the condition of the harbor
was as follows:
North pier and revetment^ with a total length of 3,538 feet, comprising
1,411 feet of crib work and 2,127 feet of pile work, projected 1,612 feet
beyond the shore line. It was generally in good condition, needing bat
few minor repairs in its older portions and some additional filling.
South pier and revetment^ with a total length of 5,774 feet, comprising
1,507 feet of crib work and 4,269 feet of pile work, projected l,6dL feet
beyond the shore line. It was in good condition, thongh additional
filling was required for 1,500 feet from the east end.
Depth of water. — Seventeen and one-half feet at entrance between
piers, 21 feet in the southerly approach, and 19 feet in the northerly
approach, with 14.1 feet on the crest of the middle ground between
them.
Operations during the year consisted in repairs to the south pier at
Stations 18 + 15, 28 + 67, 29 + 52, and 30 + 31, where it had been run
into by vessels during storms, repairs to the Government storehouse
where it had been injured in a storm on July 14, 1896, and dredging,
8,320 cubic yards of material having been removed. The Government
fleet and property is placed in winter quarters in this harbor, and a
force was employed during the winter and early spring repairing and
putting plant in condition for another season's operations.
Soundings made at intervals during the year showed depths varying
from 15 to 16 feet in the channel just inside of the piers, and irom 17 to
20 feet in the outside channels of the approach.
The mean stage of Lake Michigan as shown by the automatic gauge
at this harbor during the year was —1.799 feet; the highest monthly mean
was for June, 1897, viz, —0.961 ; the lowest monthly mean was for Decem-
ber, 1896, viz, —2.233; the maximum gauge reading was +0.09 foot on
June 18, 1897, and the lowest reading was —3 feet on August 4, 1896.
The mean reading for the month of June, 1896, was —1.711.
The total amount expended in improving thiis harbor up to June 30,
1897, is $727,265.77, of which $6,764.96 was spent during the last fiscal
year.
The general condition of the harbor works at the end of the fiscal
year was good, though additional filling was needed at a number of points.
The present approved project calls for an extension of 150 feet to the
north pier and 100 feet to the south pier; it also calls for plantings to
restrict the drift of sand over the piers into the harbor. With the
money appropriated by the last river and harbor act, it is probable that
therequiiHsd extension of the south pier can be made, and both piers be
put in good repair.
The estimate submitted for 1899 is, therefore, as follows: For 150
linear feet of pier extension, to complete present project, $18,000; for
restraining drift of sand over piers and revetments, $7,000; for inci-
dental repairs of piers and revetments, $3,000; making in all, with an
allowance of about 7 per cent for engineering, superintendence, and
contingencies, $30,000.
This harbor is at the port of entry for the Grand Haven collection district. The
Light-House EBtablishment maintains a fourth-order flashinff coast light south of
the entrance, and a harbor light, fog signal, and range light on the south pier.
There is a life-saying station near the inner end of north pier.
Original estimated cost of the woric, 1866, amended in 1880, 1890, and
1892 $804,366.15
Whole amount expended to JuneSO, 1897 727,265.77
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2920 BEPOBT OF THE CHIEF OF ENGINEERS, U. 8. ARMY.
Money statement
July 1, 1896; balance unexpended $38,865.34
June 30, 1897, amount expended during fiscal year 6, 764. 96
July 1, 1897; balance unexpended 32,100.38
July 1, 1897, outstanding liabilities $430.09
July 1; 1897, amount covered by uncompleted contracts 9, 000. 00
9, 430, OB
Jtayl;1897, balance available 22,670.29
{Amount (estimated) required for completion of existing project 45, 000. 00
Amount that can be urontabl^ expended in fiscal year endiuff June 30, 1899 30, 000. 00
Submitted in coropliauce with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of June 4, 1897.
Appropriaiion$ for iinpravift^ harbor oX Qramd JETaveii; Iftdk.
August 80, 1852 (mouth of
Grand River)
June 23, 1866
March 2. 1867 (mouth of Grand
River)
April 10,1869 (allotment)....
July 11, 1870
1870 (allotment)
March 3, 1871
June 10. 1872
March 3, 1873
June 23, 1874
August 14,1876
June 18» 1878
$2,000.00
65,000.00
40,000.00
1,866.15
10,000.00
-500.00
6,000,00
15,000.00
75,000.00
50,000.00
15,000.00
15,000.00
March 3, 1879 $9,000.00
June 14, 1880 50,000.00
March 3,1881 50,000.00
August 2,1882 40,000.00
July5,1884 60,000,00
August 5,1886 30,000.00
August 11, 1888 25,000.00
September 19, 1890 75,000.00
Julyl3,1892 90,000.00
August 17,1894 25,000.00
Junes, 1896 20,000.00
Total 759,366.15
(kifiiTiMX in force far improving Grand Haven Harbor, Midkigan.
Green's Dredging Company, dredging, dated March 26, 1897, approved April 14,
1897; date of beginning, April 11, 1897; date of expiration, September 15, 1897.
COMBIBRCIAL STATISTICS, GRAND HAVEN HARBOR, MICHIQAN, FOR OALBNDAR TKAR
BNDINO DKCEMBBR 31, 1896.
^ Bntranooi and cUaranees.
C»Landar yeur.
Nnmber.
Tonnsge.
CSslendar yesr.
Number.
Tonnage.
1388
1,608
1,110
1,172
819
816
1,405,800
849,870
834,080
616,422
608,836
1893
761
641
674
883
613,425
1889
1894
504,609
1890
1895
AfA^ffi
1891
, 1896
7271909
1892
1
BeoHptB and MpmenU by vetseUf 1896.
(Compiled from siatementa ftunlBhed by the colleotor of customs and United States Inspector &. C.
Dnryea, Grand Haven, Mich.]
Articles received.
Tons.
Articles shipped.
Tons.
Feed
Floor
Fruit
Grain
Lime and cement —
Lumber
Merchandise, general
Pig iron
Baft
Wood
Total
90.080
61,969
240
239
9,788
1,012
11,788
41,101
460
2.715
141,972
BHok
Celery
Flour
Fruit
Lime and cement. ...
Lumber
Merchandise, general
Pig iron
Potatoes
Wood
Total
8,850
^^
35
2,002
436
1,122
13.506
8.941
68
180
81,197
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APPENDIX J J — ^REPORT OP CAPTAIN TOWNSEND. 2921
J J 9.
mPEOVBMENT OP GRAND RIVER, MIGHIGAN.
From 1881 to 1884 $50,000 was appropriated for Grand Biver, and
expended in excavating a channel 4 feet deep throagh the shoal cross-
ings below the city of Grand Bapids. The channels dredged have
maintained themselves, bat the work did not extend a safficient distance
down the river to materially improve navigation.
The existing project, adopted by Congress in the river and harbor
act of Jane 3, 1896, provides for dredging a channel from Grand Haven
to Grand Bapids with a depth of 10 feet and bottom width of 100 feet.
The distance by river from the piers at Grand Haven to the foot of
Ganoes Oanal in Grand Bapids is 40 miles. The Grand Biver drains
a basin of aboat 5,700 sqaare miles. Its extreme low-water discharge
is slightly less than 1,000 cabic feet per second, and subject to consider-
able flnctuation by the opening and closing of slaice gates at the mills
along its banks in Grand Bapids. The fall of the river from Grand
Bapids to Grand Haven was, during the low water of 1891, 6.2 feet, of
which 5.2 feet occurs in the first 12 miles below Grand Bapids. The
slope is, however, affected not only by the stage of the river but also
by the fluctuations in the level of Lake Michigan. At ordinary stages
the river is navigable for vessels of light draft, but at extreme low
water channel depths of less than 2 feet are founa on some of the bars.
The currents of the river are moderate, the amount of sediment carried
during high stages comparatively small, and the banks of the river
Arm. Borings indicate that in the upper i)ortion of the river the soil
through which the channel is to be excavated consists of a mixture of
sand, clay, gravel, small stones, and occasional bowlders, the glacial
drift which covers this portion of the State of Michigan. No stratified
rock was encountered to a depth of 14 feet. In the lower i)ortion of
the river the material encountered was a mixture of sand, gravel, and
shells.
The estimated cost of this work is $670,500. The appropriation of
$50,000 by the river and harbor act of June 3, 1896, is being expended
in excavating a channel way with a minimum depth of 5 feet and bot-
tom width of 30 feet, within the limits of the adopted project. Proposals
were invited for dredging and bids oi>ened on December 21, 1896. The
lowest bid received was for dredging at 19^ cents per cubic yard, and
for removing bowlders at 65 cents per cubic yard, which were considered
too high and the bid was rejected. It was decided to do the work with
the Government plant of this district and hired labor. The (7. S. dredge
Farquhar was overhauled and her dipper adjusted so that she could
dredge at 6 feet depth. For removing the material dredged a 12-inch
sand pump, with its boiler and engines, was erected on a light-draft
scow and connected with wrought-iron pipe placed on floats. Thehopper
from which the pump raises the material is covered by a heavy iron
grillage which holds large stones, logs, and other material which might
clog or break the pump; such substances are removed by hand as they
accumulate. The plant was placed in position and began work May 26.
At first the working of the pump was not satisfactory, but after some
further a^ustment a rate of removal of 100 yards per hour has been
obtained — the capacity of the dredge. The number of cubic yards
removed to June 30, 1897, was 14,035.
While the dredging is being done at a cost below the lowest bid
received, the plant is not considered adapted for either cheap or rapid
work. It was constructed from the materials at hand, as the size
of the appropriation would not justify the large original outlay which
Digitized by
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2922 REPOBT OF THE CHIEF OF ENGINEERS, U. 8. iLRMT.
woald be necessary for the purchase of a dredge snitable for the riyer.
To enable the work to be done economically, it will require large enoagh
appropriations to justify the purchase of proper plant, either by a con-
tractor or by the Government.
The improvement will be of comparatively little value until depths
are obtained that will enable lake vessels to arrive at Grand Bapids.
The work is one that can most economically be done under the system
of continuous contracts, and could be completed within three years.
The estimate submitted for 1899 is, therefore, $250,000.
Whole amount appropriated and expended, 1881 to 1884, inclnBive $50, 000. 00
Original estimated cost of project adopted in 1896 670,500.00
Whole amonnt expended on present project to June 90, 1897 8, 420. 02
Money gtatemenU
July 1,1896, balance unexpended $60,000.00
June 30, 18Sf7, amount expended during fiscal year 8,420. 02
July 1, 1897, balance unexpended 41,579.98
July 1, 1897, outstanding flabilitiee 1,409.63
July 1,1897, balance available 40,170.35
{Amount (estimated) required for completion of existing project 620, 500. 00
Amount that can be profitably expended in fiscal year ending J une 30, 1899 250, 000. 00
Submitted in compliance with requirements of sections 2 of riyer and
harbor acts of 1866 and 1867 and of sundry civil act of June 4,1897.
AppropHoHotu for improving Grand Biver, Miohigam.
March 8, 1881 $10,000
August 2, 1882 15,000
Julys, 1884 25,000
June 3, 1896 50,000
Total 100,000
Abeiraoi of Hd for dredging Grand Biverf Miohigan, reoeivod and opened Deoeniber Bl,
1896j in aeoordanee with advertisewient dated November jfl, 1896, kg Copt, C, MeD,
Towneend, Corpe of Engineere.
Now
Name and addreM of bidder.
£«rih,eto.,
price per
onbicyard.
fiowldera.
price per
cubic yard.
Bemarka.
1
Jamea H. Pheatt Toledo. Ohio
OmiU.
S6
COMMERCIAL STATISTICS, GRAND RIVER, MICHIOAK, FOR CALENDAR YXAR KNDINO
DECEMBER 31, 1896.
Eniranoee and olearancee.
Calendar year.
Number.
Tonnage.
1896 .••
»2
M,760
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APPENDIX J J — BEPOBT OF CAPTAIN T0WN8END.
2923
BeoeiptB and BhipmeuU 5y vessel, 1896,
[Compiled from statement Aimished by United States Inspector Dniyea, Qrand Haven, Hleh.]
Artiolea receiyed.
Pigixon....
Total.
Tons.
89,788
89,738
Articles shipped.
Briok
Fruit
Pig iron...
Potatoes..
Wood
Total
Tons.
2,275
487
1,588
45
2,715
7,110
JJio.
IMPBOYEMENT OF MUSE£GON HARBOR, MICHIGAN.
Before the Government did any work at this harbor local enterprise
had improved the natural outlet of Muskegon Lake by building revet-
ments and slab piers extending into Lake Michigan, whereby a depth of
13 feet was obtained in the channel way so protected ; but the entrance to
it was obstructed by a bar in front of the piers over which the channel
of best water was usually only 6 or 7 feet deep. Operations were com-
menced by the Government in 1867, with the puipose of remodeling
the old slab piers and extending them by crib work to deep water
beyond the bar. This was done, and subsequent extensions foUowed,
as necessitated by th6 steady lakeward progress of the shore, line and
sand accretions in advance of it. In this way an entrance channel 12
feet deep was maintained, but the width between piers was only 180
feet, and to attempt to enter this narrow entrance was a dangerous
matter in stormy weather. The scheme of improvement was therefore
modified by building a detached pier parallel to and 300 feet north of
the south pier, the inner end of the new structure being about 120 feet
north of the lake end of the old north pier; the opening left thereby
introduced a new element of danger, which was obviated by removing
a length of 316 feet from tbe end of the old north pier and closing the
interval thus made between it and the detached structure by an oblique
connecting pier of crib work 330 feet long.
The condition of the harbor piers at the beginning of the last fiscal
year was as follows:
N'orthpieTj comprising 1,404.1 feet of crib work, 392 feet of pile-pier
revetment, and 786.3 feet of new sheet-pile revetment, had a total length
of 2,582.4 feet, and projected 1,220 feet beyond the shore line. Three
hundred and twenty-two feet of this crib work was built in 1868-69^
and the timberwork above water was badly dilapidated.
South pier, comprising 1,100 feet of crib work and 382 J feet of pile
work, had a total length of 1,482} feet, and projected 1,280 feet beyond
the shore line. ' Timber work generally in serviceable condition, except
in the pile-pier section. Considerable additional filling was needed in
both piers.
The available depth of water in channel between piers was 14.3 feet.
Under the contract with William A. Starke, dated May 1, 1896, a
channel was dredged through the harbor, the two central cuts having
a depth of 18 feet and two side cuts of 16 feet, the width of cut being
30 feet. Work was begun August 18, 1896, and completed September
29, 27,259 cubic yards of material having been removed. Soundings in
May, 1897, show that tbe harbor had again shoaled so that but a nar-
row channel remained of a depth of 15 feet. Dredging operations were
resumed on June 15, 1897, under a contract with the Green's Dredging
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2924 BEPOBT OP THE CHIEF OP ENGINEERS, U. S. ARMY.
Company, dated March 26, 1897. At the close of the fiscal year 17,581
cabic yards of material had been removed under this contract.
Under a contract with W. Mclvor and W. A. Butterfield, dated Jane
27, 1896, the superstructure of the north pier was rebuilt a distance of
323 linear feet, the south pier faced with sheet piling from Station
to Station 3+80, and a pile projection built at the oblique section to
the north pier to intercept the run of high seas along the pier and pre-
vent their deflection across the harbor. Work was begun July 8, 1896,
and completed December 20, 1896. The Government plant was also
employed in driving a row of sheet piling along the north pier fiN>m
Station to 2+82. The object of placing the sheet piling along both
the north and south piers is to prevent the passage of sand through the
pile piers near the shore line, and also to enable increased depths to be
obtained by dredging, these i>ortions of the piers having originally
been designed for only a 12-foot channel at higher lake levels. Minor
repairs were also made to other portions of the piers by the Govern-
ment force, and consisted in replacing timbers that had been displaced,
refilling pock