the easterly side and a rocky island forming the extreme southerly point of the westerly side.

7. Low-water depth of about 6 feet can apparently be carried into this bay to a point abreast of the rocky island above referred to. From this point up to the gorge a depth of approximately 3 feet appears to be available. Just above and below the gorge considerably greater depth-said to be 15 to 20 feet-may be found, and the depth in the gorge itself is, according to the Coast Survey chart, 6 feet. From a point 500 or 600 feet above the gorge up to the lower dam the bottom is for the most part bare or nearly bare at low tide. It is reported that the limiting depth up to the dam is about 6 inches at ordinary low tide, the bottom being quite uniform for the last half mile, or thereabouts, with probably not over 1 foot depth anywhere in the channel.

8. On the west side, immediately below the lower dam and bridge, is a small stone dock and coal yard occupied by the Rings End Fuel Co. It is reported that this company receives annually between 4,000 and 5,000 tons of coal, which is brought in small barges. These barges are first taken into the harbor at Wilsons Point by the regular Sound towboats, and from there towed around into the Darien River by a small tug from South Norwalk. The proprietor of the Rings End Fuel Co. states that as he can not count on a draft of over 6 feet, and then only at high water, his freight rates are greatly increased, due to the fact that the barges which are capable of carrying 600 to 700 tons of coal can come to his place with only about half a load. He reports that his freight rate from Perth Amboy and adjacent points is 50 cents per ton. The freight rates to South Norwalk and Stamford-near-by points where good channels of 9 to 10 feet in depth exist-are stated to be from 30 to 35 cents per ton from corresponding shipping points. Assuming the maximum amount of coal reported received each year 5,000 tons, the apparent saving on freight to this one company would be $750 to $1,000 if navigation facilities equal to those in Stamford or Norwalk were provided.

9. On the easterly side of the harbor and approximately half way between the lower dam and the gorge is a small earth-filled stone dock, about 40 feet wide. This dock is close to the main highway, from which a road leads directly onto the dock. It is reported that an occasional load of manure or brick is received at the dock, and a few stones piled on it at the time the examination was made indicated that it was used to some extent, but the appearances indicated only to a very slight extent. A short distance above this dock and also on the easterly side of the stream is another small stone dock which is said to be used to a slight extent for occasionally receiving manure, brick, etc. With the exception of the docks above described and two or three small landings, evidently exclusively used for small boats, there are no docks or landings between the lower bridge and the gorge.

10. Below the gorge on the easterly side of the bay there are a few well-built landing places, which are evidently built and used exclusively for the accommodation of small pleasure craft.

11. It is reported that the town owns no public docks whatever and that all of the docks described above are exclusively private

docks, to which the public has no right except as a matter of accommodation. There are no terminal facilities of any sort, and the nearest railroad station is about 1 miles from the lower bridge.

12. There are no factories in the immediate vicinity and no indications of any commercial use of the stream, except the coal yards and docks described above. The surrounding country is rather sparsely settled and is used exclusively for residential and farming purposes, principally the former. There are long stretches of shore on either side of the river below the lower bridge where the land is entirely unimproved, being either marshland or woodland, and it does not appear at all probable that there will be any commercial or manufacturing enterprises started in the immediate vicinity of this stream for many years to come.

13. The improvement desired, and, in fact, the only improvement that would be in any way practicable, would be a dredged channel from deep water outside up as far as the lower dam. The minimum depth that could be made to any advantage would be 6 feet at mean low water and the minimum width 60 to 75 feet. This would mean that dredging would have to be begun about one-fourth of a mile below the gorge, and the total length of dredging necessary would be not far from 1 mile. Apparently the bottom is very soft and the maintenance charges would be relatively high. The principal benefit of the improvement would accrue to one company only, although it would probably be a convenience for the small pleasure craft which use this waterway during the summertime and for a few small oyster boats which might also occasionally use the channel. The proprietor of the coal yard stated that inasmuch as the freight rates were excessive on account of the lack of water, the cost of the coal to the consumers was necessarily increased, and hence any benefit to the waterway would benefit the entire community. This is probably correct, but at the same time the benefit to the entire community is very small, and as stated above, the cost of maintenance, disregarding any interest charges on the cost of the improvement, would be equal to the full benefit expected from the improvement. A small amount of dredging at the gorge would facilitate navigation through that point, but it does not appear to me that this is a matter that the General Government should undertake.

14. There are no questions of development or utilization of water power for industrial or commercial purposes involved.

15. In my opinion the improvement is not worthy of being undertaken by the General Government.

Very respectfully, your obedient servant,

HARRY TAYLOR,

Lieutenant Colonel, Corps of Engineers.

The CHIEF OF ENGINEERS, UNITED STATES ARMY (Through the Division Engineer).

[First indorsement.

NORTHEAST DIVISION, ENGINEER OFFICE,

New York, December 8, 1910.

Respectfully forwarded to the Chief of Engineers, United States Army, concurring in the opinion of the district engineer officer that the Darien River is not worthy of improvement by the General GovW. M. BLACK, Colonel, Corps of Engineers, Division Engineer.

ernment.

[For report of the Board of Engineers for Rivers and Harbors see p. 2.]

O

WITH A LETTER FROM THE CHIEF OF ENGINEERS, REPORT ON EXAMINATION OF CONOBY CREEK, N. C.

OCTOBER 23, 1913.-Referred to the Committee on Rivers and Harbors and ordered to be printed.

WAR DEPARTMENT, Washington, October 16, 1913.

The SPEAKER OF THE HOUSE OF REPRESENTATIVES.

SIR: I have the honor to transmit herewith a letter from the Chief of Engineers, United States Army, dated 15th instant, together with copy of report from Lieut. Col. M. M. Patrick, Corps of Engineers, dated December 21, 1911, on preliminary examination of Conoby Creek, N. C., made by him in compliance with the provisions of the river and harbor act approved February 27, 1911.

Very respectfully,

LINDLEY M. GARRISON,
Secretary of War.

WAR DEPARTMENT,

Washington, October 15, 1913.

OFFICE OF THE CHIEF OF ENGINEERS,

From: The Chief of Engineers, United States Army.
To: The Secretary of War.

Subject: Preliminary examination of Conoby Creek, N. C.

1. There is submitted herewith, for transmission to Congress, report dated December 21, 1911, by Lieut. Col. M. M. Patrick, Corps of Engineers, on preliminary examination of Conoby Creek, N. C., authorized by the river and harbor act approved February 27, 1911.

H D-63-1-vol 10- -34

2. This creek is a tributary of Roanoke River, at present obstructed by a bar entirely across its mouth, on which the greatest depth is about 4 or 5 feet. There is no commerce on the stream at present, and improvement seems to be desired mainly in the interest of drainage, for which purpose the stream is now used. As there are no mining, manufacturing, or industrial developments in the vicinity the district officer is of the opinion, which is concurred in by the division engineer, that there is little or no prospect of a commerce of sufficient magnitude to justify the United States in entering upon the improvement of this creek.

3. This report has been referred, as required by law, to the Board of Engineers for Rivers and Harbors, and attention is invited to its report herewith dated January 29, 1912, concurring with the district officer and the division engineer in the opinion that it is not advisable at this time for the United States to undertake the improvement of Conoby Creek, N. C.

4. After due consideration of the above-mentioned reports I concur in general with the views of the district officer, the division engineer, and the Board of Engineers for Rivers and Harbors, and therefore in carrying out the instruction of Congress I report that the improvement by the United States of Conoby Creek, N. C., in the manner apparently desired by the interests concerned as described in the reports herewith, is not deemed advisable at the present time. DAN C. KINGMAN.

Chief of Engineers, United States Army.

REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS.

Third indorsement.]

THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS,

Washington, January 29, 1912. 1. Respectfully returned to the Chief of Engineers, United States Army.

2. This creek is a tributary of the Roanoke River, into which it empties about 2 miles above its mouth. At the entrance there is a depth over an obstructing bar of 4 to 5 feet. After crossing the bar an available depth of about 14 feet with navigable width obtains for a distance of about 6 miles. In the next 4 miles the depth decreases to 10 feet and the width to about. 30 feet. At the upper end of this reach the creek is crossed by a fixed bridge, beyond which the stream decreases rapidly in size, becoming merely a drainage ditch in the next 2 miles.

3. Except for an occasional motor boat there is no navigation on this stream. There is no commerce at present, and as there are no mining, manufacturing, or industrial developments in the vicinity there is little or no prospect of a commerce of sufficient magnitude to justify the General Government in entering upon this work, and therefore the board concurs with the district officer and the division engineer in the opinion that it is not advisable at this time for the United States to undertake the improvement of Conoby Creek. No communications have been received in response to the district officer's notification of the unfavorable tenor of his report, and in compliance