Amount (estimated) required for completion of existing project... Amount that can be profitably expended in fiscal year ending June 30, 1895 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893. (See Appendix H 22.)

$10, 400.00

10, 400. 00

23. Removing sunken vessels or craft obstructing or endangering navigation. During June, 1893, preparations were begun for the removal of the wreck of the tug Charles Lea, in Mispillion River, Delaware, under the provisions of the act of June 14, 1880, at an estimated cost of $150. (See Appendix H 23.)

EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED JULY 13, 1892.

The preliminary examinations of the following localities, required by act of July 13, 1892, were made by the local engineer, William F. Smith, United States Agent, Major of Engineers, U. S. Army, retired, and reports thereon were submitted through the division engineer, Col. William P. Craighill, Corps of Engineers.

1. Mouth of St. Jones River, Delaware.-Maj. Smith submitted report of examination under date of September 20, 1892. It is his opinion and that of the division engineer, concurred in by this office, that St. Jones River is worthy of improvement to the extent of redredging the mouth. No further survey is necessary for preparation of project. and estimate of cost of improvement. The report was transmitted to Congress and printed in House Ex. Doc. No. 34, Fifty-second Congress, second session. (See also Appendix H 24.)

2. For inland waterway connecting the Mispillion and Broadkiln rivers, Delaware, so as to reopen the navigation of Cedar, Slaughter, and Primehook creeks.-Maj. Smith submitted report of examination under date of August 11, 1892. It is his opinion and that of the division engineer, concurred in by this office, that the locality is not worthy of improvement. The report was transmitted to Congress and printed as House Ex. Doc. No. 85, Fifty-second Congress, second session. (See also Appendix H 25.)

3. Pocomoke River, Maryland, with a view of uniting its waters with the waters of Synepuxent Bay, at a point above Snow Hill.-Maj. Smith submitted report of examination under date of August 16, 1892. It is his opinion and that of the division engineer, concurred in by this office, that the route is worthy of improvement. The cost of a survey necessary for preparation of project and estimate of cost of improvement is estimated at $800. The report was transmitted to Congress and printed as House Ex. Doc. No. 94, Fifty-second Congress, second session. (See also Appendix H 26.)

4. Nanticoke River, Delaware.-Maj. Smith submitted report of examination under date of August 4, 1892. It is his opinion and that of the division engineer, concurred in by this office, that the river is worthy of improvement. The cost of a survey necessary for preparation of project and estimate of cost of improvement is estimated at $500. The report was transmitted to Congress and printed as House Ex. Doc. No. 120, Fifty-second Congress, second session. (See also Appendix H 27.)

5. Black Walnut River, at the mouth of Great Choptank River, Maryland.-Maj. Smith submitted report of examination under date of September 1, 1892. It is his opinion and that of the division engineer, concurred in by this office, that the harbor is not worthy of improve

ment by the General Government. The report was transmitted to Congress and printed as House Ex. Doc. No. 69, Fifty-second Congress, second session. (See also Appendix H 28.)

IMPROVEMENT OF PATAPSCO RIVER AND BALTIMORE HARBOR, MARYLAND, AND JAMES RIVER, VIRGINIA.

These works were in the charge of Col. William P. Craighill, Corps of Engineers.

1. Patapsco River and channel to Baltimore, Md.-The depth of this channel has by successive steps been increased from 17 feet at mean low water to 27 feet, with an average rise of tide of about 18 inches.

The project of improvement first adopted and commenced in October, 1853, had for its object to give a channel 22 feet deep at mean low water, with a width of 150 feet.

Little was done before the late war, but afterwards these dimensions were increased, a depth of 24 feet at mean low water being determined upon, with a width of channel ranging from 250 to 400 feet.

This channel was completed in 1874, important changes of position having been given to a portion of it by which the distance was materially lessened and the expense of maintenance decreased.

The object of the improvement was to permit the approach to Baltimore, at mean low water, of vessels drawing from 223 to 23 feet, and at ordinary high water of vessels drawing 24 and 24 feet. Later the project had in view a depth of 27 feet at mean low water, with a width of 600 feet, to allow the entrance and departure of the largest vessels.

Up to June 30, 1892, the United States had expended $2,932,517.01. The city of Baltimore and the State of Maryland, chiefly the former, have also contributed to the same object more than $500,000. The expenditure up to June 30, 1893, by the United States was $3,186,215.10. The river and harbor act of September 19, 1890, contained the following important proviso:

Provided, That such contracts as may be desirable may be entered into by the Secretary of War for the completion of the existing project, or any part of same, to be paid for as appropriations may from time to time be made by law.

As soon as possible thereafter a contract was made with the American Dredging Company for the completion of the improvement. The work was very vigorously prosecuted and satisfactorily finished in December, 1892. The total amount of material removed and redeposited under the contract was 6,219,179 cubic yards.

The channel is now 600 feet wide with a depth of 27 feet at mean low water, the width being much greater at the turns.

Of course this channel will require repairs from time to time, like all artificial highways. The latest experience and a restudy of the conditions of the case confirm the opinion and estimate made some years ago that the maintenance of the channel after completion will require the annual expenditure of $50,000. This is, however, a small sum when contrasted with the great gain to Baltimore and her dependent interests, as well as in revenue to the United States Treasury, by the increase of the depth from 17 to 27 feet at low water, which means the introduction of many lines of deep ocean steamers to European and other foreign and domestic ports within the past twenty years, whereas there were none before of any importance. The expense of repairs is increased if they are not regularly and systematically made. The channel to Baltimore was finished in 1892 to a depth of 27 feet at mean low water. This depth can not be maintained except with occasional

work in the nature of repairs. No appropriation was made for such work in the year ending June 30, 1894, and no dredging can therefore be done. The appropriation now asked for is consequently for two years. The present small balance is held for an extraordinary contin gency and necessary surveys after the completion of the work. These surveys are now in progress.

July 1, 1892, balance unexpended

Amount appropriated by sundry civil act approved August 5, 1892.

$66, 310. 15 208,000.00

274, 310. 15 253, 698. 09

20, 612.06 800.00

19, 812. 06

Amount that can be profitably expended in fiscal year ending June 30, 1895 100, 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 March 3, 1893.

(See Appendix I 1.)

2. Channel to Curtis Bay in Patapsco River, Baltimore Harbor, Maryland. The river and harbor act of 1892 contained the following item:

Improving Patapsco River, Baltimore Harbor, Maryland: For dredging a channel 150 feet wide at bottom and of a depth of 27 feet, mean low water, from the main ship channel to Curtis Bay, in accordance with recommendation of Col. William P. Craighill, Corps of Engineers, submitted December 13, 1890, $28,000.

The total estimated cost of the improvement was $85,000. The first appropriation of $28,000 has been expended in dredging to a depth of 25 feet at low water. The work, under a contract with the National Dredging Company, was commenced in November, 1892, and after considerable interruption by ice and severe weather, was satisfactorily completed in May, 1893. The channel is made 150 feet wide.

Amount appropriated by act approved July 13, 1892.
June 30, 1893, amount expended during fiscal year.

(Amount (estimated) required for completion of existing project ...
Amount that can be profitably expended in fiscal year ending June 30,1895
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893.
(See Appendix 1 2.)

$28,000.00

28,000.00

57,000.00 57,000.00

3. James River, Virginia.-When the improvement of the James River was regularly undertaken by the Government the navigation was obstructed by sunken vessels, by remains of military bridges, and by other obstructions put into the river during the late war to prevent the national fleets from approaching too close to Richmond.

There were also other natural obstructions. Rockett Reef and Richmond Bar had only 7 feet of water at mean low tide. From Warwick Bar to Richmond the channel was crooked and obstructed by dangerous rocks and ledges. The Dutch Gap Cut-off was not then open and the river was in a poor condition as regards its availability for commercial purposes.

The original project of improvement was to secure a depth of 18 feet at full tide (corresponding to about 15 feet at low tide) to Richmond, with a channel width of 180 feet. This project had reached an advanced state of progress when Congress, by act approved July 5, 1884, adopted another looking to 22 feet at mean low tide from the sea to ENG 93-10

Richmond, the width to be 400 feet from the sea to City Point, 300 from thence to Drewry Bluff, and 200 feet from thence to Richmond.

The total amount expended on this river by the United States up to June 30, 1892, was $1,320,408.19, which includes the sum of $589,523.64 expended since the new project was entered upon to give a depth of 22 feet at mean low water. The condition of the river June 30, 1892, is shown by the table below, the depths being given at mean low water, as also, for comparison, the depths in 1870 before the improvement was begun, with a channel width not less than 80 feet.

The amount expended in the year ending June 30, 1893, has been $62,467.69.

The work has progressed satisfactorily during the year. The most expensive and tedious part of the improvement is near the city of Richmond, where the depth of water is least, and much of the material to be removed to give greater depth is rock. When the material is such that an increase of velocity given by contracting and regulating works can remove it and thus obtain and then maintain the required depth these works have been successful and the results good. The conditions are now such that the best results can be obtained from liberal appropriations.

In the fiscal year two principal contracts have been in force, the first with Mr. C. D. Langhorne, which was completed in November, 1892; the other with Mr. John A. Curtis, dated October 15, 1892, is to be completed December 1, 1894.

Under Mr. Langhorne's contract there were removed between July 1 and November 12, 1892, 16,786 cubic yards of disintegrated rock and 1,910.9 cubic yards of solid rock from the channel above Goodes Rocks, 944.8 cubic yards of solid rock from Goodes Rocks cut and 2,909.9 cubic yards of sand, 437.2 cubic yards of loose stone, and some timber from Warwick Bar.

The work required under the new contract with Mr. Curtis includes the enlargement of the channel between Richmond city limits and Goodes Rocks to not less than 80 feet wide and 18 feet deep; the widening of Goodes Rocks cut to 80 feet, and the channel through Richmond Bar to 80 feet by 18 feet; the deepening of Dutch Gap Cut-off to 25 feet for 100 feet of its width, and redredging and enlarging the channels at Harrisons Bar and Goose Hill Flats to 200 by 18 feet. In works of regulation the wing dams on Richmond Bar and from Warwick Bar to Drewry Bluff, are to be extended to new lines of contraction, and wing dams constructed for the first time in Wards Reach, Willis Reach, and at Curles. Two of the wing dams at Varina, built in 1880 and shortened by the freshet of 1886, are to be restored, and new wing dams constructed on the right bank covering the whole length of the shoal, to produce further contraction and scour out the channel 300 by 22 feet, required by the project of 1884. The openings in training walls below Richmond Bar and in Kingsland Reach are to be closed.

Mr. Curtis, in the fiscal year 1893, has done the following work:

447.0 linear feet of training wall (openings at Kingsland); 2,823.5 linear feet of wing dams, extensions, and new dams.

The condition of the channel June 30, 1893, is shown by the following table, the depths being at mean low water in a channel not less than 80 feet wide, the minimum width being in rock.

The present available depth for navigation at full tide is 18 feet from the sea to Richmond Bar, and 163 feet thence to city limits of Richmond.

When the proposed improvement is completed an annual expenditure of $20,000 will be necessary for the maintenance of the channel.

July 1, 1893, outstanding liabilities

$2,000.00

July 1, 1893, amount covered by uncompleted contracts.... 124, 665.89

126, 665.89

July 1, 1893, balance available....

54, 921. 44

Amount (estimated) required for completion of existing project..... 3, 336, 070. 45 Amount that can be profitably expended in fiscal year ending June 30, 1895....

Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893. (See Appendix I 3.)

400, 000.00

4. Removing sunken vessels or craft obstructing or endangering navigation.-Notice was received that the schooner Pinafore was sunk near Fort Carroll, in Baltimore Harbor, and was a dangerous obstruction to navigation. A buoy was promptly placed upon it by the light-house inspector. The masts were removed and some other of the upper works. Under the action of the ice and waves the schooner sunk in the mud so much that when preparations were made for her removal in the spring of 1893 it was not found necessary to disturb her. (See Appendix I 4.)

*Trents Reach, now avoided by Dutch Gap Cut-off, had but 7 feet in 1870.