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ning, at station 25+ 80. From this station, east, to the end of the present wharf the distance is 3,080 feet, making the distance from the end of the wharf to the outer end of the jetty a little over 4.8 miles.

In view of the results obtained by the jetty at the end of the last. fiscal year, as shown by the soundings taken at that time on the bar, it was deemed advisable to stop the construction of the jetty when it arrived at a point 44 miles from the inner end, and await further developments, which would be shown by the soundings to be taken during June of this year.

Under the contract dated January 22, 1891, in force with Joseph E. Smith, 150,500 tons of rock was received during the year. The total amount of rock received from all sources since the commencement of the work is 478,890 tons.

About 25,000 tons of this rock was used in securing the root of the jetty and in protecting the buildings and railway between that point and the wharf. The balance has been distributed along the line of the jetty. From the end of the jetty back for a distance of 2,500 feet the rock is raised to a level of 4 feet above datum; for 13,000 feet it is at a datum; for 5,200 feet it will average 4 feet above; for the remaining distance it will run from this level to high water. Near the inner end of the jetty it was found to be necessary to pile rock well up toward the high-water line to protect the piling of the tramway from the heavy drift brought down by the river during the winter and spring. At places along the line of the jetty it was observed that there was a decided tendency during the last of the flood tides and the first of the ebb for the water to flow across the jetty in great volume and with considerable velocity. Where this was the case the sand would not deposit in the vicinity, but would be scoured out, increasing the area of the water way. At these places rock was dumped in until this action ceased. It was found that when the jetty reached the height of about 4 feet above the mean level of low water, the flow during both ebb and flood was under control. The sand was deposited to the level of low water and above, in many instances, on both sides of the jetty.

On June 9, 10, and 11 surveys were made upon the bar at the mouth of the Columbia River with the view to developing the present condition of the channel in that locality. The conditions were favorable for this work, and the results make a very satisfactory showing. The 27foot channel is now about 1 mile wide, and the 25-foot channel about 2 miles. The indications from this survey are all favorable to a permanent depth of channel of at least 30 feet. The shortest distance between the curves of this depth on the two sides of the bar is now but 1,200 feet.

The original estimate for the construction of this work was $3,710,000; of this amount there has already been appropriated to June 30, 1892, $1,337,500. There was a balance on hand at that date of $24,331.12, exclusive of outstanding liabilities.

July 1, 1891, balance unexpended

June 30, 1892, amount expended during fiscal year.

July 1, 1892, balance unexpended

July 1, 1892, amount covered by uncompleted contracts..

$274, 710. 46 220,913, 69

53, 796. 77

29, 465, 65

July 1, 1892, balance available..........

24, 331. 12

Amount appropriated by act approved July 13, 1892

350, 000, 00

Amonut available for fiscal year ending June 30, 1893..

374, 331, 12

Amount (estimated) required for completion of existing project...... $175, 000. 00 Submitted in compliance with requirements of sections 2 of river and

harbor acts of 1866 and 1867.

(See Appendix U U 1.)

2. Construction of canal at the Cascades, Columbia River, Oregon.The general scope of the improvement which it is desired to effect at the Cascades of the Columbia River includes a reach of about 4 miles, where the river rushes through a narrow gorge in the Cascade Mountains. The fall in the distance is about 45 feet at high water and 36 feet at low water. The principal obstruction to navigation occurs at the upper end of the reach, known as Upper Cascades. The project for the improvement contemplates that the river should be improved below the Upper Cascades by removing bowlders and projecting points in the bed and banks so as to give good navigable water from its lowest up to a 20-foot stage. The fall at the Upper Cascades is to be overcome by digging a canal of 3,000 feet length across the neck of a low projecting spur, around which the river is forced at the entrance to the gorge, and placing in this a lock and other suitable structures, which would permit of the passage of boats up to a 20-foot stage of water in the river; this lock and canal to be so arranged that, should the future necessities of commerce so demand, additional structures may be added which will permit of navigation at much higher stages.

The first part of this project, that of improving the river below the foot of the Upper Cascades, is essentially finished.

The difference of level between the head and foot of the canal as now established is 15 feet at high water and 24 feet at low water, and difference in height between high and low water at the foot is 54 feet, and at the head 45 feet. The plan on which the future work in the canal, with its lock and accessories, is to be prosecuted, has for its object to make this portion of the river available for navigation to a stage up to 20 feet at the earliest possible moment, with the funds that are from time to time appropriated for the purpose.

At the commencement of the present fiscal year there was available for the prosecution of the work $204,691.71. At that time the principal work in progress was cutting stone, there being about fifty cutters employed. Other operations excepting current repairs were suspended on account of high water in the Columbia River. By the 1st of August the water had receded sufficiently to permit the lock pit to be pumped out. On the evening of the 7th, the water was practically all out of this. Preparations were at once made for resuming the work of placing concrete and setting stone in the north wall of the masonry of the lower lock and guard gate. Quarrying stone was resumed about the 20th of July. Concreting and stone-setting was resumed August 20. Work was pushed forward actively until December 5, when it became necessary to suspend the making of concrete and stone-setting. On the 11th of December stonecutting was discontinued. By the 19th the whole laboring force was discharged. The office force was moved to Portland on that date and employed during the winter in making up estimates of the season's work and in the preparation of detailed drawings for future work. The property at the works during this time was left in charge of watchmen. On April 4 the office force returned and the stonecutting and quarrying was resumed and continued to June 30. At that date the balance available for the prosecution of the work was $17,833.60.

The progress during the year towards completion is represented by the following general results. There were cut 2,074 cubic feet of

dimension granite, 27,117 cubic feet dimension basalt, and 50,019 cubic feet basalt face stone. There were quarried 2,110 cubic yards of dimension stone and 604 yards of rubble from the bowlders found on the ground leased for this privilege.

Quantities of stone laid: In lock walls, 334 cubic yards of granite, 651 cubic yards basalt dimension stone, 2,003 cubic yards basalt face stone; in canal walls, 37 cubic yards basalt face stone, and 223 cubic yards dry rubble. Sixty-seven cubic yards of concrete culvert pipe 39 inches diameter, 6 inches through, was laid in the south lock wall. The amount of concrete made and placed during the year was 17,899 cubic yards. There were used in this 15,720 barrels Portland cement, 8,475 cubic yards sand, 13,984 yards gravel, and 1,001 yards broken stone. Seventy-seven sections of concrete pipe 3 feet long, 39 inches diameter, and 6 inches thick, were made.

The masonry constructed during the year is the north abutment of the lower lock and guard gates, except the coping, and about 300 feet of the south wall of the lock chamber. The total amount of this masonry is 21,214 cubic yards.

The buildings and plant are now in a good state of repair and everything is in readiness to push the work forward as rapidly as the funds available and other circumstances will permit.

The portage railway constructed over the Government grounds at Cascade Locks was finished about the middle of September. This road connects with two steamboats, one running above the Cascades to the Dalles, the other running below to Portland. During the year there were about 18,150 passengers and 5,000 tons of freight transported by these two boats.

The amount expended upon this work to June 30, 1892, is $1,856,183.53. The available balance on hand at that time is $17,833.60. The estimated amount to be appropriated to complete the work is $1,419,250. The amount estimated that can be profitably expended during the fiscal year ending June 30, 1894, is $1,419,250.

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Amount (estimated) required for completion of existing project..... 1, 419, 250. 00 Amount that can be profitably expended in fiscal year ending June 30, 1894..

Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867.

(See Appendix U U 2.)

1,419, 250.00

3. Columbia and Lower Willamette rivers below Portland, Oregon.The object of this improvement is now to make and maintain a navigable channel from the city of Portland, Oregon, to the sea, having a low-water depth of 25 feet. There is included in this reach 12 miles of the Willamette River and 98 miles of the Columbia, measured along the deep-water channel. Before the commencement of the improvement in accordance with previous projects the low-water depth of channel at the shoalest places was between 10 and 15 feet. At the end of the present year there is a low-water depth of 20 feet throughout the entire

distance, except at the points in Cathlamet Bay, where there is but 19 feet. The average rise of tide in this bay is 7 feet.

The original project under which this improvement has been carried on with modifications and extensions was adopted in 1877. Some dredging work had been done previous to that time. It contemplates that a navigable low-water channel having a depth of 20 feet should be maintained by means of permanent constructions to protect the banks, contract the rivers in wide places, direct the currents, and control the amount of water that should pass through sloughs having a detrimental influence upon the main channel. While these constructions were being put in place, and until their influence was fully developed, dredging was resorted to in several localities to give a temporary relief to commerce. The amount expended by the United States in this improvement since the adoption of the project July 1, 1877, is $649,805.97. It appears that previous to that date $221,780.46 had been expended in various operations looking to the improvement of the Willamette and Columbia rivers between Portland and the sea. The aggregate of the appropriations and allotments including proceeds from sales of property to other appropriations up to June 30, 1892, is $889,745.71. In addition to this amount the citizens of the city of Portland have in various ways expended a considerable sum, the exact amount of which can not now be ascertained, in assisting to keep open a deep channel to the sea.

The amount available for this work at the end of the present fiscal year is $15,686.88.

The high water of last August in the Columbia washed away the earth around the east end of the dam at the head of Martin Slough. Before this could be repaired there was an opening eroded 142 feet wide and from 24 to 42 feet deep. This slough and the one just above, known as Burke Slough, were the original cause of the Martin Island Shoal. This opening was closed during September and October. The total cost of the work was $8,500.

The dam at Burke Slough was strengthened by the addition of 200 cords of fascines and 500 tons of rock. The cost of this repair was $1,290.

The chute on the south side of Swan Island, in the Willamette River, was closed by a dam 6,570 feet long, the top of which is 4 feet above low water. This dam is made of piles, brush, and rock, and cost $24,599.58. The work was done by contract.

Since the dam was completed it has been submerged by back water from the Columbia River. Its effect upon the bar at Swan Island would under this condition be nothing. The results will be developed after the next Willamette high water.

Dredging was done at Swan Island Bar during September and October to the extent of 21,860 cubic yards, at a cost of 123 cents per yard, including all repairs and other expenses.

A project, with plans and estimates, for improving the Lower Willamette and Columbia rivers, so as to secure a navigable channel having at low water a depth of 25 feet from Portland to the sea, was called for by the river and harbor act approved September 19, 1890. The report upon this project, with drawings and estimates, has been submitted and is published as House Ex. Doc. No. 38, Fifty-second Congress, first session, and as Appendix U U 9 of this report. This project having received the approval of the Secretary of War, the Port of Portland, a corporation existing under the laws of the State of Oregon, applied for and was granted permission to assist in carrying it into execution, subject, however, to certain conditions looking to the protection of the in

terests of the United States in the matter, and with the distinct understanding that the United States shall not incur any liability on account of the work done by the Port of Portland, and that the War Department does not counsel, advise, or encourage the expenditure proposed by this corporation.

Under this permission the Port of Portland has practically finished the following work called for in the approved project: 4,000 feet of diking between the foot of Swan Island and St. Johns. At Post-Office Bar 6,300 feet of diking. The work at these two places was practically finished April 30. This is all the permanent work in the Willamette River called for by the project. Since their completion the dikes have been covered by back water from the Columbia. Under these condi

tions these dikes will have little or no effect upon the channel. When the Columbia River recedes and they can direct the currents of the Willamette favorable results may be expected.

In the Columbia River 11,750 feet of diking was built at Walker Island. This was completed May 28.

The 15,000 feet of diking at Snag Island, in Cathlamet Bay, called for by the project, is now under contract by the Port of Portland, and in process of construction.

In addition to the above work the Port of Portland has removed with the city dredge 32,725 cubic yards of material from the bar between the foot of Swan Island and St. Johns, leaving at that place a channel 100 feet wide, 21 feet deep, at low water; also 40,205 yards from Post-Office Bar, leaving a channel 150 feet wide, 21 feet deep; also 24,650 yards from the bar at Walker Island, leaving a channel 100 feet wide, 20 feet deep.

Of the work called for by the project, there are the additions to the present dike at St. Helens and the dike at Martin Island Bar that have not been commenced; also, practically, the whole of the dredging is yet to be provided for.

At the end of the fiscal year the effect of the work done under the project by the Port of Portland can not be ascertained. The Columbia River is at its high summer stage and over the top of all the dikes excepting those in process of erection in Cathlamet Bay.

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Amount (estimated) required for completion of existing project....... 153, 600.00 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867.

(See Appendix U U 3.)

4. Willamette River above Portland, Oregon.-The project for this improvement was adopted in 1878. It consists in snagging operations, bar scraping, contraction of water over shoals, and rock removal, with the object of giving easy navigation for light-draft boats from Portland to Eugene City, Oregon, a distance of 172 miles. The mouth of the Yamhill River, 40 miles above Portland, was the head of an inconvenient low-water navigation in a draft of 23 feet; only 1 foot could be carried above.

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