I can not leave this part of the river without referring to the proposed removal of the point of shoal near Stern's Mill, as indicated in the river and harbor act approved September 19, 1890. In July, 1890, the question of dredging at Stern's Mill was referred to me for report, and under date of July 31, 1890, the report was submitted with an explanatory map. The report has been included in my annual report for year ending June 30, 1891, and as it is of much importance in the matter here discussed, especial reference is made thereto. I also ask especial reference to map on sheet No. 2 accompanying this report. The facts set forth in the report mentioned convinced me fully that the shoal was not at all in the way of the general navigation of the river. Nearly all the large sail vessels are taken up and down the river by steam tugs, and the benefit to that class of vessels from widening the channel at one limited place would be too small to be appreciable. On the other hand, it is apparent that as a contraction of the cross section in the vicinity has largely increased the navigable width, the converse is very likely to obtain, so that a sudden widening of the channel beyond what natural conditions have been able to maintain is coupled with the probability that a shoaling will occur to a greater or less extent and that an injury will thus result instead of a benefit. It will be observed that this widening is on one side of a practically straight reach 8,000 feet long, where natural conditions do not maintain a channel more than one-half as wide as will be produced in front of Stern's Mill by the dredging now under contract. The petition for the removal of this shoal, which is entirely of sawmill waste, originated in the office of the proprietors of the adjacent sawmill, who are also proprietors of some large ice houses. It may be incidentally remarked that the area available for cutting ice will be sensibly increased by removing the shoal, as a part of it projects above low water. The river and harbor act approved September 19, 1890, appropriated for "Improving Penobscot River, Maine, continuing improvement and for dredging near Stern's Mill, $25,000." All the obstructions which have thus far been brought to my attention on the Penobscot River below Bangor are due entirely to mill waste and refuse. Much of this waste has doubtless been deposited from the banks of small tributaries which are not considered navigable and has been carried down in freshets to the navigable waters of the Penobscot. The worst obstruction at present in the river is the shoal at High Head, near Bucksport. (See sheet No. 3.) The channel depth is very uncertain, owing to the material composing the bar, which is almost entirely of sawdust. The extreme variations in the low-water depth shown by maps in this office is about 9 feet. The bar at Frankfort Flats is nearly all of the same kind of mill refuse. The results of dredging in that bar indicate very conclusively that the fluctuations are so great that the only reliable method of maintaining a permanent and satisfactory channel is by introducing some kind of contraction work to accelerate or modify the currents. The situ amount of material above the grade of 22 feet below mean low water in the channel which was dredged may be summarized as follows: In September. 1887. In August, 1889. Cubic yards. 134, 057 72, 593 In August, 1889, dredging was commenced, and, except a suspension for winter, was continued until July 24, 1890. The dredging was to an average depth of about 2 feet below grade, and the amount removed was 152,376 cubic yards, measured in scows. Immediately after the work was completed close survey showed about 19,500 cubic yards more material in the channel than there was when work was commenced. On October, 1891, another close survey of the same channel showed still further filling, so that the amount above grade was 48,407 cubic yards more material than in the month before dredging commenced. The material has been found of a kind so easily moved that the full amount of contraction works planned in 1888 does not seem to be required. (See map opposite page 516, Report of Chief of Engineers, 1889.) A new project is therefore submitted as the result of several years' experience and study of the situation at Frankfort Flats and at High Head. It should be stated that as the channel at Frankfort Flats is at present far better than over the bar at High Head, it gives no present trouble, because any vessel which can pass over the bar below will, of course, have no special difficulty where the channel is deeper. The project now submitted for accomplishing the result indicated is, first, to construct the jetty C of rough stone from the shore to the contour of 12 feet depth. This jetty will deflect the strong flood-tide currents which now sweep obliquely across the channel, and will increase the ebb currents at that point. Second. For the bar at High Head, to construct two small jetties, A and B, of rough stone, as shown upon the map, sheet 3. The estimated cost of the entire project here submitted for the Penobscot River is as follows: For widening channel at Bangor and dredging at ferry landings: 47,600 cubic yards dredging, at 30 cents 200 cubic yards bowlders, at $5 Removing small ledge in front of harbor line at Bacon's Wharf. Total for improvements near Bangor Second. For two jetties near Crosbys Narrows: Jetty II, 8, 694 tons stone (2,000 pounds). Total, 18, 361 tons stone, at $1 per ton Third. For three jetties between Bucksport and Winterport: Jetty C, 78, 019 tons of stone. My preliminary report, submitted March 21, 1891, contained a general statement regarding the situation of the river, its tonnage, and commercial importance. For the year 1890 a statement of the exports from the river, procured from entirely reliable sources, but of necessity very incomplete, showed export shipments of ice, lumber, granite, bricks, and miscellaneous productions, amounting to 1,039,521 tons, carried in vessels. In addi tion to this large quantities of lumber are towed in rafts. The imports are nearly one-third as much as the exports, and the number of passeugers by steamboats amounts to many thousands annually. Vessels drawing 21 feet or more arrive at and depart from Bangor at high water. In order to do this, the points below must be passed at lower stages of the tide, and to prevent delay and embarrassment to the large business of the river, the points which must necessarily be passed at low water should give as great a depth at that stage as is needed at Bangor when the water is high. For these reasons a channel 22 feet deep is required at Frankfort Flats and High Head. Maps in three tracings, already mentioned, are forwarded separately to accompany this report.* As the maps are essential to a full understanding of the discussion here submitted, I have specially to ask that they may be included in the printed report. Very respectfully, your obedient servant, JARED A. SMITH, Lieut. Col., Corps of Engineers. Brig. Gen. THOMAS L. CASEY, REPORT OF MR. A. C. BOTH, ASSISTANT ENGINEER. UNITED STATES ENGINEER Office, COLONEL: I have the honor to submit the following report upon an examination of Bangor Harbor, Maine, required by river and harbor act dated September 19, 1890. The survey was made in the first part of October. The soundings shown on the accompanying map were all located accurately by transit angles from shore. They refer to the level of extreme low water, which is about 3 feet below the level of the average low-water stage of the river. From these soundings it is apparent that the present condition of the harbor bottom has not materially changed since the time the improvements were first commenced in 1870. The principal shoaling of any consequence (from 0 to 2 feet) over areas formerly dredged to 11 feet at extreme low water, has taken place in front of and below Smith, Morse & Co.'s wharf, as far as the ferry slip in Brewer. The condition for the deposit of matter in this locality is very favorable. The main current of the river here sweeps along the Bangor shore, causing a large eddy to form under the lee of Smith, Morse & Co.'s wharf, and as far down as the ferry slip. The material which is thus unavoidably deposited here consists entirely of fine drift stuff and sawdust, and forms no dangerous obstruction to the anchorage of smaller coasting vessels, which are mostly anchored in this locality. A very slight shoaling (a few tenths of a foot) has taken place in the easterly half of the channel, between the wharf of the Dirigo steam sawmill and McGilvery's marine railway wharf. This shoaling, however, can be entirely prevented by a proper decrease of the cross section of the river at this place. The dredged channel otherwise has kept its depth of 11 feet at extreme low water admirably well, and has proved of great value to the shipping in Bangor harbor. In order to make this examination as thorough as possible, I requested all interested parties, having knowledge of any obstruction to the easy and safe navigation of the harbor to inform me thereof, so that they might be included in the examination. Through the courtesy of the three local Bangor papers, the request was pub lished at the time. The only direct response to this notice came from Mr. Bacon, coal merchant, who informed me that a small point of ledge in front of his wharf had given him considerable trouble, by damaging many vessels lying at his wharf. This small point of ledge escaped detection during a close survey of this locality made by me in 1872. It is located 210 feet below lower corner of the Bangor and Boston steamer wharf, and 36 feet outside of the face of Mr. Bacon's Wharf (or 11 feet outside of the established harbor line). Its shoalest has 5.6 feet of water on it at extreme low water, and is about 4 feet wide and 6 to 7 feet long, and slopes down to the level of the surrounding bottom. I recommend that this obstructien be removed to the depth of surrounding bottom, which is 8 feet at extreme low water. The improvements made so far in Bangor Harbor have proved of great benefit and are highly appreciated. The general desire for more room, however, is expressed by every one with whom I conversed upon this subject. Not reprinted; printed in House Ex. Doc. No. 37, Fifty-second Congress, first session. To meet this demand for increased anchorage facilities it is proposed to widen tho present channel by excavating a strip 60 feet wide along the entire length of chan nel at its easterly or Brewer side, thus making the channel 360 feet wide. This would require the removal of 46,000 cubic yards of material, measured in SCOWS. The material consists mostly of coarse gravel and rocks. While dredging under former contracts quite a number of large bowlders were met with, and for this work it is estimated that 200 cubic yards of such rocks may be found, the removal of which is estimated at $5 per cubic yard. It has also been represented to me that the steam ferryboat which plies between Bangor and Brewer is very frequently detained at time of low water from reaching the floating platforms at either side, to the great annoyance of the passengers. Three hundred thousand passengers were carried across by this ferry in 1890. A very small amount of dredging in front of these landings would facilitate the prompt landing of passengers, and certainly would be appreciated by the thousands who are often kept within 10 or 20 feet of the landing waiting for the tide. The removal of about 800 cubic yards of material, mostly old slabs and edgings, in front of either platform, to a depth of 4 feet at extreme low water, will give ample facilities to the ferryboat during time of low water to make its trips without interruption, which is necessary to accommodate the traffic. In comparing the contour lines of survey of 1872 with those of the present survey, in the vicinity of Fred Ayer's ice-house wharf, opposite High Head Wharf, it will be found that the 11-foot contour of 1872 has receded on an average 100 feet toward the Brewer shore (and the low-water line in the same ratio). Thus the channel at this place is now over 400 feet wide. This great scour being the direct result of the building of the "Upper High Head Wharf" and its influence upon the direction of the current, it shows conclusively that by judicions contrac tion of the cross section of the river all the improvements may not only be kept entirely clear of deposits, but may gradually be considerably increased in width and depth. As it is evident that the shoaling in the dredged channel off and below the Dirigo Wharf is caused by the abnormal width of the river at this place, it is suggested that the harbor line be placed some 200 feet east of the present location, and that the material to be excavated from the east side of the channel be deposited behind it from Greens Pier Ledge down toward High Head Wharf. This suggested new location of the harbor line will in no way decrease the capacity of the harbor, as this part of the river, having a very hard and rocky bottom, is seldom used as anchorage for vessels. In former years this area was used by a great number of small coasting vessels, which were anchored side by side and at right angles to the axis of the river and loaded there. With the employment, generally, of larger and deeper draft vessels, this area has become, so to say, useless. By partly filling it with the excavated material, which consists mostly of coarse gravel and rocks, being an excellent and permanent material for filling, the main channel will thereby be kept entirely clear of any deposits. Since the survey of the Penobscot River from Bangor to Crosbys Narrows, which was made in 1872-274, a large number of ice houses and other establishments, with the necessary wharves and piers, have been built on this part of the river. These latter doubtless have caused considerable changes in the formation of the river bottom by contraction of cross section and by diversion of the currents. It would therefore seem appropriate to have a survey made from High Head wharves to Stern's Mill (a distance of about 2 miles), to locate all the new wharves, piers, and other structures, and to make a sufficient number of soundings to clearly define changes and the location of the channel. The following estimate for the proposed improvements is herewith respectfully submitted: 1. Widening and deepening the ship channel in Bangor Harbor, Maine, 60 feet at its easterly edge, 11 feet deep at extreme low water, will require the removal of 47,600 cubic yards of material measured in scows (in cluding 1,600 cubic yards of dredging in front of the ferry landings), at 30 cents per cubic yard..... 2. For removing 200 cubic yards of large bowlders, at $5 per yard. 3. For removal of small ledge in front of harbor line, off Bacon's coal wharf.. 4. Contingencies and engineering expenses........ Total cost of improvement. $14, 280 1,000 200 1,520 17,000 Very respectfully, your obedient servant, Licut. Col. JARED A. SMITH, Corps of Engineers, U. S. 4. A. C. BOTH, Assistant Engineer. A 26. [Printed in House Ex. Doc. No. 76, Fifty-second Congress, first session.] PRELIMINARY EXAMINATION OF KENNEBEC RIVER, MAINE, FROM WATERVILLE TO STEAMBOAT WHARF AT AUGUSTA. UNITED STATES ENGINEER OFFICE, Portland, Me., December 12, 1890. GENERAL: In compliance with instructions in Department letter, dated September 20, 1890, I have the honor to submit the following report of a preliminary examination of the Kennebec River from Waterville to the steamboat wharf at Augusta, Me. On the 21st of October I went over the entire distance of 16 miles from the dam at Waterville to steamboat wharf at Augusta, and observed the points bearing upon its improvement for navigation. Leaving Waterville in a rowboat, accompanied by Hon. William T. Haines, secretary of the Waterville Navigation Company, and with a river pilot and a helper as oarsman, the channel was first observed as far as Vassalboro Landing, which is on the east side of the river, somewhat more than 6 miles below Waterville. Nearly all the channel obstructions are included in this part of the river, and a small boat afforded better opportunities for inspecting the shallow places. The landing at Waterville is now from a small channel behind a low island, which has been formed below the large cotton mill. After passing out to the main channel of the river a bar of sawmill waste is found projecting beyond the island. Descending the river, the water was generally found deep and smooth. I had no means of measuring the width between banks, but judged it to range from 600 to 1,200 feet, the broader places generally being the less deep. Fort Point Reef, Pettys Rips, Carters Rapid, and Six Mile Fall are all places where the channel is more or less obstructed, apparently by bowlders and small stones in various sizes. The ripple of the water over large bowlders was noticed in many places in or near the channel. At one place in the river was a small machine, which the Navigation Company has been employing in removing some of the more annoying bowlders. So far as can be judged by observing the formations of the banks or by prodding the bottom with a pole the improvement of the channel will not require the removal of solid ledge. This point can be definitely determined only by an examination of the bottom by borings or by driving rods. At Vassalboro Landing I took passage on the steamer City of Waterville, in company with Mr. Haines and others. There are no obstructions of any great present importance between |