So far as the filling is concerned, it is my judgment that the breakwater of loose stone would produce very slight results, and in regard to the protection from seas it would be practically worthless. When winds blow from any direction except southerly, all of the lower part of Portsmouth Harbor is well sheltered from seas, and the area is ample, without any deepening of Pepperell Cove; but when winds are southerly, the straight reach of 2 miles from the open sea is exposed, and the seas and undertow would then enter the cove, whether the suggested breakwater were built or not. The protected anchorage in southerly storms is above the bend of the river where there is ample room, though the tidal currents are exceed ingly strong. The currents in Portsmouth Harbor are so very strong that with an ebb tide it is exceedingly difficult for vessels to enter the harbor under sail, and in adverse winds the difficulty is well-nigh insurmountable. It is for this latter reason that Little Harbor is now being improved to make a harbor of refuge at the entrance to Portsmouth Harbor. Both Pepperell Cove and Little Harbor are shown upon the small seetion of chart herewith. I have not been able to discover that an anchorage for refuge in Pepperell Cove is a public necessity. All the vessels which need to anchor there in any weather are very small, and might be better protected else where. With a harbor of refuge for small vessels at the mouth of the river there can be no pressing need for another 2 miles further up. The improvement, even if limited to the dredging of the small area of less than one-fifth of a square mile to a depth of 12 feet, could hardly cost less than $100,000 when completed, under four annual appropriations; but with biennial appropriations not exceeding $10,000 each it would be more likely to cost $150,000 and its accomplishment would be almost indefinitely deferred. The benefits to be derived from the improvements which are desired appear to me to be local in their scope and their amount would make a very small dividend upon the great expense. Rates of freight and insurance on the coast could hardly be affected. It is therefore my opinion that Pepperell Cove, Maine, forming the eastern boundary of Portsmouth Lower Harbor, is not worthy of improvement. Very respectfully, your obedient servant, JARED A. SMITH, Lieut. Col., Corps of Engineers. Brig. Gen. TпOMAS L. CASEY, Chief of Engineers, U. S. A. A 28. PRELIMINARY EXAMINATION OF LUBEC CHANNEL, MAINE. [Printed in House Ex. Doc. No. 158, Fifty-first Congress, second session.] UNITED STATES ENGINEER OFFICE, Portland, Me., December 30, 1890. GENERAL: In compliance with requirements of Department letter of September 20, 1890, I have the honor to submit a report of a preliminary examination of Lubec Channel, Maine. Lubec Channel lies between the township of Lubec, on the extreme eastern boundary of the State of Maine, and Campobello Island, of the province of New Brunswick. At its narrowest place, which is between the village of Lubec and a point of the island, the distance is but 805 feet from high water on the end of Gun Rock to high-water mark on the Campobello shore; between the natural contours of mean high water on the respective shores the width is 960 feet, and between contours of mean low water the distance is but 390 feet. Before the channel below the narrows was improved by the United States the mean low-water depth over the shallowest places did not exceed 5.2 feet. A survey of the channel was made under direction of General Thom, by Mr. A. C. Both, United States assistant engineer, in October and November, 1878. Tide observations during 56 consecutive days and nights gave the following results: Level of mean high water above mean low water Lowest water below mean low-water level... Extreme range of tides... Lowest high water above low-water level. Highest low water above low-water level.. Feet. 17.02 20.7 4.1 24.8 15 2.25 12.75 It will be seen that at extreme low water the channel had a clear depth of but 1.1 feet, while at the lowest high-water stage the depth exceeded 20 feet. On the 14th of October, 1890, I visited Lubec to inquire especially into the necessity for further improvement of the channel. After passing Lubec, going southward, the channel leads into a small bay known as Quoddy Roads, which forms a good anchorage in northerly and northwesterly storms. When a storm changes from westerly to easterly directions vessels which are at anchor in the roads are seriously endangered and must accept the alternative of trying to ride out the storm or to escape through the narrows into the protected waters above. Congress has recognized the importance of this channel, not only as a needed thoroughfare, but as an aid toward making Quoddy Roads a safe harbor of refuge. Commencing with March 3, 1879, seven appropriations have been made for improving the channel, the last being by act of August 11, 1888. The total of appropriations is $169,000. As a result a clear channel of 12 feet depth at mean low water has been made from Johnson Bay to Quoddy Roads. In the narrows the width is 220 feet. The project adopted for a dredged channel over the bar or flats below the narrows contemplated a width of 275 feet in direct parts and 300 feet width in the bends. Previous to appropriation of August 11, 1888, the amount estimated to complete the project was $22,500. The appropriation was for $20,000 only, leaving the small balance of $2,500 of the estimate. As the remainder, if appropriated and expended separately, would accomplish nothing appreciable at so distant a point, it was hoped that the work might be practically completed with the amount appropriated, and no further appropriation was asked. Certain causes, however, subsequently ascertained, made the amount to be removed more than was anticipated, so that when the funds were expended three short cuts with the dredge were still required, and the channel at the narrowest place is but 220 feet wide. Had the full amount of estimate been appropriated the project could have been completed as planned. I forward, in a separate package, a tracing* from a map of the channel. The part dredged to a depth of 12 feet at mean low water is shaded with black lines. It will be observed that the dredged channel has two bends like a flattened S, and that the light-house recently completed is on the west side, near Quoddy Roads. The tidal currents do not follow the channel exactly, and as they are rapid, sail vessels often anchor in the channel to avoid grounding upon the bank. Sail vessels having the right of way, meeting in the channel is very embarrassing to steamers moving with the current, which must go ahead or lose steerage way and if stopped are likely to be driven upon the bank. An experience of the kind mentioned has been sufficient to keep large steamers from using the channel, save at high stages or on a rising tide. To what exact extent this channel has been or will be used as a thor oughfare can not now be definitely stated. Before improvements were made vessels rarely went through, save at or near high water. Many sailing vessels now go through at all stages, except at extreme low water, at which time the channel depth is but S feet. In going to the harbor of Eastport, or to Passamaquoddy Bay and the St. Croix River from the east, the distance saved by going through the narrows is about 10 miles. The inner route is sheltered from the open sea, and is the only one not in waters belonging to the province of New Brunswick. The records of vessels passing in sight of the light station at Quoddy Head and life-saving station near the same point indicate 20,000 annu ally. With very many of these Lubec Channel is not only an element of convenience, but of safety. The work is not at all local in its character, and local statistics, there fore, give but little indication of probable benefits. The question of expense is of prime importance in considering the worthiness of the improvement. I have, therefore, indicated upon the tracing the lines to which the present dredged channel should be widened in order to afford a fair amount of room for safety and convenience. The channel thus outlined is 500 feet wide at its narrowest place near the light-house, and is widened somewhat toward the anchorage. The upper part of channel proposed has a width of 650 feet, in order to make room in the bend and to give a better direction. The expense of dredging to a depth of 12 feet at mean low water, or 8 feet at extreme low water throughout the channel thus outlined, may be estimated as follows, viz: 600,000 cubic yards measured in scows, at 35 cents. Contingent expenses of engineering, 10 per cent.. Total..... It is my opinion that the channel is worthy of improvement. Not reprinted. 210,000 21,000 231,000 The maps now in this office being considered sufficient for the purpose of plans and estimates, no estimate of the cost of a survey is here submitted. Very respectfully, your obedient servant, Brig. Gen. THOMAS L. CASEY, JARED A. SMITH, Lieut. Col., Corps of Engineers. Chief of Engineers, Ú. S. A. A 29. PRELIMINARY EXAMINATION OF SULLIVAN FALLS, HANCOCK_COUNTY, MAINE, WITH A VIEW TO ITS IMPROVEMENT FOR NAVIGATION. [Printed in House Ex. Doc. No. 84, Fifty-first Congress, second session.[ UNITED STATES ENGINEER OFFICE, Portland, Me., December 4, 1890. GENERAL: In compliance with instructions in Department letter dated September 20, 1890, I have the honor to submit the following report of an examination of Sullivan Falls, Hancock County, Me., with a view to its improvement for navigation. On the 9th and 10th of October I visited the villages of Sullivan and West Sullivan, and examined the situation of the falls. The general features of the location are shown upon Coast Survey chart of Frenchman Bay and eastern part of Mount Desert Island, No. 306. The connection with other waters is more fully shown upon Coast Chart No. 103, "Mount Desert Island, Frenchman and Blue Hill Bays, and approaches." A section of the last-named chart* is forwarded in a separate package, with a large scale map of the obstructions at the falls, to accompany this report. Sullivan River, as it is sometimes called, is a tidal branch, opening into the northern part of Frenchman Bay. The river extends about 6 miles above the bay, and forms the outlet of a large interior bay of about 4 miles in length, and in places more than a mile wide. This large bay is subdivided into parts known as Egypt Bay, Taunton Bay, and Hog Bay. The area of the tidal basin above the falls may be approximately given as 5 square miles. A short distance above Sullivan Village a long narrow point of land called "Falls Point" rests upon a ridge of solid rock, and projects from the shore in such a manner as to appear like part of an immense natural dam closing about three-fourths of the width between banks at that place. The same general formation of ledge extends beyond the point and under the narrow channel, and higher parts of the irregular surface form dangerous obstructions to navigation. The sectional area of the channel between banks at the falls is very small in comparison to the sections either above or below. The mean range of tides at the head of Frenchman Bay is 10 feet, but the small capacity of the channel at the falls does not permit a range much exceeding 6 feet in the small bays above. As a result of the conditions described the stages of high and low water in the open sea occur at intervals of an hour or more before the * Not printed. Not reprinted. corresponding stages above the narrow place, so that the extreme dif ferences of level included in a short distance between the water above and that below give a surface declivity and current velocity which ob tains the name of Sullivan Falls. The ebb and flood tides alternately produce a fall in opposite directions, though the somewhat greater outflow, in connection with the configuration of the bottom and shores, produces the greater rapid and fall on the last of the ebb tide. High-water slack, directly over the obstructions at the falls, occurs when the tide of Frenchman Bay has fallen 1.81 feet, and low-water slack occurs after the tide has risen 1.82 feet. Mean high-water level is therefore 6.37 feet above the plane of mean low water. Congress, by act of March 3, 1871, appropriated $10,000, and by the act of June 10, 1872, appropriated $25,000 for improving Sullivan River and Falls. These appropriations were expended in removing three piers of a former bridge about 1 mile above the falls, and the top of Hatcher Rock, and other ledges shown on tracing accompanying this report, to a depth of 7 feet at mean low water. Wrought-iron spindles with day marks were also placed upon Half Tide Rock and Low Water Rock near the mouth of the river. It should be remarked that while the improvement apparently affords a mean high-water depth of 13.37 feet over the rocks, the situation is peculiar, and tide observations taken at one point on the shore near the falls are not sufficient to give definite figures of the draft which may be safely carried by a loaded vessel. The improvements have aided in largely developing the principal business, which depends upon navigation at this place. The annual shipment of granite previous to 1871 was given as 80,000 cubic feet in 50 cargoes. This would be equal to about 6,600 tons in 50 cargoes of 132 tons each. There were also about 75 cargoes of wood and lumber. In 1888, 321 loaded vessels were taken out over the falls. In 1889 the number was 379, and in 1890 there were 332 previous to my visit November 15. Estimating the number after that day to be the same as in the corresponding period of the previous year the total number in 1890 would be 363. The net tonnage by United States measurement was, in 1888, 39,627 tons; in 1889, 43,651 tons; in 1890, 42,616 tons, actual and estimated. The freights, however, are frequently nearly double the net tonnage of vessels, and the carrying capacity, which represents the freight more nearly than the net tonnage of the vessels, is given as follows, viz: in 1888, 70,894 tons; 1889, 78,231 tons; 1890, 76,966 tons, actual and esti mated. The greater portion of the freight is of granite, principally in the form of paving stones. These are shipped mainly from West Sullivan. Some lumber and wood are shipped from Franklin and other points on the upper bays. It will be observed that the commercial interests are now at least three times as great as they were 20 years ago. With the constantly increasing demand for paving stones and other forms of granite, a similar increase in the next 20 years may be considered probable. The rates of freight and insurance are probably increased 25 cents or more per ton by the presence of the obstructions at Sullivan Falls. If Hatcher Rock and two other points of ledge near the Sullivan |