causing it to impinge upon the nearly vertical rocks of the right bank. The channel is also obstructed by masses of rock.

The fall here is 10 feet in about 8,000 feet.

At Priest Rapids there are seven principal rapids in about 10 miles. The total fall in this distance is 72 feet at low water; 634 feet at high water.

In all these rapids the river runs through and over hard, rough, and jagged basaltic rocks.

The plan of improvement under which existing work has been carried on consists in removing rocks at the three rapids, and putting in at convenient locations iron posts and ringbolts, to which ascending boats could make fast their lines and wind themselves up with steam capstans.

The estimated cost was $550,000.

In addition to this, the survey was to be continued from Rock Island Rapids to the boundary line.

This project was approved October 18, 1890.

The amount expended up to June 30, 1891, was $31,291.13, of which $2,691.91 was for the survey.

The work so far done was at Priest and Cabinet rapids. The results were not marked. The removal of the rocks would have rendered navigation safer, had there been any navigation, which there was not.

The survey had progressed rapidly so that the work from the boundary line to the mouth of the Spokane was nearly finished.

The amount expended during the fiscal year ending June 30, 1892, was $28,195.29, of which $7,227.95 was for the survey, and $20,967.34 for the work of improvement.

The work of improvement was confined to Cabinet and Rock Island Rapids.

At Cabinet Rapids a number of rocks and points have been shattered by blasting. Should the high water, as is expected, carry away the débris, these rapids will be improved to as great an extent in the way of rock removal as seems necessary.

At Rock Island Rapids obstructions in the channel near the right bank have been removed.

At both localities a number of ringbolts have been put in at various points.

The total appropriation by act of September 19, 1890, is $70,000, of which $10,000, or as much thereof as may be necessary, may be used for the survey of the Columbia River from the international boundary line to Rock Island Rapids.

10. Chehalis River, Washington.-The possibly navigable portion of the Chehalis River from Claquato to the mouth is about 90 miles long. This may well be considered in three sections.

First. From the mouth to Montesano, a distance of 13 miles, there is a depth of 18 feet at high water. This portion of the river can be traversed by coasting vessels.

Second. From Montesano to Elma, 16 miles, there is in general sufficient water for light-draft boats, but navigation is obstructed by logs

and fallen trees, and in summer by scarcity of water on the bars. This portion of the river is slightly affected by the tides.

Third. Above Elma the river is practically blockaded during the summer and autumn by snags and general lack of water; it becomes a succession of pools and shoals, the latter having sometimes only 6 inches to 12 inches of water.

The plan of improvement contemplates the removal of snags, overhanging trees, jams, drift heaps, shoals, and other obstacles to navigation.

The amount expended to June 30, 1891, was $10,614.60. The river between Montesano and Gray Harbor was put into good condition for navigation.

The amount expended during the fiscal year ending June 30, 1892, was $100.68.

The river from Montesano to the bay has been kept open and free from dangerous snags.

The appropriations, made in five acts, amount to $13,000.

July 1, 1891, balance unexpended..

June 30, 1892, amount expended during fiscal year.

July 1, 1892, balance unexpended..... (See Appendix T T 10.)

$2,385.40 100.68

2, 284.72

11. Skagit, Stillaguamish, Nooksack, Snohomish, and Snoqualmie rivers, Washington. These rivers rise in the Cascade Range and flow to the west into Puget Sound between the forty-eighth and forty-ninth paral lels of latitude. The Snoqualmie is a branch of the Snohomish. The aggregate length of all is estimated at about 250 miles.

In their original condition these rivers had enough water for steamer navigation, but were obstructed by snags, fallen trees, and log jams. They were the highways of the country, travel on land being almost impossible on account of the heavy timber, dense underbrush, and fallen logs.

The plan of improvement contemplates the removal of snags, logs, trees, and other obstructions to navigation. For this purpose a snag boat with full outfit has been provided, which passes from one river to another as necessity requires.

The amount expended to June 30, 1891, was $62,118.51. No permanent results were aimed at or obtained. Obstructions were removed as they occurred, and the rivers were kept open for navigation.

The amount expended during the fiscal year ending June 30, 1892, was $5,377.07.

As a result the rivers were kept clear and navigation was greatly benefited.

The appropriations, in seven acts, amount to $84,500.

July 1, 1891, balance unexpended

June 30, 1892, amount expended during fiscal year..

July 1, 1892, balance unexpended

July 1, 1892, outstanding liabilities..

$7, 381. 49

5, 377.07

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

Amount appropriated by act approved July 13, 1892*

Amount available for fiscal year ending June 30, 1893.

(See Appendix T T 11.)

2, 004. 42

200.00

1, 804.42 15,000.00

16, 804. 42

*This appropriation was made under the title "improving Puget Sound and its tributary waters, Washington."

EXAMINATIONS AND SURVEYS, MADE IN COMPLIANCE WITH PROVI SIONS OF RIVER AND HARBOR ACT APPROVED SEPTEMBER 19, 1890.

The required preliminary examination of Olympia Harbor, Washington, from deep water in Budds Inlet to Fourth Street Bridge, in the city of Olympia, and separately from said bridge to the mouth of the Des Chutes River at Tumwater, was made by the local engineer in charge, Capt. Symons, and report thereon submitted, through Col. G. H. Mendell, Corps of Engineers, Division Engineer, Pacific Division. It is the opinion of Capt. Symons and of the division engineer, based upon the facts and reasons given, that Olympia Harbor, from deep water in Budds Inlet to Fourth Street Bridge, is worthy, and from the bridge to mouth of Des Chutes River at Tumwater is not worthy of improvement. This opinion being concurred in by me, no further survey from Fourth Street Bridge to Tumwater was ordered, but Capt. Symons was charged with and has completed survey of Olympia Harbor from deep water in Budds Inlet to the bridge, and submitted report thereon.

The proposed improvement of Olympia Harbor below the Fourth Street Bridge contemplates dredging a channel from deep water in Budds Inlet to the wharves near the bridge, 12 feet deep at low water and 250 feet wide between pile and brush bulkheads built 400 feet apart, beyond which the dredged material is to be deposited, and the forma tion of a basin at the upper end of the cut near the bridge, 12 feet deep at low water, with an extreme length of 1,600 feet and maximum width of 500 feet, the bulkhead to be continued around the sides and end of the basin so as to deflect the current of the Des Chutes River, provision being made, however, to allow small boats to pass through the draw of the bridge. The cost of this work is estimated at $275,000. The reports were transmitted to Congress and printed as House Ex. Doc. No. 32, Fifty-second Congress, first session. (See also Appendix TT 12.)

The required preliminary examinations of the following localities were made by the local engineer in charge, Capt. Symons, and reports thereon submitted through Col. G. H. Mendell, Corps of Engineers, Division Engineer, Pacific Division. It is the opinion of Capt. Symons, and of the division engineer, based upon the facts and reasons given, that these localities are worthy of improvement. The conclusions of these officers being concurred in by me, Capt. Symons was charged with and has completed their survey and submitted reports thereon. The reports were transmitted to Congress and printed as executive documents of the Fifty-second Congress, first session.

1. Tillamook Bay and Bar, Oregon. The proposed improvement of Tillamook Bay contemplates forming a connection between the north and middle channels above Bay City by dredging a channel 200 feet wide at bottom and 6 feet deep at low water, and constructing a dike along the west side of this channel and extending across the middle channel so as to divert the current through the cut for the purpose of maintaining it; constructing a dike to close the south channel and to turn its current into the middle channel, for the improvement of Junction Bar; and closing, by a dike, one of the channels at the outlet of Hoquarton Slough, for the improvement of Dry Stocking Bar. The total cost of this work is estimated at $100,000. No improvement of the bar at the entrance of the bay is proposed at the present time. Printed as House Ex. Doc. No. 35. (See also Appendix T T 13.)

2. Swinomish Slough, Washington, with the view of constructing a ship channel through the same, connecting Saratoga Passage and Skagit Bay with Padilla Bay.-The improvement recommended for the accommoda

tion of the class of smaller vessels navigating Puget Sound, contemplates dredging a channel 100 feet wide and 4 feet deep in Swinomish Slough and across the flats at its northern and southern entrances to a sufficient depth of water in Padilla Bay and Skagit Bay, forming a basin near Goat Island by widening the channel to 200 feet for a length of 750 feet, and construction of dikes where necessary for protection of the cut and retention of wasted material. The total cost of this work is estimated at $122,000. Printed as House Ex. Doc. No. 31. (See also Appendix T T 14.)

EXAMINATION, BY BOARD OF ENGINEERS, FOR SHIF CANAL TO CONNECT LAKES UNION, WASHINGTON, AND SAMAMISH WITH PUGET SOUND, WASHINGTON, MADE IN COMPLIANCE WITH PROVISIONS OF RIVER AND HARBOR ACT APPROVED SEPTEMBER 19, 1890.

In compliance with the provisions of the act a Board of Engineers, consisting of Col. G. H. Mendell, Maj. Thomas H. Handbury, and Capt. Thomas W. Symons, Corps of Engineers, was constituted to select and survey location and estimate cost of proposed ship canal, in Seattle and its vicinity, to connect lakes Union, Washington, and Samamish with Puget Sound. The report of the Board was submitted under date of December 15, 1891, and was transmitted to Congress and printed as House Ex. Doc. No. 40, Fifty-second Congress, first session.

A canal connecting lakes Samamish and Washington with a lock near Lake Washington to overcome the difference, 10.5 feet, in the level of the two lakes, is estimated to cost $4,927,230.

The proposed route and project for a canal connecting Lake Washington with Puget Sound contemplates constructing a canal 2,600 feet long, 80 feet wide at bottom and 158 feet wide at the water line, and 26 feet deep through the portage between Union Bay, in Lake Washington, and Lake Union, with a masonry lock 400 feet long, 50 feet wide, 26 feet deep over sill, and with a lift of about 7.5 feet; dredging channels to connect this canal with deep water in Lake Washington, and across Lake Union; and constructing a canal 6,700 feet long, 80 feet wide at bottom and 158 feet wide at the water line, and 26 feet deep, connecting Lake Union along its outlet with the head of Salmon Bay. From the head of Salmon Bay to Puget Sound two routes are considered by the Board; one by way of Salmon Bay and Shilshole Bay, with a lock near the sound 400 feet long, 50 feet wide, and 16.6 feet deep over sill at low tide; the other by way of Smiths Cove and a canal 80 feet wide at bottom, 158 feet wide at the water line, and 26 feet deep, to be constructed across the neck of land between the head of Salmon Bay and Smiths Cove with a lock near the sound similar to that projected for Shilshole Bay. The construction of a basin and formation of a channel through the shoals at the outlet of the lock are also contemplated. The estimated cost of the proposed canal between Lake Washington and Puget Sound by the two routes, not including damages for lands submerged, is as follows:

Smiths Cove route..

Shilshole Bay route

$3,500,000 2,900,000

Concerning the comparative advantages of the two routes the Board

states:

The Shilshole Bay system costs $600,000 less than that by Smiths Cove. On the other hand, the latter route possesses advantages in that its entrance is in the harbor of Seattle, whereas the entrance to the other is 5 miles distant; and secondly, the Smiths Cove entrance and lock are less expossed to bombardment by an enemy's fleet. For these reasons the Smiths Cove route is to be preferred. (See Appendix T T 15.)

ENG 92-25

IMPROVEMENT OF WILLAMETTE RIVER, OREGON, AND OF LOWER COLUMBIA RIVER AND ITS TRIBUTARIES, OREGON AND WASHINGTON.

Officer in charge, Maj. Thomas H. Handbury, Corps of Engineers, having under his immediate orders Lieut. Edward Burr, Corps of Engineers, to November 14, 1891, and Lieut. Harry Taylor, Corps of Engineers, since November 12, 1891; Division Engineer, Col. G. H. Mendell, Corps of Engineers.

1. Mouth of the Columbia River, Oregon and Washington. The project under which this work is being carried on was adopted in 1884. It contemplates providing a channel across the Columbia River Bar, having a depth of 30 feet at mean low tide. This is to be effected by concentrating the water flowing over the bar and increasing the resultant currents to such a degree as to procure the desired depth. Any work for accomplishing this end must be more or less tentative in its character. The work which is now in progress is the building of a low-tide jetty, starting from Fort Stevens, on the South Cape, and extending in a westerly direction, with a slight curve to the south, out across Clatsop Spit, for a distance of 44 miles, more or less, as circumstances may require, to a point about 3 miles south of Cape Disappointment. The jetty is constructed of stone, resting upon a mattress foundation about 40 feet wide and from 24 to 5 feet thick. The stone extends to the level of 4 feet above mean lower low water. The material thus far has been placed in position from a jetty tramway supported upon piles driven along the line of the jetty and 24 feet above the level of low tide. The tramway is a double-track 3-foot-gauge railroad, the tracks being 13 feet between centers. The material is landed at the wharf and transported to place over these tracks, which are built in advance of the main work.

Before the commencement of this work the channel or channels over this bar were very capricious in location and variable in depth. The depths were usually from 19 to 21 feet, and the channels varied in number from one to three, and in location through nearly 180° from Cape Disappointment to Point Adams.

The results of the jetty already constructed are very marked in the building up of Clatsop Spit and in the effects produced by the concentration of water upon the bar. There is now a straight channel, having a width of one-fourth mile, with a depth nowhere less than 29 feet, and for a width of 1 mile a depth of 27 feet. At the end of the last fiscal year the shortest distance from the 30-foot curve on the outside to the same on the inside of the bar was 3,000 feet. This distance is now reduced to 1,200 feet. These depths refer to the plane of the mean of lower low waters.

The first appropriation for this improvement was made in the river and harbor act approved July 5, 1884. The total amount appropriated to the end of the present fiscal year for carrying out the project is $1,337,500. The amount expended, including outstanding liabilities, is $1,313,168.88, leaving a balance of $24,331.12, applicable to the further prosecution of the work.

At the end of last fiscal year the jetty tramway was at station 23952, with the mattress work at station 235 + 40. Station 25+ 80 is regarded as the root or beginning of the jetty proper. During the month of July the tramway was extended 1,088 feet. Station 250 + 20 is regarded as the end of the jetty. This is 4 miles from the begin