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water on St. John's bar. Dr. Baldwin's theory, if I understand it, rests upon the assertion, or perhaps the circumstance, that there is on each tide an interchange of waters in large volumes between St. John's River and Fort George Inlet; that the waters thus exchanged flow through swash channels, and otherwise over the north shoal, and not around by the main channel across the bar, and that while this flow is taking place from the river to the inlet, that is, during the ebb tide, it increases the outward current over the shoal, thereby still further diminishing the volume of water which would otherwise pass out by the main channel. As already stated, the flood current in the inlet begins with the flood tide or thereabouts, and from one and a half to three hours before the ebb current ceases in the river at the bar, and perhaps a short time before it ceases on the north shoal, and it may be, and probably is true, that during this interval a portion of the river waters flows out over the north shoal near the shore, and thence into the inlet. But I cannot concede the conclusion assumed by Dr. Baldwin, that if the mouth of the inlet be closed these waters would not continue to pass out over the north shoal and thence into the ocean, but would naturally and of necessity flow over the bar channel, thereby adding to the velocity and scouring effect of the ebb current. In my judgment, therefore, closing the inlet does not offer a certain or even a probable remedy for the evils complained of.

METHOD NOW PROPOSED, BY REPEATED DREDGING, OR RAKING ON THE BAR.

In my judgment, any project for improving the navigation at the mouth of St. John's River should be of a character to insure immediate results, proportional, within quite narrow limits, to the amount expended in its execution, and not requiring a large outlay of money to test the value of problematical devices. These considerations possess special importance at the present time, when the exercise of a rigid economy in every department of the general government is a necessity as well as a duty, and when all expenditures for public works should be based upon the most advantageous adaptation of means to an end. Other things being equal, that method is the best which will soonest afford the needed relief, especially if it be susceptible of fair and thorough trial at a moderate cost, and of prompt and entire suspension without loss or damage in default of adequate success. It is submitted that the simple plan of deepening the channel by repeated dredgings or rakings during the strongest stage of the ebb current, promising, as it does, at least a fair measure of success at comparatively small cost, should be first tried in preference to either of the projects herein above discussed. The peculiar formation of the bar favors the plan proposed, being very steep at its outer edge, so that the sand thrown into suspension by the repeated use of the rake or dredge, and borne along by the ebb current after each disturbance, would soon lose itself in deep water.

It is believed that a constant minimum depth of at least 10 feet at mean low water, with a width sufficient for the purposes of navigation, may be secured on the bar at a cost not exceeding $10,000 per year. This would give a depth of 154 feet at ordinary high water, and enable vessels drawing fully 14 feet of water to cross the bar, even in rough weather, without striking. With the ordinary swell of the ocean in mild weather 14 to 15 feet could be carried in with safety. Vessels of greater draught cannot reach Jacksonville.

A responsible party, now engaged in the towing business on St. John's

River, has expressed a willingness to undertake the work by contract upon the terms above named; that is, to secure and maintain for practical use an additional depth of three feet on the bar, for $10,000 a year, the payment to be strictly contingent on the successful execution of the agreement according to all its terms and conditions.

For the reasons thus briefly set forth I estimate that the expense of deepening the channel over the bar "so that it will answer the demands of commerce" will require an appropriation of $10,000, for the first year, and perhaps a somewhat less amount for each subsequent year, and that the merits of the method proposed for trial may be ascertained at an expenditure not exceeding $5,000.

Very respectfully, your obedient servant,

Q. A. GILLMORE,

Major of Engineers, Brevet Major General U. S. A.

Bvt. Maj. Gen. A. A. HUMPHREYS,

Brig. Gen. and Chief of Engineers U. S. A., Washington, D. C.

HEADQUARTERS CORPS OF ENGINEERS,

Washington, D. C., February 3, 1869. GENERAL: In compliance with the request of the Committee on Commerce of the Senate of the United States, on the 23d of July last, that a survey should be made with a view to obtaining estimates of the expense of deepening the channel at the mouth of the St. John's River, Florida, so that it will answer the demands of commerce, I transmit herewith the report of Brevet Major General Q. A. Gillmore, major of engineers, as a preliminary to a more full and complete report upon the subject. The map of the survey is not yet completed, nor have the requirements of the joint resolution of Congress of July 23, 1868, in reference to the amount of commerce to be benefited by the improvement asked for, been complied with. Copies of the map and statements in relation to commerce will be forwarded when received.

The project proposed by General Gillmore for increasing the depth of water on the bar from 7 to 10 feet, at mean low water, by repeated dredging or raking, seems to meet the present wants of commerce and navigation; and as "a responsible party" has expressed "a willingness to undertake the work by contract upon the terms above named, "that is, to secure and maintain" for practical use an additional depth of three feet on the bar for $10,000 a year, the payment to be strictly contingent on the successful execution of the agreement according to all its terms and conditions," I see no objection to making an appropriation of $10,000, to be expended subject to the conditions above named. The method of improving the depth of water on the bar should be considered as purely experimental; and if it be successful it will only afford temporary relief, for experience has shown that the channel through the bar is not fixed, but is ever changing, depending upon the force and directions of the storms; even apart from the consideration of the effects of storms, the operation of deepening must be continuous to maintain the depth when once secured.

Very respectfully, your obedient servant,

A. A. HUMPHREYS, Brigadier General of Engineers, Commanding.

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K 1.

UNITED STATES ENGINEER OFFICE,

Corner Houston and Greene Streets, N. Y., February 8, 1869. GENERAL: In reply to letter from headquarters Corps of Engineers dated January 30, ultimo, upon the subject of my recent report on the St. John's River improvement, I have the honor to make the following statement as supplementary thereto, showing "to what extent the general commerce of the country will be promoted" by the improvement in question that is, by increasing the depth of water on the St. John's bar to such degree as will enable vessels drawing fourteen to fifteen feet to pass in all ordinary weather.

My application to the Bureau of Statistics for published reports containing the required information having met with no response during an interval of six days, I deem it proper to wait no longer, but to submit what reliable data I have been able to collect in this city from official and other sources.

There is considerable demand for Florida lumber in the West Indies, in Brazil, and in Europe, which it is always difficult and sometimes impossible to supply at paying rates from the St. John's district, for the reason that vessels carrying large freights cannot engage in the business. For the coastwise trade from the same cause, there is a difference of from one to two dollars per thousand in the freights, in favor of Brunswick and Savannah in their competition with the lumber trade of the St. John's region.

A vessel of three hundred and thirty tons burden, which is about the average capacity of those engaged in the St. John's River trade, cannot compete successfully with one capable of carrying five hundred tons in freighting lumber to foreign or distant home ports.

The total number of vessels entering and leaving St. John's River during the four months ending on the 31st day of July, 1867, is officially reported as follows. No other trustworthy data of the same character for a longer period of recent date have been obtained:

Entered in four months.

Coastwise trade-87 vessels, with an aggregate tonnage of 28,529.
Foreign trade-3 vessels, with an aggregate tonnage of 224.
Cleared in four months.

Coastwise trade-95 vessels, with an aggregate tonnage of 31,887.
Foreign trade-9 vessels, with an aggregate tonnage of 1,256.

It is presumed from the information gathered that the small vessels engaged in the foreign trade carried oranges exclusively, and that the others entered light as a general thing, and cleared with a cargo of lumber. At the same rate, excluding the small vessels, the aggregate for one year would be two hundred and sixty-one vessels entered, with an aggregate tonnage of eighty-five thousand five hundred and eighty-seven tons, and two hundred and eighty-five vessels cleared, with an aggregate tonnage of ninety-five thousand six hundred and sixty-one tons. It is the opinion of the lumber-mill owners on the St. John's River, which should be received with due caution, that an increase of the depth of water on the St. John's bar to fourteen and one-half to fifteen feet at ordinary high tide, would almost immediately result in an increase of thirty to fifty per cent. in the foreign and domestic lumber trade of that region.

There are at the present time in operation in the river eight or ten saw-mills, capable of producing forty to fifty million feet of lumber per

annum. The yield of one of these mills during the year 1868 was about six million feet, of which five million were shipped to home and foreign ports, and the balance consumed in the neighborhood. This mill is now running at the rate of twelve million feet per annum, on orders for home trade.

The lumber is valued at an average of twenty dollars per thousand feet board measure, delivered at the mills, at which rate an annual product of forty million feet would be worth eight hundred thousand dollars before shipment. One and one-quarter per cent. of this sum amounts to ten thousand dollars, which is the estimated yearly cost of keeping the bar channel dredged to the depth contemplated in my report of the 29th ultimo, so that "with the ordinary swell of the ocean in mild weather fourteen and one-half to fifteen feet could be carried in with safety."

The lumber produced on the St. John's River belongs to the class known as deal, and is subject to neither manufacturers' tax nor export duty. Besides the lumber trade there is no other branch of local industry which demands or would justify any expenditure by the general government to secure improved facilities of navigation.

Under these circumstances it may perhaps be questioned whether the parties who would be principally and almost exclusively benefited by the improvement under consideration should not be required to contribute to its accomplishment. Should additional information upon this subject be received from the Bureau of Statistics, or from the collector of customs at Jacksonville, to whom application has also been made, it will be forwarded without unnecessary delay. I inclose herewith a written proposal (copy) from Mr. Charles H. Campbell to dredge the bar channel "and keep it dredged to the depth of fifteen feet at high tides, so that vessels at any fair state of weather, drawing fifteen feet, can pass over the same with safety," for "the sum of ten thousand dollars per year."

Very respectfully, your obedient servant,

Q. A. GILLMORE, Major of Engineers, Brevet Major General U. S. A.

Bvt. Maj. Gen. A. A. HUMPHREYS,

Chief of Engineers United States Army, Washington D. C.

NEW YORK CITY,
January 29, 1869.

GENERAL: Having been some time employed in towing on the St. John's Bar, State of Florida, and it having come to my notice that for some time back the United States government have been engaged in surveying the same for the purpose of improving the depth of water thereon, I would respectfully offer your department to dredge this bar and keep it dredged to the depth of fifteen feet at high tides, so that vessels at any fair state of weather drawing fifteen feet can pass over the same with safety.

Should this proposition meet with encouragement from your department, I will further offer to give bonds to the United States government to fulfill and carry out this proposition to the letter, the United States paying for the same the sum of ten thousand dollars per year.

I am, general, most respectfully, yours, &c.,

CHARLES. H. CAMPBELL,

118th St., Harlem, 6th house west of Third Ave., New York City. Major General Q. A. GILLMORE,

Corps of Engineers United States Army.

APPENDIX L.

UNITED STATES ENGINEER OFFICE,
Louisville, Kentucky, July 15, 1869.

SIR: I have the honor to submit the following annual report for the fiscal year ending June 30, 1869, for the "improvement of the Falls of the Ohio."

On the 4th of August, 1868, I received the department letter of the 31st of July, 1868, informing me that the sum of $85,000 had been allotted toward the construction of the two dams recommended by me, for the improvement of the Falls of the Ohio, and I was directed to proceed at once to carry on the work.

I was further instructed, by department letter of the 27th of August, 1868, that none of this money could be expended upon the Indiana side of the river, nor in view of such work at any future day, but that it was solely applicable to work incident to the extension of the Louisville and Portland Canal.

On the 22d of August, 1868, for certain reasons, mentioned in my communication, and in my annual report on the survey for a ship canal around the Falls of the Ohio, for the fiscal year ending June 30, 1868, I applied for and received permission to substitute a crib dam across the Ohio River at the crest of the falls, in place of the masonry dam recommended by me at that point, in my special report on the survey for a ship canal around the Falls of the Ohio, dated February 8, 1868.

In accordance with the above, I at once reorganized my party, and commenced the survey and soundings necessary to determine accurately the best lines for the dams proposed by me.

In consequence of the continued rises in the river, and consequent high water, these operations were not concluded until early in November, 1868. It was then too late to hope for any work to be done during that season, and I therefore reduced my party to a minimum, and during the winter and spring, leisurely and carefully completed the general drawings for the upper dam, and the working and detailed drawings for its different parts; advertised for proposals; awarded contracts for the material and labor to be used and employed in its construction, and received and guarded the material.

Nearly all of the lumber and timber, and all of the iron, has been received, and the contractor for the work and for other material has commenced operations. I made no arrangements to commence work on the lower dam, because the amount of money allotted would not warrant it, and also, because its construction before the actual extension of the Louisville and Portland Canal would be very injudicious.

The construction of the upper dam before said extension is completed will be an obstruction to navigation at certain stages, for boats too large to pass through the old locks, which are still in use, and is another reason, in addition to the very many already given by me, in my previous reports, and by officers who have treated this subject before me, why the proper amount of money necessary to enlarge the body of the old canal, and complete the branch to the new locks, should at once be appropriated.

On the 15th of May, 1869, I received the department letter of the 12th of May, 1869, informing me that $180,000 additional had been allotted to the improvement of the Falls of the Ohio, and on the 31st of May, 1869, the department letter of the 27th of May, 1869, authorizing me to expend the whole amount of this new allotment, and whatever balance

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