$6,000 to keep a channel open between deep water in the lake and the point B, a distance of perhaps 14 miles. Nearly the entire water-power at Willsborough is now appropriated, which precludes the probable location of other industries there. Two bends in the river are very sharp, below which bars would undoubtedly form each year. I estimate roughly that the cost of first improvement would be not less than $30,000 to $40,000, without giving a fixed and definite channel. Finally, the volume of water in Boquet River is of itself not more than half enough to fill a channel cut 40 feet wide and 6 feet deep. An improvement, therefore, would be so only in name, for it would be appropriating the present channel of Boquet River for the purpose of so deepening it that backwater from the lake to the adopted grade would reach the point at B. Very respectfully, your obedient servant, Maj. WALTER MCFARLAND, Corps of Engineers, U. S. A. J. A. GILLESPIE, N N 19. PRELIMINARY EXAMINATION OF CHAMPLAIN RIVER, CLINTON COUNTY, NEW YORK, FROM THE LAKE UP TO CHAMPLAIN TOWN. UNITED STATES ENGINEER OFFICE, Oswego, N. Y., February 27, 1883. GENERAL: I have the honor to report as follows upon the preliminary survey of Champlain River, Clinton County, New York, from the lake to Champlain Town, ordered by act of Congress passed August 2, 1882. Champlain River, which rises in the western part of Clinton County, New York, flows in a northeasterly direction, and empties into Lake Champlain 4 or 5 miles south of Rouse's Point. At the falls of the river, which are about 5 miles above its mouth, the village or town of Champlain is situated. Champlain Rapids, which lie about three-fourths of a mile below the village, may be considered the head of navigation on this stream. Below these rapids the river averages about 180 feet in width, but is cut up by shoals aggregating 1,500 feet in length, having only from 2 to 3 feet depth of water over them, while the depth of the pools between them varies from 6 to 8 feet. The bar at the mouth of the river is about 1,000 feet wide, and has about 3 feet of water over it, Champlain Town has a population of about 1,600. Thirty canal-boats. worth $75,000, were built there last year, and sixty-five are owned there now. It formerly had a trade by river of about 30,000 tons per year, moved by canal-boats and lake schooners of from 100 to 150 tons burden. The citizens say that this trade was stopped by the shoaling of the river, and that were the river rendered navigable again the trade would run up to 55,000 tons per year. This would require the use of about 200 vessels, which would correspond to one arrival and one departure every day, assuming the season of navigation to be 200 days long. To cut a channel 60 feet wide and 7 feet deep through the bar, and 6 feet deep through the shoals in the river as far up as Champlain Rapids, would require the removal of not less than 30,000 cubic yards of material, which, with contingencies, would cost not less than $10,000. As Champlain Town has no other avenues of supply than the ordinary wagon-roads of the country, and as this water route would be a relief to it as well as to several other neighboring villages, I am of opinion that Champlain River is worthy of improvement, but that its improvement is not a public necessity. No further survey is necessary. I send herewith the report of Assistant Engineer J. A. Gillespie, who made the examination of the river. Very respectfully, your obedient servant, WALTER MCFARLAND, Major of Engineers. Brig. Gen. H. G. WRIGHT, Chief of Engineers, U. S. A. REPORT OF MR. J. A. GILLESPIE, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, SIR: I have the honor to submit herewith my report upon examination of Champlain River, New York, from Lake Champlain to Champlain Village. Champlain River rises in the western portion of Clinton County, flowing northeast to Champlain Village, thence almost due east to Lake Champlain. West of the village it is a shallow, rapid stream, affording water-power to numerous small mills. For convenience, the portion east of Champlain Village will be discussed in two sections: Section No. 1, point A to C (see sketch); section No. 2, point C to lake (see sketch). Section 1 embraces that portion of the river which would require the greatest outlay in first improvement. From A to C is 4,150 feet (taken from the old State map). Between A and B the river bed is light material, sand, mud, and saw-mill débris; the depth varying as indicated. Between B and C is the worst stretch of the entire river, and is navigable only at extreme high stages of the river. When examined it ap peared too rough for the passage of an ordinary row-boat with safety, the bottom being composed entirely of cobble-stone, over some of which the depth of water did not exceed 6 inches. The subsection is 950 feet long, and the bottom and side slopes are com posed almost entirely of cobble-stone (water-worn) varying in size between cubes of 6 inches and 20 feet. The bend here is very sharp; so much so that it is thought an improvement would necessitate cutting the point X, the surface level of which is about 5 feet above the level of mean low water; width of channel through this rapid is at places only 40 feet, widening in the middle to about 80 feet. Some work was done at this rapid in 1853-54 under State appropriation of $5,000; though but little good was accomplished, as the bowlders removed were placed on the sloping banks in ridges, only to be swept back by spring ice-floes. Section 2 embraces what is properly termed the old navigable portion of the river, extending from the foot of rapid (point C) to Lake Champlain. Between C and Lake Champlain six shoals are found, as follows: APPROXIMATE ESTIMATE OF QUANTITIES TO BE REMOVED IN SECTION 2, WITH PROB ABLE COST. Sand and light material, 20,000 cubic yards, at 25 cents Contingencses $5,000 2,700 800 8,500 Average width of river throughout section 2 about 180 feet. Depth between shoals, 7 to 10 feet. There are no sharp bends, and but few minor obstructions, such as logs, &c. Coopersville, population about 125, is situated on the river about 1 mile from Lake Champlain. Two draw-bridges span the river here, one for the county highway and one for the Delaware and Hudson Canal Railroad, about 1,500 feet apart. The pivot-pier of the former is in need of repairs, having careened under the effect of heavy ice-floes. The north opening of the Delaware and Hudson Canal Railroad draw-bridge cannot be used at low water, on account of the shoal water, and the approach to south opening is partially obstructed on up-stream side by a jutting point of bowlders, thus: the depth over these bowlders, varying between 14 and 3 feet, requiring all vessels coming downstream to bend their course well to the north shore and then turn very abruptly to the south and then east, in order to get through the draws. This passage must be exceedingly difficult in times of high winds. The bar at mouth of river is the only remaining obstruction to be mentioned. It is exposed only to south, southeast, and east winds. The area for gathering seas is not D&H.C.R.R. 104481 very great, the lake opposite mouth being only 34 miles wide. Owing to the ice formation along shore it was impossible to examine the bar as thoroughly as desired. The width of portion requiring dredging for 6 feet depth was ascertained to be about 1,000 feet, though it may be a little more. This bar was dredged in 1853-'54 and in 1868-69, with money appropriated by the State of New York. My authority for this statement is James Averill, jr., of Champlain, and other citizens of the same place. For several years, up to 1875, the Ogdensburg and Lake Champlain Railroad had a branch track to the river bank at the foot of rapid mentioned under head of section I, about two-thirds of a mile below point A. At this place coal and iron were transferred from canal-boats and lake schooners to cars, which were reloaded with lumber for points south. This business, as estimated by Messrs. Averill and Kellogg, of Champlain, exceeded 30,000 tons annually. It is now claimed by these and other inerested parties that Champlain lost this railroad transfer because of formation of shoals before mentioned. Tug-boats, draught 6 to 6 feet, have navigated the river; also canal boats and lake schooners of 150 tons burden. These last now ascend when necessity requires it at high and medium stages. Champlain and Coopersville are the only villages located on that portion of Champlain River under discussion. Population of Champlain is about 1,600; of Coopersville, about 125. It is claimed that an improvement would benefit the villages of Chazy, Sciota, Perry's Mills, Mooer's Forks, and Wood's Falls. It is impossible to give figures showing probable increase of supplies with improved navigation. Three sources of supply for villages mentioned now exist: the Delaware and Hudson Canal Railroad, Ogdensburg and Lake Champlain Railroad, and a wagon road to Rouse's Point Harbor. Of the supplies now furnished by the railroad it is estimated that at least twothirds would come by water if the river were improved. Messrs. Kellogg and Averill and Mr. John Whitesides, president Champlain Village board, estimate, from figures which they claim to be correct, that the yearly tonnage would reach at least 55,000, reducing cost of transportation at least one-half. All heavy freight for shipment by water is now hauled to Rouse's Point in wagons, a distance of 4 miles. During the past three years there were built at Champlain Village 30 canal boats, at a cost of $75,000. The gentlemen before mentioned assert that there are 65 canal boats owned in Champlain Village, upon which annual tonnage dues amounting to $2,500 are paid. It is claimed by these gentlemen that the improvement asked for would give an outlet to a large amount of lumber in the northern portion of the State, besides reducing transportation on all other heavy freights. Total population of towns and villages which it is claimed will be benefited by improving Champlain River, 15,000. The wealth interested in production $150,000, distributed along the river from Coopersville to points above Champlain Village. One straw-board mill and several grist and saw mills are the principal industries. Internal revenue collected annually at Champlain Village, $300; customs, $200. Total, $500. In conclusion, I have the honor to state that I believe an improvement might be made of that portion of the river embraced in section 2, though I do not believe the commerce of Champlain River would justify an improvement of the portion embraced in section 1. The local wants of Champlain Village seem to justify an expenditure equal to that required for improving section 2, though statistics in detail might alter this conclusion. The two State appropriations referred to amounted to $10,000. Very respectfully, your obedient servant, J. A. GILLESPIE, NN 20. PRELIMINARY EXAMINATION OF HARBOR OF PORT HENRY, ON LAKE CHAMPLAIN, NEW YORK. UNITED STATES ENGINEER OFFICE, Oswego, N. Y., February 26, 1883. GENERAL: I have the honor to report as follows upon the prelim inary examination of the harbor at Port Henry, on Lake Champlain. New York, ordered by act of Congress passed August 2, 1882: The harbor of Port Henry, New York, is situated in Essex County, New York, on the southwestern shore of Lake Champlain, near the mouth of Bulwagga Bay, distant about 1 miles northwest from Crown Point. The lake here is about 2 miles wide, and it is but 3 miles from the port to the head of Bulwagga Bay, so that the unprotected harbor has nothing to fear from seas coming either across or down the lake, that is. from the southward. But as the harbor is simply a part of the open lake, and the shore-line here runs nearly north and south, it is exposed to the action of the seas produced by northerly winds blowing over the 50 miles of open lake which lie between Port Henry and the islands. which prevents at such times any transfer of freight between the vessels and the wharves at Port Henry, the vessels being compelled to haul off to avoid danger. According to the report of Assistant Engineer J. A. Gillespie, which is appended hereto, it will be seen that the industry of the town consists chiefly of coal and iron mining; and that of the products of these industries about three times as much is moved by water as by rail. This last year amounted to 338,000 tons, which required the employment of about 2,000 small sailing vessels and canal-boats, averaging perhaps 125 tons each. These vessels, which move commonly in tows, are of slight build usually, and not adapted to resist the action of heavy seas. The population of the town of Port Henry is about 3,500. About $7,500,000 are reported as having been invested in the opening of mines in the neighborhood and in the construction of wharves, railroads, and furnaces. No deepening of the harbor is needed, except perhaps at the wharves and that is a matter of private, not public, interest. The only way to protect the harbor effectively from the action of northerly and northeasterly gales is to construct a breakwater which will cover it, as has been done at Burlington and Plattsburg. Such a work, 3,000 feet long, built in 20 feet of water, would cost about $100 per linear foot of breakwater = $300,000. Considering the amount of commerce of the port, and also the fact that the large number of small vessels employed in the Port Henry trade are chiefly owned by poor men who have no other means of earn ing their living, I must report that I think the harbor worthy of improvement, but not at so great a cost as that indicated by the above estimate. I do not consider the work a "public necessity." WALTER MCFARLAND, Major of Engineers. REPORT OF MR. J. A. GILLESPIE, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, SIR: I have the honor to submit the following report on examination of Port Henry Harbor, New York. Port Henry Harbor, Lake Champlain, is in Essex County, New York; nearest lighthouse, Crown Point, 2 miles southeast; nearest fort, Fort Montgomery, Rouse's Point, N. Y. A tracing from Coast Survey chart of this harbor accompanies this report, from which will be seen the following: Opposite Port Henry the lake is about 14 miles wide; to the southern limit of Bulwagga Bay is about 3 miles. From neither of these points are felt very heavy seas, though it is claimed that very strong winds over Bulwagga Bay cause considerable trouble, especially to light sailing craft. The greatest danger to vessels entering the harbor is from north winds, which have an open surface 16 miles long and about 14 miles wide to play upon before reaching the docks. During the prevalence of north to northeast winds transfer of freight is almost impossible, and all craft of frail structure are compelled to anchor away from the docks. The present frontage is about 4,000 feet, all of which is exposed to the fury of northern gales. The Weatherbee Sherman Furnace Company constructed and sunk a rectangular crib about 200 feet from this dock during the last season, to which vessels are tied when unable to remain at this dock. Steam-tugs invariably anchor out for safety when not running. Depths given on accompanying tracing are copied from Coast Survey chart, sufficiently verified during recent examination. The depth of water immediately in front of fully three-fourths of the docks does not exceed 5 feet. This is being increased annually by dredging in proportion to the needs of commerce. DESCRIPTION OF VESSELS THAT ENTER THE HARBOR. Passenger and freight steamer Vermont, tonnage 900, draught 7 to 74 feet; steamtugs, tonnage 200, draught 5 to 74 feet; lake schooners and canal-boats, tonnage 100 to 300, draught 24 to 54 feet. All heavy shipments are by canal-boats and sailing craft. These canal-boats are especially liable to danger while at the docks, where more or less are engaged transferring freight during the entire season of navigation, often as many as fifty at one time. Nearly all of these schooners and canal-boats are owned by persons navigating them, men of small means, with their entire capital in most instances so invested. VILLAGES AND LOCALITIES SUPPLIED. The villages and localities supplied in part by vessels at Port Henry Harbor are Moriah, Moriah Center, Port Henry, Minerville, North Hudson, Schroon River, and all that section of Essex County directly west of Port Henry. The total population of these villages and localities will exceed 8,000, that of Port Henry being about 3,500. |