Comparative cross-sections, James River, Virginia.—Continued. Comparative depths along a profile line; the thalweg of 1887 compared with identical soundings in the years 1836 and 1874. Commercial statistics of Richmond, Va., and other places on the James River, Virginia, for the fiscal year from July 1, 1886, to June 30, 1887. This does not include tug-boats or small sailing vessels trading on the river. I 5. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGER ING NAVIGATION. By an indorsement of June 11, notice was received from the Chief of Engineers of a wreck near Cove Point, Maryland, with instructions to ascertain whether she was such an obstruction to navigation as to jus tify her removal by the United States, in accordance with the law of June 14, 1880. Some unavoidable delay occurred in obtaining definite information concerning this wreck. Her locality, condition, etc., were found to be the following: She was a schooner, named B. Oliphant. She sunk February 16, 1886, during a storm, bound out, about 5 miles NNW. of Cove Point, in Chesapeake Bay. Her tonnage was 63.36 gross; age, about nineteen years, and the estimated value of the vessel was $2,000. Her cargo consisted of about 71 tons of guano, found to be worthless. Both masts showed above water. Both vessel and cargo were abandoned by owners and insurers. On the statement of the engineer of the district, July 21, that this wreck was such an obstruction as to be a danger to navigation, and a recommendation that she be removed, authority was given for the removal July 30, 1886. Proposals for removal by contract were called for, but those received were altogether too high. Later it was reported that the position of the wreck was changing. This movement continued until finally she seemed no longer a dangerous obstruction to navigation, and no further steps were taken towards the removal. Notice was received in December, 1886, of the presence in the harbor of Baltimore of two wrecks, which were considered dangerous to navigation. Upon examination these were found to be the sloop Mary Jane, sunk near Little Hawkins Point, and a scow, of about 50 tons burden, sunk south of Stickney's Wharf, Patapsco River. After due advertisement a contract was made for the removal of these wrecks with the American Dredging Company of Philadelphia, and they have been taken out. Abstract of proposals for removing wreck of schooner B. Oliphant in Chesapeake Bay, opened at noon of September 7, 1886. Abstract of proposals for removing wrecks in Patapsco River, Maryland, opened at 12.05 p. m., February 15, 1887. REPORT, WITH ESTIMATE, RESPECTING THE COST OF WIDENING THE UNITED STATES ENGINEER OFFICE, Baltimore, Md., December 17, 1886. GENERAL: I have the honor to submit below an estimate of the cost of widening the channel to the harbor of Baltimore to 600 feet, as required by the act of August 5, 1886. Before giving the figures, an explanatory statement will be made. This improvement has been a progressive one, the extent being increased from time to time as commerce required. By nature the channel of approach to Baltimore had in it some places with cot more than 16 or 17 feet at mean low water. This depth was increased at high water by 18 inches. The commerce of Baltimore was therefore, of necessity, carried on in vessels of rather small size. The project of improvement at first adopted and commenced, in October, 1853, had for its object to give a channel 22 feet deep at mean low water, with a width of 150 feet. Little was done before the late war, but afterwards these dimensions were increased, a depth of 24 feet at mean low water being determined upon, with a width of channel ranging from 250 to 400 feet. This channel was completed in 1874, important changes of position having been given to a portion of it, by which the distance was materially lessened and the expense of maintenance decreased. The object of this improvement was to permit the approach to Baltimore, at mean low water, of vessels drawing from 22 to 23 feet, and, at ordinary high water, of vessels drawing 24 or 24 feet. To this important work, in its stage of developmert in 1881, the city of Baltimore and the State of Maryland, chiefly the former, had contributed over $500,000. The expenditures of the United States were more than twice as much. In January, 1881, and upon a call of Congress for information, an estimate was submitted of the cost of deepening the channel to 27 feet at mean low water. Congress sanctioned this step forward in the improvement, in express terms, in the river and harbor act of March 3, 1881, and appropriated $150,000 for commencing it. Other appropri ations have since been made, and the channel throughout its whole length has been deepened to 27 feet at mean low water. The width is over 300 feet, and it is expected to increase this width throughout to 400 feet by the end of 1887. But this width is not enough for the channel of a great port, and it has been constantly reported from this office that the dimensions contemplated in the estimates were kept at the minimum point. The completion of the channel on that basis being near was doubtless the cause of the introduction into the last river and harbor bill of the direction mentioned in the first paragraph of this communication. To complete the channel to the width of 400 feet will require a further appropriation of $80,000, as stated in the annual report for the year ending June 30, 1886. To make the width 500 feet will cost. $320,000 1,240,000 In this estimate it is proposed to have the whole channel 27 feet deep at mean low water. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. 8872 ENG 87-56 WM. P. CRAIGHILL, |