When the presence of rock is taken into consideration it will be seen that the smaller depth would probably cost at least $25,000, and the greater depth might cost $40,000 or more. It is my opinion that the general commerce or business of the country would not be benefited to that extent. The business of Waldoborough is not extensive, and with the exception of occasional ship-building it does very little to enter into the commerce of the country by water transportation in sailing vessels. The principal industries requiring such transportation are One good granite quarry for paving-stones. One granite and marble yard. There are from 2,000 to 5,000 cords of wood sent out by vessels each year, but this industry will gradually decline. Of the general business of the place, most is of a kind to use railroads rather than sailing vessels, and the place has not sufficient business for a steamer. It is stated that in the last ten years about thirty vessels of 500 to 600 tons measurement have been built at Waldoborough. I saw in one ship yard the hull of a vessel not yet completed, which is stated to be the largest schooner ever built. The materials entering into the construction of this five-masted schooner have probably cost at least $500 more for freights than would have been required had the channel been good. But such a vessel is exceptional, and when another of any kind may be built is uncertain. Three small vessels ply regularly between Waldoborough and Boston, but the present depth at high water is sufficient for their real necessity. About 1,200 tons of coal are annually brought into the place; with an improved channel the price of this coal would probably be reduced at least 25 cents per ton. Considering the subject from all the points which I have been able to reach, I conclude that for the present at least the undoubted expense will so far exceed the certainty of benefits that the river is not worthy of improvement. Very respectfully, your obedient servant, JARED A. SMITH, Lieut. Col., Corps of Engineers. The CHIEF OF ENGINEERS, U. S. A. A 25. PRELIMINARY EXAMINATION OF HAMPTON RIVER, NEW HAMPSHIRE. UNITED STATES ENGINEER OFFICE, Portland, Me., November 7, 1888. SIR: In compliance with instructions in Department letter of August 28, 1888, I have the honor to submit the following report of a preliminary examination of Hampton River, New Hampshire: On the 5th of October last I visited the Hampton River and made such examination and inquiry as the case seemed to require. At a point about a mile from Hampton Village a small wharf was built some years ago, but its use has been limited to the landing of a few small boats navigating the creeks, no outside vessels having visited the place for about nine years. From the landing mentioned to the mouth of the river by the present channel is approximately 3 miles, and it is about one-half a mile farther to where the water is 18 feet deep outside the bar. This part of the river is in reality but little more than a "salt marsh creek," in which the Coast Survey chart indicates a low-water depth of from 2 to 7 feet. The chart mentioned is, however, upon so small a scale that minute details can not be shown upon it. From the Hampton Landing a canal about one-third of a mile in length was, many years ago, cut across the marsh to shorten and improve the channel. Below the canal the river becomes wide at high water, and one part indicated on chart as Hampton Harbor is about half a mile wide at high water. At the mouth the river is about three-eighths of a mile wide at high water, but the low-water width is not more than half as great. No exact plans nor estimates for improving the river can be given without a survey made in minute detail, with observations of the currents and the material composing the bed and banks of the stream. It may be assumed, however, that an extensive system of jetties and wingdams would be required. Over at least half the distance from the landing to the mouth the ordinary scour by currents would not be sufficient to deepen the channel, so that considerable dredging would be necessary. The jetties at the mouth of the river alone would need to be about a mile and a half in total length. The benefits to be realized would be very small, mainly local, and distributed among two or three small villages, of which Hampton is the largest. The manufactures of the places are few and of a kind to depend mainly upon railroad transportation, which is at hand. The same may be said of the agricultural productions and miscellaneous industries. The present annual consumption of coal is given as 2,000 tons, with a yearly increase of about 300 tons. There would also be received by water perhaps 300,000 feet of lumber. The saving of freight on the coal would approximate $1 per ton and on the lumber from $1 to $1.50 per 1,000 feet. Probably some marsh hay might be exported as well as a few miscellaneous shipments. The benefits to be expected from improving the river are so small in comparison to the certainty of large expense that I can not recommend the river as worthy of improvement. Very respectfully, your obedient servant, JARED A. SMITH, Lieut. Col., Corps of Engineers. The CHIEF OF ENGINEERS, U. S. A. A 26. PRELIMINARY EXAMINATION OF HARRISSECKET ( HARRASEEKET] RIVER, MAINE. UNITED STATES ENGINEER OFFICE, Portland, Me., January 4, 1889. SIR: I have the honor to submit the following report of a preliminary examination of the Harrissecket River, Maine: In compliance with instructions from the Chief of Engineers in letters dated August 28, 1888, and September 29, 1888, I visited Freeport, at the head of tide-water on the river, and made an examination of the channel over the portion of the river for which the improvement is desired. The time chosen for the examination was during a stage of low water. In July, 1881, a survey of the upper part of the river was made under direction of Colonel Thom, and his report appears in the Report of Chief of Engineers, 1882, pages 530 to 532. Part of the information here given is taken from Colonel Thom's report, to which I beg leave to refer. As far as Freeport Landing the river is in reality a tidal branch of Casco Bay. From Casco Bay proper to Weston's Point, a distance of about 2 miles, the river has a least depth of 10 feet at mean low water. At mean high water the lower part of the river, therefore, has a least depth of 19.4 feet, which is ample for any present or probable require ments. From Weston's Point to Freeport Landing, a distance of about 4,500 feet, the channel is bordered with wide flats, which are uncovered at low water. Through the upper half of the distance between the two points the bed of the stream is above the low-water level, so that at Freeport Landing the mean high-water stage gives a depth of only about 7 feet, the mean tide being 9.4 feet. The channel suggested in Colonel Thom's report, viz, 60 feet wide and 121 feet deep at mean low water, is hardly sufficient in depth to accommodate the class of vessels which now carry coal and heavy freights to best advantage. A mean high-water depth of 14 feet would be much more suitable at present, and even with that depth the high water during a low run of tides would hardly float a vessel with more than 12 feet draught. It is very doubtful whether such a channel would remain permanently after being once dredged, unless some works were constructed to concentrate the greater part of the currents within the channel limits. No definite plans for such works have yet been made, so that an exact estimate of cost can not be given. A rough estimate of expense may be made by assuming that the cost of necessary wing-dams or similar works would be equal to that of dredging, as follows, say: I have no doubt that this would cover the cost of all work required. Whether the expense would be fully justified by the certain and probable benefits is a question not easy to determine. The following are the points in its favor, so far as I have been able to reach them: During the past season 2,000 tons of coal have been laid in for use at Freeport at a cost of at least $1 per ton more than the same would have cost had freights been practicable by water. The consumption of coal is increasing annually at present prices, because of the scarcity of wood for fuel. A stone quarry which I visited near the Freeport Landing contains a very superior quality of granite for building, paving, or monumental use. This granite has no superior for any of the purposes named, and the quarry is already in a fine condition to supply a large demand. Large numbers of handsome paving stones lay in the quarry ready for shipment. The granite is also cut into handsome blocks and shafts, and it not only receives, but retains a very high polish. This stone is now shipped to many points in the West, where the only competition is by railroad freights, but it can not be taken to any of our seaport cities because it has no outlet by water and can not compete with other places which are more favored. The proprietor of the quarry and stone works informed me that he could at once fill orders for 300,000 paving-stones if he could obtain freights by water, and this would be a low estimate for the annual shipments. The same principle would obtain in shipping stone for other purposes. A fine quality of bricks is now made at Freeport, amounting to 700,000 annually. The quantity is now limited to local demands, owing to impossibility of shipping them at rates which enable the manufact urer to deliver them at distant points. There seems to be reason to believe that this industry would be largely increased by improving the channel so that vessels of good size can reach the landing at Freeport. In the past few years Freeport has developed into an active business place; a large shoe factory and steam mills for grain and lumber have been put in active operation, in addition to the stone and bricks already mentioned. A daily steamer now runs from Portland to a point about 23 miles from Freeport, but goes no farther, owing to lack of water at low stages of the tide. With an improved channel the steamer would run to Freeport regularly. These points seem to me sufficient to make the river worthy of improvement. Before completing any plan of improvement it would be well to sup plement the maps heretofore made by a few additional soundings in the channel and also over the flats where auxiliary works would be required. The expense of this survey is estimated at $300. It may be proper to mention that the spelling of the name as found in local records and in the annual register of Maine is "Harraseeket.” Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. JARED A. SMITH, Lieut. Col. Corps of Engineers. APPENDIX B. IMPROVEMENT OF RIVERS AND HARBORS IN MASSACHUSETTS. REPORT OF LIEUTENANT-COLONEL S. M. MANSFIELD, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1889, WITH OTHER DOCUMENTS RELATING TO THE WORKS. 22. Establishment of Harbor lines at Boston Harbor, Massachusetts. UNITED STATES ENGINEER OFFICE, Boston, Mass., July 8, 1889. GENERAL: I have the honor to transmit herewith annual reports for the works of river and harbor improvements in my charge for the fiscal year ending June 30, 1889. I relieved Lieut. Col. G. L. Gillespie, Corps of Engineers, U. S. Army, of the charge of these works on December 20, 1888, in accordance with Special Order, No. 269, Headquarters of the Army, Adjutant-General's Office, November 17, 1888. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. S. M. MANSFIELD, |