Money statement. July 1, 1883, amount available $17,993 99 July 1, 1884, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1883.. 17,912 31 July 1, 1884, amount available.... 81 68 Amount appropriated by act approved July 5, 1884. 62,500 00 Amount available for fiscal year ending June 30, 1885.. 62,581 68 Amount (estimated) required for completion of existing project... 537,500 00 200,000 00 STATISTICS FURNISHED BY COLLECTOR OF CUSTOMS AT EUREKA AND BY AGENTS OF STEAMERS PLYING TO HUMBOLDT BAY. Exports of lumber during the fiscal year, 85,000,000 feet, by 346 sailing vessels. During year 106 steamers entered and left the bay, carrying 16,603 tons of merchandise imported, 29,460 tons exported, and 13,600 passengers. Receipts at Eureka custom-house Value of exports to foreign countries.. $4,591 44 222, 129 00 Abstract of bid for dredging at Eureka, Humboldt Bay, California, received and opened by Lieut. Col. G. H. Mendell, Corps of Engineers, 12 m., August 31, 1884. Contract awarded to Warren B. English; dated September 4, 1883. REPORT OF MR. A. BOSCHKE, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, SIR: I respectfully make the following report of operations at Humboldt Harbor for the year ending June 30, 1884: A petition from the mill-owners and principal merchants of Arcata, setting forth that the present and prospective business demanded a wider channel at the Arcata railroad and lumber wharf, and that the amount of business done at this point would soon equal that of Eureka, was received in July. The statements of the petitioners were properly verified, and, in obedience to your instructions, the work of widening the Arcata Channel to 110 feet where it had not that width was commenced August 27 and finished September 13, 1883. One thousand nine hundred feet in length and an average width of 33 feet to a depth of 10 feet at mean low water were excavated, requiring the dredging of 11,520 cubic yards of stiff blue mud. This work was done by Mr. John Hackett on the same terms as his contract of December 18, 1882, provides. The remaining funds of the appropriation were applied to the deepening of the Eureka Channel to 13 feet at mean low water. Under date of August 11, 1883, advertisements for proposals for dredging the Eureka Channel were issued, and a contract made with Mr. Warren B. English and approved September 22, 1883, for this work, which consisted in deepening the Eureka Channel adjacent to the water front of the city of Eureka for 1,150 feet in length and 150 feet wide; thence 1,230 feet in length and 100 feet wide; thence 830 feet in length and 50 wide and 13 feet deep at mean low water, requiring the dredging of 26,080 cubic yards of sand, shells, gravel, clay, and mud. Part of this channel bed was cemented sand and gravel, which required blasting. Work under this contract began September 27, 1883, and was satisfactorily completed June 5, 1884. During July and August, 1883, current observations at the entrance and bar and resurveys of the north and south spit-heads were made. The new channel across the north spit-flat, shown in the hydrographic survey of May, 1883, developed to a main ship-channel in August. All changes observed on the bar in July and August showed a tendency of the bar channel to shift to a northwest position. No particular new physical features were observed. The results of the current observations beyond the bar confirmed our former information that a well-defined littoral current of about 1 mile wide passes the bar during the summer in a southerly direction, with a velocity of from 1 to 3 feet per second. The north spit-head continued to extend southward, advancing in July and August an additional 550 feet, or 1,250 feet in advance from its most retired position in 1882, when it had lost more than 2,000 feet in its length. From information of the masters of vessels and steamers plying between San Francisco and Humboldt Harbor, it appears that the bar channel has since shifted as anticipated to the northwest and developed into a straight channel with good depth since our last survey of May, 1883. A resurvey, to ascertain the present condition of the bar and the entrance, will be the first steps required in order to ascertain whether the conditio's are favorable to begin the contemplated building of the training-wall upon the south sands from the south spit-head. A statistical exhibit of the shipping interests of this port accompanies this report. I am, very respectfully, your most obedient servant, Lieut. Col. G. H. MENDELL. United States Corps of Engineers. A. BOSCHKE, 0 0 7. REMOVING SUNKEN VESSELS OBSTRUCTING OR ENDANGERING NAVIGATION. On June 19, 1882, the British iron steamer Escambia foundered in rather less than 6 fathoms of water on the bar at the entrance of San Francisco Harbor. When first examined, in June, 1882, the least depth on the vessel was 9 feet, and in November, 27 feet. In the spring of 1883, the low-water depth by soundings varied from a maximum of 52 feet to a minimum of 33 feet. A prolonged season of heavy swell prevented at this time an examination by divers or by dragging. In May, 1884, the light-house steamer Manzanita was placed at the disposal of this office for two days, and a tug was hired for a third day. The weather was favorable and the sea smooth. A diver was sent down on the flood tide on two successive days, who walked over the wreck on each occasion. The flood tide was chosen in expectation of finding clear water. This expectation was disappointed, the diver being able to explore only by touch, and not at all by sight. It remained to drag the wreck, which was done on May 24. The report of Lieutenant Roessler, hereto attached, gives the details of these examinations. The crater seems to have been filled to some extent since the date of the previous examination. There still remains a crater in which the wreck lies, the borders being generally higher than the wreck. The depth on the crest of the bar outside the wreck is 34 feet. The favorable circumstances attending this examination give confidence to the result. It appears to be established that there is a depth not less than 33 feet at low water on the wreck, and that only a small area has this depth. It seems inexpedient to disturb the wreck in its present condition, by attempting to break up the small area having 33 feet, inasmuch as the attempt might have the effect to lessen this depth and do positive harm. This course of action could not increase the general depth of the bar at this point, and if successful would have the effect only to clear away the iron. In its present condition the wreck is not considered to be a danger to vessels. The amount expended in examination was $589.75. A map of soundings in 1883 and 1884 is sent herewith. REPORT OF LIEUTENANT S. W. ROESSLER, CORPS OF ENGINEERS. SAN FRANCISCO, CAL., June 16, 1884. SIR: I have the honor to report upon an examination of the wreck of the Escambia made by your verbal direction on May 21, 22, and 24. Three examinations had previously been made in August and November, 1882, and May, 1883, showing a progressive settlement of the vessel in the sand and in the crater formed around it by the combined influence of ocean swell and tidal current. The least low-water depth obtained in August, 1882, was 10 feet; in November, 27 feet; in May, 1883, 33 feet. A map of the soundings of May, 1883, is here with submitted. Where the soundinglead struck iron the numbers are in red, and where sand, in black. The evidence afforded by these soundings shows that the greater portion of the wreck had settled in its crater to depths varying from 40 to 50 feet, but that certain parts still remained projecting up to various heights, which placed their tops about on a level with the bar. The low-water depth on bar in vicinity, as given on United States Coast Survey chart of 1873, is 34 feet. The shoalest point of the wreck gave a low-water depth of 33 feet; two projections gave a depth of 34 feet; one a depth of 35 feet. In order to ascertain with certainty, if possible, that there were no higher points that might have escaped detection by the sounding-lead, I employed a diver to examine the wreck and report upon its condition. Two such examinations were made on the 21st and 22d. The light-house steamer Manzanita was courteously placed at our disposal for this work. The examinations were conducted as follows: A rope (24 inches) was sunk by an anchor at each end over the proposed line of examination, to conduct the diver in the proper direction across the wreck, and enough slack was given it to allow the examination to extend over a width of about 100 feet. A buoy was floated over each anchor, and a second line parallel to the first was stretched between the buoys. By means of this line the movements of the boat containing the tender and air-pump were easily regulated to those of the diver, and the boat was kept as nearly as possible directly over him, thus diminishing the danger of entangling his life-line and hose in projecting parts of the wreckage. When a high portion of the wreck was found a sounding-lead was sent to the diver on his life line, which the placed and held on the highest point until the depth was taken from a small boat. The Manzanita's surf-boat was used as diver's boat. FIRST DAY'S EXAMINATION. In the direction of the length of the wreck along a line extending from the wreck buoy northward, 200 feet; width covered, 50 to 75 feet; time, 30 minutes, 7.50-8.20 a. m.; during slack water at end of flood tide, the water being clearest at this stage. The diver was unable to see objects at a greater distance than 6 inches, and the results expected from his examination were therefore not realized. From his verbal and written statements it appears that his course for the most part lay over a comparatively smooth sandy surface, interrupted occasionally by pieces of broken plate or angle-irons 14 to 3 feet high. An angle iron 8 feet high and inclined at an angle of 45° gave a low-water depth of 38 feet. SECOND DAY'S EXAMINATION. From west to east across the wreck, along a line about 125 feet long and 50 feet north of the wreck buoy; time, 30 minutes; 10.25-10.55 a. m.; during slack water at high tide. As on the previous day the diver's vision was practically destroyed by the muddiness of the water. Iron was found the whole length of the course. Broken plates lying horizontally, some with smooth side up, others with angle-irons on top, and angle irons projecting upwards at all angles from 3 to 5 feet, were frequently met with. The highest piece of wreck discovered, which in the opinion of the diver was a portion of the side of the vessel and about 18 feet high, gave a low water depth of 36 feet. Approximate location 50 feet northwest of wreck buoy. The dangerous nature of the course limited the examination to the width of a very few feet. On the 24th I employed the steam-tug Katy, and made a further examination by sweeping over the wreck with a double float, consisting of two pieces of scantling 6 inches square and 32 feet long, connected by two ropes adjusted to the required depth. The lower float was sunk by a weight at each end. A batten about 8 feet long was tied to each of the connecting ropes to show when these lines were vertical and the lower float had settled to the required depth. The float drifted with the tide, and was kept square with the current by two lines passing from the ends of the upper float to a small boat drifting at some distance in rear. A second set of lines connected with the lower float was used to detect obstructions opposing the free movement of the float, and to raise the float over them. After crossing the wreck, boat and float were drawn back to the stern of the tug, which had anchored in a central position on the up-current side, and then started on a new course. The sea was exceptionally smooth and favorable for the work. Nine sweepings were made at 32.5 feet below low water, eight at 34 feet, and five at 37 feet. The first and second sets were complete, covering every portion of the wreck; the third only partial. At 32.5 feet no obstructions were found; at 34 feet, one, which was approximately in the same locality as the high point discovered by the diver on his second day's examination. At 37 feet the lower float struck so frequently against portions of the wreck that it was impractical to continue at that depth. In reference to the depths obtained from sweeping, I have to state that they err on the side of safety, from the omission, in the reduction for tide, of two quantities for which I have no exact determination, and which, if introduced, would increase these depths. The low-water plane to which the depths are referred is that of the United States Coast Survey as established by the Saucelito tide-gauge, and in calculating the corrections for tide the range between high and low water on the bar was assumed to be the same as the tidal range at Saucelito. It is, however, probably less, thus making the tidal reductions too great and the resulting depths too small. No account, also, has been taken of the vertical oscillations of the float due to the ocean swell, by which the lower float was alternately raised above and dropped below the mean depth or plane at which it was set. The horizontal distances traversed by the float were small between the consecutive oscillations, and the surface swept by the lower float was therefore practically one-half the wave-height below the surface or plane assumed. This remark applies especially to the sweepings at 34 feet when the current was very sluggish and the oscillations relatively frequent. The swell varied in height from 2 feet upwards. CONCLUSIONS. The least low-water depth obtained from the diver's examination was 36 feet, over what was supposed to be a portion of the side of the vessel, about 18 feet high, with a flat surface on top 6 or 8 feet square. The least low-water depth obtained by float was between 32.5 and 34 feet. These depths were located approximately in the same position, 50 feet northwest of wreck buoy. In view of the fact that no correction has been applied for vertical oscillations in the float, it is not improbable that the highest point detected by the float is the portion of the side of the vessel found by the diver and that the least low-water depth over the wreck is about 36 feet. A few soundings taken on the 21st and 22d are plotted on the accompanying map in blue. As compared with those of May, 1883, the depths are generally shoaler and more uniform. I beg to acknowledge the valuable assistance of Mr. W. P. Smith, assistant engineer, in conducting the examinations. Respectfully submitted. Lieut. Col. G. H. MENDELL, Corps of Engineers, U. S. A. S. W. ROESSLER, First Lieutenant of Engineers. 0 0 8. PRELIMINARY EXAMINATION OF REDWOOD SLOUGH, SAN MATEO COUNTY, CALIFORNIA. UNITED STATES ENGINEER OFFICE, San Francisco, Cal., November 27, 1882. GENERAL: I inclose herewith a report of an examination of Redwood Slough by First Lieut. C. F. Palfrey, Corps of Engineers, required by the act of August 2, 1882. This examination was supplemented by a visit to Redwood City by myself. Redwood City is a town of 2,000 or 3,000 inhabitants, situated at the head of a slough bearing the same name. This slough opens into San Francisco Bay, and affords a connection by water with San Francisco and other points situated on navigable waters, by which means much the greater part of the commerce is carried on. The slough at its mouth is quite shallow and at its head is for a considerable distance bare at low water. The navigation is assured entirely by the tide, which rises here 5 or 6 feet. A railroad connects the village with San Francisco, and affords a transportation of some of the products of the country to points not situated on navigable waters. The port at Redwood is an outlet for a considerable area of country, part of which is agricultural and part timber land. The business of forwarding the exports of the country is mostly in the hands of one firm, the records of which appear in the statistics. Several smaller firms are also represented in these statistics. The difficulties of navigation are stated by Lieutenant Palfrey. An increase of depth of 3 feet would remove these difficulties. The character of the improvement must consist in dredging for about 1 mile below the town, and as there is no tidal basin above the town adequate to keep the channel clear, it is to be expected that dredging will have to be repeated periodically every few years as deposits accrue. Examination shows that dredging to the amount of 40,000 cubic yards, done in one season, giving 7 feet at high water, would afford relief to commerce, the benefit from which would probably be felt for four or five years to come. The estimate is 40,000 cubic yards, at 35 cents. Contingencies, 10 per cent Total... $14,000 1,400 15,400 No survey is thought to be necessary, the examination already made being sufficient for an estimate. The navigation of the channel appears to me to be worthy of a degree of improvement that will permit small vessels to depart with cargoes at each high water. I am, very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. REPORT OF LIEUTENANT CARL F. PALFREY, CORPS OF ENGINEERS. SAN FRANCISCO, CAL., August 30, 1882. SIR: I have the honor to report that, in compliance with the instructions contained in your letter dated August 22, 1882, I visited Redwood City, Cal., met the persons indicated in your letter and others doing a shipping business in Redwood City, |