EXHIBIT L. IMPROVEMENT OF THE PORT OF MANILA. OFFICE IMPROVEMENT OF THE PORT OF MANILA, The CIVIL GOVERNOR, PHILIPPINE ISLANDS (Through Chief Engineer Officer, Division of the Philippines), Manila, P. I. SIR: I have the honor herewith to submit my report for the year beginning October 1, 1901, and ending September 30, 1902, on the improvement of the port of Manila and the Pasig River. These improvements are in progress under act 22, as amended by acts 101, 182, and 199, Philippine Commission. They consist of four divisions: The improvement of the outer harbor or bay of Manila; the improvement of the Pasig River below the bridge of Spain, the bar at the entrance, the inner basin, and the canal connecting the latter with the river; the improvement of the upper Pasig River to the Laguna de Bay, and the building of a drawbridge across the Pasig River near its mouth, giving passage for steam and street cars, and other vehicles and foot passengers. The first and fourth divisions have been under the immediate supervision of Mr. J. F. Case, assistant engineer. The second and third divisions and the shops, dry dock, and marine ways have been under the immediate supervision of Mr. J. E. Ainsworth, assistant engineer. Mr. H. L. Fischer has had charge of the office force, the books, accounts, etc., as chief clerk and cashier. These gentlemen have discharged their duties with intelligence, zeal, and industry, and to my satisfaction. FIRST DIVISION. The project for this improvement is the completion of the present west breakwater, and its extension some 700 feet to the 30-foot contour in the bay; the extension of the east jetty about 750 feet; the building of a timber bulkhead, reenforced by stone riprap in front and behind, from the end of sea wall running east from the outer end of canal to the end of the east jetty as extended; the dredging of the outer harbor to a depth of 30 feet, mean low water, over the greater part of the area, and to a depth of 18 feet along, parallel, and next to the west breakwater from the 18-foot contour to the inner basin and in the inner basin; the dredged material to be filled in behind the bulkhead to the shore, to a grade of 7 feet above mean low water, creating an area of made ground amounting to about 150 acres. CONDITION OF WORK SEPTEMBER 30, 1901. No actual construction work had been commenced, though under the provisions of the above-mentioned acts proposals had been invited on March 1, 1901, for the improvement of the harbor, and on August 12 a contract had been entered into with the Atlantic, Gulf and Pacific Company providing for the completion of the breakwaters (east and west), the construction of a pile and timber bulkhead, the dredging of the harbor, and the filling in of the bay front behind the bulkhead with the dredged materials. On August 15, under the provisions of act No. 199, proposals were invited for rip rap filling in the pile and timber bulkhead, and on September 20 a supplementary contract was entered into with the Atlantic, Gulf and Pacific Company for this work. Three million four hundred thousand feet board measure of carbolineated timber for the bulkhead had been ordered, by purchase in open market, all bids in response to advertisement having been rejected as being too high. Ten dollars United States currency per 1,000 feet board measure was thus saved, amounting to $34,000. The contractors immediately ordered their plant from the United States and began preparations for their work. Investigations relating to the bridge mentioned in act 22 of the United States Philippine Commission had also been undertaken. PROGRESS DURING THE YEAR. The months of October, November, and December, 1901, were occupied by the contractors in receiving and setting up their plant, including shops, offices, and quarters, and the opening and equipment of the Mariveles quarries. The carbolineated lumber was delivered in November. On January 13, 1902, actual construction of the bulkhead was commenced, with one floating and one land pile driver. The delivery of riprap stone commenced on March 22, the first load having been received on that date. Up to July 31, 1902, 2,613 linear feet of bulkhead was completed and estimated to the contractor, but of this amount 394 feet was destroyed by the typhoon of July 26 to 30. The wrecked portion was worked loose by the action of the waves and floated ashore, where it was sorted and piled with little loss to the component timbers. Bulkhead construction has been retarded in order to allow the riprap filling and protection to keep as close to the timber construction as possible. Further construction of the bulkhead has been suspended since the storm, with a view to resuming after the typhoon season. The east breakwater has been built up to low-water line and some rock has also been placed in the west breakwater. To date the total quantities of rock delivered are: Bulkhead, 31,607.54 tons of 2,000 pounds; breakwaters, 12,018.83 tons of 2,240 pounds. Construction of the new hydraulic dredge was commenced early in July and has been vigorously prosecuted. The steel hull is at this date 92 per cent completed. The quarries are in good condition and the output would be largely increased were it not for the loss of two scows during the storm of July 26 to 30. The contract required that the dredging should begin not later than April 1, 1902, and be completed in three years, as also the stone work. From present appearances the dredging plant will not be ready before January 1, 1903, but the contractors express great confidence in their ability to have the whole work completed on time. SECOND DIVISION. The project for this improvement is the deepening of the canal, the bar at the mouth of the Pasig, and the Pasig River, to 18 feet, mean low water, as far as the bridge of Spain, giving a bottom width of 250 feet. CONDITION, SEPTEMBER 30, 1901. A channel had been dredged from the mouth of the river to station 8, 250 feet wide, 18 feet deep (mean low water), and 800 feet long. A channel 15 feet deep (mean low water) had been dredged from the 7-foot contour of the inner basin through the canal to the old wall to the entrance to the canal. Dredge No. 2, one of the old Spanish dredges, had been overhauled and was at work dredging. Dredge No. 1, also one of the old Spanish dredges, was being overhauled. Tug Manila had been hauled out on marine railway and it was found necessary to rebuild the hull and boiler. The launch Oeste, having been overhauled, was at work with dredge No. 2. The launches Norte and Diana were on hand, in general use about the shops and with survey party. There were on hand seven old dump scows, their capacity ranging from 68 to 124 cubic yards. The scows were all in very bad condition; they had been patched up so as to be used until new ones could be constructed. Three new steel dump scows of 200 cubic yards capacity each were ordered of the Manila Slip Company, by purchase in open market, all bids received by advertising having been rejected as too high. The amount thus saved was $4,875 United States currency. PROGRESS DURING THE YEAR ENDING SEPTEMBER 30, 1902. A channel was dredged on the bar 300 feet wide, 4,000 feet long, 19 feet deep, mean low water. A channel was dredged in the river from its mouth to station 38; also from station 40 to station 49, 350 feet wide, 19 feet deep, mean low water, and 4,800 feet long. A total of 516,641 cubic yards of material was dredged during the year, at a cost of 8.4 cents per cubic yard. This cost of dredging includes the total expense of the plant except the first cost of the same to the insular government for repairs, and the cost of the launch Malecon. The work of reenforcing and completing the canal and basin wall was nearly finished; the basin wall and the east canal wall were completed, 1,324 cubic yards of masonry having been laid, at a cost of $4,422.41. The old wall at the river entrance to canal was partially removed, 1,021 cubic yards of masonry having been removed, at a cost of $1,300.26. Dredge No. 1 was overhauled, new plating was placed on sides, new floor beams and new deck were placed, the machinery was overhauled, and dredge put to work in February, 1902. Tug Manila was entirely rebuilt, except the engines. Launch Oeste had about three-fourths of the plating renewed. The Malecon, a new towboat, was bought in April, 1902. The three steel dump scows ordered of the Manila Slip Company were received. Material was bought and received for three new steel dump scows. THIRD DIVISION. The project for this improvement is the dredging out the bar or shoal places in the Fasig River above the Ayala bridge to the Laguna de Bay, to give a 6-foot navigation at low water. UPPER PASIG RIVER. The machinery for a 14-yard dipper dredge was bought in the United States, and received. The hull and three wooden dump scows of 200 cubic yards capacity each were constructed, and the machinery was partially set up. In connection with the second and third divisions are the machine shops, dry dock and marine ways, used in the building and repair of dredges, launches, dump scows, water boats, floating derricks, and other plant. DRY DOCK. The dry dock was in use the entire year for docking our floating plant. We also docked 28 boats belonging to the United States Quartermaster's Department, the captain of the port, and the collector of customs. FOURTH DIVISION. The project for this improvement is the building of a through drawbridge over the Pasig River near its mouth, so as to interfere as little as possible with navigation, to give access from the city north of the Pasig River to the made land to be filled in under the first division. This bridge is to have a double-track railway, 2 wagon roads, and 2 foot walks. It will consist of 2 fixed spans of 90 feet each, and 1 drawspan with 100 feet clear opening on each side of center pier, and approaches, the railroad approaches having grades of 3 per cent and the wagon road and sidewalk approaches grades of 7 per cent. The superstructure will be of bridge steel, resting on 3 concrete masonry piers and 2 abutment piers. The streets and sidewalks along the Pasig River on both sides will pass under the approaches through arched passages. CONDITION SEPTEMBER 30, 1901. Investigations with respect to types of structures applicable to needs of the situation had been undertaken and were being prosecuted. PROGRESS DURING THE YEAR. The investigations mentioned were completed and the report of the assistant engineer rendered early in January, 1902. |