Page images
PDF
EPUB

charts could not be printed and distributed, the sum appropriated for the purpose being as low as $2,000. The supply of paper is reduced, and complaint has been made of the quality of that on which the charts are printed. This material is not as expensive as other chart papers, and a better article could be furnished if more funds were available. It is therefore recommended that the amount appropriated for printing and issuing charts to navigators and electrotyping plates for chartprinting be increased to $3,000, as is estimated for.

Attention is earnestly invited to the fact that the draft and size of the vessels carrying the commerce of the lakes has considerably increased in the last few years, and will again be increased when the new lock in St. Marys River, now under construction, is completed. Localities deemed perfectly safe for navigation when the maximum draft of vessels was 12 feet are regarded with suspicion when the draft is onehalf or more greater. Consequently certain special areas should be reëxamined for the benefit of the enormous commerce now upon the lakes.

The levels of the lakes are subject to considerable fluctuations in the course of a season as well as from one season to another. Lake Ontario, between the highest and the lowest recorded, has fluctuated nearly or quite 5 feet, Lake Erie quite 4 feet, Lakes Huron and Michigan nearly 5 feet, and Lake Superior about 4 feet. Charts when drawn and engraved are made to show depths below some plane assumed for the chart, and can not change for the temporary fluctuation of the water surface. Referring for illustration to Lakes Huron and Michigan, the lowest water for the season has been decreasing for the successive years, and almost uniformly, from 1885 to 1891, inclusive, a period of seven seasons, and in 1891 has reached the lowest point since 1873. In that period of seven seasons there has been a considerable advance in the size of lake craft, which, combined with the much lower stage and the consequent lesser depth, has made navigation insecure where formerly no difficulty was met with.

In due course the lakes will again rise and difficulties will diminish. Still, certain special reëxaminations should be made, and, in view of the importance of the subject and the enormous tonnage on the lakes, an appropriation of $50,000 for "surveys, additions to, and correcting engraved plates" is earnestly recommended. These reëxaminations can be made in the most economical and expeditious manner, because of the organized districts in connection with river and harbor work now at the chief cities on the lakes. The records of the former survey, triangulation data, etc., are now in this office, and every use will be made of them to prevent the duplication of work.

Steps have been taken with the means on hand to add to the number of coast charts now published for Lakes Huron and Superior, and surveys have been ordered at localities on Lakes Erie and Ontario. Any obstructions discovered during the year will be located so far as funds will allow.

[blocks in formation]

Amount that can be profitably expended in fiscal year ending June 30, 1893

3,000.00

[blocks in formation]

Amount that can be profitably expended during fiscal year ending June 30, 1893.....

50,000.00

(See Appendix F F F 2.)

CONSTRUCTION AND IMPROVEMENT OF ROADS AND BRIDGES IN YELLOWSTONE NATIONAL PARK.

Officer in charge, Maj. William A. Jones, Corps of Engineers; Lieut. William E. Craighill, Corps of Engineers, until May 12, 1891, and Lieut. Hiram M. Chittenden, Corps of Engineers, since June 5, 1891, under immediate orders of the officer in charge. Division Engineer, Col. O. M. Poe, Corps of Engineers.

The construction of roads and bridges in the Yellowstone National Park was commenced in a systematic manner in 1883, when the direction of the work was placed in the hands of an officer of the Corps of Engineers. A number of small appropriations had been expended in the endeavor to make it possible to reach the main objects of interest; access was rendered possible, but only after a tiresome trip, attended with considerable danger. Since 1883 the work has remained in the charge of the Engineer Department.

At the outset the engineers adopted a project which has since been followed. It embraces a belt line road, commencing at Gardiner, on the north boundary line of the park; thence to Mammoth Hot Springs; thence to Upper Geyser Basin, via Norris Geyser and Lower Geyser Basins; thence to the outlet of Yellowstone Lake, via Shoshone Lake and the west arm of Yellowstone Lake, crossing the continental divide of the Rocky Mountains twice; thence to Yancey, via the Falls and Grand Cañon of the Yellowstone River; thence to Mammoth Hot Springs, completing a circuit of about 145 miles. There are also included in the project a road from the west boundary-line of the park to intersect the road along the Yellowstone River between the lake outlet and the Falls via Lower Geyser Basin; a road. from Norris Geyser Basin to the Falls of the Yellowstone; a road from Yancey to the east line of the park, and short branch roads to points of interest, comprising in all about 225 miles of new roads with necessary bridges and culverts. Estimated costs as revised in 1889, $444,779.42.

The act of Congress approved March 3, 1891, changed the project of the part of the belt line between Lower Geyser Basin and Yellowstone Lake, by requiring the road to be built "by the shortest practicable route" from Fountain Geyser to the thumb of Yellowstone Lake. This change will not materially affect the cost.

At the beginning of the year 62.85 miles of new roads had been constructed, which, in connection with parts of old roads kept in condition, enabled tourists to visit Mammoth Hot Springs, Norris Geyser Basin, Lower Geyser Basin, and Upper Geyser Basin, and the Falls and upper end of the Grand Cañon of the Yellowstone River. A commencement had been made toward opening up the Shoshone and Yellowstone Lakes regions to travelers.

Total amount expended upon the project since commencement of work in 1883 to June 30, 1890, including outstanding liabilities, $184,779.42.

The appropriation of August 30, 1890, became available too late to permit of construction work last fall. Repair parties were put into the field, however. They succeeded in repairing 58 miles of roads, together with the bridges and culverts. This work placed the roads in the park in good condition for the ensuing year and made it possible to direct all operations in the spring toward the construction of new roads.

The act of August 30, 1890, requiring that not less than $50,000 of the appropriation be expended under contract, necessitated a survey. By energetic action the survey was made in October and November. Proposals for the construction of the roads, after due advertisement, were opened April 25, 1891. Contracts were entered into May 16, with Wyatt & Scott, for 7.5 miles and William Z. Partello, for 20.3 miles. Field operations were resumed in the spring, at as early a date as possible. A location for a road following "the shortest practicable route" from the thumb of the Yellowstone Lake to Fountain Geyser was explored, and its construction commenced, as required by the act of March 3, 1891. Messrs. Wyatt & Scott have begun work on their contract.

Unusual rains the past spring have temporarily allayed the dust nuisance. The officer in charge is prepared to suppress this annoyance to travelers when dry weather sets in.

It is proposed, during the present working season, to build the road from the Geyser Basin to Yellowstone Lake, and thence along the lake shore and river to the Grand Cañon, in all about 50 miles in length, and possibly to build a part of the unfinished road between Gibbon Cañon and Lower Firehole Basin.

During the next season it is proposed to do as much work on the road between Grand Cañon, Yancey, and Mammoth Hot Springs as the sum that may be appropriated will accomplish. It is estimated that the sum of $150,000 can be profitably expended.

The estimates of "amount required for existing project," which are annually submitted, only apply to the construction of new road. They do not cover current repairs and maintenance. These items will amount to $12,000 in the season of 1891, and will be proportionately increased with the addition of new road.

Attention is again invited to the advisability of making appropriations for this work, as for rivers and harbors, without a time limit, the money to be expended under the direction of the Secretary of War, and by him to be applied in carrying on the work, by contract or otherwise, as may be most economical and advantageous to the Government. Amount expended during the fiscal year ending June 30, 1891, including outstanding liabilities, $26,166.29.

July 1, 1890, balance unexpended

Amount appropriated by act approved August 30, 1890.
Amount appropriated by act approved March 3, 1891..

[blocks in formation]

June 30, 1891, amount expended during fiscal year..

July 1, 1891, balance unexpended..
July 1, 1891, outstanding liabilities..

21, 844. 40

132,980.73

July 1, 1891, amount covered by uncompleted contracts

--

$9,148.02
47, 917. 17

57,065, 19

75, 915.54

July 1, 1891, balance available

S Amount (estimated) required for completion of existing project...

197,000.00

Amount that can be profitably expended in fiscal year ending June 30, 1893 150, 000. 00 (See Appendix G G G.)

MILITARY AND OTHER MAPS.

The following maps have been photolithographed and an edition. printed :

Map of bulkhead lines for the Hudson River, New York, from Troy to New Baltimore, in five sheets.

Map of pierhead and bulkhead lines for the west shore of the Hudson River, from Guttenberg to Bloomer, N. J.

Map of pierhead and bulkhead lines for part of the Raritan Bay and Raritan River, New Jersey.

Map of pierhead and bulkhead lines of Raritan River, New Jersey, from Crab Island to head of navigation, New Brunswick.

Sketch of west half of the south shore of Staten Island, New York, showing the pierhead line east side of Sequines westward to Wards Point.

Map of pierhead and bulkhead lines for Ellis Island, New Jersey.

Map of pierhead and bulkhead lines north shore of the East River, from Point Morris to Throg Neck, New York; for the south shore of the East River, from Lawrence Point to Willets Point, Long Island, and around River, North and South Brother islands.

Map of pierhead and bulkhead lines for Newtown Creek, New York. Boston Harbor, Massachusetts. Map of Mystic River and Chelsea Creek. Boston Harbor Line Board, sheet J.

Botton Harbor, Massachusetts. Map of Mystic and Malden Rivers. Boston Harbor Line Board, Sheet L.

Boston Harbor, Massachusetts. Map of north shore of Jeffrie Creek to Winthrop Point. Boston Harbor Line Board, sheet M. Harbor lines for harbors of Norfolk and Portsmouth, Va. Harbor lines in Elizabeth River and the western branch.

Harbor lines in eastern branch of the Elizabeth River, Virginia, from Norfolk and Western Railroad Bridge to Broad Creek.

Harbor lines in southern branch of the Elizabeth River, Virginia, from United States Navy Yard to Money Point.

The following maps have been prepared in this office, and an edition printed:

Map of the United States showing the military divisions, departments, and posts, 1891.

Outline map of the United States and Territories showing the tonnage of the navigable rivers of the United States.

RECONNAISSANCES AND EXPLORATIONS.

The following officers have been on duty at the headquarters of the military divisions and departments engaged in preparing such maps and making such surveys as were required by their respective commanding officers.

Capt. William L. Marshall, Corps of Engineers, at headquarters, Division of the Missouri.

Maj. Garrett J. Lydecker, Corps of Engineers, at headquarters, Department of the Columbia, until May 13, 1891, since which date Capt. Charles H. Clark, Ordnance Department.

Lieut. Charles A. Worden, Seventh U. S. Infantry, at headquarters, Department of the Platte.

Lieut. James E. Runcie, First U. S. Artillery, at headquarters, Division of the Pacific.

Capt. William L. Marshall, engineer officer, Division of the Missouri, ENG 91-29

reports that there has been no field work in progress during the year. The office work has consisted in collecting, compiling, and plotting geographical information for the improvement of existing maps; in making reductions and enlargements and facsimile copies and tracings of maps of military and Indian reservations, posts, scouts, reconnaissances, etc., for use at the headquarters and elsewhere in the division, for file and forwarding. During the year the engineer officers of the departments included in the division have forwarded such special reports and maps of work done as were useful to the major general commanding the division, as well as to the other officers connected with the headquarters.

(See Appendix H H H 1.)

Capt. Charles H. Clark, Ordnance Department, in charge of engineer office, Department of the Columbia, reports that the operations have included a resurvey of the boundaries of the Boisé Barracks Military Reservation and minor surveys within the reservation of Vancouver Barracks. Maps, tracings, and solar prints have been prepared and issued as required for official purposes, and additions have been made to the department map as new information became available.

(See Appendix H H H 2.)

Lieut. Charles A. Worden, Seventh United States Infantry, acting engineer officer, Department of the Platte, reports that the work performed in his office during the year has been principally map compilation, a map of the Pine Ridge and Rosebud Indian Reservations and surrounding country having been projected on a scale of 1:1000000, and embracing the territory surrounding the Pine Ridge Indian Agency for a radius of nearly 200 miles, and another map has been compiled of the country surrounding the Pine Ridge and Rosebud Indian Agencies, on a scale of 8 miles to an inch, showing more details than the former map. In the fall of 1890 a map was commenced of that portion of the department east of the 103d meridian, which will embrace the States of Iowa, Nebraska, South Dakota, Kansas, and portions of Missouri, Minnesota, Wisconsin, and Illinois. This map is projected so as to join the map of the western portion of the department already published, thus making one map of the entire department with adjacent territory, and it is expected that it will be completed before the close of the next fiscal year. Numerous maps, tracings, blue-prints, engineering instruments, note-books, etc., have also been issued from the office.

(See Appendix H H H 3.)

Lieut. James E. Runcie, First United States Artillery, acting engineer officer, Division of the Pacific, reports that, owing to the fact that the assistant in his office has been assigned to duty as assistant to the division inspector of artillery, very little has been accomplished in the way of office work, which has consisted of making original drawings, tracings, and blue-prints, and in map mounting.

(See Appendix H H II 4.)

ESTIMATES FOR AMOUNTS REQUIRED FOR SURVEYS AND RECONNAISSANCES IN MILITARY DEPARTMENTS, AND FOR MAPS, INCLUSIVE OF WAR MAPS.

For military surveys and reconnaissances and surveys of military reservations by the engineer officers attached to the several headquarters of military departments, being an average of $2,142.86 for each of

« PreviousContinue »