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oint south of the cove known as Cromwell Harbor. The breakwater thus shortened to a length of about 2,800 feet.

A small map accompanies this report to show the location of the haror and breakwater.

It was also recommended that the cross section of the breakwater be odified to give a width of but 20 feet on top instead of 30, and that the opes be one on one.

The modification of plan and section was approved December 17, 390.

The estimated cost of the breakwater as now modified is:

or breakwater from Round Porcupine Island to Porcupine Ledge.. tons.. or extension of breakwater southwest from Porcupine Ledge... ..do... total of 620,000 tons, at $1.30....

66,000

554, 000

$806, 000

Probably no superstructure may be required, and if built at all it is be deferred until the rough stone work is completed. The estimate r a superstructure may therefore very properly be omitted at present. The contract with Mr. Fred. L. Andrews, who was mentioned in last port as having abandoned his contract, expired June 30, 1890, by nitation of time. As it appears that suit against bondsmen can not › brought until the United States can show actual increase of cost, it ecame necessary to advertise the work and make a new contract. Proposals for completing the work on which the former contractor ad failed were invited by advertisement dated August 25, 1890. Proposals were opened September 25, 1890, and the contract was varded to Mr. T. Rhys Smith, of New York, who was the lowest dder.

It is not practicable to carry on work at Bar Harbor in the late aumn, winter, or early spring months. The first stone placed in the eakwater under the new contract was delivered April 25. Since that

te work has been progressing fairly, though not as rapidly as could › desired.

The amount of stone delivered to June 30, 1891, has been 6,127 tons. Expended to June 30, 1890, $13,711.78.

Expenditures in last fiscal year, $9,081.27.

Total expenditures to June 30, 1891, $22,793.05.

By act of September 19, 1890, Congress appropriated $50,000 for connuing work upon the breakwater. As the last contract is still incomete, it has been considered advisable to defer making another contract til it could be seen whether the present contractor is to carry on the ork with ability and dispatch.

Advertisements will be issued at an early day inviting proposals for ntinuing the construction of breakwater under the latest appropria

on.

Bar Harbor is in the collection district of Frenchman Bay. The nearest port of try is Ellsworth. The nearest light-house is on Egg Rock, 34 miles distant.

Money statement.

ly 1, 1890, balance unexpended..

ount appropriated by act approved September 19, 1890

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

$36, 288. 22 50,000.00

86, 288. 22 5, 432.75

ly 1, 1891, balance unexpended

80, 855. 47

ly 1, 1891, outstanding liabilities..

$3,648, 52

ly 1, 1891, amount covered by uncompleted contracts..

24, 625.63

28, 274. 15

ly 1, 1891, balance available ................

52, 581.32

ENG 91-37

$706, 000.00

Amount (estimated) required for completion of existing project..
Amount that can be profitably expended in fiscal year ending June 30, 1893 150, 000.00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867.

Abstract of proposals for furnishing and placing stone on breakwater at Bar Harbor, Me., opened September 25, 1890.

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Anson H. Bangs, Fayetteville, N. Y..

2 John Thomas Higgins, Henry Milton Eaton, William Augustus Milli. ken, Bar Harbor, Me.

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COMMERCIAL STATISTICS.

Number of arrivals, departures, and aggregate tonnage of each class of vessels during the year 1890, at Bar Harbor, Me.

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A great number of yachts, of which no record was kept, from the largest oceangoing yacht to the smallest fair-weather craft, visited Bar Harbor during the yacht

ing season.

In the steamers a large amount of freight is exported and imported, and a large number of passengers arrive and depart; the exact number could not be ascertained. The receipts by sailing vessels were as follows:

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No new lines of transportation established.
Total tonnage of all arrivals and departures, 718,826 tons.

A 7.

IMPROVEMENT OF BAGADUCE RIVER, MAINE.

The channel near South Penobscot is very crooked and obstructed in one place by ledges of rock, and has a low-water depth not exceeding 2 feet in places. The channel at this place is in the southern part of

the broad place known as Northern Bay. Its situation is fully shown upon Coast Survey Chart No. 311.

The project for its improvement is to dredge the channel and remove the rock to give a width of 100 feet and a low-water depth of 6 feet from South Penobscot to Bridge Point; it also includes the removal of a small amount of rock in Johnson Narrows near Southern Bay..

By act of August 11, 1888, Congress appropriated $3,000 for the improvement. This small sum could not be judiciously expended, and it was therefore held to await further action of Congress, save the amount of $100 expended in preparing plans, etc.

By act of September 19, 1890, Congress appropriated the further sum of $4,000.

The entire improvement was estimated to cost $46,875, of which about $25,000 is for the removal of rock. To effect any permanent and valuable improvement the rock should be first removed.

The funds now available are insufficient to effect any radical improvement, as the expense of tools, etc., is considerable.

If done by contract there could be no competition for the work and prices would be high.

It has therefore been considered most expedient to do the work by hired labor and purchases in open market as far as funds will permit. It is probable that operations can not be conveniently commenced until the summer of 1892, when any further appropriation, if made, may be added to amount now available.

No recent statistics have been obtained. At the time of the examination and survey in 1886 and 1888 the exports of bricks and wood were about 21,000 tons annually.

The improvements would reduce the cost of freight at least 25 cents per ton, by the use of larger vessels and saving of lighterage.

The improvement is in the collect on district of Castine. The nearest port of entry is Castine, at the mouth of the river. The nearest light-house is at Dice Head.

Money statement.

July 1, 1890, balance unexpended......

Amount appropriated by act approved September 19, 1890..

July 1, 1891, balance unexpended.....................

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39,875.00

Amount (estimated) required for completion of existing project....
Amount that can be profitably expended in fiscal year ending June 30, 1893 39,875.00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867.

A 8.

IMPROVEMENT OF PENOBSCOT RIVER, MAINE.

The channel at Bangor and near Crosby Narrows was originally too narrow to accommodate the numerous vessels and rafts.

A project was adopted in 1884 to widen the channel to 300 feet, giving 11 feet depth at extreme low water at Bangor and 12 feet depth at Crosby Narrows.

In 1888 an additional project was adopted to deepen the shoals between Bucksport and Winterport to 22 feet at low water.

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Appropriations and allotments for first part of improvement to June 30,

1891

55,000.00

Allotment for part below Winterport

30,000.00

The act of September 19, 1890, appropriated "for continuing the improvement and for dredging near Sterns Mill"

25,000.00

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At the beginning of the fiscal year dredging was in progress above Crosby Narrows under a contract which had been extended to September 30, 1890.

Although a large dredge was employed, progress was very slow in removing the mass of slabs, edgings, and other mill waste which had become tangled and pressed together with a filling of sandy mud. The time for completion of work under the contract has therefore been extended several times, the latest limit being December 31, 1891..

Dredging was carried on continuously until November 22, when ice formed to such an extent as to cut mooring lines, etc., and compelled a suspension for the winter. Owing to various difficulties encountered by the contractor, dredging has not since been resumed. But a small amount, however, remains to be done under the contract, and it will doubtless be done before the close of the season.

The amount already removed, commencing July 1, 1890, is 50,430 cubic yards, and to do this has occupied a powerful dredge 4 months and 22 days.

The improvement to the channel is simply one of widening, the old channel being too narrow for convenient navigation.

A very serious difficulty in carrying on this work is the disposal of the material. It is entirely impracticable to tow the slabs and sticks some 25 miles in order to dispose of them beyond the limits of the river, and it is equally impracticable to raise them up the bank and leave them upon land belonging to private individuals. It is quite impossible to burn this water-soaked waste, and the only alternative after removing it from places in the way of navigation is to dump it in other places out of the way which seem to offer least opportunity for its again becoming an obstruction.

As far as possible care has been taken in dumping to avoid any injury to the interests of riparian owners, but where the river is used as an ice field in winter private interests become so strong that it is impossible to avoid many complaints.

The dredging of channel at Frankfort Flats between Winterport and Bucksport, which was in progress at date of last annual report, was completed July 24. The amount dredged in July was 15,033 cubic yards, making a total of 152,376 cubic yards, measured in scows, dredged under the contract. The channel dredged is shown upon map opposite page 516, Report of Chief of Engineers for 1889.

Immediately above the improvement at Crosby Narrows, on the opposite side of the river, is a large sawmill known as Sterns Mill. An

immense bar of mill waste has formed on the west side of the river above this mill and a point of the bar projects down nearly opposite the wharf.

The river and harbor act of September 19, 1890, provided for continuing improvement upon the Penobscot River and for dredging near Sterns Mill. The following correspondence and report on this subject is therefore given:

BANGOR, ME., July 8, 1890.

DEAR SIR: We earnestly desire a recommendation and appropriation for the removal of a shoal formed on our river (Penobscot) not included in the proposed improvement, and above where any survey has been furnished the Government. It is in the midst of the busiest portion of the river and is a serious obstruction to naviga⚫tion. It is formed of the waste from sawmills, and is in what was once the deepest and widest channel of the river.

We have called the attention of Colonel Smith, engineer in charge of improvements in that vicinity, to the obstruction, and he can easily make a report if so ordered.

A great obstacle to the removal of this shoal on this part of the river is finding a place for the dumping of the deposit; but in the matter of the removing this shoal, which is called "the bar above Sterns Mill,” a dumping ground near by is afforded by us. Hoping to hear through our esteemed Congressman, Boutelle, that our prayer is heard and the work will go on this season,

We are, very respectfully yours,

S. & E. L. STERNS.

HARLAN P. SARGENT. AMERICAN ICE COMPANY, By F. H. CLERGUE, President. T. J. STEWART & Co. HENRY LORD.

Hon. REDFIELD PROCTOR,

Secretary of War.

BANGOR, ME., July 12, 1890.

MY DEAR GENERAL: There is a bad shoal in the Penobscot River, in the immediate vicinity where the dredging is now going on, that is very troublesome to shipping in the lumber and ice business. Colonel Smith has been here and satisfied himself that it should be dredged, and I inclose a letter from property owners in regard to it. What is desired, if possible, is that work may be prosecuted upon the shoal this season under the existing appropriation, which is general, I think, for work on the Penobscot River near Crosby Narrows. If you can give any instructions that will facilitate this work it will be of much service on our river, where the tonnage engaged in the ice business, etc., is rapidly increasing.

Yours, very truly,

Gen. THOMAS L. CASEY,
Chief of Engineers, V. S. A.

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Respectfully referred to Lieut. Col. Jared A. Smith, Corps of Engineers, for report. To be returned.

THOS. LINCOLN CASEY, Brig. Gen., Chief of Engineers.

[Second indorsement.]

UNITED STATES ENGINEER OFFICE,

Portland, Me., July 31, 1890.

Respectfully returned to the Chief of Engineers.

A report and estimate is made in a separate communication of this date.

JARED A. SMITH,

Lieut. Col., Corps of Engineers, U. S. A.

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