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located as to approximate as nearly as possible the line of mean low water.

There appears to be no present occasion for the establishment of harbor lines other than upon the front indicated.

Very respectfully, your obedient servant,

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Respectfully submitted to the Secretary of War. Protests having been made in regard to a proposed extension of a wharf belonging to Mr. H. S. Kelly, at Lubec, Me., Lieut. Col. Jared A. Smith, Corps of Engineers, the officer in charge of the improvement of Lubec Channel, was instructed from this office to make the necessary examination and submit a map of the locality having upon it harbor lines recommended for adoption.

The within report and accompanying map prepared under these instructions are respectfully submitted with recommendation that the harbor lines as shown on the map be approved by the Secretary of War under the provisions of section 12 of the river and harbor act ap proved September 19, 1890, and that the Secretary place his approval both upon the tracing and this communication.

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

[Second indorsement.]

WAR DEPARTMENT, March 6, 1891.

Respectfully returned to the Chief of Engineers with approval of the location of the harbor lines indorsed on this paper and the accompanying tracing as recommended.

L. A. GRANT, Assistant Secretary of War.

A 31.

ESTABLISHMENT OF HARBOR LINES IN KENNEBEC RIVER AT BATH,

MAINE.

UNITED STATES ENGINEER OFFICE,

Portland, Me., July 9, 1891. GENERAL: Referring to Department letter of March 26, 1891, I have the honor to submit the following report of a survey of wharves and river front of the Kennebec River at Bath, Me., with my views regarding

the river and harbor Act of September 19, 1890.

12 of

In May, 1891, Mr. F. S. Burrowes, United States assistant engineer,

made a survey of the harbor front mentioned, with hydrographic work sufficiently extensive and in detail.

The survey has been platted on a scale of 1:4,000. A tracing of the map* is forwarded in a separate package by mail.

The lines which are recommended for adoption as harbor lines are shown in red upon the map.

At the extreme upper end of the harbor front the river is about 1,350 feet wide between the wharves at Bath and high-water mark on the opposite shore.

At this point the currents are quite rapid, and there are many reasons why it is desirable to preserve the present width as nearly as practicable. The lines around this point are therefore made to conform as nearly as practicable to the contour of 12 feet depth, which is near the end of the wharves.

Below this point the river becomes much wider, and it seems desirable to permit the extension of wharves to a greater depth of water, so far as it may be done without interfering with any general interest of navigation. This affords a depth ranging from 12 feet to more than 30 feet along well-defined lines.

The managers of the Maine Central Railroad and the Bath Iron Works, the two largest interests represented at Bath, are making considerable improvements, and desire extensions of the wharf fronts some distance beyond their present limits.

The river at the first of these places is at least 700 feet wider than it is above, so that no inconvenience will arise from establishing the harbor line farther out, and this is necessary in order to obtain as great a depth of water as is found on the adjacent section of front above.

There are several ledges along the front below, for the removal of which estimates have been submitted. By putting the harbor line outside these ledges ample width will be allowed for the river, the greatest interests at Bath will be accommodated, and expense will be saved to the United States.

I therefore recommend the adoption of the lines as indicated upon the tracing.

Very respectfully, your obedient servant,

JARED A. SMITH,

Lieut. Colonel, Corps of Engineers.

Brig. Gen. THOMAS L. CASEY,
Chief of Engineers, U. S. A.

[First indorsement.]

OFFICE CHIEF OF ENGINEERS,

U. S. ARMY,
July 13, 1891.

Respectfully submitted to the Secretary of War. Request having been made for the establishment of harbor lines in the Kennebec River at Bath, Me., and Lieut. Col. Jared A. Smith, Corps of Engineers, the officer in charge of the improvement of the Kennebec River, having recommended that harbor lines be established at Bath under the provisions of section 12 of the river and harbor act approved September 19, 1890, he was instructed from this office to make the necessary survey, and submit a map of the locality, having upon it harbor lines recommended for adoption.

* Omitted.

The written report and accompanying map prepared under these instructions are respectfully submitted, with recommendation that the harbor lines as shown on the map be approved by the Secretary of War, under the provisions of section 12 of the river and harbor act approved September 19, 1890, and that the Secretary place his approval both upon the tracing and this communication.

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

WAR DEPARTMENT, July 15, 1891.

Approved, and respectfully returned to the Chief of Engineers.

L. A. GRANT,

Acting Secretary of War.

APPENDIX B.

IMPROVEMENT OF CERTAIN 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, 1891, WITH OTHER DOCUMENTS RELATING TO THE WORKS.

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26. Establishment of harbor lines in Boston Harbor, Massachusetts.

UNITED STATES ENGINEER OFFICE,

Boston, Mass., July 9, 1891. GENERAL: I have the honor to transmit herewith annual reports for the works of river and harbor improvement in my charge for the fiscal year ending June 30, 1891.

Very respectfully, your obedient servant,

Brig. Gen. THOMAS L. CASEY,

S. M. MANSFIELD, Lieutenant-Colonel of Engineers.

Chief of Engineers, U. S. A.

ENG 91

-40

625

B 1.

IMPROVEMENT OF HARBOR AT NEWBURYPORT, MASSACHUSETTS. Newburyport is situated on the south bank, 23 miles, approximately, from the mouth of the Merrimac River. The river empties into the Atlantic Ocean midway between Cape Ann and Portsmouth, or about 30 miles a little east of north from Boston in a direct line.

The outlet of the river between Plum Island and Salisbury Point is 1,000 feet wide and 30 feet deep at mean low water. At a distance of nearly a mile outside lies a sandy bar, thrown up by wave action, through which, previous to the improvement, a channel, variable in position, direction, and depth, was maintained by the current of the river, increased by the tidal prism in a large interior basin, due to a range of tides equaling 7 feet.

For 1,000 feet outward from the gorge toward the crest of the bar the current was able to maintain a channel of navigable width and 18 feet deep at mean low water, and for a further distance of 1,500 feet a channel 12 feet deep. From the 18-foot contour line on the inside to the same on the outside the distance was 4,000 feet, and between the 12-foot contours the distance was 3,000 feet.

The depth on the crest of the bar was generally less than 7 feet at mean low water.

The object of the improvement is to create through the outer bar a channel 1,000 feet wide and at least 17 feet deep at mean low water, so that vessels may cross the bar and find a harbor, at any stage of the tide, with as great draft as can reach Newburyport by the river at high tide.

The project submitted September 16, 1880, proposed two converging rubblestone jetties, their outer ends parallel for 1,000 feet, and about the same distance apart; and the protection of the beach in their vicinity. This was modified in 1882 so as to provide for the partial closing of Plum Island Basin with a timber dike about 800 feet long and 51⁄2 feet above mean low water.

The direction of the south jetty and the character of the shore protection was modified in 1883. The north jetty, from Salisbury Beach, is to be 4,000 feet long, approximately, and the south jetty, from Plum Island, is to be 2,400 feet long, approximately.'"

Both are 15 feet wide on top, which is in a plane 12 feet above mean low water. The two jetties have slopes of one on two on the sea side, and of one on one on the harbor side.

A map showing the location of the jetties is published in the Annual Report of the Chief of Engineers for 1885.

Their form and dimensions are shown in the report for 1881. The location and details of construction of the dike are given in the report for 1883. The estimated cost for the improvement was $375,000.

The total appropriations to date have been $257,500.
The amount expended to June 30, 1890, was $231,101.25.

On June 30, 1890, the condition of the improvement was as follows: The north jetty was completed for 2,200 feet in length and 475 feet in addition were partly completed; the south jetty had been completed 1,077 feet and partly completed for an additional distance of 223 feet, and its shore end had been strengthened by a durable sand catch; the dike had been completed so far as was prudent at the time for its safety. It was 817 feet long, 5 feet high above mean low water, except that near its center a weir had been left 150 feet long and 2 feet above mean low water. The least depth in the channel across the bar was 10.3 feet at mean low water.

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