feet, to make the channel permanent. The west jetty would not require extension. The jetties were built on about a triangular cross-section, with little top width, and with side slopes of one upon one; the tops have fallen down, reducing the height and increasing the width. This is too small a cross-section for permanent work; the position of the east jetty is about as exposed as any on Long Island Sound, and its cross-section should not be much less than that adopted for the New Haven Breakwater, say 10 feet top width, rising to 6 feet above high water, with outer or east slope of one on two and inner slope of one on one. The west jetty is partly sheltered, the east jetty protecting it on one side and Oldfield Point partly covering its exposure to the west; it would perhaps be sufficient to make it 4 feet above high water, with 6 feet top width and with both slopes one upon one. On the east jetty it is proposed to carry the enlarged cross-section from the outer end into high-water mark, 950 feet; on the west jetty, to a point 600 feet in from the outer end; the parks further inshore are protected to some extent by shoal water and by the sand which has banked up against them; they need slight repairs. The cost of the work above indicated would be approximately as follows: Enlarging west jetty, for the outer 600 feet, to make it 4 feet above high water, with top width of 6 feet and side slopes of one on one; 9,000 tons riprap, at $1.75 Enlarging east jetty, to make it 6 feet above high water, with 10-foot top $33,000 Repairing west jetty, inshore from proposed enlargement; about 1,000 tons of rip-rap, at $2.40 Extending east jetty, for 250 feet to 21 feet depth of water, with same dimensions as proposed enlargement of that jetty; 22,000 tons of riprap, at $1.60. Dredging, outside the narrow part of the inlet, to make a channel 12 feet deep and 200 feet wide, being about 2,200 feet long; 90,000 cubic yards, at 45 cents Dredging inside inlet, to make a straight channel of the same depth and width, and about 1,300 feet extreme length; 16,000 cubic yards, at 16 cents. Dredging outside narrow part of inlet if the channel be made only 19 feet deep, 200 feet wide, and 2,100 feet long; 55,000 cubic yards, at 45 cents.... Dredging inside inlet for 10 feet depth; 4,000 cubic yards, at 16 cents ....... 1,200 15,750 2,400 35,200 40,500 2,560 24,750 640 The 10-foot channel would probably not require an extension of the east jetty, but any estimate should include repairing and enlarging both jetties; this could be done sufficiently for present purposes at about onehalf the estimated cost, but further and extensive elargement would probably be needed in a few years. The estimates above given are believed to cover what is required to put the jetties in permanent condition, after which but slight repairs from time to time would be needed, though in any case it may be necessary to further extend the east jetty in course of time. The work done by the United States in this harbor from 1872 to 1883 resulted in fixing the previously shifting channel and increasing the depth from 4 to 8 feet at mean low water, at a cost of $80,000. In the latter year, 1883, the amount estimated for completion had been ex pended upon the work and, though it was considered and stated in annual reports for that and subsequent years that it was by no means certain that the improvement as then made would be permanent, no further appropriation was asked for at the time; because it was believed that a short delay would result in no serious injury to the works and would better indicate what would be needed to make the improvements permanent. The object for which the present examination was desired was to secure the jetties permanently and to increase the channel width and depth. The width desired is 200 feet; at first it was proposed to ask that the depth be made 12 feet at mean low water, but subsequently 10 feet depth was decided upon, as being sufficient for present needs. The estimated cost of this work is $90,000, of which about two-thirds would be required for placing the jetties in permanent condition, and the remaining third for dredging the channel 200 feet wide and 10 feet deep. Commercial statistics for the calendar year of 1886 show 1,342 arrivals and departures of vessels, aggregating 141,970 tons registered tonnage, and receipts and shipments by water of 26,495 tons of freight, chiefly fuel, building materials, farm produce, and general merchandise of value estimated at $423,000. Port Jefferson Harbor is the winter quarters for several yachts; it is the only harbor on the south side of Long Island Sound east of Huntington, and is sometimes sought as a harbor of refuge; it is represented that the latter use would be much increased if the entrance were made easy at all stages of the tide. I am of opinion that this harbor is worthy of improvement. The work proposed is necessary to perfect the improvements already made. The accompanying sketch from the United States Coast Survey chart of 1888, scale 1-10,000, shows the location of the desired improvement. This and the maps of examinations made in connection with the previ ous improvements are sufficient for developing a plan for new improvement, with a reasonably close estimate of cost, and no further survey is needed for that purpose. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. D. C. HOUSTON, Lieut. Col. of Engineers. APPENDIX E. IMPROVEMENT OF HUDSON RIVER AND OF HARBORS OF RONDOUT AND SAUGERTIES, NEW YORK-REMOVING OBSTRUCTIONS IN EAST RIVER AND HELL GATE-IMPROVEMENT OF ENTRANCE TO NEW YORK HARBOR-IMPROVEMENT OF RIVERS AND HARBORS IN THE VICINITY OF NEW YORK AND IN NORTHERN NEW JERSEY. REPORT OF LIEUTENANT-COLONEL G. L. GILLESPIE, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1889, WITH OTHER DOCUMENTS RELATING TO THE WORKS. 14. Establishment of harbor lines of New York Harbor and its adjacent waters. ENGINEER OFFICE, U. S. ARMY, New York, N. Y., July 12, 1889. GENERAL: I have the honor to transmit herewith annual reports for the fiscal year ending June 30, 1889, upon the works of river and harbor improvements under my charge. Lieut. Col. Walter McFarland, Corps of Engineers, U. S. Army, in charge of these improvements at the close of the last fiscal year, died July 22, 1888. He was succeeded by Capt. Geo. McC. Derby, Corps of Engineers, U. S. Army, who remained in temporary charge till January 2, 1889, at which time he was relieved by me in compliance with Special Orders No. 269, Headquarters of the Army, Adjutant-General's Office, Washington, D. C., November 17, 1888. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. G. L. GILLESPIE, E 1. IMPROVEMENT OF HUDSON RIVER, NEW YORK. The Annual Report for 1885 contained a history of this improvement, accompanied by original reports and two sketches showing its condition at that time. This may be found in the Annual Report of the Chief of Engineers for 1885, part 1, page 677. The only part of the Hudson River which has been improved by the General Government is the stretch about 20 miles long beginning at the head of navigation at Troy, N. Y., about 6 miles above Albany, and extending down the river to New Baltimore, about 14 miles below Albany. While there has always been enough water below New Baltimore for navigation, this upper section of the river, so far as its history is known to us, has always been obstructed by bars and shoals due to the existence of numerous islands and sloughs, and the consequent diversion of the river's waters through too many channels. Prior to 1831, when the jurisdiction of the Federal Government over these waters was confirmed by judicial decision, the State of New York had made efforts to improve the navigation of this part of the river. Since 1831, the improvement of the Hudson River has been conducted both by the State of New York and by the General Government, both building and repairing dikes and doing such dredging as seemed necessary. In the last few years, however, the dike work has been left al most exclusively to the General Government, while the State of New York has done most of the dredging required. The general system of improvement has been the same throughout, viz, the contraction of the channels by the construction of jetties and dikes intended to deepen them by means of the scour so produced, and also deepening by dredging where it could not be dispensed with. Eut up to 1831 the work, which had consisted almost entirely of the construction of spur-dikes and of dredging, had produced very little permanent improvement. After 1831, however, the United States began the present general system of improvement, which consists of contracting the channel by means of longitudinal dikes intended to aid in scouring the bars and shoals instead of using spur-jetties, as had been done previously. Under this system the United States constructed two dikes in 1835, 1836, 1837, and 1838. Then followed a long interval of time in which nothing was done by the United States, except in 1852; but in 1863 the State of New York took up the improvement on the general plan adopted by the United States in 1831, viz, substituting a system of longitudinal dikes instead of the jetty system, and between 1863 and 1867 built six important longi tudinal dikes of this kind. (Annual Report of 1885, page 678.) The work was taken up again by the United States in 1864, when, out of the general sum appropriated for river and harbor improvement, $33,000 was allotted for the Hudson River Improvement, and this was followed by the act of June 23, 1866, which appropriated $50,000 for the same work. The plans under which the present works of improvement of the river are conducted were adopted in 1866, and provided for securing a navigable channel 11 feet deep at mean low water from New Balti more up to Albany, and 9 feet deep at mean low water from Albany up to Troy. The following is a description of the plan: First. A system of longitudinal dikes to confine the current sufficiently to allow the ebb and flow of the tidal current to keep the channel clear. These dikes to be gradually brought nearer together from New Baltimore towards Troy, so as to assist the entrance of the flood current and increase its height, their height to be kept approximately at the level of the tidal high water, so as not to confine the freshets; the exact level, however, being left to be determined by experience as the work progresses. Second. That the dredge be used so far as necessary to open the channels above described, which the current should not be allowed to do, except very gradually, lest accumulations dangerous to navigation be formed below. Third. Keeping, as far as practicable, the side reservoirs open to the passage of tidal currents by gaps at their lower extremities, in order to increase the tidal flow. Fourth. Dumping all dredged materials in secure places, where it can not be moved back into the channel by the current. Fifth. Constructing the dikes of timber and stone, in a manner to secure their permanency, at a minimum cost, the details varying with the locality, to be left to the discretion of the local engineer, to be so designed as to admit of having an increased height given to the dikes if necessary. Sixth. To protect, when necessary, the banks and islands against the abrading action of the current by revetments. Seventh. That limits, beyond which no encroachments upon the channel should be made, be prescribed, and that any such encroachments be reported to the engineer in charge. The estimated cost of this improvement was $862,297.75; this estimate was increased several times at later periods to take account of expenditures for repairs and for work done not included in previous estimates, and was given in 1882 as $1,078,304.47. The last revised estimate is given in the Annual Report for 1888, where it is stated that $260,000 will be required for the repair and completion of the works of the Upper Hudson, over and above the amounts appropriated, which at that time amounted to $1,054,330.57. After timber has been exposed for eight or ten years, it decays very rapidly, and the structures formed by it are liable to serious injury from slight causes, whether ice, freshets, or collisions. It is not surprising, therefore, that the cost for repairs increases annually, and that the appropriations of the past few years, which were small relatively, had to be applied chiefly to strengthening old work. During the past winter and spring the dikes have been carefully examined by Mr. R. H. Talcott, assistant engineer, at low and high stages of water, and it was found that the estimate for repairs contained in the last Annual Report did not nearly cover all the expenditures that were required to be made to preserve the dikes and to render them serviceable in maintaining the channel depths. The examination was made with special reference to the future application of the appropriation of $75,000, of act of August 11, 1888. The pile dikes existing on both banks, from New Baltimore to Albany, were observed to be in a very bad condition. In many places the original structure had been carried away, excepting the stone filling, which had been leveled off to a gentle slope, and generally the timberwork of the structures which remained standing needed large expendi |