Proposals for opening the inner bar at entrance to Galveston Harbor, Texas. SIR: We propose to deepen the inner bar at Galveston Harbor to 80 feet wide and 12 feet deep for $21,750, to commence within six months, or as soon as we can build suitable machinery. We will open it on or before three months from time of commence SIR: After we have opened the inner bar at Galveston to 80 feet wide and 12 feet deep, propose to keep it same depth and width for $4,900 per month for twelve months. I have the honor to be, your obedient servant, Captain C. W. HOWELL, E. B. BISHOP. Engineer United States Army. NEW ORLEANS, January 27, 1871. SIR: In compliance with the specifications embraced in your advertisement for proposals for the improvement of the inner bar at the entrance of Galveston Harbor, I propose to do the said work and keep it open, for the term of one year, for the sum of $14,000, and to accomplish the work by substituting my own apparatus in lieu of dredging. Please find inclosed herewith a copy of specifications and plan of apparatus. Yours, very respectfully, JOHN HALLIDAY, This agreement, made and entered into the sixteenth day of May, in the year one thousand eight hundred and seventy-one, between Augustus T. Morris and James Cummings, composing the firm of Morris & Cummings, of the city of New York, parties of the first part, and C. W. Howell, captain of engineers, of the city of New Orleans, party of the second part, witnesseth: That in consideration of the sum of one dollar, to them in hand paid by the said party of the second part, the receipt whereof is hereby acknowledged, the said parties of the first part agree to build a first-class dredging-machine, capable of excavating one thousand cubic yards of mud in a day of ten hours, the said machine to be provided with one double engine of suitable power, boiler of proper size for serving engine, and a bucket of the capacity of one and a half cubic yards, together with all the necessary machinery and apparatus to work the same; the hull of said machine to be of the same dimensions as the hull of the dredge now working for the Mississippi and Mexican Gulf Ship Canal Company, at the city of New Orleans, say about sixty-five feet in length, thirty feet in width, and nine feet in depth, to be built in a strong and substantial manner, and to be fitted and sheathed; the said machine to be delivered to the party of the second part, at the city of Galveston, Texas, in about one hundred working days from the date of this agreement. And the said party of the second part, upon the performance by the parties of the first of all the stipulations entered into by them, as herein set forth, hereby agrees to purchase from them the said dredging-machine, and to pay therefor the sum of twenty-five thousand dollars, payable in United States Treasury notes, upon the delivery of the said machine at the city of Galveston, as aforesaid. In witness whereof the parties to these presents have hereunto set their hands and seals, the day and year first above written. (Signed in triplicate.) MORRIS & CUMMINGS. [SEAL.] Captain of Engineers, U. S. A. N 2. OFFICE OF THE CHIEF OF ENGINEERS, Washington, D. C., February 8, 1871. SIR: The communication from the Committee on Commerce of the Senate, referred to this office, inclosing a resolution of the Senate of the 14th December last, instructing that committee to inquire into the expediency of constructing a canal from the Mississippi River, near Fort St. Philip, to a point near Bréton Island, in the Gulf of Mexico, is herewith respectfully returned, and I also transmit a report from Captain C. W. Howell, Corps of Engineers, in charge of the improvement of the mouth of the Mississippi, to whom the subject of this resolution was referred. The information in the possession of this office in regard to this project indicates the practicability of constructing and maintaining such a canal, but it does not admit of the preparation of a project with esti mate of cost. It has had for years past many advocates and opponents. In 1837, Major Chase, Corps of Engineers, prepared a careful estimate of its cost, upon a plan originating with Major Buisson, of New Orleans. He concluded that a canal 100 feet at surface and 30 feet deep would cost, all accessory works included, $10,000,000. Colonel Crozet, about the same time, advised a reduction of the depth to 20 feet, and believed that the cost would not then much exceed five million. Mr. Montaign, in a memoir upon the subject, printed in New Orleans in 1869, puts down the cost at $2,600,000, a sum beyond question entirely too low. Assuming the whole cost at $10,000,000-and it will probably not fall short of that sum-the yearly interest of this would be more than double the cost of maintaining two such dredge-boats as the one now successfully operating at the Southwest Pass, in constant work during the year, and insure a continued depth of 20 feet over the bar. Still, the project of a canal is one which deserves careful examination. I would, therefore, suggest an appropriation of $10,000 for the purpose of making careful investigation of all questions bearing upon its location and construction and estimates of its probable cost. Very respectfully, your obedient servant, Hon. W. W. BELKNAP, A. A. HUMPHREYS, Brigadier General and Chief of Engineers. Secretary of War. N 3. UNITED STATES ENGINEER OFFICE, GENERAL: In obedience to telegraphic orders of February 3, I have to render this preliminary report of an examination made from the mouth of Bayou St. John, Louisiana, through Lake Pontchartrain and the Rigolets, to Ship Island. The line along which examination was directed is that proposed by the New Orleans and Ship Island Canal Company for the location of a ship-canal. The examination was made with a view to ascertaining the feasibility of this canal project. It was only considered necessary to determine the following, viz: 1st. The depth of water along the route indicated; 2d. The nature of the bottom and sub-strata where excavation would be required; and 3d. The probable action, on the bottom, of winds, tides, and storms. 1st. The first was ascertained by verifying the soundings exhibited on existing charts of the line, as well as it could be done while passing" over the line in a steamer and employing an ordinary sounding-lead. The results are shown on a tracing submitted herewith. 2d. From the mouth of Bayou St. John to the head of the Rigolets the bottom was found to be composed of a very soft mud, that over the middle ground being of the lightest quality of alluvial deposit. The great depth of the Rigolet made it unnecessary to determine the nature of its bottom. The middle ground at the mouth of the Rigolet, (opposite the mouth of Pearl River,) extending to the tide-bore at St. Joseph's Island, is of the same material as the upper middle ground. The bottom of the tide-bore named is of stiff clay and sand. Passing St. Joseph's Island, there is found a large shoal produced by the tidecurrents through Mississippi Sound, Cat Island Pass, the St. Joseph tide-bore, and the entrance to Lake Borgne; its surface material is varied in character, being of light sand, and a deposit similar to that observed on the middle grounds, but more sticky and compact. The sand is found fringing the northern, eastern, and southern edges of the shoal, forming a hard bottom about 18 inches in thickness, resting on soft mud, the same as is found in the center of the shoal. This fringe was found of but slight width at the points examined. Passing this, through Cat Island Pass, there was found sticky clay bottom, and the same was observed on the bar at the entrance to Cat Island Pass. Along the whole line, at depths varying from 16 to 18 feet, was observed a stratum of clay and sand mixed, sticky and compact. The thickness of this stratum was not determined. As it underlies the deepest parts of the channels examined, it is shown to be at least from 12 to 14 feet thick. 3d. From the character of the bottom observed, the slight depth of water over the shoals, their exposed position, and the strong currents at times passing over them, it is inferred that their surfaces must be continually shifting. The sand-fringes observed on the outer shoal give evidence of a backward and forward movement of material across the shoal, and of a sorting of that material by the currents. The action of the tidecurrents alone may be slight, but when aided by storms or high winds, particularly over the outer shoal, which is exposed from every quarter, the movement over the surface of the shoals must be very considerable. I did not have an opportunity to observe this on the line examined, but judge from having observed the effect of a strong northwest wind on a bottom of like material similarly exposed, (Poza Bay,) depth of water from 7 to 8 feet. The deposit was stirred up in such quantity as to discolor the water of the bay. It is not to be inferred that other than comparatively slight and temporary changes may be effected in the form or location of the shoals or in the depth of water over them, for I have good evidence that for a very long period no appreciable permanent changes have taken place, particularly in the depth of water. What I infer is that but little first deposit is being added, and that the tendency of the tide-currents is to simply level the deposit on the shoals by moving it back and forth, (not to carry it away,) maintaining a constant cross-section of water-way. However much storms, muds, or the hand of man may change this, the tides will act continuously and effectively to restore the normal condition; in other words, if excavation is made, it will be filled; if ridges are formed, they will be leveled. I have styled this a preliminary report, because, although I consider the results of my first examination conclusive, I yet wish to multiply the number of borings along the line examined, and make more exact observations as to the thickness of the several strata found. When a second examination is made, I will forward the information gained as an addendum to this report. I take pleasure in acknowledging the courtesy of Captain Davis, of the United States revenue-cutter Wilderness, who afforded me many facilities for making this examination. In conclusion, I have the honor to be, very respectfully, your obedient servant, Brigadier General A. A. HUMPHREYS, C. W. HOWELL, Chief of Engineers, U. S. A., Washington, D. C. N 4. UNITED STATES ENGINEER OFFICE, New Orleans, Louisiana, May 2, 1871. GENERAL: I have the honor to forward herewith a report made by First Lieutenant E. A. Woodruff, Corps of Engineers, United States Army, after a careful survey and examination at Corpus Christi and Aransas Passes, opening from Corpus Christi Bay and Harbor, Texas, and at Pass Cavallo, the entrance to Indianola Harbor, Texas. These surveys were made in compliance with instructions dated Office of the Chief of Engineers, Washington, D. C., July 23, 1870. Lieutenant Woodruff presents plans for improving the entrance to Corpus Christi Harbor through Aransas Pass, and estimates the cost of carrying them out, but does not recommend that the work be undertaken. No attempt to improve the two other passes is recommended. I coincide with Lieutenant Woodruff in the opinion that all the plans suggested and discussed by him offer no certainty of producing good results, and that the expense which will be incurred by testing them will be out of all proportion to the benefits derivable from success. Very respectfully, your obedient servant, C. W. HOWELL, Brigadier General A. A. HUMPHREYS, UNITED STATES ENGINEER OFFICE, New Orleans, Louisiana, April 1, 1871. SIR: I have the honor to report that I have complied with your instructions, dated at this office, February 7, 1871, directing me "to make examination and surveys of the bars at the entrance to Pass Cavallo, Aransas Pass, and Corpus Christi Pass, on the coast of Texas, for the purpose of collecting all information needed to form plans and estimates for such works of improvement as I may recommend be undertaken by the General Government to deepen the channel across the bars at the entrance of these passes." I submit the following report concerning each of the harbors mentioned, beginning with that of Corpus Christi: Corpus Christi Pass or Inlet is an entrance from the Gulf of Mexico to Corpus Christi Bay, between Mustang Island on the north and Padre Island on the south, in the collection district of Corpus Christi. The channel from the pass to Corpus Christi Bay is narrow, and bears in general direction nearly due north about six miles before reaching the deep water of the bay. Entering the pass from the Gulf, we find the water on the bar from 5 to 7 feet deep, varying with wind and tide. In the middle of the channel, at its mouth, are two sand islands, the lower of which extends at low tide to the coast line. These islands form a sand ridge, dividing the channel nearly equally for about two miles up from the coast line, where on the left we find a series of mud flats and low islands obstructing the entrance to Laguna del Madre. The south and deeper channel through the bar continues along the shore of Padre Island, gradually shoaling till lost in these mud flats, while the north and shallower channel is found near the shore of Mustang Island, till its entrance into Corpus Christi Bay. No passage deeper than 6 feet was found between the north and south channels above the island at the mouth, but from a short distance above these islands the channel near Mustang Island has from 10 to 20 feet of water to within about a mile from the deep water of Corpus Christi Bay. Here the channel divides, the part near Mustang Island carrying 3 or 4 feet into the bay, while the part which continues north has deep water, (10 to 18 feet,) till it is closed by a sand flat called "the bulkhead." The end of this channel in the bulkhead is called "the pocket," in ascending which the water suddenly shoals from 18 feet to 8 feet, gradually shoaling thence to 24 feet at low tide on the top of the bulkhead, whence it deepens gradually to the depth of the bay of Corpus Christi, 15 to 18 feet. The distance across the bulkhead from 8 feet in the pocket to 8 feet in Corpus Christi Bay at low tide is 2,400 feet, and the flat on the top of the bulkhead, where the water is 24 feet deep, is about 900 feet. This channel is evidently the natural outlet of Corpus Christi Bay, but the gradual accumulation of shell, mud, and sand washed from Flour Bluff on the west and Mustang Island on the east, has closed it at the bulkhead, and the bar at the Gulf entrance prevents the safe entrance of vessels drawing over 5 feet. The length of the channel, six miles, from the bulkhead to Corpus Christi Pass, lessens the probability that a free passage of water from the bay would sufficiently deepen the pass through the bar, but the direction of the channel, the position and volume of Corpus Christi Bay, and the direction of prevailing winds, make it very probable that such passage would have a favorable influence in the improvement of the pass. At best, however, although the shore lines show a pretty straight passage from the bulkhead to the bar, the deep-water channel is narrow and crooked, precluding the possibility of vessels of ordinary size, in the Gulf trade, beating between the Gulf and Corpus Christi Bay. The commerce which seeks Corpus Christi, owing to the facili ties for inland communication with Mexico and the region between the Nueces River and the Rio Grande, is of considerable and increasing importance; and as Corpus Christi Bay is in every way the best on the coast, it seems very desirable to open a good channel between it and the Gulf. Aransas Pass, fifteen miles north of Corpus Christi Pass, seems as susceptible of improvement as any on this coast, and it is my opinion that a channel to allow the free passage of water from Corpus Christi Bay to Aransas Pass would improve that entrance and afford at the same time a permanent way for vessels to Corpus Christi Bay. The superiority of Aransas Pass to Corpus Christi Pass as an entrance from the Gulf is evident from an inspection of the maps accompanying this report. At present the commerce of Corpus Christi passes through Corpus Christi Bayou, a narrow and crooked passage, through mud flats north of Harbor Island, which separates Aransas from Corpus Christi Bay. This passage gives only four or five feet of water, and requires the use of lighters to transport freight from Aransas Pass to Corpus Christi, The following statement, compiled by Dr. Thomas Kearney, collector of customs for the port of Corpus Christi, gives authentic information from which its importance may be judged: Total amount of duties collected, from organization of the district February 1, 1867, to May 1, 1870, $95,245; total expenses for same time, $40,670; total profit to United States, (gold,) $54,575. Table showing the different ports in the customs district from which duty has been collected, during the term of the present collector, up to May 1, 1870, (eleven months and thirteen days,) and the amount collected from each. |