List of borings made in May, 1889, in the channel of the Penobscot River, etc.—Continued.

BORINGS ABOVE INDIAN HEAD.

[No samples were taken of borings Nos. 11 to 19, the material being sawdust.]

The following commercial statistics for the year 1888 were furnished by the collector of customs for the Bangor district:

PROJECT FOR THE IMPROVEMENT OF THE PENOBSCOT RIVER BETWEEN BUCKSPORT AND WINTERPORT, MAINE.

UNITED STATES ENGINEER'S OFFICE,

Portland, Me., December 28, 1888.

SIR: In compliance with instructions in Department letter dated August 22, 1888, I have the honor to submit the following project for expenditure of $30,000 appropriated by act of August 11, 1888, for improving Penobscot River between Bucksport and Winterport, Maine:

The forwarding of that project has been delayed in order to obtain, if practicable, some further information regarding the character of the bottom, as indicated in my letter of October 24, 1888. There has, however, been an unusual rainfall during the past few months, and for some time there has been a large amount of floating ice. While the borings are desirable, yet it has not seemed that the immediate necessity justified the greatly increased expense which would be entailed by

making the examinations under a maximum of unfavorable circumstances. The borings were desired more especially for the purpose of ascertaining whether dredging is likely to be required to deepen the channel after contraction works are built, or whether the bottom is likely to scour as a result of the reduced cross-section where the resultant current will flow. It therefore seems best not longer to delay the preparations for work upon the jetties, which must be first built in any

event.

I forward by mail in a separate package a tracing showing in outline the general features of the map and project transmitted with my letter of January 11, 1888. The works proposed in the original project were five jetties or wing-dams and deepening the channel in two places by dredging; total estimated cost $365,000. The object of these works was to obtain a good channel of 22 feet in depth at mean low water.

The most important of the jetties proposed is the one marked C upon the tracing. In the original project this jetty was located on the line df. The location now proposed has the outer end and beacon at the same point as before, but connects the beacon with the shore along a line having less depth of water, so that the expense of construction will be reduced from 25 to 30 per cent.

The locations of the jetties have been decided upon after much study of the situation, with all the information available, and I believe they will accomplish the purpose for which they are designed.

I recommend that the appropriation be applied to the construction of the Jetty C, commencing at the shore and extending outward as far as funds may permit. It is estimated that the entire jetty, as here shown, will require 75,000 tons of stone, allowing 2 feet for settlement.

The amount of available funds will probably pay for one-half the stone in the jetty, and, if so, will complete a length of 2,400 feet from the shore. This will afford an opportunity for observing effects upon the current and of modifying the plan if desirable before completing the jetty.

The only practicable method of doing the work at present is by contract in the usual manner; the superintendence and contingent expenses to be by hired labor and purchases in open market. Very respectfully, your obedient servant,

JARED A. SMITH, Lieut. Col., Corps of Engineers.

The CHIEF OF ENGINEERS, U. S. A.

LETTER OF THE SENIOR MEMBER OF THE BOARD OF ENGINEERS.
THE BOARD OF ENGINEERS, ARMY BUILDING,
New York City, January 30, 1889.

COLONEL: The Board of Engineers desires some further information in connection with your project of December 28, 1888, for the expenditure of $30,000 between Winterport and Bucksport on the Penobscot River.

First. The Board wishes to know what the material is along the line of the proposed channel at Jetty C to a depth of 22 feet below low water, the soundings being made with a gas-pipe, steel rod, or other device.

Second. Is the supply of sawdust, slabs, etc., for the formation of shoals now diminishing in consequence of the exhaustion of lumber or is it still very large ?

Third. The Coast Survey map of the river shows much deeper water on shoals than your survey. Do you consider this an actual shoaling; and if so, is it due to sawdust, and so forth, whose supply may rapidly diminish in the future?

Fourth. It is noted that below Bangor you resort to dredging instead of contraction work. Why is dredging more advisable here than below Winterport?

Fifth. Many important water ways have widths less than 800 feet; for instance the South Pass; the intervals between piers of bridges on the Ohio and Mississippi rivers. Is 800 feet on the Penobscot the minimum permissible?

Sixth. At what time do you begin work in the spring?
Very respectfully, your obedient servant,

Lieut. Col. JARED A. SMITH,

Corps of Engineers, U. S. A.

C. B. COMSTOCK,

Bvt. Brig. Gen., U. S. A.,
Senior Member Present.

LETTER OF LIEU TENANT-COLONEL JARED A. SMITH, CORPS OF EN

GINEERS.

UNITED STATES ENGINEER OFFICE,

COLONEL: I have to acknowledge from the Board of Engineers.

Portland, Me., February 1, 1889. receipt of letter of January 30,

The information desired can not be furnished in a complete form at present. I have, however, instituted measures to examine the bottom by borings, athough the season is such as to present a maximum of unfavorable condition for such work.

The following replies cover the information as far as can now be given, viz :

First. Examinations are to be made as soon as possible to ascertain the kind of material to a depth of 22 feet along line of channel at Jetty C.

Second. So far as I can ascertain there have been no slabs, edgings, etc., thrown into the river during the past eight or ten years. Sawdust however, is still thrown into the river, and there is no present means of indicating any limit to the time when such deposits will be made. Sawdust comes in mainly from the unnavigable parts of the river and its tributaries. It is apparent that the deposits of sawdust are not generally in the channel, but in eddies made by the ebb tide. At Farnkfort Flats the sawdust accumulates immediately below the point near Jetty E. Large quantities of the sawdust are carried away each summer upon small vessels, and it is extensively used for fertilizing. This removal of sawdust does not appear to affect the situation in the least. The only deposits of sawdust which have formed without a nucleous of slabs or other matter appear to be in the eddies above mentioned.

Third. I have no means of knowing whether the shoaling is actual or not, except by comparison of the maps, and there is no reason to doubt the reliability of the map made in this office. The low-water plane to which the surroundings are referred is from references established by the Coast Survey.

In times of freshets the river is muddy, and it seems probable that