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412 KEPOKT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the cost of such improvement heretofore made under the direction of the Secretary of War, in pursuance of the previous action ©f Congress, and to report to the Secre- tary of War, on or before the first Monday in December next, the result of such re- examination, together with the reduced estimate of the cost of such improvement, in the event that such Board shall determine that the same can be made on a less ex- pensive scale than originally recommended. The report of the Board, dated November 19,1890, was transmitted to Congress and printed as House Ex. Doc. jSTo. 56, Fifty-first Congress, second session. (See also Appendix W W 25.) EXAMINATION FOE, SHIP CANAL TO CONNECT LAKES UNION, WASH- INGTON, AND SAMAMISH, WITH PUGET SOUND, WASHINGTON, TO COMPLY WITH REQUIREMENTS OF RIVER AND HARBOR ACT AP- PROVED SEPTEMBER 19, 1890. In compliance with the provisions of the act of September 19,1890, a Board of Engineers, consisting of Col. Gr. H. Mendell, Maj. Thomas H. Handbury, and Capt. Thomas W. Symons, Corps of Engineers, was constituted to select and survey location and estimate cost of ship canal to connect Lakes Union, Washington, and Samamish with Puget Sound, Washington. The report of the Board will be submitted when received. IMPROVEMENT OF WILLAMETTE RIVER, OREGON, AND OF LOWER COLUMBIA RIVER AND ITS TRIBUTARIES, OREGON AND WASHINGTON. Officer in charge, Maj. Thos. H. Handbury, Corps of Engineers, with Lieut. Edward Burr, Corps of Engineers, under his immediate orders; Division Engineer, Col. G-. H. Mendell, Corps of Engineers. 1. Mouth of Columbia River, Oregon and Washington.—The project under which this work is being carried on was adopted in 1884. It con- templates providing a channel across the Columbia Eiver Bar, having a depth of 30 feet at mean low tide. This is to be effected by con- centrating the water flowing over the bar and increasing the resultant currents to such a degree as to procure the desired depth. The work which is now in progress is the building of a low-tide jetty, starting from Fort Stevens, on the South Cape, and extending in a westerly direction, with a slight curve to the south, out across Clatsop Spit for a distance of 4£ miles, more or less, as circumstances may require, to a point about 3 miles south of Cape Disappointment. The jetty is con- structed of stone, resting upon a mattress foundation about 40 feet wide and from 2£ to 5 feet thick. The stone extends to the level of mean lower low water. The material thus far has been placed in position from a jetty tramway, supported upon piles driven along the line of the jetty, and about 24 feet above the level of low tide. The tramway is a double track, 3-foot gauge, railroad, the tracks being 13 feet between centers. The material is landed at the wharf and transported to place over these tracks, which are built in advance of the main work. Before the commencement of this work the channel or channels over this bar were very capricious in location and variable in depth. The depths were usually from 19 to 21 feet and the channels varied in number from 1 to 3, and in location through nearly 180 degrees from Cape Disappointment to Point Adams. The effect of the jetty already constructed is very marked in the building up of Clatsop Spit and in concentrating the waters as they flow over the bar so as to produce the desired scouring effect. There is now a straight out-and-in channel, having a width of one-half mile with a depth nowhere less than 27 feet, and for p. width of 1^ miles a depth of

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