filling; and the piles used were longer and larger, general length 35 feet, with diameter at small ends of 12 inches instead of 10 inches, as before, to make stronger work according to increased exposure to seas. The piles penetrated into the sea-bed about the same, 9 to 14 feet, reinforced rapidly by the accretion mentioned. Piles and timber were furnished by contract. All labor driving piles, framing timber, and quarrying stone was hired. A new engine and boiler for the pile-driver were purchased and fitted on driver in lieu of hiring such machinery as heretofore. The pile-driver had been taken apart and stored at close of operations, 1884-'85, and the first thing to do was to set it up, adjust the machinery, etc. New and heavier wheels and axles were put on. Driving of piles was commenced June 15 and ended August 13, but early there were delays to pile-driving by reason of failure on part of the contractor, Marshall, to furnish piles according to the terms of his agreement, and time was lost changing to the next lowest bidder, Hunt, and some further time was lost also before the latter could get under way to deliver piles as fast as really needed to keep the driver steadily at work, which was faster than the letter of agreement (same agreement as with Marshall). Deducting delays and counting time actually worked with the driver, the average advance made with the piling was 10 feet per day. A strong bulkhead of three cross-rows of piles was made at the sea end of the jetty to resist the seas and drift. The time engaged upon this work is exclusive of the 10 feet daily average advance. The detail of working, in driving the two rows of piles, was as follows: The piledriver is mounted on two trucks, four-wheeled, connected together by a frame platform, through which a king bolt passes in frame of truck aft, and on which platform. aft part, the boiler and engine rest on raised timbers, under the ends of which move or play the side timbers of another platform to work from, carrying the gins, which platform is held in place and moved side to side of forward end, 1.4 feet from center line, on a pivotal king-pin passing through upper platform cross-timbers, the platform underneath, and the fore truck. The appliance for throwing over or moving the gins from center to sides the desired distance is a slotted bar adjustable to a pin in center of upper movable platform aft of the boiler, the bar at bottom end giving the necessary leverage on pin in working by insertion, successively, in holes in a curved bar of light railroad iron on its flat, fastened to lower or stationary platform. The overhang, or reach, forward of the upper platform is 14 feet, allowing each time, that length of extension in driving piles. In practice four piles were driven on either row, at start, commencing at extreme reach and driving toward completed work, when the driver was moved back a couple of feet or so and the gins swung to the other side and driver moved forward, also to extreme reach, driving this row back to connection with completed work. Meantime the pile cutters-off (two men) spike on across the piles at end soon as driven 2-inch by 4-inch piece for support for light plank platform on which to stand in sawing, and commence and follow up, cutting the piles of the row that the driver is engaged upon, keeping pace with the driving as nearly as may be, and passing to the other row at end, when last pile is cut, thus permitting the shifting of driver to the unfinished row. At times, on account of interruption to work of sawing by rough seas of a high tide, the men are helped in cutting off by crew of the driver. When all the piles are cut off to grade, side cap timbers, the ties, track stringer pieces, and iron for the track are passed successively from a tender car over the platform of driver, put in place, and fastened; and the driver is then ready to proceed with another extension, as before. It required 18 to 20 piles, according to diameters, for 14 feet extension, not including the cross-piles, generally four, driven inside each 50 feet length of the piling, forming compartments. Piles, usually one at a time, were brought on a truck car to rear of the driver; a line from winch-head (the latter revolving with engine drum), passing through a single block strapped at top to sides of pins, was fastened to the pile previous to dumping same overboard. When the pile is hoisted so that its head rises a little above the platform of driver, forward end, the pile line is there hooked into a chain, then placed around the pile and same hoisted, adjusted to position, and dropped-the pile being accurately placed by moving the driver backward or forward and by moving the platform transversely as described. No interruption to the pile-driving was allowed to occur on account of rough seas during high tides, though an extra line around the foot of a pile was then found necessary. At such times, with surf rolling in, the handling of the piles required greater caution, however. The continuance of work throughout such times was due solely to the skill and energy of Charles E. Getty, pile-driver foreman, and of a very efficient crew. The entire work from the start was over the water; and the exposure to cold northwest winds, which were usually continuous, was extreme. As pile-driving progressed stone was dumped in interior spaces, following the driver closely with a thin layer, all tending to catch accretion, sand and gravel, and to check the mentioned southerly set of the ebb current. The gravel and sand was moved in from the outside, particularly from ahead of work, by flood tides. The stone used was of such size, and smaller, as one man would readily lift on to a car, though a portion was coarser for this interior filling. A heavy dump of stone of size of a yard and under, was made on north side, at end; also a lighter dump, large stone, on south side at end. One yard of large-size stone to each footlength of piling was dumped as riprap the length of the extension on north side, with half yard each foot-length deposited on same side for 400 feet of the 1884 work, seas having cut down, since commencement of new work, the high bank deposit along old work. On south side the high bank deposit made as the extension was pushed out, the low-water beach line nearly keeping pace. A high dump of large-sized stone was also made at inshore end of the 1834 work, with a view to check the action of the "panning" down to low water of the high bank deposit on the north side, which action had commenced from near sea end (75 feet in) of old work, almost at beginning of the extension made The 1884 work was also mainly refilled with stones, the wash of the sea from north side cutting a deposit of sand and gravel therein overlying the original stone filling. Waves in entering the harbor at their southerly ends were retarded by the work as it advanced, it having effect to cant them so that their force was expended upon the deposit on north side of old work, the redeposit from which, doubtless, made the shoa! water in channel along work and inside the bar, prevailing during the progress of work and fall of 1887. I account the cost of piling, new work, as filled, $15 per linear foot, and riprapping same, as described, inclusive of the amount of large stone dumped to both sides at end, $1.78 per foot additional, making $16.78 total cost. Small stone delivered inside work, at $1 per yard, and the large stone for riprap $1.78 delivered. At time of the suspension of work the outer end compartment was filled with stone to top, also 90 feet length at inner end, the section between to height of 5 feet below top, and all the 1884 work was left filled to height of the tramway. Stone in the piling has since settled considerably, probably some washed out, and the seas of a high storm last December flattened down to near low water the high dump (small stone mainly) that was of even height with the track for 100 feet length inshore from inner end of 1884 work, which rock dump had remained intact during winter of 1886-87; and the riprap north side along both old and new work has settled 2 to 3 feet, though in sight yet, throughout, at extreme low water. The stone not scattered (referring to riprap), but in place, as dumped. A depth of 6 feet at low water over the bar has been maintained throughout most of the year, and the shifting of the position of the channel has been less noticeable than hitherto. FUTURE OPERATIONS. The jetty thus far constructed is temporary in character and will need to be strengthened throughout most of its length. To obtain a needed S-foot channel at low water over the bar, the present jetty will have to be extended, and probably a jetty on the north side of the entrance will have to be added. Act July 14, 1880.. Total APPROPRIATIONS. Money statement. July 1, 1887, amount available... July 1, 1888, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1887 July 1, 1888, outstanding liabilities... July 1, 1888, balance available.... Amount appropriated by act of August 11, 1888 Amount available for fiscal year ending June 30, 1889.. 489.57 25,000.00 25,489, 57 $89,000.00 Amount (estimated) required for completion of existing project COMMERCIAL STATISTICS. The mouth of the Coquille River is in the collection district of southern Oregon. Empire City, on Coos Bay, is the port of entry. The nearest light-house is on Cape Arago, 12 miles northward. The principal industry of the valley is lumbering; the timber is a good quality of fir, white cedar, spruce, ash, and myrtle. A fleet of schooners carries the product to San Francisco, and brings back supplies. There is some vessel-building on the river. The upper part of the valley is agricultural. The dairy and grazing region, half way south to Port Orford, finds an outlet at the mouth of the Coquille. Coasters ascend to Coquille City, 28 miles, and the river is navigated by light-draught vessels 12 miles further up. The following information is obtained from statements furnished by Mr. John Flanagan, collector of customs, and by Captain Parker, Parkersburgh, applicable to the year ending June 30, 1888: Number of vessels arrived, 72; number of vessels cleared; 70. During the year one vessel was built, the registered tonnage of which is 85.64 The draught of vessels trading to Coquille is, when loaded, from 7 to 9 feet. No foreign vessels have been entered, nor have any duties been collected, at the port during the year. RR 2. IMPROVEMENT OF THE ENTRANCE TO COOS BAY, OREGON. DESCRIPTION OF ORIGINAL CONDITION. The mean rise of tide above the plane of reference is 5.6 feet. The obstructions which existed at the entrance to this harbor before the works of improvement were begun consisted, first, of the outer bar, which is of sand and is shifting in character, and secondly, of the inner shoals formed by the sands which accumulate in the spring, summer, and autumn, during the times when the northwesterly winds prevail. Under the action of these winds the spit on the north side advanced toward the south, contracting the navigable passage under Coos Head to a very narrow width, and usually making the outer channel follow the west side of the spit in a long and tortuous course across the bar. The channel had at times broken through the north spit on a line, the general direction of which is from Fossil Point to a point just to the north of Coos Head. It was then direct, the depth of water was greatest, and vessels could enter or go out without trouble. For a fuller statement of the condition of the entrance before improvement see Annual Report Chief of Engineers, 1886, pages 1990 and 1995. PLAN OF IMPROVEMENT. The project for this improvement, adopted in 1879, is to construct, at an estimated cost of $600,000, a jetty of wood and stone, or of stone, as may be found best, from a point 250 yards below the northern extremity of Fossil Point, on a line towards the east end of Coos Head, this line in plan, curving so as to be directed at its outer end to the head, or a little to the north of it. The object is to prevent accretion to the south end of the sand-spit on the north side of the entrance, and to open and maintain a deeper and more direct channel across the outer bar. AMOUNT EXPENDED AND RESULTS OBTAINED TO JUNE 30, 1887. The amount expended to June 30, 1887, including outstanding liabilities, was $132,839.58. The jetty had then been partly built to a length of 1,761 feet. The first section, 650 feet in length, consists of timber cribs filled with stone; the next section, 695 feet in length, consists of box-cribs and a stone dump; the last section, 416 feet in length. consists of a stone dump simply. Starting from about the high-tide line at the inner end, the top of the jetty inclines to low water at a distance of 700 feet; then for a distance of 645 feet it is nearly level, averaging a height of about 2 feet below low water; then it inclines again for a distance of 416 feet, till its depth below low water is 13 feet. The jetty had caused a partial erosion of the end of the north spit and had opened a channel well to the south which was deeper, wider, and less exposed to wind and sea than the former channel in its usual position. The new channel is also much less shifting than the old one. WORK DONE DURING THE YEAR ENDING JUNE 30, 1888. No active operations in jetty building were conducted. Vessel records were kept and a watchman was employed to look after the Government property. A supply of water being available for quarry sluicing during the rainy season the watchman, with a little assistance, succeeded in washing into the bay about 7,000 cubic yards of dirt overlying the ledge at the Fossil Point quarry. A recommendation from the officer in charge that the balance of the funds available at the beginning of the year, less $6,000 for engineering, inspection, superintendence, and care of property, be applied in placing a foundation-course of stone in advance of the present jetty for a length of 400 feet, a width of 50 feet, and a thickness varying from 5 to 10 feet and that the work be done by contract, was approved July 13. Bids were invited for this work by advertising in San Francisco, Portland, and Marshfield papers, by posting printed advertisements and specifications in public places in Portland and Coos Bay, and by sending specifications to such parties as would most probably wish to undertake the work. No bids were received, however, and for the reason, it is thought, that the amount to be expended was too small to induce parties to enter into contract. For a like reason it was not deemed judicious to undertake the work with hired labor, so the Chief of Engineers recommended that the funds available be held to await the farther action of Congress, which recommendation was duly approved by the Secretary of War October 12, 1887. There has been no change of importance in the channel during the year. Both the depth and position have varied somewhat with the season, as is usual, but the general condition of the entrance has remained about the same as during the preceding years. FUTURE OPERATIONS. It is expected that the jetty will be extended about 600 feet and that its top throughout will be raised to 2 feet above low water. The first work to be done after sufficient funds become available to resume operations will be to lay a proper foundation-course of stone on the line of the proposed extension. This will be needed to prevent the bottom from scouring out and so to keep the cross-section of the jetty as small as possible. The average depth of water over the 600 feet of proposed extension is about 60 feet, so that a large part of the stone needed for the extension can be dumped from scows, if this should prove a more economical method than by the use of tramway and cars. Stone for completing the present jetty and for topping out any extension that may be made will have to be taken by cars on a tramway. Act of March 3, 1879 Act of July 5, 1884. Total..... APPROPRIATIONS. Money statement. July 1, 1887, amount available.. July 1, 1888, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1887. July 1, 1888, outstanding liabilities.. 79,220.90 Amount available for fiscal year ending June 30, 1889....... Amount (estimated) required for completion of existing project .. 386, 250.00 Amount that can be profitably expended in fiscal year endling June 30, 1890 250,000.00 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867. COMMERCIAL STATISTICS. Coos Bay is in the collection district of Southern Oregon. Empire City, on the bay, is the port of entry. The nearest light-house is at Cape Arago, on the south side and west of the entrance. The following returns, furnished by Mr. John Flanagan, collector of customs, Coos Bay, are for the year ending June 30, 1888: |