Chincoteague Inlet, Va., Letter from the Secretary of War

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WAR DEPARTMENT,
OFFICE OF THE CHIEF OF ENGINEERS,
Washington, October 12, 1912.

From: The Chief of Engineers.

To: The Secretary of War.

Subject: Preliminary examination and survey of Chincoteague Inlet, Va.

1. There are submitted herewith for transmission to Congress reports dated December 31, 1909, by Capt. (now Maj.) L. H. Rand, Corps of Engineers, and July 0, 1910, by Maj. R. R. Raymond, Corps
of Engineers, on preliminary examination and plan and estimate of cost of improvement, respectively, called for by the river and harbor act approved March 3, 1909, of Chincoteague Inlet, Va., with a view to obtaining a channel depth of 15 feet.

2. A depth of 15 feet or more generally obtains inside the bar as far as the village of Chincoteague, but the distance from the bar to the 15-foot contour is about 2,400 feet. The district officer presents a plan for improvement involving the construction of a jetty easterly from Wallops Island and the revetment of Fishing Point to prevent its erosion, which it is thought may result in a channel 15 feet deep across the bar and also in improving Assateague anchorage. This work is recommended by the district officer, who states that while the expense thereof is more than the commerce of the port will justify, it is much less than the value of the anchorage as a harbor of refuge.

3. In the opinion of the division engineer the cost of the improvement is too great to justify its being undertaken by the General Government.

4. These reports have been referred, as required by law, to the Board of Engineers for Rivers and Harbors, to whose accompanying report, dated September 11, 1911, attention is invited. A committee of the board has visited the locality and held a public hearing there, which was attended by a number of citizens. At the hearing no stress was laid upon the necessity of a harbor of refuge, although one very important point was emphasized -- that the improvement was not desired if it would interfere with the rise and fall of tides in the bay above. It is the opinion of the board that while this might not result, it is possible that it would to some degree.

5. After a careful review and examination of all the facts before it, the board reports, having in mind the amount of commerce involved, the great cost of the work, the uncertainty of its physical effect, and the possibility of additional work becoming necessary to produce the desired results, that the General Government would not be justified in undertaking this improvement.

6. After due consideration of the above-mentioned reports I concur in general with the views of the division engineer and the Board of Engineers for Rivers and Harbors, and therefore, in carrying out the instructions of Congress, I report that the improvement by the United States of Chincoteague Inlet, Va., in the manner apparently desired by the interests concerned, as described in the reports herewith, is not deemed advisable at the present time.

W. H. BIXBY,
Chief of Engineers, U. S. Army.

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REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS.

[Third Indorsement.]

THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS,
Washington, September 11, 1911.

Respectfully returned to the Chief of Engineers, United States Army.

In the within report the district officer presents a tentative plan for the improvement of Chincoteague Inlet involving the construc-
tion of a jetty making out in an easterly direction from Wallops Island, at an estimated cost of $633,752, and the protection of Fishing Point by the construction of about 5,500 feet of revetment, at an estimated cost of $55,000, making a total cost of $688,752.

The district officer is of opinion that this work may result in a channel 15 feet in depth across the bar and also in improving Assateague anchorage, which is inclined to shoal in its most protected portion. He recommends the improvement, stating that "the expense of the work recommended is more than the commerce of the port will justify, but it is much less than the value of the anchorage as a harbor of refuge." The division engineer is of opinion that the cost of the work is too great to justify the improvement.

This locality was made the subject of a report under the act of August 11, 1888, in which was presented a comprehensive plan of improvement involving a breakwater supplemented by a system of jetties at an estimated cost of $3,782,688. This project, however, was not adopted by Congress. At that time there was a depth on the bar of about 11.7 feet, which has since been reduced, and is 6 feet at the present time.

The channel depth inside the bar as far as the village of Chincoteague is generally 15 feet or more. At a few points, however, it is somewhat less, probably between 11 and 14 feet. The distance over the bar between 15-foot contours is about 2,400 feet, the mean range of tide being 2.8 feet. The principal interests concerned are centered at Chincoteague, which, with the island of the same name, has a population of about 3,500. The chief occupation is fishing and oystering. At present there is very little commerce over the bar, the business of the community being carried on through Franklin City, the terminus of the Delaware, Maryland & Virginia Railroad, about 5 miles distant from Chincoteague. The depth of water across the bay is generally about 5 feet. A freight and passenger boat plies between Chincoteague and Franklin City.

In connection with this subject Hon. W. A. Jones, M. C., appeared before the board on February 6, and referred particularly to the advantages of a harbor of refuge at this locality. On August 29 a committee of the board visited Chincoteague, inspected the waterway as far as the bar, and held a public hearing, which was attended by a number of representative citizens. It appears from statements made that much dissatisfaction is felt in regard to the treatment the community receives at the hands of the railroad company, which affords the only means of transportation at present. It was stated that the bay channel between Chincoteague and Franklin City frequently freezes over during severe winters; that a steamboat formerly owned and operated by the railroad company between Chincoteague and Franklin City kept the channel open; that recently, for economical reasons perhaps, the steamboat has been taken off and a barge line substituted; and that it is not now uncommon to have the dispatch of freight interfered with for several days at a time. While this has nothing to do directly with the improvement under contemplation, it was stated that such improvement would result in forcing the railroad to provide better facilities, as otherwise the commerce would go by water.

One of the arguments advanced in favor of the improvement was that a number of deep-draft vessels from the New England fishing fleet have recently come as far south as the inlet and have sought shelter there and would make this a regular port of call and ship some of their catch by rail from Franklin City if they could proceed with safety to Chincoteague. It was also stated that if the improvement were effected it would result in one of the regular lines of coastwise vessels, probably the Old Dominion or the Clyde Line, making this a regular point of call, which would be the means of holding the railroad in check. A very important point was brought out by one of the largest operators in the fish and oyster industry to the effect that those engaged in this business were heartily in favor of the improvement, provided that the work necessary to obtain the desired results would not interfere with the rise and fall of the tides in the bay above. If such would be the result, it was stated that the improvement would be opposed. No stress was laid at the hearing upon the necessity of the improvement as a harbor of refuge.

An examination of all the facts before it suggests the following to the board: This locality, like many others, suffers to some extent from discrimination by the railroads, and relief is sought at the hands of the United States in this case through the provision of a channel over the bar which will admit vessels of moderate draft in competition with the railroad. The cost of the proposed project for effecting this result is $688,752 -- a very large sum when compared with the tonnage involved. The work would be opposed if it would interfere with the present free flow of the tides. While this might not result, it is possible that it would to some degree. The plan proposed has been designed to produce a scouring effect within the anchorage under Fishing Point. It seems probable that this would result, but the effect of the work can not be definitely determined in advance of its construction. The commerce involved is not large, and it is not believed that it would materially increase. The principal advantage would be in making it possible to run a light-draft steamer line to Chincoteague in competition with the railroad. It does not appear that there would be sufficient business to support such a line.

In view of the foregoing, and having in mind the amount of commerce involved, the great cost of the work, the uncertainty of its physical effect, and the possibility of additional work becoming necessary to produce the desired results, the board is of opinion that the General Government would not be justified in undertaking this improvement.

In compliance with law, the board reports that there are no questions of terminal facilities, water power, or other related subjects that may be so coordinated with the proposed improvement as to render the work advisable in the interest of commerce and navigation.

For the board:

S. W. ROESSLER,
Colonel, Corps of Engineers,
Senior Member Present.

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PRELIMINARY EXAMINATION OF CHINCOTEAGUE INLET, VA.

ENGINEER OFFICE, UNITED STATES ARMY,
Wilmington, Del., December 31, 1909.

SIR : In accordance with your instructions of March 8, 1909, I have the honor to submit report of preliminary examination of Chincoteague Inlet, Va., with a view to obtaining a channel depth of 15 feet, as required by section 13 of the river and harbor act of March 3, 1909.

Investigation in connection with this work was made by Asst. Engineer Frank C. Warner, of this office, whose report is substantially as follows :

Chincoteague Inlet is situated in Accomac County, eastern shore of Virginia, about 60 miles south of the Delaware Breakwater Harbor.

To comply with the river and harbor act of March 3, 1879, Maj. W. P. Craighill was charged with an examination and survey of Chincoteague Inlet, but it was finally limited to an examination and survey across Chincoteague Bay from Chincoteague Island to Franklin City, on the mainland, report on which may be found at page 742, Annual Report of Chief of Engineers for 1880. This survey was made in November, 1879. Statistics for Chincoteague Island in 1880 are given as follows: 139 vessels, 1,462 tons; mercantile business, $60,000; exports, oysters, clams, etc., $120,000.

Under the river and harbor act of August 11, 1888, section 14, Maj. William F. Smith made a preliminary examination and survey of Chincoteague Inlet for purposes of a breakwater for protecting Assateague anchorage, or what is locally known as "Toms Bay," making a harbor of refuge, report on which may be found at page 980, Annual Report of Chief of Engineers for 1890. It developed during the survey that in addition to the breakwater a supplementary system of jetties would be desirable in order to turn a large portion of the discharge from Chincoteague Inlet into and through the anchorage. The estimated cost of the proposed works was $3,782,688. The project received the approval of Maj. William F. Smith, but nothing was done on it.

At the time of the survey (1889) the improvement of the inlet in connection with the harbor of refuge had an additional importance attached to it by reason of its being the southern terminus of the inland waterway from Lewes, Del., southward, work upon which had then been started, but has since been abandoned. In 1889 about 103 vessels of from 5 to 65 tons traded in and out of Chincoteague, and about 200 smaller fishing vessels. No commercial statistics were given.

The survey of 1889 shows the bar at a distance of 10,000 feet from the lower end of Chincoteague Island and 8,400 feet from the extreme end of Wallops Island, with a channel 11.7 feet deep for a width of 800 feet. Inside the bar the channel divided into two branches, one running to and around Chincoteague Island, with a depth of 10.8 to 13.5 feet, and the other running to and around the end of Wallops Island, where it divided into two channels, one running north and the other south, with depths throughout of from 12 to 20 feet. The width of the inlet between low-water lines on Chincoteague Island and Wallops Island was about 3,640 feet.

At the present time the Coast Survey chart shows the principal channel to be the Chincoteague Channel, running around the end and along the west side of Chincoteague Island, with the bar at a distance of about 12,000 feet from the lower end of Chincoteague Island and 10,200 feet from the extreme end of Wallops Island, with a depth of water on the bar of only 6 feet. The other channel has entirely disappeared from the end of Wallops Island to bar, Richardson Shoal having formed directly across the location of the bar channel at that time. Inside Wallops Island the channel, with branches to the north and south, remains with practically the same depth of water, and outside a small channel running in a southerly direction, called Gunboat Drain, has formed. The inlet between Chincoteague Island and Wallops Island is now about 4,200 feet wide between low-water lines. This additional width of 660 feet is on account of the cutting away on the west and south shores at the lower end of Chincoteague Island. The fish factory and wharf shown on map of survey of 1889 on the west bank, about 1,200 feet from the extreme point of Chincoteague Island, is now washed away. The north end of Wallops
Island remains practically the same. Since 1889 the bar has, therefore, moved
out about 2,000 feet from the lower end of Chincoteague Island and 1,800 feet from the end of Wallops Island, and the depth of water on the bar has decreased from 11.7 to 6 feet.

The depths of water in Chincoteague Channel, as shown on the latest Coast Survey chart, are as follows: From the landing on Chincoteague Island to near the lower end of the island, a length of about 18,000 feet, from 15 to 28 feet, except for three places where soundings of 13, 11, and 14 feet are shown; thence around the lower end of the island, turning at nearly right angles, for about 5,100 feet, from 11 to 14 feet; thence in a southeasterly direction in practically a straight line for about 7,200 feet, from 15 to 24 feet; and thence over the bar for a distance of about 2,400 feet, between 15-foot contours inside and outside, with a minimum depth of 6 feet. These depths were checked by soundings taken November 9, 1909, and were found to be practically correct. The channel widths for depths of 15 feet and over show from 100 to 600 feet.

The average number of vessels that use the adjacent Assateague anchorage during a year is given as: Steamers, 780; schooners, 2,052; sloops, 1,146; and barges, 324.

The mean rise and fall of the tide in Chincoteague Inlet, as given in Coast Survey charts, is 2.8 feet, with a maximum of 3.9 feet and lowest tide below mean low water of 0.7 feet. Mean high tide at Franklin City is given at 1.1 feet.

Chincoteague Island is about 8 1/2 miles long and varies in width from one-half to 1 3/4 miles. It has a scattered population of about 3,500, whose chief occupation is fishing and oystering. Part of the commerce is carried in vessels of such draft as can get over the bar at high tide, but the principal shipping point is Franklin City, on the mainland, about 5 miles across Chincoteague Bay, which is the southern terminus of the Delaware, Maryland & Virginia Railroad. Wharves have been constructed there, and in connection with the railroad a steamer carrying freight and passengers makes regular trips across the bay from Chincoteague Island. The average depth of water across the bay is about 5 feet, with a short bar near Chincoteague Island with only 4 feet upon it at ordinary low tide.

No public hearing was held, but most of the prominent business men in Chincoteague were interviewed and individual reports of commerce obtained, from which were tabulated the following totals of the annual commerce of Chincoteague Island:

Craft engaged in the above business are given by the Chincoteague Board of Trade as follows:

In report on examination and survey of Cat River, Va., by Maj. C. A. F. Flagler, Corps of Engineers, published in House Document No. 957, first session, Sixtieth Congress, dated June 12, 1907, the annual commerce through Cat River to northern and southern markets was given as $1,015,100. Part of this goes
via Chincoteague Island and is included in the above estimate, but probably a much greater portion is shipped from Franklin City and Wisharts Point. With better shipping facilities by water to northern and southern markets direct from Chincoteague Island, the bulk of this commerce from the bays and mainland would concentrate there, as commerce is carried so cheaply by small boats in the shallow waters of the bays. The benefit of a deeper channel would therefore be not only to Chincoteague Island, but to the whole surrounding country. Messrs. K. J. and William C. Bunting, of Chincoteague Island, state that they formerly owned and operated three fish factories and a number of steamers in which they had $30,000 invested, but had been compelled to abandon the business "because of lack of water on the bar." They also state, "We stand ready to reestablish a factory of as great or greater proportions as soon as we can get sufficient water on the bar." The Chincoteague Board of Trade estimates that local commerce would increase threefold with the deepening of the channel to 15 feet.

The postmaster at Chincoteague Island reports annual receipts from stamped paper of $3,000, and from money orders, $5,000. Mail delivery is by rural free delivery covering the whole island. Mail and passengers are carried by two gasoline boats running to Franklin City and Wisharts Point on the mainland. Passenger traffic to and from Chincoteague Island is reported to be 12,000 or more annually.

Terminal facilities: There are no wharves owned by the public, nor are there any terminal facilities held by individuals or corporations which are extended to all on equal terms. All wharves are of private ownership and the usual charge is $1 per day for boats using same. The Delaware, Maryland & Virginia Railroad Co. holds lease of one wharf of private ownership which is used exclusively by the railroad. There are no port charges of any kind, and compulsory pilotage is not in force. The board of trade states: "We have sufficient water fronts available that can be secured upon liberal terms either purchased or leased by public or individuals." The contour of the water front is favorable, and, I am informed, the conditions of the bottom are such that wharves can be constructed at a moderate cost. The depth and width of the harbor, so far as can be determined without a detailed survey, is ample for the requirements of a 15-foot channel of entrance. There are no sources of water power that can be utilized or developed nor other correlated subjects that can properly be considered with this improvement and included in this report.

From a study of the Coast Survey chart, the present natural channel (Chincoteague Channel) appears to be the only one favorable for improvement, as it is a natural channel under present conditions and opens directly into Assateague anchorage where the channel entrance would be sheltered. This important anchorage could probably also be greatly improved and developed in connection with the deepening of the channel by proper control and direction of the currents from the inlet. Regulating works and probably some dredging will be required to obtain a channel of 15 feet depth. The great distance of the bar from the mainland will make the construction and maintenance of regulating works difficult and costly on account of the shoals changing with every storm and on account of the direct exposure to storms from the ocean. Another possible route might be considered in directing Chincoteague Channel in a southerly direction from the lower end of Chincoteague Island across the shoals to deep water through Gunboat Drain. While this would be a little shorter and more direct route to deep water and would probably require less costly regulating works, it is not now and never has been a natural outlet for Chincoteague Channel, would not be so safe for entrance during storms, and would not be as convenient to the adjacent Assateague anchorage.

Considering the great changes that have taken place in this inlet since the last previous survey (1889), no intelligent project or estimate for this work can be prepared without another detailed survey and current observations. General conditions, however, indicate a large cost for works necessary to produce and maintain a 15-foot channel in proportion to the present and prospective commerce. It is estimated that a detailed survey will cost $1,000.

All persons interested in the contemplated improvement who could be found have been communicated with and many have furnished information utilized in the report. I append hereto the essential extracts from several letters received on the subject.

While it is not possible to secure complete commercial statistics from all the localities that would be advantageously affected by the improvement contemplated, these would include a great number of small settlements and a large extent of territory now undeveloped, principally through lack of transportation facilities -- situated on or near the extensive system of shallow estuaries tributary to Chincoteague Inlet, as shown on Coast and Geodetic Survey Charts 128 and 129. The Geological Survey has issued topographical quadrangle sheets of this territory (Snow Hill, Pittsville, and Ocean City), which may be consulted as typical, but covering only the ground to the north of the inlet and that best provided with railroad facilities.

Transshipment at Chincoteague from the small craft that could use these would, of course, be necessary, but the expenses thereof would not be such as to prevent an extensive addition to the industries of the territory. Complaint at the present time as to treatment by the railroad in matter of accommodation and rates is quite frequent.

I believe the commercial interests and physical conditions warrant such improvement as would give a 15-foot channel, provided it is not unreasonably expensive. I do not believe present or prospective commercial interests are sufficient to justify any such expense as would be entailed by the construction of jetties or any similar controlling works, since the lack of local supplies of stone would make these tremendously expensive. I do not believe any detailed survey is needed to permit the preparation of a general estimate, such as I submitted on Absecon Inlet on October 25 last, and I do not believe that, with the constantly changing conditions at this point, the result of such a survey would be of any particular use by the time the work could be authorized and inaugurated. I do not believe anything except actual experience at this particular locality could determine with any degree of definite accuracy how rapidly dredged channels would shoal and what the expense of maintenance would be.

The general conditions can be learned from the Coast and Geodetic Survey charts, the latest of which -- very recently issued -- give the results of a 1908 survey, which, I am informed, covered only the topography and none of the hydrography, which is shown as determined by the last previous survey, except where actually covered by the latest topographic work. I also attach a tracing (not printed) of a plate which recently appeared in the National Geographic Magazine in an article by Mr. G. R. Putnam, of the Coast and Geodetic Survey, showing the advance toward the inlet of the lower end of Assateague Island, immediately outside of and above the inlet, during the last 60 years; intermediate surveys show this as an uninterrupted progressive movement. The sand movement shown would account for the shoaling of the main inlet channel and also for the opening of the Gunboat Drain, which, as an index of present and recent tendencies, would seem to favor the location of an artificial dredged channel on its line, leaving the remnants of the old channel and its approaches as a large reservoir, to be filled by the shifting sands before they would encroach on the work of improvement, giving a much straighter, and therefore more advantageous (and more cheaply marked), channel to the wharves, and having a direction to permit its easiest entrance during the southerly storms when the Assateague anchorage affords the least protection. (It seems ques-
tionable whether Assateague anchorage will remain for many years available for its present uses.) Protective groins on the northern end of Wallops Island would seem desirable if such a plan were adopted.

I would be prepared to submit a general estimate for tentative work on the above lines, which I recommend, and which is all I recommend, for an allotment of $80 to cover the expenses of its preparation. If a complete survey, with plans of training works, etc., be directed, I request the allotment for the work thereof of $1,250, which I believe the least amount that the survey could be accomplished for. As stated above, the work itself would have to be undertaken, at least in a tentative way, before a definite estimate could be given, and such I recommend as justified.

Since the above report was prepared, it is learned that the business interests in the town of Chincoteague have inaugurated steps looking to the establishment of a public wharf, but the plan is still too indefinite to give details. As the interests that would be benefited are so widespread and, individually, so small, it does not seem that any equitable arrangement for local cooperation in the improvement could be devised.

Very respectfully, your obedient servant,

L. H. RAND,
Captain, Corps of Engineers.

THE CHIEF OF ENGINEERS, United States Army
(Through the Division Engineer).

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[First indorsement.]

UNITED STATES ENGINEER OFFICE,
EASTERN DIVISION,
New York City, January 7, 1910.

Respectfully forwarded to the Chief of Engineers, United States Army, recommending an allotment of $80 for the purpose of preparing a general estimate for tentative work on the lines suggested by the district officer and as recommended by him.

WM. T. ROSSELL,
Colonel, Corps of Engineers,
Division Engineer.

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[Third indorsement.]

BOARD OF ENGINEERS FOR RIVERS AND HARBORS,
Washington, D. C., January 25, 1910.

Respectfully returned to the Chief of Engineers, United States Army.

Having reviewed the within report of the district officer on a preliminary examination of Chincoteague Inlet, the board concurs with him and with the division engineer in recommending an allotment of $80 to cover the expense of preparing a tentative project for the improvement of this locality on the lines indicated within.

For the board:

W. E. CRAIGHILL,
Lieut. Col., Corps of Engineers,
Senior Member Present.

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[Fourth indorsement.]

WAR DEPARTMENT,
OFFICE OF THE CHIEF OF ENGINEERS,
Washington, January 28, 1910.

Respectfully submitted to the Secretary of War.

This is a report on preliminary examination of Chincoteague Inlet, Va., authorized by the river and harbor act of March 3, 1909.

Inviting attention to the report of the Board of Engineers for Rivers and Harbors in the preceding indorsement, I recommend that preparation of a plan and estimate of cost of improvement of the locality, as proposed, be authorized.

W. L. MARSHALL,
Chief of Engineers, U. S. Army.

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[Fifth indorsement.]

WAR DEPARTMENT, January 31, 1910.
Approved as recommended by the Chief of Engineers.
ROBERT SHAW OLIVER,
Assistant Secretary of War.

LETTER OF MR. D. H. LEWIS, OF CHINCOTEAGUE, VA.

In reply to yours of recent date in reference to Chincoteague Inlet, will say it would, of course, be beneficial commercially to the town of Chincoteague to have the inlet and river leading thereto made deeper. The town of Chincoteague is at terminus of the Pennsylvania Railroad, of the Philadelphia, Baltimore & Washington branch, and we are charged oppressive freight rates, as there is no opposition. Steamboat companies have at times attempted to run a line of steamers here, but owing to the lack of water in Chincoteague Inlet have had to abandon the enterprise, There is here an immense oyster industry, lumber mills, etc., and the town being only 2 3/4 miles from the Inlet and like all other seaports, there is no telling what results a deep channel way would bring.

At the outer entrance of the inlet is one of the best and safest natural harbors along the Atlantic coast, known to all coasting captains, and from such a harbor (which is constantly filled with all kinds of vessels) a deeper waterway to the town of Chincoteague would be beneficial to the needs of many vessels seeking refuge and repair.

Adjacent to Chincoteague Inlet are Franklin City and Wisharts Point, shipping points of the mainland which have back of them a productive country, and which would be benefited by better shipping facilities, this being now the greatest burden the farmers have. Surely, if the inlet and river were made deeper this would be a very desirable place for much Government business in reference to naval work.

I trust you will find it favorable for further investigation.

D. H. LEWIS.

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LETTER OF MR. R. L. MARSHALL, OF CHINCOTEAGUE, VA.

First, it would permit larger vessels and steamers to come in our waters and would no doubt be the means of establishing at some future time, freight transportation from here to northern markets for our products, besides enabling us to establish factories and industries giving employment to a great many who are not fitted in many ways for such industries as we now have.

We have good waters for large vessels and steamers in our harbor, but they can not reach here on account of shallow water on what is known as Chincoteague Bar; with this deepened we could go out after business that would bring this larger class of vessels to our port.

We have a town here of about 4,000 people, with some 50 stores, dealing and handling various kinds of merchandise, besides some 50 or 60 handling sea foods.

R. L. MARSHALL.

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LETTER OF MESSRS. K. J. AND WILLIAM C. BUNTING, OF CHINCOTEAGUE, VA.

We desire to make you the following statement of the volume of business which we were compelled to abandon on account of the shoaling of the depth of water on our bar. We had invested in fish factory and steamer, $30,000. We shipped about 1,000 barrels of fish oil a year. We handled and shipped about 3,000 tons of fertilizer a year, and could have handled more than double if we had the depth of water on bar. Our factory was only one of three of like capacity located here and now abandoned because of lack of water on the bar. We employed 40 men, and our wage scale would amount to $5,000 every season of seven months. We stand ready to reestablish a factory of as great or greater proportions as soon as we can get sufficient water on the bar.

K. J. AND WILLIAM C. BUNTING

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LETTER OF THE CHINCOTEAGUE MARINE RAILWAY, OF CHINCOTEAGUE, VA.

Referring to the movement now on foot to have Congress deepen Chincoteague Bar to a depth of 15 feet or more, would say that as builders and repairers of vessels for the coast trade can certainly appreciate the extreme necessity of an improvement of this character. We have steam marine railways that will accommodate vessels of 250 tons capacity, and at this writing we think we are safe in stating that it would be a difficult problem for a vessel of 125 tons capacity to enter our harbor with any degree of safety.

You, we presume, can appreciate the necessity of such a depth of water both to the shipbuilding trade now here and others that would soon locate should this matter be carried out successfully. Its advantages to the vessel trade would be valuable also. We have had occasion to send our men on small boats out in the Atlantic Ocean to repair disabled crafts at a great deal of risk and inconvenience. These vessels would have been very glad to have been able to get to our railways, but owing to the little water on Chincoteague Bar it was a matter of impossibility.

Assuring you of our great desire to have this bar deepened, we are,

CHINCOTEAGUE MARINE RY.,
W. N. CONANT, Secretary.

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LETTER OF THE CHINCOTEAGUE BOARD OF TRADE, OF CHINCOTEAGUE, VA.

If the inlet is deepened to 15 feet or more and steamboat lines established from important ports to Chincoteague, the prospect is that the local commerce will be increased at least threefold, besides the business that probably will come to Chincoteague from the mainland and Chincoteague and Sinepuxent Bays will amount to $1,500,000 more annually, a large part of it passing through Chincoteague Inlet.

An important item is the trade which would be gained from hundreds of coastwise vessels which annually shelter in Toms Cove from storms and winds, many of which would shelter in Chincoteague Harbor should the inlet afford water enough for them to come in.

Chincoteague Harbor, situated as it is about equally distant between the Delaware Bay and the Chesapeake Bay, makes it a most important harbor of refuge for coastwise and other vessels. With the consummation of the desired improvement at Chincoteague Inlet there is a strong probability of Chincoteague becoming an important trade center with coastwise vessels which are now unable to enter our harbor because of the shallow water at the inlet.

With the foregoing facts as given, present and prospective, in our opinion it would seem highly justifiable that we should receive the necessary appropriation for deepening the water from Chincoteague Harbor to the Atlantic Ocean.

CHINCOTEAGUE BOARD OF TRADE,
W. M. BURWELL, Secretary.

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LETTER OF BOARD OF TRADE AND BUSINESS MEN'S ASSOCIATION, OF NORFOLK, VA.

The city of Norfolk is making vigorous efforts to enlarge trade relations with all of that section which rightfully belongs to Norfolk, and I am very pleased to receive your communication at this time. The initial step to be taken in entering new territory is, unquestionably, improved transportation conditions. This I believe can be brought about by the establishment of a steamer line from Chincoteague to Norfolk.

Upon investigation I find that you have shallow water at the entrance to your port, which practically forbids the entrance of a steamer such as would be required in outside trade.

I am interested to know of the success with which you meet in your efforts to have your channel deepened. Fifteen feet would, I presume, be a sufficient depth for the time being, but it seems to me that a port such as yours, midway between the Virginia and Delaware Capes, should have at least 20 feet.

It is a self-evident fact that we can not hope for any trade relations until water facilities are such as to enable a vessel of sufficient depth to touch both ports. Therefore keep me advised of your progress, and at the proper time you may expect the Norfolk Board of Trade to do everything in its power to assist in the establishment of the necessary steamer line.

JOS. A. HALL, Secretary.

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PLAN AND ESTIMATE OF COST OF IMPROVEMENT OF CHINCOTEAGUE INLET, VA.

ENGINEER OFFICE, UNITED STATES ARMY,
Wilmington, Del., July 6, 1910.

SIR: I have the honor to submit the following tentative project for the improvement of Chincoteague Inlet, Va., in compliance with Engineer Department letter dated February 3, 1910.

A description and history of this inlet are contained in the report of Capt. L. H. Rand, Corps of Engineers, dated December 31, 1909. Since the submission of that report conditions have remained substantially as stated, except that a new development in the commerce of the port of Chincoteague has begun. A number of vessels of the New England fishing fleet have pushed south this year to the coast of Virginia, in order to meet the migrating mackerel as early as possible, and these vessels have been so successful that their crews predict a great increase in this industry in the next and subsequent years. The secretary of Chincoteague Board of Trade has informed me that the increase amounts to 35 vessels during the past season and that the fishing industry next season is expected to be three or four times that of its present volume. This industry is dependent upon the harbor of refuge formed by Fishing Point for security, and upon the inlet for a means of shipping the catch.

It is therefore necessary to consider the improvement of the inlet with careful reference to the probable effect upon the harbor of refuge.

Sheet A herewith (not printed) shows the present condition of the harbor and inlet and the relation thereto of the project prepared in 1889 by Mr. A. Stierle, assistant engineer, given in House Executive Document No. 207, Fifty-first Congress, first session. This project was an excellent one, but too costly to be carried out. It provided for the training of the ebb in the inlet so as to maintain a practicable channel over the bar, for the discharge of this ebb through the anchorage so as to maintain a proper depth therein, and for excluding
the heavy seas from the southeast and south. These results were to be attained by means of three breakwaters placed as shown.

Since the date of this project Fishing Point has progressed in a southwesterly direction, curving gradually toward the west and later toward the northwest, as shown. It has thus naturally performed the duty of the proposed eastern breakwater and partially that of the middle breakwater. Vessels now lie in the anchorage secure from all storms. It will be noticed, however, that what should be the safest part of the anchorage, that portion lying well within the hook, is shoal, and that only a portion of the anchorage is really safe from storms from the south.

It has been suggested that the inlet may be improved by developing Gunboat Drain, which is the channel at Gunboat Point on Wallops Island. This is believed to be inadvisable, for the reason that anything which tends to draw the ebb away from the anchorage will increase the shoal inside the hook and destroy the anchorage, and a channel in Gunboat Drain will be difficult or impracticable during southerly storms for vessels in the anchorage needing to run inside the inlet.

In my opinion, improvement of the inlet by dredging alone is perhaps practicable, provided dredging be continuous, but is not recommended because it will not improve the anchorage, protect Fishing Point, nor provide the sheltered channel across the bar which is demanded by the class of vessels using the inlet.

It is believed that the original project was correct in principle and that present conditions lend themselves to its construction at a cost very much less than the original estimates. The essential requirements call for a safe anchorage and a protected inlet. It is therefore recommended that this project be modified as follows:

Omit the eastern and middle breakwaters and construct the straight portion of the western breakwater or jetty in a slightly different position, as shown on sheet B herewith (not printed), so as to save material and direct the littoral current from the south into the anchorage. This current and the ebb from the inlet should scour out the shoal in the anchorage and increase the area and depth, especially where the safest part of the anchorage should be found.

Without an accurate survey it is not practicable to locate this jetty exactly; but it is believed that by building it progressively from the shore outward the contraction of the channel in the inlet can be so adjusted as to secure the desired depth of 15 feet. The exact location should be determined by a survey just before construction. The channel obtained in this way will be accessible to vessels passing between the anchorage and the port, sheltering them from the sea and giving them fair wind for running in during a southerly storm.

Directing the currents into the anchorage, while necessary to improve and maintain it, will endanger to some extent the stability of Fishing Point. From the general appearance of the curve along which this point has been growing it seems reasonable to conclude that the growth is nearing its limit and that the danger exists of a break through the point producing an island which will probably gradually wash away, leaving a shoal until the point can again grow out from the shore of Assateague Island. In connection with the proposed jetty it is therefore recommended that Fishing Point be
protected against erosion by means of spur jetties or other shore protection, placed as may be determined by a survey to be made just before construction.

It is estimated that $55,000 will construct the necessary shore protection (5,500 feet of pile, brush, and stone dike, at $10), and it is recommended that this sum be appropriated at the outset, if the work of improvement be authorized.

The lightest jetty that is considered safe to use under the existing conditions is 10 feet wide at the top, 5 feet above mean high water, with slopes of 1 on 1. This section is made possible by the slight depth of the water, which will cause the heaviest seas to break before reaching the jetty. At $2.50 per ton the cost of the jetty will be $633,752.

It is recommended that $300,000 be appropriated at the outset, if work is authorized. This will construct about one-half of the jetty, or sufficient to close Gunboat Drain and direct the entire ebb across the bar, at the same time affording considerable protection to the inlet.

The expense of the work recommended is more than the commerce of the port will justify, but it is much less than the value of the anchorage as a harbor of refuge on the dangerous coast between Cape Charles and the Delaware Breakwater.

Very respectfully, your obedient servant,

R. R. RAYMOND,
Major, Corps of Engineers.

The CHIEF OF ENGINEERS, United States Army
(Through the Division Engineer).

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[First indorsement.]

UNITED STATES ENGINEER OFFICE, EASTERN DIVISION,
New York City, July 9, 1910.

Respectfully forwarded to the Chief of Engineers, United States
Army.

In my opinion the cost of this work, as estimated by the district officer, viz, $688,752, is too great to justify the improvement. I therefore am of the opinion that Chincoteague Inlet is unworthy of improvement by the General Government.

WM. T. ROSSELL,
Colonel, Corps of Engineers,
Division Engineer.

[For report of the Board of Engineers for Rivers and Harbors on plan and estimate of cost of improvement see p. 2.]