OYSTER HARBOR, VIRGINIA.

SIR: I have the honor to transmit herewith a letter from the Chief of Engineers, United States Army, dated December 1 instant, together with copy of a report from Col. Jared A. Smith, Corps of Engineers
, dated August 22, 1902, of a preliminary examination of Oyster Harbor
, Virginia, made by him in compliance with the provisions of the river and harbor act of June 13, 1902.

Very respectfully,

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>WAR DEPARTMENT,
OFFICE OF THE CHIEF OF ENGINEERS, Washington, December 1, 1903.

SIR: I have the honor to submit herewith a report, dated August 22, 1902, by Col. Jared A. Smith, Corps of Engineers (now brigadier-general U. S. Army, retired), on preliminary examination of Oyster Harbor, Virginia, ordered by the river and harbor act of June 13, 1902. The object of the improvement desired appears to be the cutting of a channel across the flats from the village of Oyster on the eastern shore of the peninsula of Virginia to the Thoroughfare
, so-called, connecting with "Sand Shoal Channel
," which extends to the ocean south of Cobb Island
, to provide easier communication with the land for making shipments and to obtain supplies; this, Colonel Smith states, would be in the nature of cutting a channel from deep water to shore to save the people who are directly interested the cost of building a wharf, causeway, or canal, from shore to deep water. He does not consider the improvement desired to be of such a nature as to justify a recommendation that it be undertaken and maintained at the expense of the United States.

The Board of Engineers for Rivers and Harbors
, which has reviewed this report in pursuance of the provisions of sections 3 and 14 of the above-mentioned act, expresses the opinion in its report of January 6, 1903, that it is not desirable that the United States should undertake this improvement, and in this opinion I concur.

Very respectfully, your obedient servant,

G. L. GILLESPIE,
Brig. Gen., Chief of Engineers, U. S. Army.

Hon. ELIHU ROOT, Secretary of War.

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PRELIMINARY EXAMINATION OF OYSTER HARBOR, VIRGINIA.
ENGINEER OFFICE, UNITED STATES ARMY,
Wilmington, Del., August 22, 1902.

GENERAL: In compliance with instructions in Department letter dated June 23, 1902, assigning to me the duty of making preliminary examinations in certain localities as required by the river and harbor act of June 13, 1902, I have the honor to submit the following report of a preliminary examination of Oyster Harbor, Virginia:

Some difficulty was experienced in locating the harbor for which the examination is required, because no body of water could be found designated as "Oyster Harbor" upon any chart.

Upon a postal route map, the post-office of "Oyster" was found to be upon the eastern shore of the peninsula, about 11 1/2 miles north of the light-house at Cape Charles, and somewhat north of east from Cape Charles City, the terminal of the New York, Philadelphia and Norfolk Railroad
, on Chesapeake Bay. It was inferred that the waters adjacent to Oyster would naturally be Oyster Harbor, and upon inquiring of the people of Oyster they did "not deny in regard to the same what that name might imply."

Under my direction Mr. C. A. Miner, assistant engineer, made an examination of the location and conditions early in August. His report, to which attention is invited, is appended hereto.

A good chart on which to observe the general features of the situation is No. 376, Delaware and Chesapeake bays, published by the Coast and Geodetic Survey.

The portion of the peninsula in Virginia, nearly 70 miles long, will hardly average 8 miles in width of fast land. Between Oyster and Cape Charles City the width is about 6 miles. The width is, however, nearly doubled by including the outlying islands, marshes, and shallow bays.

A channel known as "Sand Shoal channel" extends from the Atlantic Ocean, south of Cobb Island, across the intermediate bay and marsh to the very shallow water between the marsh and shore, and from this channel are branches to the northward and southward, known as the Thoroughfare. The Thoroughfare makes a fine harbor for boats engaged in obtaining oysters, clams, and fish.

The improvement desired is a channel across the flats from the small settlement to the Thoroughfare, to result in easier communication with the land for making shipments and to obtain supplies. The length of such a cut would be about two-thirds of a mile, and it would effect essentially the same result as a wharf built from land out to the channel. It would therefore be of the nature of cutting a channel from deep water to shore to save the people who are directly interested the cost of building a wharf, causeway, or canal from shore to deep water.

While this would doubtless result in a benefit to the small community, yet it is not apparent how it can affect the general commerce of the country, or even a limited section of it, to a sufficient extent to return a dividend on the probable cost of twelve to fifteen thousand dollars in addition to maintenance.

I do not consider the improvement desired to be of such a nature as to justify a recommendation that it be undertaken and maintained at the expense of the United States.

Very respectfully, your obedient servant,

JARED A. SMITH,
Colonel, Corps of Engineers.

Brig. Gen. G. L. GILLESPIE,
Chief of Engineers, U. S. A.

[First indorsement.]

OFFICE CHIEF OF ENGINEERS, U. S. ARMY,

August 28, 1902.

Respectfully referred to the Board of Engineers for Rivers and Harbors constituted by Special Orders, No. 24, Headquarters, Corps of Engineers, current series, for consideration and recommendation, as required by section 3 of the act of June 13, 1902.

A. MACKENZIE,
Acting Chief of Engineers.

[Second indorsement.]

BOARD OF ENGINEERS FOR RIVERS AND HARBORS,
Washington, D. C., January, 6, 1903.

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

The Board of Engineers for Rivers and Harbors has considered the within report of Colonel Smith on the preliminary examination of Oyster Harbor, Virginia, the report of the assistant engineer, and statements submitted by interested parties.

The commerce involved is small and local in its character, and the improvement desired would not advance the interests of general commerce. It appears, as stated by Colonel Smith, that the improvement desired would be of the nature of cutting a channel from deep water to the shore to save those interested the cost of a wharf or canal from shore to deep water. The Board is therefore constrained to believe that it is not desirable that the United States should commence this improvement.

For the Board:

H. F. HODGES,
Major, Corps of Engineers, Senior Member Present.

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REPORT OF MR. C. A. MINER, ASSISTANT ENGINEER.
WILMINGTON, DEL., August 18, 1902.

COLONEL: I made an examination of Oyster Harbor, Virginia, August 7, and have the honor to submit the following report of same:

Two and one-half miles east from Cheriton
, the first station on the New York, Philadelphia and Norfolk Railroad, northerly from Cape Charles City, Va., is the new post-office and town of Oyster. It is at the edge of the salt marsh which, with the numerous inlets and bays, forms a separation 8 miles wide of the fast land from the Atlantic Ocean. About two-thirds of a mile east from the town is a channel 15 to 18 feet deep and 300 to 400 feet wide, extending in a north and south direction, known as the Thoroughfare. One mile north from this point the south and north branches of the Thoroughfare unite and form a wide and deep channel, flowing eastward and emptying into the Atlantic Ocean between Cobb Island and Wreck Island
. This is known as Sand Shoal channel. The south branch of the Thoroughfare and the shallow bays adjoining it in the vicinity of the town of Oyster have lately become locally known as Oyster Harbor. It makes a splendid harbor for boats engaged in the oyster, clam, and fish industry, and is used by several hundred boats of this kind during the oyster season. They lie in this harbor over Sundays, because it is one of the nearest and most convenient approaches to fast land were they can obtain water and provisions.

There is but one store in the town of Oyster and 20 to 25 houses. This store is said to be kept busy all night Saturdays and all of Sundays during the oyster season, supplying the oystermen. From the Thoroughfare to the store the approach can be made through a shallow inlet with a skiff except at low tide, when this runs dry at the upper end.

What the interested parties want and have asked for is the dredging of a canal from deep water in the Thoroughfare to a point near the store 6 feet deep and 50 to 60 feet wide, the length being approximately two-thirds mile. The interests that would be benefited by the improvement are the following:

(a) The oyster and fish industry. -- Besides the convenience to a large number of fishermen provisioning weekly, it is claimed that with such a canal this would become an important point for the shipment of clams and fish. Clams are now shipped via Oyster and the nearest railroad station (Cheriton) at the rate of about two carloads per week in partial car lots, notwithstanding that they must all be lightered to reach shore. The improvement would doubtless result in increasing the shipment of clams from this point. It is claimed also that oyster-canning factories will be established as soon as this improvement is assured which is doubtless correct.

(b) Private interests. -- Messrs. W. T. Travis and J. B. Williams, through whose influence, I am informed, an examination was ordered by Congress, own the land at Oyster and also farms in the vicinity. It is claimed that with this improvement assured they would be enabled to sell some hundreds of building lots to oysterfishermen and others who would make this their home. Mr. W. T. Travis also owns and manages the store, and at present has a monopoly on trade at this point.

(c) Sportsmen's interests. -- During the autumn and winter season hundreds of sportsmen visit this point, attracted by the fishing and shooting, and they seek convenient means of reaching water. The one hotel in the town, built in connection with the store by W. T. Travis, is frequently taxed to full capacity to accommodate sportsmen.

To carry out the desired improvement would doubtless result in great convenience to the oystermen in those waters, and, in so far as it would assist in more easily and cheaply getting clams to market, would be a financial benefit. The oystermen and fishermen desire the improvement, also the farmers in the vicinity, who would be enabled to supply the oystermen with much produce. But the large share of benefits resulting from such improvement would be enjoyed by one or two private individuals. The improvement would doubtless result in making the town of Oyster an important fishing village.

The cost of the improvement can not be ascertained without a survey, but would probably be $12,000 to $15;000.

Very respectfully, your obedient servant,

C. A. MINER,
Assistant Engineer.

Col. JARED A. SMITH Corps of Engineers, U. S. A.