WITH A LETTER FROM THE CHIEF OF ENGINEERS, REPORTS ON PRELIMINARY EXAMINATION AND SURVEY OF APPOMATTOX RIVER, VA., UP TO PETERSBURG.

JANUARY 15, 1926.-Referred to the Committee on Rivers and Harbors and ordered to be printed

WAR DEPARTMENT, Washington, January 9, 1926.

The SPEAKER OF THE HOUSE OF REPRESENTATIVES.

MY DEAR MR. SPEAKER: I am transmitting herewith a letter from the Chief of Engineers, United States Army, of the 7th instant, together with reports dated December 26, 1922, by Maj. D. D. Pullen, Corps of Engineers, and May 6, 1925, by Lieut. Col. F. A. Pope, Corps of Engineers, on preliminary examination and survey, respectively, of Appomattox River, Va., up to Petersburg, authorized by the river and harbor act approved September 22, 1922.

Sincerely yours,

Subject: Preliminary examination and survey of Appomattox River, Va.

To the Secretary of War:

1. There are submitted herewith, for transmission to Congress, reports dated December 26, 1922, by Maj. D. D. Pullen, Corps of Engineers, and May 6, 1925, by Lieut. Col. F. A. Pope, Corps of

Engineers, on preliminary examination and survey, respectively, of Appomattox River, Va., up to Petersburg, authorized by the river and harbor act approved September 22, 1922.

2. The Appomattox River is a tributary of the James River, which it enters about 32 miles below Richmond. The city of Petersburg is 11 miles above the mouth. The United States has provided a channel 80 feet wide and 12 feet deep at ordinary high water from a point about 31⁄2 miles from the James River to Petersburg, and has diverted the main river to prevent deposit of its burden of silt in Petersburg harbor. Mean range of tide is 2.9 feet. A channel is now desired 12 feet deep at mean low water and 100 feet wide between Petersburg and the James River.

3. The commerce for 1923 was 252,000 tons, and for 1924 was 209,000 tons. The decrease in traffic in the latter year was caused largely by a reduction in shipments of sand and gravel, which constitute the major part of the annual business. Materials other than sand and gravel consist of 18,000 to 20,000 tons, mostly package freight, and 6,000 tons of fertilizer materials and lumber. Petersburg, with a population of about 35,000, is an industrial city of considerable importance. It has more than 70 manufacturing establishments, the principal ones producing cigarettes and plug and smoking tobacco. It is also a consuming and distributing point for agricultural products, notably peanuts, cotton, and tobacco.

4. From a survey made by local interests of the 1923 rail traffic, it is possible to segregate the origin and destination of 131,000 tons thereof, as follows:

Origin or destination

Tonnage

39, 500

14, 000

66, 500

11, 000

131, 000

Based upon this information and upon existing rail and water rates, the district engineer estimates that upward of 100,000 tons of this traffic could be moved by water at an annual saving approaching $180,000. The existing river commerce would also benefit by a deeper channel, through a reduction of delays now experienced while waiting for favorable tides, etc.

5. The existing project provides for a mean low-water depth of only 81⁄2 feet, which is sometimes reduced by as much as 2 feet by westerly winds. The maximum loaded draft of the steamboats now operating on the river is 9 feet and of barges 104 feet. The district engineer points out that the present depth is manifestly too limited for handling commerce in vessels of this draft with economy, and that the introduction of additional carriers and the growth of business could not be expected under such conditions. From information. presented by local interests, it appears that greater depth of channel would result in a saving of 20 to 30 per cent in the cost of moving bulk commodities in barges. The steamboat rate is already 121⁄2 per cent under rail rates and might be made still lower. The present barge movement of sand and gravel is, in the opinion of the district engineer, likely to decrease.

6. The cost of providing channels 10 feet deep at mean low water and 80 feet wide, and 12 feet deep and 100 feet wide, is estimated at

$91,000 and $287,000, respectively, with annual maintenance of $6,500 and $7,500. The district engineer believes that a 12-foot channel is necessary for full development of the possible commerce. He computes the annual carrying charges, including maintenance and interest on the first cost, at $19,000, which is a small percentage of the estimated savings. If only about 10 per cent of the estimated traffic were diverted from rail to water, the resultant savings would equal the annual charges. The district engineer therefore recommends adoption of a 12-foot project. He believes that local interests should be required to take measures to prevent material from Lieutenant Run and Poes Creek entering Appomattox River, or alternatively should be required to maintain the channel in that vicinity.

7. The division engineer concurs with the district engineer, except that he believes that the United States should assume all channel maintenance. He recommends that the locality provide necessary spoil-disposal areas adjacent to the channel.

8. These reports have been referred, as required by law, to the Board of Engineers for Rivers and Harbors, and attention is invited to its report herewith. The board concurs with the district and division engineers in the opinion that further improvement is justified, but believes that a channel 10 feet deep at mean low water would provide adequately for the present needs.

9. After due consideration of the above-mentioned reports, I concur in the views of the Board of Engineers for Rivers and Harbors. The channel provided by the existing project has resulted in a commerce of considerable magnitude. It is manifest that there exists an active demand for water transportation. With deeper water it is probable that there would be a marked increase in the movement of high and medium grade material. The total tonnage might not increase greatly, as the sand and gravel movement appears to be decreasing, but the greater unit value would result in correspondingly greater savings in transportation costs. Most of the carriers now used could, under ordinary conditions, operate at any stage of the tide were a channel depth of 10 feet at mean low water provided. The comparatively few deeper draft carriers might have to "work the tides," but the delay involved would be inconsiderable, and the additional cost of a 12-foot channel is out of proportion to the resulting limited benefits. to these larger carriers. I therefore report that modification of the existing project for the improvement of Appomattox River, Va., up to Petersburg is deemed advisable to the extent of providing for a channel 10 feet deep at mean low water and 80 feet wide, with a turning basin at the upper end, along the general lines proposed by the district engineer, at an estimated cost of $91,000, with $6,500 annually for maintenance, subject to the provision that local interests. shall furnish, without cost to the United States, suitable spoil disposal areas. The entire amount of the estimated first cost should be made available in the initial appropriation.

Very truly yours,

H. TAYLOR,

Major General, Chief of Engineers.

REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS

SYLLABUS

The Board of Engineers for Rivers and Harbors recommends modification of the existing project so as to provide for a channel 10 feet deep at mean low water and 80 feet wide up to Petersburg, with a turning basin at the upper end, at an estimated cost of $91,000, with $6,500 annually for maintenance.

[Third indorsement]

THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS,

Washington, D. C., May 28, 1925.

To the CHIEF OF ENGINEERS, UNITED STATES ARMY:

1. The following is in review of the reports on preliminary examination and survey of Appomattox River, Va., up to Petersburg, authorized by the river and harbor act approved September 22, 1922.

2. The Appomattox River flows 137 miles in a northeasterly direction, and enters the James River near City Point, about 32 miles below Richmond, Va., and 70 miles from Hampton Roads. It is under improvement by the United States under a project providing for a channel 80 feet wide and 12 feet deep at ordinary high water between Petersburg and Point of Rocks, 31⁄2 miles above the mouth; for diversion of the silt-bearing waters of the river at Petersburg into an old channel, rejoining the main channel 21⁄2 miles below; and for auxiliary works. Below Point of Rocks there is a naturaĺ channel with a controlling depth of 11 feet at mean low water. mean range of tide is 2.9 feet. Local interests desire a channel 100 feet wide and 12 feet deep at mean low water from the James River to Petersburg.

The

3. The city of Petersburg has a population of about 35,000 and is served by three trunk-line railroads. It is an important industrial center, possessing over 70 manufacturing establishments with a total capitalization in excess of $6,400,000. The largest industry is the manufacture of cigarettes, plug and smoking tobacco. The city is also a market, transshipment point, and consuming center for the agricultural products of the surrounding country, notably peanuts, cotton and leaf tobacco, and for fertilizer material, lumber, and coal. The manufactured articles enter into both foreign and domestic trade; the value of the city's exports in 1923 was about $10,000,000

4. For several years previous to 1920, on account of the delay of the local authorities in carrying out certain cooperative work, the Federal Government did not maintain the channel, which consequently shoaled to such a point that navigation was partially interrupted. Redredging was begun late in 1920 and water traffic thereafter increased. The water-borne commerce in 1923 was 252,000 tons; in 1924, 209,000 tons. By far the greater proportion of this consisted of sand and gravel, a reduction in shipments of which caused nearly all the decrease in the latter year. The other materials shipped by water are from 18,000 to 20,000 tons moved by steamboat, principally package freight; about 6,000 tons of fertilizer material and lumber, moved by barge.

5. The local authorities have made an extended survey of the present rail movements to and from Petersburg, and the district engineer presents an analysis of this traffic. The total of the figures obtainable is 131,000 tons for 1923, of which the largest items are

lumber, peanuts, leaf tobacco, cigars and cigarettes, and fertilizer material, with small tonnages of a variety of miscellaneous articles. Analyzed by origin and destination the following figures result:

There was also a small tonnage carried by truck to or from the city. 6. The mean low-water depth of the present project channel is about 81⁄2 feet. Westerly winds may reduce this by as much as 2 feet. This limited depth, in the opinion of the district engineer, seriously retards the development of water transportation. Of the carriers now operating, the maximum loaded draft for steamboats is 9 feet and for barges 104 feet. It is evident that, except under favorable tidal conditions, such vessels can not load to capacity, and that the decreased efficiency resulting from this fact militates against the introduction of additional carriers and the growth of business. Information presented by local interests indicates that greater depths would be followed by substantial savings. In the case of steamboats, it is stated that the policy of the company now operating is to establish a differential of about 122 per cent under rail rates, which differential would apply to connecting water lines out of Norfolk, and that if business were sufficiently increased a further reduction would be made by absorbing switching charges at Petersburg on carload lots, as has been done at Richmond. In the matter of bulk material moving in barges, an estimate has been received of a saving in transportation costs of 20 to 30 per cent on account of the possibility of loading to deeper draft. Based on available data, the district engineer presents figures for a possible additional movement by water of over 100,000 tons of freight, with an annual saving of about $180,000. These figures are a maximum, and are probably in excess of what would occur. The district engineer states that the present large movement of sand and gravel is likely to decrease. A deeper channel might therefore in the long run show no materially greater tonnage, but would result in a considerable increase in higher-grade freight and consequent savings.

7. Estimates are submitted for two alternative channels, one 10 feet deep at mean low water and 80 feet wide, the other 12 feet deep at mean low water and 100 feet wide, with a turning basin at the upper end in each case, at first costs of $91,000 and $287,000, respectively, and estimated annual maintenance costs of $6,500 and $7,500. The district engineer believes that, while the 10-foot channel would improve the present situation, a depth of 12 feet is necessary to develop the full potentialities of river commerce. He points out that the annual charge for such a channel, including maintenance and 4 per cent on the first cost of the additional work now proposed, would be about $19,000. The maximum potential savings, as given above, are about $180,000. The amount of traffic that would be actually deflected from rail to water is of course problematical; but if only about 10 per cent of the estimated maximum were thus deflected, the