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2d Session

HOUSE OF REPRESENTATIVES, U. S.

OLYMPIA HARBOR, WASH.

No. 75

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LETTER

FROM

DOCUMENT

THE CHIEF OF ENGINEERS, UNITED STATES ARMY

TRANSMITTING

REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS ON REVIEW OF REPORTS HERETOFORE SUBMITTED ON OLYMPIA HARBOR, WASH., WITH ILLUSTRATION

Hon. J. J. MANSFIELD,

WAR DEPARTMENT,

OFFICE OF THE CHIEF OF ENGINEERS,

Washington, October 14, 1935.

Chairman Committee on Rivers and Harbors,

House of Representatives, Washington, D. C.

MY DEAR MR. MANSFIELD: 1. By resolution adopted March 26, 1935, the Committee on Rivers and Harbors, House of Representatives, requested the Board of Engineers for Rivers and Harbors to review the reports on Olympia Harbor, Wash., submitted in House Document No. 244, Sixty-ninth Congress, second session, and reports subsequently submitted on this harbor, with a view to determining if any improvement in addition to that recommended in said documents is advisable at the present time; and by resolution adopted July 16, 1935, the Committee on Rivers and Harbors, House of Representatives, requested the Board of Engineers for Rivers and Harbors to review the reports on Olympia Harbor, Wash., submitted in Rivers and Harbors Committee Document No. 21, Seventy-third Congress, second session, and the previous reports on this harbor, with a view to determining if it is advisable to modify the existing project in any

I enclose herewith the report of the Board in response thereto. 2. Olympia Harbor is at the south end of Puget Sound near the head of Budd Inlet, 44 miles by water southwest of Tacoma, Wash. The harbor terminals are separated from deep water in the inlet by a wide expanse of shoal water. The improvement authorized by Congress provides for a channel 30 feet deep and generally 300 feet

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wide, with suitable additional width at the bend, from deep water in Budd Inlet to the terminal constructed by the Port of Olympia, and for a turning basin of the same depth 2,000 feet long and 800 feet wide adjacent to the port terminal. The project was completed in August 1934. The total Federal cost to June 1, 1935, was $378,000, nearly all for new work. Local interests have expended some $800,000 in the original dredging of considerable portions of the harbor and channel and in constructing the port terminal, including a large wharf with modern freight-handling facilities and berthing space for four large ocean-going vessels adjacent to the turning basin. The larger vessels engaged in the intercoastal and foreign trade of the port experience difficulties in the outer section of the entrance channel, which is exposed to cross winds and tides; and the present terminal facilities. have proven inadequate for the growing commerce of the port. The further improvements now desired are widening the outer section of the entrance channel to 500 or 600 feet, and extension of the turning basin to provide adequate maneuvering space past a proposed new vessel berth to be constructed by the Port in northerly extension of its present wharf.

3. The city of Olympia, with a population of 12,000, is the commercial and shipping center for an important lumbering and agricultural section of southwestern Washington. The commerce of the harbor has increased from 492,000 tons in 1932 to 1,044,000 tons in 1934, and consists of rafted logs, lumber, and lumber products, canned fruits and vegetables, scrap metal, manufactured metal, petroleum products, and miscellaneous freight.

4. The Board of Engineers for Rivers and Harbors, after considering the reports of the district and division engineers and the additional information presented by local interests at a hearing held by the Board, is of the opinion that further improvement of Olympia Harbor is warranted. Widening of the outer section of the entrance channel to 500 feet is necessary to obviate the dangers and delays now experienced by the larger vessels, and its cost, estimated at $68,000, is justified by the benefits to an established commerce. Vessels moored at the new vessel berth to be constructed by the Port of Olympia as a part of its terminal expansion program will encroach dangerously upon the present channel of entry to the turning basin. The Board considers a moderate widening of the basin at its northerly end to be advisable, and is of the opinion that in view of the large expenditures heretofore made by local interests in the original improvement of the harbor and terminals, the cost of this improvement should be borne by the United States. It recommends modification of the existing project for Olympia Harbor, Wash., to provide for widening the entrance channel to 500 feet in accordance with plans approved by the Chief of Engineers, and enlargement of the turning basin essentially as shown on the accompanying map, all at 30 feet depth and at an estimated cost of $98,000 for new work, with no increase in the present approved estimate for annual maintenance.

5. After due consideration of these reports, I concur in the views and recommendations of the Board.

Very truly yours,

E. M. MARKHAM, Major General, Chief of Engineers.

REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND

HARBORS

WAR DEPARTMENT,

THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS,

Washington, D. C., September 23, 1935.

Subject: Olympia Harbor, Wash.

To: The Chief of Engineers, United States Army.

1. This report is in response to the following resolutions:

Resolved by the Committee on Rivers and Harbors of the House of Representatives, United States, That the Board of Engineers for Rivers and Harbors created under section 3 of the River and Harbor Act, approved June 13, 1902, be, and is hereby, requested to review the reports on Olympia Harbor, Washington, submitted in House Document Numbered 244, Sixty-ninth Congress, second session, and reports subsequently submitted on this harbor, with a view to determining if any improvement in addition to that recommended in said documents is advisable at the present time, adopted March 26, 1935, and

Resolved by the Committee on Rivers and Harbors of the House of Representatives, United States, That the Board of Engineers for Rivers and Harbors created under section 3 of the River and Harbor Act, approved June 13, 1902, be, and is hereby, requested to review the reports on Olympia Harbor, Washington, submitted in Rivers and Harbors Committee Document Numbered 21, Seventy-third Congress, second session, and the previous reports on this harbor, with a view to determining if it is advisable to modify the existing project in any way, adopted July 16, 1935.

2. Olympia Harbor is near the head of Budd Inlet at the south end of Puget Sound, 44 miles by water southwest of Tacoma, Wash. Budd Inlet is 81⁄2 miles long and 1 mile in average width, with depths of 30 to 100 feet in the northerly half. The improvement authorized by Congress provides for a channel 30 feet deep and generally 300 feet wide, with suitable additional width at the bend, from deep water in Budd Inlet to the terminal constructed by the Port of Olympia, and for a turning basin of the same depth 2,000 feet long and 800 feet wide adjacent to the port terminal. The project was completed in August 1934. The total Federal cost to June 1, 1935, was $378,000, nearly all for new work. Local interests have expended some $800,000 in the original dredging of considerable portions of the harbor and channel and in constructing the port terminal, including a large wharf with modern freight-handling facilities and berthing space for four large ocean-going vessels adjacent to the turning basin. The range between mean higher high water and mean lower low water is 14.4 feet.

3. The area tributary to Olympia Harbor includes the adjoining city of Olympia, with 12,000 inhabitants, and the surrounding agricultural and lumbering territory. The total stand of merchantable timber is estimated at 6,000,000,000 feet board measure, including 3,500,000,000 feet under Government ownership. The annual crop value is estimated at $3,000,000. The area is well served by railways and improved highways. Industries in Olympia include 7 lumber and shingle mills, 3 veneer and plywood plants, a knitting mill, a fruit cannery, and several plants for the manufacture of furniture, frames, and general millwork. A paper mill and brewery are located in the nearby town of Tumwater, at the extreme head of the inlet. The commerce of Olympia Harbor decreased from 1,507,000 tons in 1929 to 492,000 tons in 1932, increasing to 1,044,000 tons in 1934, the latter including 513,000 tons of rafted logs. The chief items of vessel traffic were shipments of lumber products, canned fruits and vegetables, scrap metal, lead, and miscellaneous items, and receipts of

lumber, petroleum, animal and vegetable products, chemicals, manufactured metals and miscellaneous freight.

4. Navigation interests request that the present 300-foot channel be increased in width to 500 to 600 feet from the bend northward to deep water. It is stated that large vessels cannot safely navigate the present outer channel during ebb tide, as prevalent cross winds and tidal currents are likely to cause such vessels to ground bow and stern across the channel; and that many vessels are delayed from 2 to 6 hours as a result. The Port of Olympia request that the turning basin be lengthened to provide adequate maneuvering space past vessels moored at a proposed new vessel berth to be constructed in northerly extension of the present port terminal wharf. No offer of local cooperation was made.

5. The district engineer estimates the cost of widening the present outer channel at 30 feet depth to 400 and 500 feet at $31,000 and $68,000, respectively. The requested lengthening of the turning basin would cost $30,000. No increase in the present approved estimate for annual maintenance would be required. The district engineer points out that in the past each step in the improvement of Olympia Harbor has been followed by a corresponding increase in the commerce of the port. He notes that the differential in freight rates formerly assessed against Olympia as compared to Seattle and Tacoma was removed as a result of recent harbor improvements, and that no further reduction in freight rates is to be anticipated as a result of the improvements now desired. However, he considers the present entrance channel too narrow to permit fast intercoastal liners carrying general cargo on regular schedules to call at Olympia without the possibility of being delayed, as the combination of cross tidal currents and narrowness of the channel makes it somewhat dangerous for long vessels to navigate the section from the bend to deep water except at favorable stages of the tide. In his opinion the enlargement of the turning basin, as shown on the map accompanying his report, will be necessary if the dredged channels in Olympia are to serve navigation properly after the port extends its terminal. In addition to the increased safety to vessels, which he considers of national importance, the improvement might serve to increase the value of Government-owned timber in that area. He concludes that widening of the channel by 100 feet from the bend to deep water and enlarging the turning basin are fully justified. In view of the large expenditures made by local interests on port and terminal developments, and their present inability to contribute toward the cost of further improvements, he recommends prosecution of these works entirely at Federal expense.

6. The division engineer concurs as to the advisability of widening the outer portion of the entrance channel, but considers a width of at least 500 feet necessary to obviate the danger and delay to navigation now experienced. He notes that the dredging involved in the requested enlargement of the turning basin appears to be needed only in connection with the proposed construction of additional terminal facilities, which he considers a matter of local rather than general interest, and concludes that the United States would not be justified in undertaking this improvement at the present time. He

recommends modification of the existing project for Olympia Harbor, Wash., to provide for enlarging the outer reach of the entrance channel to a width of 500 feet and depth of 30 feet, at an estimated cost of $68,000 for new work.

7. Local interests were advised of the nature of the division engineer's conclusions and invited to present additional information to the Board. At their request a hearing was held, at which a representative of the Port of Olympia emphasized the need for additional terminal facilities to accommodate the growing commerce of the harbor and outlined the construction program recently adopted by the Port with that end in view. It was stated that this program, which includes the provision, entirely at local expense, of a 500-foot vessel berth in northerly extension of the present port terminal wharf, will involve expenditures up to the limit of the financing ability of the Port. It was urged that in addition to the widening of the outer channel, as recommended by the division engineer, the United States undertake enlargement of the turning basin to insure the usefulness of the proposed new vessel berth.

VIEWS AND RECOMMENDATIONS OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS

8. The Board concurs with the division engineer in the view that a width of 500 feet in the outer section of the entrance channel is necessary for the safe and convenient movement of an established commerce. Widening of the turning basin at its northerly end is necessary to insure adequate maneuvering space past vessels moored at the proposed new vessel berth. In view of the large expenditures heretofore made by local interests in the original improvement of the deep-draft channels and basin of the harbor and on terminal developments, the Board considers that the moderate cost of this improvement should be borne by the United States. It therefore reports, in compliance with the committee resolutions, that the further improve ment of Olympia Harbor, Wash., is advisable, and recommends modification of the existing project to provide for widening the entrance channel to 500 feet in accordance with plans approved by the Chief of Engineers, and enlargement of the turning basin essentially as shown on the accompanying map, all at 30 feet depth, and at an estimated cost of $98,000 for new work, with no increase in the present approved estimate for annual maintenance.

For the Board:

G. B. PILLSBUry,
Brigadier General, Corps of Engineers,
Senior Member.

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