distributing points for connecting water carriers with trucks which supply Tallahassee and the adjoining territory. Also since the submission of the 1928 report experience has shown that the present project channel as now located has failed to attract the expected commerce. The crooked alinement of the channel dredged under the existing project has tended to deter the anticipated development which was the basis of the existing project and hampers the movement of the present commerce over the waterway. The restoration of existing project depth would, to only a very limited extent, meet the needs of present commerce on the river unless, at the same time, a straight channel were provided at Rock Gap An improved alinement is the main need of this locality. The present unlighted channel is very difficult to navigate at night. However, even if lights were put on the markers, there are so many bends in a short distance that it would be dangerous to navigate this channel at night, even with a thoroughly seasoned pilot. An improved system of lights would facilitate night movements, but alone would not suffice to meet the needs of navigation. While boats up to 100 feet in length are able to pass Rock Gap in safety, the navigation of this section by larger boats is dangerous. Although the Tarpon, at the time of the examination upon which the existing project is based, agreed to call at St. Marks, it never did go up the river because of the crookedness of the channel. The Tarpon occupies a peculiar position along the northwest coast of Florida. It is a ship 160 feet in length and with a breadth of 26 feet, whose gross tonnage is 449. It draws on an average of 8 feet while under way. It now runs regularly from Mobile to points on the west Florida coast as far east as Carrabelle, delivering general argo to the towns and bringing naval stores to market at Pensacola. At present it offers the only means to the ports in this section by which inbound shipments of rice, sugar, feedstuffs, fertilizer, canned goods, and similar products, and outbound shipments of naval stores can get the benefit of competition between water rates and the rates of other transportation methods. The commerce to be expected after the proposed improvement has already been evaluated in paragraph 13. At this point it is thought a comparison should be made of the positions of Newport and St. Marks with that of the nearest rival harbor at Carrabelle for the distribution of petroleum products to points in this section of Florida and south Georgia. By the one improved road leading out of Carrabelle (State Highway No. 10), the distance is 60 miles to Tallahassee, while from St. Marks and Newport it is only about 20 miles to the same point. St. Marks, being the only improved port between Cedar Keys and Carrabelle, undoubtedly offers protection to small boats at times of equinoctial disturbances. Such protection, however, is limited in the lower portion of the river which is open and exposed. The proposed realinement of the channel and the removal of overhanging trees in that portion of the river between St. Marks and Newport would enhance its value as a harbor of refuge. During the past few years there has been an increase in the number of small boats cruising along the Florida coast. St. Marks, a distance of 95 miles from Cedar Keys, offers a convenient anc for boats making a day's trip from that point. The construct a contemplated canal across Florida would undoubtedly incre flow of small pleasure craft to this region and greatly incre number of vessels calling at St. Marks. The savings of prospective commercial traffic alone are great the estimated annual charges on the proposed improvement ratio of 62 to 1. However, consideration should also be g the fact that the improved river will open up certain timbe now closed to commerce. Due to prohibitive rail rates, naval operators and owners of pulpwood timber are now unable to their commodities. Little naval stores and no pulpwood now from the area near St. Marks. The improved river will giv interests an opportunity to market their timber products by of cheaper water transportation. The same improved riv undoubtedly attract a great number of pleasure boats now kep by the difficulties attending navigation of the stream. The benefits to be expected from a straightened channel are rather than local. The savings on petroleum products will tributed throughout this section of Florida and south Georgia the cruising boats which will also benefit greatly from the im navigation come from various localities. No local coopera therefore, deemed necessary, nor is it thought practicable to any. However, authoritative local interests have stated the will safeguard and protect the Federal Government against a ages and will provide easements for dredging and dumping 19. Recommendations.-It is recommended that St. Mark be improved to the extent of providing a straightened chan feet wide and 10 feet deep at mean low water from the contour in Apalachee Bay to the town of St. Marks. It is a ommended that a turning basin 200 feet square and 10 feet provided at the town of St. Marks. It is further recommend the section of the river from St. Marks to Newport be impro providing a channel 60 feet wide and 9 feet deep with appr easement of bends, by dredging, and by the removal of snags still further recommended that the entire amount necessary improvement be made available in one allotment. These rec dations are subject to the condition that local interests furni of cost to the United States, easements for dredging and spoil-disposal areas as may be required for new work a subsequent maintenance. R. S. THOMAS, Colonel, Corps of Engineer О REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS ON REVIEW OF REPORTS HERETOFORE SUBMITTED ON ASHTABULA HARBOR, OHIO, WITH ILLUSTRATION Hon. J. J. MANSFIELD, WAR DEPARTMENT, OFFICE OF THE CHIEF OF ENGINEERS, Chairman Committee on Rivers and Harbors, House of Representatives, Washington, D. C. MY DEAR MR. MANSFIELD: 1. The Committee on Rivers and Harbors of the House of Representatives, by resolution adopted March 18, 1935, requested the Board of Engineers for Rivers and Harbors to review the reports heretofore submitted on Ashtabula Harbor, Ohio, with a view to determining whether the improvement and maintenance of channel in Ashtabula River is advisable at the present time, and by resolution adopted September 10, 1935, requested the Board of Engineers for Rivers and Harbors to review the reports on Ashtabula Harbor, Ohio, submitted in House Document No. 43, Seventy-third Congress, first session, with a view to determining if it is advisable to modify the existing project in any way at the present time. I enclose herewith the report of the Board in response thereto. 2. Ashtabula Harbor is on the south shore of Lake Erie at the mouth of Ashtabula River, 59 miles east of Cleveland. Under the present project for improvement the United States has created an outer harbor of 190 acres by the construction of arrowhead breakwaters aggregating over 2 miles in length, with an entrance 600 feet wide between pierheads, and has dredged and maintained the outer 33801-35-1 |