UNIVERSITY OF CALIFORNIA AT LOS ANGELES LV Sewion. No. 831. LELAND AND EMPIRE HARBORS, MICHIGAN. 29J939 State LETTER 32 130 Hav 61 128 189 Fruits and vegetables Other agricultural products 2,184 5 5 3 12 2,187 5 17 Other packing-house products Hides and leather Coal (hard) 5 8 1 246 6 8 246 874 14 888 Other forest products. 2,982 51,306 60 54,288 60 Sugar 14 14 Machinery Bar and sheet metal 8 20 13 28 13 Cement, brick, and lime 100 100 Agricultural implements Wagons, carriages, and tools Wine, liquors, and beers 10 5 64 10 5 64 Household goods and furniture Other manufactures 33 814 6 152 39 966 Total. 7,116 52,432 59,548 LELAND AND EMPIRE HARBORS, MICHIGAN. In addition to the above the road handled on its own account: Tons. Logs : 55,452 Wood 150 Bark... 240 Total.. 55, 842 6. The purpose of the preliminary examination not having been stated in the act, it was learned from the following-mentioned citi- zens, namely, E. R. Dailey, Thomas E. Wilce, A. E. Willard, M. Bidelman, A. J. Nessen, H. L. Nessen, L. E. Collin, John Fry, and C. B. Ackerman, that the object sought was the cutting of a channel from South Bar Lake to Lake Michigan and the construction of the necessary revetments and piers. The reasons advanced for the necessity of making South Bar Lake accessible to vessel traffic were substantially as follows: While two bridge piers exist, they afford no shelter, so that in unfavorable weather vessels can not remain tied to them and landings are dangerous. Accordingly, vessels on regularly scheduled trips may be obliged to pass Empire without touching there, with resulting loss and inconvenience to shippers. A good harbor with sufficient depth and substantial entrance piers would permit regularity of service with rates greatly less than the rail rates now in force. It will foster manufacturing develop- ment and furnish to the farmer a quick and cool route to his markets at Chicago, Milwaukee, and Sheboygan, so that with the eventual decline of the lumber traffic a more permanent one of finished manufactures and of agricultural products will in the presence of a good harbor surely arise. Such a harbor may, moreover, serve as a refuge for vessels engaged in general commerce on Lake Michigan, one of whose principal streams passes within 5 or 6 miles of Empire. 7. The following is a statement of vessel arrivals and departures for the season of 1908, as compiled by Mr. E. R. Dailey: Steam barge Edward Buckley cleared with 21 loads lumber for Chicago. Steam barge S. K. Martin cleared with 1 load lumber for Chicago. Steam barge 0. E. Parks cleared with 1 load lumber for Chicago. Schooner J. H. Stevens cleared with 16 loads slabs and edgings for Sheboygan, Wis. Schooner Seaman cleared with 3 loads slabs and potatoes for Milwaukee. Schooner J. H. Holmes cleared with 4 loads of bark for Milwaukee. Steamer Pere Marcjuette No. 6 arrived 3 trips from Frankfort with excursionists; cleared 1 trip to Boyne City with 300 excursionists. Steam barge F. W. Fletcher arrived and cleared 3 different times with merchandise for local merchants, and loaded merchandise for North Manitou Island. Steam barge N. J. Nessen made 3 different stops here going north, for supplies, and to leave off a cargo of salt. Steamer Manistee arrived and cleared 2 different times with merchandise for Empire, and took on merchandise for North Manitou Island. In addition to the above, a number of gasoline launches were en- gaged in trade between Empire and the Manitou Islands, Glen Haven and Glen Arbor, and it is claimed by local merchants that this trade amounts to about $12,000 annually. For 1909, up to and including August 3, the arrivals and departures have been as follows : Steam barge Edward Buckley cleared 23 trips with lumber for Chicago; arrived 33 trips loaded with logs from Manitou Island. Steam barge 0. E. Parks cleared 1 trip lumber to Detroit and Tonawanda. Steam barge S. K. Martin cleared 1 load lumber for Tonawanda. Steamer Pere Marquette No. 6 cleared 1 trip with 339 passengers to Manitou Island; arrived 3 trips from Manistee with excursionists. Steam barge Krause arrived and loaded supplies for North Manitou Island 3 times. LELAND AND EMPIKE HARBORS, MICHIGAN. 7 Schooner /. H. Stevens cleared 16 trips to Sheboygan, Wis., with slabs, edgings, and bark. Schooner Petril cleared 1 trip to Sheboygan, Wis., with load of slabs. In commenting on the above for 1909, Mr. Dailey says: Our shipment of logs from North Manitou Island here to be manufactured into lum- ber for reshipment by water to Chicago this season has been about 2,500,000 feet. We expect to double that amount this coming year, as we find that the transportation of logs by water loaded on boats is a complete success and much cheaper than to handle them the same distance by rail. This we have demonstrated beyond any question of doubt, and this fact alone will materially increase the necessity for a harbor here or for some shelter for boats in case of storms. 8. Vessel commerce at present is entirely local, and according to the best information available the following statement shows the amount received at and shipped from Empire piers for the calendar year 1908: Articles received. Tons. Articles shipped. Tons. Oats 80 Lumber (7,000,000 feet b. m.) 17,500 Miscellaneous merchandise 150 Slabs . 3.750 Bark 787 Straw 150 Potatoes . . 420 150 General merchandise 1 48 Total 230 Total 22,805 A conservative estimate of the valuation of the above lake traffic is $178,000. 9. A comparative statement of vessel and railroad freight rates affecting this locality is as follows: [Cents per hundredweight.] (1) (2) (3) (4) (5) (6) (7) (8) Railroad Joint rate Joint rate Railroad Railroad Railroad Vessel Vessel rate to railroad railroad rate via rate, Em- rate, Em- rate to rate to Chicago. toManis- tee and to Manis- tee and Luding- ton and pire to Empire pire Junction Chicago. Milwau- kee. Class of freight. by boat to Chi- by boat to Mil- car ferry to Mil- Junction on E.and toMan- istee. cago. waukee, waukee, S. E. April 15 Novem- R. R. to No- ber 15 to vember April 15. 15. First 59 48 454 48 10 22 38 35 Second 50 41 39 42 8 18 33 30 Third 38 31 814 6 15 25 20 Fourth 30 21 224 4 12 17 15 Fifth 204 16* isj 2i 8 13 12 Sixth 16 13 15 2* 5 10 9 NOTE. In railroad tariff schedules, published under requirements of the Interstate Commerce Com- mission, rates affecting Empire are given only as far as Empire Junction, and to obtain rates to Empire it is necessary to add the rates in column 5. This has been done for the rates quoted in columns 1 to 4, As there are no regular vessel lines calling at Empire, no published freight tariff exists, and the rates given in columns 7 and 8 are approx- imately what might be expected under a regularly published tariff. 8 LELAND AND EMPIRE HARBORS, MICHIGAN. 10. The amount saved in freight charges by virtue of a water route, on the items mentioned hi paragraph 8, exclusive of the items of general merchandise, is as follows : Rate, all Commodity. Weight. Class. rail or rail and car ferry (per Vessel rate (per cwt.). Amount saved. cwt.). Tons. Cents. Cents. Lumber" .. .' . 17,500 6 16 3J $42,750.00 Slabs 6 3,750 6 12 4 6,000.00 Barkc 787 6 7J 708. 30 Straw a 150 5 16J 12 135.00 Potatoes 6 420 5 is! 8 630.00 150 5 20* 12 255.00 Gate* 80 6 16 10 144.00 Total saving 50,622.30 o Shipped to Chicago, water rate $1.70 per M feet b. m. 6 Shipped to Milwaukee, water rate $1.50 per cord on slabs. e Shipped to Sheboygan, water rate $1.50 per cord. d Shipped to Chicago, Milwaukee, and Duluth (used Chicago rates). < Shipped from Chicago. jp Itjshould be noted that most of the above articles, in spite of the absence of a harbor, are now actually shipped by water and that the total saving is also largely actual. 11. The country said to be tributary to a harbor at this point, com- prises the townships of Platte, Almira, Empire, Kasson, Glen Arbor, and the south half of Cleveland Township, in all, an area of about 180 square miles. Since its timber has been cut, this area is being gradually devoted to agriculture. It is claimed that. 50 per cent of this land is now under cultivation; that about 25 per cent is cut-over land now open to settlement, and about 25 per cent is standing timber. The principal agricultural products are fruit (berries, cherries, and apples), potatoes, rye, corn, wheat, and buckwheat, and cattle. Un- improved land may now be purchased for $10 to $15 per acre and the value of improved farms ranges from $25 to $100 per acre, the average being about $40. 12. The local interests consulted could not give an estimate of the probable future commerce of a harbor at this point, but it was com- mon opinion that a harbor would do more than anything else toward the settlement of the country, that the agricultural products now raised and seeking a water outlet and the importation of logs would greatly increase the tonnage over that given in paragraph 8. The outgoing lumber tonnage thus far this year is approximately equal to that reported for 1908, and in addition the receipts of logs alone has been about 15,000 tons. 13. The land bordering on South Bar Lake is all owned by the T. Wilce Company, except along the east shore from the railroad north a distance of three-fourths of a mile, which is owned by three different individuals, each with one-fourth mile frontage. Naturally no Ulte- rior wharves exist, and from the soundings given in paragraph 2 it will be noticed that by reducing these to Lake Michigan datum (a reduction of approximately 3 feet) the navigable area of the lake would be somewhat decreased and the greatest depth in the vicinity of the railroad trestle would be 11 feet, with a channel width of about 100 feet, while a 10 v -foot depth would afford a channel about 200 feet LELAND AND EMPIKE HARBORS, MICHIGAN. 9 wide. North of the railroad trestle depths in excess of those given are said to exist. To convert this lake into a serviceable harbor, which should not have less than 16 feet available depth, would prob- ably require considerable dredging. At the time of the examination assurances were given by Mr. E. R. Dailey, manager of the Empire Lum- ber Company, that if the United States would make an entrance from Lake Michigan the company would not only care for such dredging inside as was deemed necessary but would also remove the railroad trestle, build a transfer wharf and wharves for handling lumber and logs, and deed to the village free of cost all land necessary for a free wharf at such location as would best serve the public interests. 14. The inclosed letters from the T. Wilce Company and Nessen Brothers have been received in response to a circular letter sent out by this office under date of June 1, 1909, and attention is invited to the statements therein. 15. From the foregoing it appears that a moderate commerce now exists at Empire, whose future growth would be considerably aided by the existence of an easily accessible harbor, and that in addition the settlement and agricultural development of the tributary country would probably be promoted by the sure and cheap service of regularly scheduled steam vessels. It is also evident that the principal local interest is prepared to cooperate generously with the United States in the provision of harbor facilities. On the other hand much, if not all, of the anticipated increased commerce would eventually come, though perhaps more slowly, even though the harbor were not pro- vided and relatively as much of this increase as of the existing com- merce would probably use the somewhat uncertain water route, so that the saving due to ttie provision of a safe and deep harbor would in the end be but small. Whether the economic advantages due to the existence of the proposed harbor are of such magnitude as to justify its construction may be decided only after the cost of the required harbor has been ascertained and the latter compared with the cost of a good macadamized road to Frankfort, and I therefore report that a survey and estimate are required to determine the advisability of this improvement. The survey will cost $350. 16. Reports upon previous examinations of this locality are to be found in the annual reports of the Chief of Engineers, as follows: Report of 1881, pages 2258-2262; Report of 1887, pages 2209-2211. 17. No question of water power, forestation, or flood protection is involved in creating a harbor at this place. LELAND HARBOR. 18. The unincorporated village of Leland, county seat of Leelanau County, is situated on the east shore of Lake Michigan at the mouth of Carp River, the outlet of Carp Lake, about halfway between Sleeping Bear Point and Light-House Point, at the entrance to Grand Traverse Bay. South Manitou Harbor bears due west 16 miles, while to the nearest landing on North Manitou Island, in the vicinity of the light-house, is about 10 miles. The nearest harbors of commercial importance are Frankfort on the south and Charlevoix on the north, distant, respectively, about 42 and 35 miles. The Not printed. 10 LELAND AND EMPIRE HARBORS, MICHIGAN. locality is shown on Lake Survey Charts of Lake Michigan Nos. 70 and 71. 19. The population of Leland is properly about 300, which during the resort season of the summer months is increased to a daily average of about 500. In the village there are 3 general stores, 3 hotels, 2 confectionery and fruit stores, 2 meat markets, 2 saloons, 7 fishing rigs, a livery and feed stable, an electric-power plant, a canning factory, a shingle mill, a steam laundry, and a newspaper and printing office. The canning factory, representing an outlay of about $15,000, is not running at present, but during 1907 and 1908 the yearly output was claimed to be about 350 tons, valued at $25,000. When operating at full capacity, the factory employs 75 to 100 persons. In former years Leland owed its importance to the operation of a charcoal iron furnace, but since 1882, the last year of its operation, the plant has been dismantled and the buildings torn down. At the site of the dam across Carp River, formerly owned by the iron company, the Leland Light and rower Company has constructed a new concrete dam with four penstocks and a 9-foot head. Since July 1, 1909, one wheel has been in operation, furnishing light to Leland, Suttons Bay, Fountain Point Resort, East Leland Resort, Provemont, Omena, Omena Resort, Northport, and Northport Point Resort. A second wheel will be installed by October 1 of the present year, and another lighting circuit extending out in a southerly direc- tion. Next year the company expects to be in position to furnish electric power for manufacturing and traction purposes. This plant when fully installed may develop 1 ,000 horsepower, and thus far rep- resents an investment of $37,000. The stocl^ of the company is prac- tically all owned by Mr. Charles S. Abbott, of Detroit. The Lake Michigan frontage and the shores of Carp Lake in the vicinity of Leland are, of late years, being rapidly devoted to private summer homes and summer resorts. There are now three summer hotels in the vicinity accommodating from 25 to 50 guests each. In addition to the shingle mill at Leland, lumbering interests, tributary to Carp Lake, are to be found at Provemont, Bingham, and Cedar. The shingle mill at Leland has operated in the past about three months each year, the yearly output being about 600,000 shingles valued at $1,200. The sawmills at Provemont and Bingham are operated, respectively, about three and eight months during the year. The Provemont mill in the past has cut about 500,000 feet b. m. each year and the Bingham mill about 2,000,000. During the year 1908 the cut of both mills was small, that of the Bingham plant being only 250,000 feet b. m. The mill at Cedar in 1908 cut 5,500,000' feet b. m., 4,000,000 staves, and 3,300,000 shingles. The lumber manufactured in this vicinity is mostly hard wood, and the average local market value is about $16 per thousand feet b. m. Shingles bring on the local market about $2 per thousand. The fu- ture life of the mills above referred to is estimated by a local authority as two years for the mills at Leland and Provemont, five to eight years for the mill at Bingham, and about ten years for the mill at Cedar. 20. Carp Lake, known locally as "Lake Leelanau," is a body of water approximately 16 miles long and varying in width from about If LELAND AND EMPIBE HARBORS, MICHIGAN. 11 miles to about 200 feet. The upper and lower portions of the lake have depths from 30 to 60 feet, but in the narrows, in the vicinity of Provemont, the water is shoal and not navigable for vessels. of over 6 feet draft. The only bridge across the lake is at the village of Provemont. This is a steel structure and affords a head room for pass- ing vessels of about 15 feet. Carp River, known also as "Leelanau River, " is a narrow and crooked stream about 4,000 feet long, navigable between Carp Lake and the Leland highway bridge for vessels of shallow draft. The bridge at Leland, situated on Main street, is a 100-foot steel truss, affording a head room above the water surface of about 5.5 feet. The power dam is about 250 feet west of this bridge and 300 feet east of Lake Michigan. Between the dam and Lake Michigan the depth in the river is 3 to 4 feet, and the banks, about 40 feet apart, are partly revetted with slabs and piles. This narrow, short stretch of river is the harbor for the small boats engaged in the fishing industry. At the time of this preliminary examination the elevation of the water surface in Carp Lake was about 9 feet above that of Lake Michi- fan and there was no provision for passing boats through the dam. he owner of the dam stated that he intended, next year, to build an electrical tramway for this purpose that would care for vessels not exceeding a beam of 14 feet. Extending into Lake Michigan about 60 feet north of the mouth of the river is a bridge pier about 650 feet long. Except the outer 100 feet, which is 60 feet wide and holds a warehouse 20 by 30 feet, the pier is 16 feet wide. It extends to about the 17-foot contour. The 30-foot contour is about 100 feet beyond the outer end of the pier and outside this contour the lake bottom is believed to be nearly level for a distance of 800 feet. This pier is owned by the Leland Dock Company (Incorporated), was built in 1906, at a cost of $3,500, and placed in commission in 1907. Since then the cost of repairs of damage by ice has been about $400. A pier previously in use belonging to the Leland Lumber Company, which has been out of business for a number of years, was destroyed in 1900. 21. There are no railroads running into Leland, and the Northern Michigan Transportation Company, operating vessels between Chicago and northern Michigan points, is the only line calling regularly. This line has scheduled sailings from Leland pier of two boats each way weekly during the season of navigation, subject, however, to weather conditions. The nearest railroad station is at Provemont, distant by wagon road about 5 miles. This is the northern terminus of a branch of the Manistee and Northeastern Railroad. Suttons Bay, a station on the Grand Rapids and Indiana Railway, is about 8$ miles distant. During the summer months two small steamers are operated on Carp Lake carrying passengers and freight to all points along the lake and making connections with the Manistee and Northeastern Railroad at Provemont and Fouch. The latter station is on the main line of the Manistee and Northeastern Railroad at the head of the lake. On the charts referred to in paragraph 18 the above-mentioned branch of the Manistee and Northeastern Railroad is not shown. This branch railroad leaves the main line at Solon, a station about 2 miles south of the south end of Carp Lake, and continues north to 12 LELAND AND EMPIRE HARBORS, MICHIGAN. Provemont, running about parallel to and 1 miles west of the west shore of Carp Lake. The Grand Rapids and Indiana Railway passes through the village of Suttons Bay, thence almost directly south through Bingham, and to Hatches Crossing, a station on the Manistee and Northeastern Railroad, 6 miles out of Traverse City. 22. The purpose of this preliminary examination not having been stated in the act, it was learned from the following interested persons, namely, L. Conaunt, C. E. Wilder, H. C. Starr, W. C. Nelson, B. N. Pickard, John Peters, C. L. Dayton, C. Warner, Thos. Robinson, C, H. Carse, C. S. Abbott, A. L. Lederle, F. P. Rosman, and H. M. Hinshaw, that the object sought was the construction of an outer harbor in Lake Michigan, such as would serve to protect the bridge pier and render landings safe under all conditions of weather. The reasons advanced for this demand were generally that a protected and adequate harbor will greatly decrease the average length of haul on land and is necessary to enable the products of the Leelanau Peninsula to get to their principal markets at Chicago and Milwaukee at a reasonable cost and in a reasonable time for the portion of haul by water. At present on the entire Lake Michigan front of Leelanau County there is no protected harbor, so that many of the farmers must haul their produce to ports on Granpl Traverse Bay, to which the haul is two-thirds longer than to Carp Lake, which is navigable and might readily be used by launches and scows. As there is no protected harbor on the east coast between Charlevoix and Frank- fort, a good one at Leland would, it is claimed, be available for use as shelter by the heavy general commerce of the lake. Under present conditions the absence of shelter causes uncertainty in vessel sched- ules with consequent loss and inconvenience. A good harbor here would remove these obstacles to business and would help to develop the locality industrially and agriculturally. 23. A statement of the amount and value of the water-borne com- merce at Leland for the years of 1907 and 1908 was asked of the Northern Michigan Transportation Company under dates of June 23 and July 24, but has not been received. Fiona the Leland Dock Com- pany was obtained the following as to the number cf passengers car- ried and the amount of freight charges collected for the years 1 907 and 1908: 1907. 1908. Passengers in 250 311 217 260 Total 467 571 Charges on inbound freight $1 178 74 Total 1 A17 HO ' Assuming an average rate of 30 cents per hundredweight for all classes of freight between Chicago and Leland, the quantities carried during the years 1907 and 1908 (based on the total charges collected as given above) would be 249 tons and 236 tons, respectively. LELAND AND EMPIEE HARBORS, MICHIGAN. 13 This average rate of 30 cents per hundredweight is derived upon the following assumption: Class of freight. Rate per hundred- weight, Chicago to Leland. Per cent of each class of freight carried. Product. First Cents. 38 25 $9 50 Second 33 40 13.20 Third 25 20 5 00 Fourth 17 10 1 70 Fifth.... 13 2 .26 Sixth 10 3 30 100 29.86 It is believed the above average rate between Chicago and Leland is very close to the true figure, and the assumption of so long a haul for the entire tonnage may be somewhat in error, but it is reasonably certain that the amount of vessel freight at this port would not ex- ceed 500 tons for each of the past two years. The amount of business transacted annually by the three general stores is said to be about $56,000 in all, and this total would ordinarily represent about 225 tons of merchandise. From the report of the Bureau of Statistics a statement of the lake commerce for Leland Harbor for the past two years is as follows: 1907, unclassed freight: Tons. Received None. Shipped 50 1908, unclassed freight: Received 456 Shipped. Total. 110 566 24. No estimate could be obtained of the tonnage which would probably be received and shipped by water after the completion of the proposed harbor. The following statistics of the nature of and the area of land under cultivation and of the amount of standing timber were furnished: Leelanau County. Approximate total area square miles. . 355 Land under cultivation in 1904 acres. . 70, 422 Land not under cultivation in 1904 do 68,482 Estimated standing timber feetb. m.. 135,000,000 Estimated as tributary to Leland and Carp Lake. Total area square miles. . 123 Area under cultivation do 65 Area planted in potatoes, 1909 acres.. 800 Yield of potatoes per acre bushels. . 135 Area in apple orchards, 1909 acres.. 1,000 20 90 25 to 40 15 Yield of apples per acre barrels. Average size of farms acres. . Value of farm lands per acre dollars. Average haul to market under present conditions miles. Average haul to Leland do Average haul to Carp Lake do 14 LELAND AND EMPIRE HARBORS, MICHIGAN. 25. A comparative statement of railroad and vessel freight rates as affecting Leland Harbor is as follows : [Cents per hundredweight.] Joint rate railroad from Class of freight. Railroad rate, Provemont or Fouch to Chicago. Provemont or Fouch to Manistee, thence by Vessel rate. Leland to Chicago. vessel to Chicago. First 49 38 38 Second 42 33 33 Third 32 25 25 22 17 17 Fifth . 18 13 13 Sixth 13 10 10 The cost of transportation between Leland and the railroad, which is said to be an average of 7 cents per hundredweight, should be added to the above figures. All perishable fruits from this locality, such as cherries, raspberries, etc., are now being shipped to Chicago by way of Traverse City. At Traverse City there is a choice of two routes, viz: An all-rail route in refrigerator cars, or by rail to Manistee and thence by vessel. The time required in transit by the above-named routes is thirty-six hours and twenty-one hours, respectively. Notwithstanding a 30 per cent lower rate, practically speaking, no perishable fruits are shipped by an all-vessel route from any of the ports on Grand Traverse Bay, owing to the absence of icing facilities and to the time required for transit, which from Traverse City is approximately thirty-three hours. The steamer schedule between Leland and Chicago at the present time is twenty-three hours, but by a direct boat this would probably be cut to twenty hours. 26. The inclosed letter from the Leelanau County Canning Com- pany was the only one received in response to a circular letter sent out by this office under date of July 1, 1909, and attention is invited to the statements therein. 27. It is not unlikely that future development of the country lying north and east of Sleeping Bear Point and as far as Grand Traverse Bay will some day justify % the establishment of a harbor close to the main route of the general lake commerce, but at the present time commercial and farming interests do not appear to be of sufficient magnitude to justify the construction of an outer harbor at Leland. Furthermore, the asserted necessity for a harbor of refuge has not been substantiated. Grand Traverse Bay, with its numerous shel- tered harbors and the shelter of the Manitou Islands, are near at hand. 28. No question of forestation or flood protection is involved in this examination, neither is there of water power, as a channel from Lake Michigan to Carp Lake is not under consideration. a Not printed. LELAND AND EMPIRE HARBORS, MICHIGAN. 15 29. Reports upon previous examinations at this harbor are to be found in Annual Reports of the Chief of Engineers for 1870, page 148, and for 1887, pages 2208-2209. Very respectfully, your obedient servant, CHARLES KELLER, Major, Corps of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. (Through the Division Engineer.) [First indorsement.] U. S. ENGINEER OFFICE, LAKES DIVISION, Buffalo, N. Y., September 28, 1909. Respectfully forwarded to the Chief of Engineers, U. S. Army, concurring in the 'district officer's recommendation that a survey be authorized at Empire, and in his opinion that Leland Harbor is not at the present time worthy of improvement by the United States. W. L. FISK, Colonel, Corps of Engineers, Division Engineer. [Third indorsement.] BOARD OF ENGINEERS FOR RIVERS AND HARBORS, Washington, D. C., October 4, 1909. Respectfully returned to the Chief of Engineers, U. S. Armv. The district officer expresses the opinion, in which the division engineer concurs, that Leland Harbor is not worthy of improvement and that a survey and estimate of cost are necessary to determine the advisability of improving Empire Harbor. The amount involved in the survey is small and the information to be gained thereby would certainly be of value in arriving at a conclusion as to whether it is advisable for the United States, either alone or in cooperation with local interests, to undertake to create a harbor at this locality. While the results of expenditures on somewhat similarly located harbors have not been generally encouraging, it is believed in the case in hand that the question of advisability can be better deter- mined after an estimate of cost has been obtained. The Board there- fore concurs in recommending that a survey of Empire Harbor be authorized. Interested parties have been invited to submit their views to the Board regarding the improvement of Leland Harbor. The Board will therefore withhold its opinion in regard to this harbor for the present. For the Board: JOHN G. D. KNIGHT, Colonel, Corps of Engineers, Senior member of the Board. 16 LELAND AND EMPIRE HARBORS, MICHIGAN. [Fourth indorsement.] WAR DEPARTMENT, OFFICE OF THE CHIEF OF ENGINEERS, Washington, October 12, 1909. Respectfully submitted to the Secretary of War. This is a report on preliminary^ examination of Empire and Leland harbors, Michigan, 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 a survey of Empire Harbor be authorized as proposed. Pursuant to the accompanying telegram from Major Keller it is requested that action in this case be expedited. W. L.. MARSHALL, Chief of Engineers, U. S. Army. [Fifth indorsement.! WAR DEPARTMENT, October 12, 1909. Approved : ROBERT SHAW OLIVER, Acting Secretary of War. SURVEY OF EMPIRE HARBOR, MICHIGAN. UNITED STATES ENGINEER OFFICE, Grand Rapids, Mich., January 17, 1910. SIR: 1. In compliance with the directions of the letter from the office of the Chief of Engineers dated October 13, 1909, 1 have thehonor to report as follows upon the survey of Empire Harbor, Michigan : 2. The survey was made between October 20 and November 1, 1909, by Junior Engineer C. W. H. Smith, and the results are fully shown in the tracing, which is to-day forwarded in separate inclosure. 3. Experience has shown conclusively that to serve satisfactorily the class of traffic to be expected at Empire Harbor it should be pro- vided with entrance piers not less, and preferably more, than 250 feet apart, terminating at this locality approximately at the 24-foot contour, and that the area between the parallel piers and revetments should be dredged to 18 feet below zero. At T^mpire an entrance conforming to this general description will require tor each pier 400 feet of cribs 24 feet wide, 300 feet of cribs 20 feet wide, 300 feet of sheet pile pier 16 feet wideband 490 feet of sheet pile revetment 16 feet wide, and 188,700 cubic yards of dredging between the piers. The piers and revetments are indicated upon the tracing. 4. In addition there would be required an interior basin which, as shown, extends 1,400 feet south of the wing of the north revetment, varying in width from 500 to 200 feet, the depth to be 16 feet below zero. This basin should, it is believed, be dredged by the local a Not printed. LELAND AND EMPIRE HARBORS, MICHIGAN. IT interests, and to protect it and the entrance channel from shoaling,, due to the deposit of material eroded from the banks by storm waves, these interests should also be called upon to construct revetments of suitable type for the protection of the banks of this interior basin. Thus there will be 207,800 cubic yards of dredging to be done and 2,600 linear feet of revetment to be built by local interests, which should, in case the entrance is completed at the expense of the United States, in addition remove the trestle which now crosses South Bar Lake, and deed to the United States such land as is needed for the improvement. 5. The estimated cost of the structures and dredging is as follows : (a) To be paid by the United States: 400 linear feet cribs, 24 by 24J feet, at $125 $50, 000- 400 linear feet cribs, 24 by 22$ feet, at f 115 46, OOO 600 linear feet cribs, 20 by 20^ feet, at $85. 51, 00^ 600 linear feet sheet pile pier, at $35 21, 000 980 linear feet sheet pile revetment, at $24 23, 520- 191, 52O Riprap, 1,560 cords, at $15 23, 400- Dredging, 188,700 cubic yards, at 20 cents 37, 74O 252, 660 Contingencies and superintendence 25, 266 277, 926- The cost of maintaining this part of the improvement would be about $7,000 an- nually. (6) To be paid by local interests: Dredging 207,800 cubic yards, at 15 cents $31, 170 Revetment, 2,600 feet, at $15 39, 000- 70, 17fr The cost of maintaining this part of the improvement would be at least $2,000 annually. 6. In spite of the assurances mentioned in paragraph 13 of the preliminary report, it is doubtful whether the Empire Lumber Com- pany will be willing to pay the cost of interior improvement which,. as shown in 5 (&), will amount to $70,170, with $2,000 for annual maintenance. Unless this leading local interest will bind itself in legally enforceable manner to create and maintain the interior basin under definite plans to be furnished by the United States and to- extend the use of all of the basin and of part of the wharves to the general public free of charge, no work whatever should be done by the United States. Assuming, however, that these conditions will be satisfactorily met, it remains to examine the nature and extent of the commerce which will be benefited and from this examination to determine whether the improvement is economically justifiable. 7. Attached hereto is a letter from Mr. E. R. Dailey, president of the Empire Land and Improvement Association, which gives the water-borne commerce of Empire Harbor for the calendar year 1909 1 to include November 6. This is practically the entire tonnage for the year, but the shipments of farm products during November may have H. Doc. 831, 61-2 2 18 LELAM) .VXD KAIPIHK HARBORS, MICHIGAN. been of appreciable importance. The statistics are, however, used as furnished and are as follows: Receipts: Tons. Miscellaneous merchandise 355 Logs !_>. 750 Shipments: Lumber Slabs Bark Miscellaneous merchandise Farm products 32, 163 7,100 437 130 100 Total 52, 835 The preliminary report shows the total tonnage of 1908 to have been 23,035 tons. Thus that of 1909 is over twice the movement of 1908. The increase is entirely in forest products, of which none were received in 1908 and only 22,137 tons shipped. On the other hand, there appears to be in 1909 a diminution in the tonnage of merchandise and farm products. In any event the commerce of this harbor con- sists at present almost exclusively of forest products. The supply of such products is steadily diminishing, the period of absolute exhaus- tion being at the utmost probably not more than ten years away. 8. The total commerce of Empire Harbor for the next ten years may, as shown in detail in the report of Junior Engineer Smith, be estimated as about 555,000 tons of freight of all classes. Most of this freight will move by water, as it now does, even if the harbor is not improved by the United States, and the expenditure of nearly $280,000 by the United States will result therefore in added convenience to ship- pers, but probably not in any large absolute saving. In all probability the saving due to the use of the improved harbor will, during the life of the lumber industry, but little exceed the cost of its construction. Upon the exhaustion of timber supplies the water traffic of this harbor will then fall to a relatively insignificant tonnage of farm produce and -general merchandise. Just how much this will be is difficult to say, but that it will exceed 3,000 to 5,000 tons annually is doubtful. A consideration of the commercial statistics for the calendar year 1908 for the harbors at White Lake, Pentwater, and Arcadia serves to confirm the correctness of this view. The total receipts and ship- ments of merchandise and farm products for that year were as follows : Tons. White Lake 4, 679 Pentwater 2, 010 Arcadia 1, 150 The average for the three harbors was less than 3,000 tons. The assumption of an upper limit of 5,000 tons for Empire will probably allow liberally for the growth of the next ten years. Assuming then that it may be 3,000 to 5,000 tons annually, the United States will then be paying in maintenance charges from $1.40 to over $2 for each ton of freight moved. 9- In view of the limited supply of the material from which the principal traffic of the harbor is at'present derived and of the proba- bility that, upon the exhaustion of this resource, the commerce of Empire will be very small in amount, there appears to be no economic justification for its improvement at the expense of the United States, LELAND AND EMPIRE HARBORS, MICHIGAN. 19 and accordingly T report that the improvement of Empire Harbor is not justified by the commercial and other interests involved. ^10. Additional information is to be found in the report of Junior Engineer Smith and in the statement of the Empire Land and Im- provement Association, both of which follow. Very respectfully, your obedient servant, CHARLES KELLER, Major, Cori>f< of Engineers. The CHIEF OF ENGINEERS, U. S. ARMY. (Through Division Engineer.) [First indorsement.] U. S. ENGINEER OFFICE, LAKES DIVISION, Buffalo, A 7 . V., January 20, 1910. Respectfully forwarded to the Chief of Engineers, U. S. Army, fully concurring in the views of the district officer as stated in para- graph 9 within. W. L. FISK, Colonel, Corps of Engineers, I > i rision Knginet r. [Third indorsement.] BOARD OF ENGINEERS FOR RIVERS AND HARBORS, Washington, I). C., March 1 , 1 !>!(>. Respectfully returned to the Chief of Engineers, U. S. Army. As a result of recommendations made on the report of preliminary examination of Empire and Leland harbors, a survey of the former locality was authorized, during the progress of which interested persons were afforded opportunity to submit statements to the Board in regard to the necessity for improvement of the latter harbor. The descriptions of these harbors, contained in the report on preliminary examination are full and comprehensive, and the Board will therefore confine its report to the important factors bearing directly upon the question of the advisability of the United States undertaking the desired improvements. EMPIRE HARBOR. Empire Harbor is situated on the east side of Lake Michigan, and is about 18 miles north of Frankfort and 58 miles south of Charlevoix. Directly back of Empire and separated from it by a narrow strip of land is South Bar Lake, which has an area of about 80 acres. The improvement desired by local interests is the cutting of a chan- nel from South Bar Lake to Lake Michigan and the construction of the necessary piers and revetments to afford a protected harbor suit- able for vessels plying regularly on Lake Michigan. While two bridge piers exist, it is stated by advocates of the improvement that these afford no shelter and that in unfavorable weather vessels can not remain tied to them, and accordingly vessels on regularly sched- uled trips may be oblige* 1 to pass Empire without touching there, with resulting loss and inconvenience to shippers. 20 LELAND AND EMPIRE HARBORS, MICHIGAN. In the within report, the district officer submits a plan contem- plating the construction of the necessary structures and the excava- tion of the entrance channel by the United States at an estimated cost of $277,926, with $7,000 annually for maintenance, leaving to local interests the dredging of the interior basin at an estimated cost of $70,170 and $2,000 annually for maintenance. The water-borne commerce of the harbor is reported as amounting to 22,137 tons in 1908, and 52,835 in 1909 up to November 6. Of the latter amount, all excepting 385 tons was lumber or products of the same handled almost entirely by one company. The lumber industry a.t this place at present has not the requisite importance to merit federal expenditure solely in its behalf. The supply of timber available to the locality can not last indefinitely, and while some increase in other commodities may be expected, there is no prospect of the development of a commerce of a size or character that would justify the expenditure of the amount estimated as necessary to construct a suitable harbor. The Board concurs with the district officer and division engineer in the opinion that it is not advisable for the United States to undertake the improvement of Empire Harbor. Interested parties were invited to submit statements and argu- ments to the Board in relation to this subject, but no communica- tions thereon have been received. There are no questions of water power involved, and the Board is of opinion that there are no questions of terminal facilities, or other related subjects, which could be so coordinated with the project herein considered for the improvement of this locality, as to render the work advisable in the interests of commerce and navigation. LELAND HARBOR. Leland Harbor is situated on the east shore of Lake Michigan, the nearest commercial harbors being Frankfort, about 42 miles south- ward, and Charlevoix, about 35 miles northward. The population of the town is about 300. Its commerce consists chiefly of lumber and agricultural products. The former can not be expected to en- dure many years, but it is the confident belief of local interests that the locality is destined to become an important agricultural center. The improvement desired is the construction of an outer harbor on Lake Michigan for the protection of existing landing places and to afford a harbor of refuge. This improvement would involve the con- struction of permanent works at considerable cost, and could be justified only by the existence or reasonable assurance of the develop- ment of a commerce of importance. After consideration of the facts available, including a statement submitted by local interests, the Board concurs with the district officer and division engineer in the opinion that at the present time commercial and farming interests do not appear to be of sufficient magnitude to justify the construction of an outer harbor at this place. Grand Traverse Bay and the shelter of the Manitou Islands being near at hand, the necessity for a harbor of refuge at Leland is not apparent. In compliance with the provisions of section 13 of the act of March 3, 1909, the Board further reports that none of the questions of LELAND AND EMPIRE HARBORS, MICHIGAN. 21 terminal facilities, water power, or other related subjects have any material bearing upon the improvement of the navigation of this locality. For the Board : W. C. LANGFITT, Lieut. Col., Corps of Engineers, Senior Member Present. REPORT OF JUNIOR ENGINEER C. W. H. SMITH ON SURVEY OF EMPIRE HARBOR, MICHIGAN. UNITED STATES ENGINEER OFFICE, Grand Rapids, Mich., January 10, 1910. MAJOR: I have the honor to submit the following report upon a survey of Empire Harbor, Mich., made in accordance with your instructions: The survey was made October 20-November 1, 1909, and a map of the locality is transmitted herewith. Soundings were made in Lake Michigan sufficient to develop the 25-foot contour from abreast the south bridge pier to abreast the foot of the high bluff about 3,800 feet north of this pier. In South Bar Lake soundings were made from the lower, or south, end nearest the village, as far north as Knox Creek, a distance of approximately 4,100 feet. Above Knox Creek no soundings were made on account of the inaccessible swampy shores and on account of the fact that this portion of the lake is covered with a thick mat of water grasses reaching to within a few inches of the water surface. At the time of the survey the stage of water in Lake Michigan varied frqm 0.9 feet to 1.2 feet below zero of gauge, while the stage of water in South Bar Lake remained constant at 2.7 feet above zero. This zero of gauge is the same datum as that used at all the harbors in this district, and is at an elevation of 581.63 feet above mean tide at New York City. At Empire this datum was established by taking readings, to the water surface of Lake Michigan from an arbitrary datum, and afterwards correcting these readings to agree with those of same dates at Ludington and Grand Haven harbors. All soundings on the map are referred to this datum. The Lake Michigan and South Bar Lake shore lines, as shown, are those at a stage of 1.3 feet and +2.7 feet, respectively. The platted portion of the village, as shown on the map, was copied from a private survey of October, 1895. The object of the survey being that of ascertaining the cost of an improvement to be proposed for this locality, I have outlined, in red, upon the inclosed map a tenta- tive plan upon which to base an estimate of probable cost. This plan contemplates the creation of a channel from deep water in Lake Michigan to South Bar Lake, and the excavating of an interior oasin in South Bar Lake which would form the harbor at Empire. The piers and revetments for the protection of the entrance channel, as shown, are parallel and 250 feet apart. The piers project into Lake Michigan about 1,000 feet, terminating at approximately the 24-foot contour, and together with the revetments between the two lakes each would be 1,490 feet long. The outer 400 feet of each pier would consist of cribs 24 feet wide, the next 300 feet of cribs 20 feet wide, the next 300 feet of sheet pile pier 16 feet wide, and the following 490 feet of sheet pile revetment 16 feet wide. All cribs would rest upon pile foundations and have super- structures 6 feet high. The superstructure for the sheet pile pier and revetment would be 4 feet high. The area between the piers and revetments would be dredged to a depth of 18 feet below zero of gauge. The interior basin, as shown, extends south a distance of 1,400 feet from the north end of the wing of the north revetment and is 500 feet wide at the northerly end for a length of 450 feet, thence narrowing to 200 feet at the southerly end. It is planned that this basin be dredged to a depth of 16 feet below zero of gauge. It i< believed, in accordance with paragraph 13 of the report upon the preliminary examination, that the land needed for the construction of the entrance channel, and in addition a strip of land 50 feet wide north of the north pier and revetment and 50 feet wide south of the south pier and revetment, should be deeded to the United States free of cost; that the local interests should do all the dredging required for the 'Not printed. 22 LELAND AND EMPIRE HARBORS, MICHIGAN. creation of the interior basin and protect the banks of the latter against erosion by suitable revetments; that they should remove the present railroad structure across South Bar Lake and deed to the village free of cost all land necessary by a free wharf at such location as would best serve the public interest. The protection of the banks of the basin seems necessary, as it is apprehended that during westerly storms the agitation of the sea will extend to the basin, and if allowed to attack unprotected banks the maintenance of the required depth of water would be greatly interfered with, if not impossible. The part of the improvement remaining to be provided for by the United States would then be the construction of the piers and revetments to South Bar Lake and the dredging between them, for which the following is an estimate of the probable cost: 400 linear feet cribwork 24 by 24J feet, at $125 $50, 000 400 linear feet cribwork 24 by 22J feet, at $115 46, 000 600 linear feet cribwork 20 by 20J feet, at $85 51, 000 600 linear feet sheet-pile pier, at $35 21, 000 980 linear feet sheet-pile revetment, at $24 23, 520 191, 520 Riprap stone, 1,560 cords, at $15 23, 400 Dredging, 188,700 cubic yards, at 20 cents. . . , 37, 740 252, 660 Add 10 per cent for contingencies and superintendence 25, 266 Total 277. 926 in addition there would probably be required not less than $7,000 annually for dredging and repair of the piers and revetments. The amount of work that it is expected would be cared for by local interests is as follows : Dredging in the basin cubic yards. . 207, 800 Shore protection of the basin linear feet. . 2, 600 The water-borne commerce to and from Empire piers for the first ten months of the calendar year 1909, as furnished by Mr. E. R. Dailey, is as follows: Receipts: Tons. Miscellaneous merchandise 155 Logs.. 12,750 Shipments: Lumber 32, 163 Slabs 7,100 Bark 437 Miscellaneous merchandise 130 Farm products 100 Total 52, 835 Comparing the above tonnage with that for the calendar year 1908, which is stated in the preliminary report as 23,035 tons, it is evident that the lake commerce for 1909 is more than double that for 1908. This increase is shown to be entirely in forest products, and is due, doubtless, to the importation of logs by vessel. On the other hand, the amount of merchandise and farm products appears to have decreased, how- ever, since the above report for 1909 does not include any receipts or shipments for the last two months of the year. It is possible that November shipments of apples and potatoes would aid in making a better showing It is plain that the main source of vessel tonnage at this harbor is from the lumber- ing industry. The life of this industry, at Empire, computed from the amount of standing timber now owned by the Empire Lumber Company, is estimated at from eight to ten years. It is a well-known fact that the lumber industry in Michigan is moving northward each year and unless some means is devised to secure, cheaply, a supply of logs from northern points, it is only a matter of a few years when all the sawmills will disappear from the lower Michigan peninsula. This problem the Empire Lumber Company claim to have solved by their venture, during the past summer, of bringing logs from the North Manitou Island, as explained in paragraph 4 of the preliminary report, and it is further claimed that a harbor at Empire would warrant them in making addi- LELAND AND EMPIRE HARBORS, MICHIGAN. 25 tioual purchases of timber at northern points, all of which would be brought here- for manufacture into lumber, and thus increase the life of their mill many years beyond the figures given above. As an estimate of the maximum amount of vessel commerce in .sight for the next ten years the following is submitted: Receipts: Tons. Logs, 55,000,000 feet b. m a 330, 000 Miscellaneous merchandise 65, 000 Shipments: Lumber, slabs, and bark c 200, 000 Miscellaneous merchandise and farm products 6 20, 000 > Total 555,000, The amount saved in freight charges, by virtue of a water route, on the above ton- nage is estimated as follows: 4,000,000 hundredweight of lumber, at 12 cents per hundredweight $480, 000 500,000 hundredweight of miscellaneous merchandise and farm products, at 7 cents per hundredweight 35, 000 Total 515, 000 No saving is estimated on the importation of logs, as these must necessarily be brought in by vessel. The saving on the lumber, merchandise, and farm products is based upon the difference between the rail and water rates between Empire and Chicago. Upon my arrival at Empire to make the survey I found the parties most interested in the establishment of a harbor at tins point in possession of a copy of the report on the preliminary examination. After the discussion of a few points to which they took exception, I requested that they submit in writing any objections they might have to- any parts of the report, and the result of this request is the inclosed letter from the Empire Land and Improvement Association, under date of November 8, 1909, to which attention is invited. In connection with this report I desire to say that the cost of improving the wagon road from Empire to Frankfort was estimated, by one of the road commissioners of Manistee County, a man of considerable experience in this line, although not intimately acquainted with the country in the immediate vicinity of Empire, at about $3,000 per mile, which, for the 21 miles, would make a total of $63,000. He also estimated the cost of yearly maintenance at $25 per mile. On Sunday, October 24, 1 took a drive over this road to a point about 12 miles southeast of Empire and found the condition* substantially as stated in the inclosed letter. CONCLUSION. From the above it appears that the annual vessel commerce that might be expected for the next ten years is 55,500 tons. Three years would doubtless lapse before a harbor would be of service, and thus this amount of vessel commerce, as far as can be foreseen at the present time, would continue for a period not to exceed seven years. It may then be assumed that, at the expiration of seven years, the water-borne com- merce will not exceed the very liberal estimate of 7,000 tons per year. This tonnage, compared with the estimated annual maintenance cost of $7,000 per year, shows that the annual expenditure for maintenance, on the part of the United States, will be $1 per year per Ion of vessel freight. If the lumbering industry shoula continue to be permanent, as the local interest* claim it will do, or should other industries of equal value supplant it, of which there is no indication at this time, an annual vessel commerce of 50,000 tons to begin with might be figured on, and this would, in my opinion, warrant the United States in undertaking the construction of a harbor at Empire. Otherwise, it is believed that a Computed for green hard-wood logs at 12,000 pounds per thousand feet b. m. 6 These items take into consideration the future development of the neighboring country, and the tonnage given is believed to be a very liberal estimate. c Computed for 80,000, 000 feet b. m. of hard-wood lumber partly seasoned, at 5,000' pounds per thousand feet b. in. As some of the lumber would doubtless be hemlock and shipped by rail it is assumed that the deficiency would be counterbalanced by the slabs and bark that would be shipped by water. 24 LELAND AND EMPIRE HARBORS, MICHIGAN. the expenditure of the large sum necessary to create a harbor at this point would not be justifiable. The terminal and transfer facilities now offered are confined to the two bridge piers belonging to the Empire Lumber Company, and during the life of these piers they have been open to the public free of charge. These piers would, of course, cease to be made use of upon the completion of a new harbor, such as contemplated, and new iacilities for the handling of freight would have to be provided. Very respectfully, C. W. H. SMITH, Junior Engineer. Maj. CHAS. KELLER, Corps of Engineers, Grand Rapids, Mich. LETTER OF EMPIRE LAND AND IMPROVEMENT ASSOCIATION. Accepting the invitation of Mr. C. W. H. Smith, junior engineer, to criticise or correct in any manner the report made from the United States Engineer Office to Washington, dated Grand Rapids, Mich., September 22, 1909, we submit the follow- ing objections and statement of facts: In the first place, the report as a whole is a statement of facts only, based on a con- servative estimate, but in article No. 10 it reads as follows: " It should be noted that most of the above articles, in spite of the absence of a harbor, are now actually shipped by water, and that the total saving is also largely actual," which is correct under the present conditions, but it would be safe to estimate that the shipment of fruit and farm products by water would have been increased 2,000 tons could we have got boats for this point during the time of shipment, and we are positive that with a harbor making it an easy and sure matter of getting boats that there would be a great increase in the shipment of farm products, as not more than 30 per cent of our lands are now under cultivation, but would be rapidly cleared up and set out to fruit and used for other farm purposes. In article No. 15, report says: "On the other hand, much, if not all of the anticipated increased commerce would eventually come," though perhaps more slowly, even though the harbor were not provided and relatively as much of this increase as of the existing commerce would probably use the somewhat uncertain water route, so that the saving due to the provision of a safe and deep harbor would in the end be but small." This we shall have to take exceptions to, giving the following reasons: We have back of us and adjacent to this prospective harbor 35,000 to 40.000 acres of cut- over lands, all excellent fruit and farming lands, awaiting the settler, at prices lower than such lands can be purchased for anywhere else in the United States; we also have many thousand acres of standing timber, which is being gradually cut off every year and thereby adding to the inventory of said cut lands; we are pushing advertising of different kinds and nature to induce the settler to come to us. One of the first in- quiries he makes is, Have you water shipments? When he sees the true condition that after the crops are harvested it is so late in the season of navigation that boats could not land regularly at bridge piers, there is no other way of shipment except to pay the high railroad rates, and consequently the sale of lands and settling up of the country is very slow; in fact at almost a standstill for lack of better shipping facilities. We have the finest fruit and general farming lands in the State of Michigan. A harbor here would insure the quick and rapid development of this country, which otherwise would drag along very slowly for want of better shipping facilities, which would depend on the action of our Government . As to the road to Frankfort, this would be no help at all to any of this territory that is included in our statement and that would be benefited by a harbor here, as this road would cost to build not less than $75,000, and 8 miles of it would go through a pine plains desert where nothing at all is raised or manufactured. This would be through the township of Lake, in Benzie County, which township was not included in the territory tributary to Empire, although the northern part of this township adjoins Empire and is much nearer here than it is to Frankfort, and this is the only part that has any good fruit or farming land in it. The balance is mostly government and state tax lands, which has gone back to the State for nonpayment of taxes after the little timber was taken off, and a road built as suggested would not benefit any of the terri- tory mentioned in the report heretofore referred to in this bill of exceptions. Aside from this fact, even if the road were built at the low and conservative estimate for 21 miles, such road would be entirely useless for the purpose for which it would be LELAND AND EMPIRE HARBORS, MICHIGAN. 25 intended, as a good heavy team could not haul on an average more than 3,000 pounds, and it would take two days to make a trip, which would cost at the very lowest estimate from 10 to 15 cents per bushel for all farm produce that goes in sixth- class freight, which said class of freight predominates in farm products. This would be double the amount that it would cost to ship the same class of freight from Empire to Chicago or any Lake Michigan markets and would also be double the cost of ship- ping from Empire to Frankfort by rail under the present conditions, which is over three railroads and a distance of about 80 miles. Now, we have looked up this matter thoroughly, and we find that from Manistee to Bear Lake is a distance of about 18 miles, and they have a first-class road built by the State of Michigan at a cost of $3,000 or $4,000 per mile. The village of Bear Lake and surrounding country has no railroad at the present time nearer than 8 miles, which is Chief Lake Station, on the Manistee and Northeastern road, or Norwalk, on the same line. We have made a thorough investigation and find that the people of Bear Lake do not haul any fruit or farm produce to Manistee for shipment, as it is cheaper to haul it the 8 miles to railroad and ship that way, even at the high freight rate. So this, we think, should do away with the idea of a wagon road to Frankfort being of any benefit to this territory. As this is all the objection we can make to the report, we will now try and show why Empire and Leelanau County is entitled to a harbor. In the first place, Leelanau County has no harbor which is maintained by the Gov- ernment, only those provided by nature, such as South Manitou Island and Grand Traverse Bay, said bay being frozen over for a large portion of the year. In the second place, Empire is the most feasible place to build a harbor for the following reasons: We have an inland lake of sufficient area to accommodate a large number of boats which can at any time be made much larger by dredging, as the bottom where the water is shoal, as well as elsewhere all over the lake, is composed of very soft marl and mud, which can be pumped out at very low cost. This lake is only separated from Lake Michigan by a very narrow strip of sand beach, with good deep water all along the coast of Lake Michigan at a reasonable distance from shore. Now, all these favorable conditions do not exist at any other point along this coast where a harbor is needed. Then, again, all the surrounding country which would be benefited by a harbor here is so located that this is the natural outlet, for the reason that Empire village, as well as the proposed harbor site, is located in a large basin slightly above the level of Lake Michigan, and a large portion of the surrounding country descends toward the proposed harbor site; and you will see by the map that we sent you that Glen Lake, one of the most beautiful summer resorts in northern Michigan, lies 4^ miles northeast of Empire. This lake is about 20 feet above the level of Lake Michigan . Four years ago this lake was hardly known as a summer resort, while during this last season of 1909 there were at least 350 to 400 people patronized it during the resort season. It is safe to say that 80 per cent of these people are residents of Chicago, and came here by boat, landing at Glen Haven, where there is no harbor, and a num- ber of times during the summer those people were carried by on account of bad weather, so boats could not land at Glen Haven, and were taken to Charlevoix or Petoskey and had to return on southbound boats to Glen Haven or by rail to Empire, which certainly is a great inconvenience. We do not make this statement with the idea that the Government would build a harbor to accommodate the resort business. but this, together with the large amount of incoming and outgoing freight which we have shown to have been handled here already with only the poor facilities thai we have and the great increase that would result from the construction of a good harbor here, together with safety and convenience to navigation, entitles us to con- sideration. We also wish to give you another reason why we think that a harbor should be built at Empire: First, that the main course of Lake Michigan traffic that goes through the Straits of Mackinac passes between the South Manitou Island and Sleep- ing Bear Point, which brings them on a course about 4 miles west of Empire; that is, all boats bound to or from west-shore points to or from east-shore points they would not necessarily keep so far out. This would make it very convenient for freight and passenger boats going either way to stop here to discharge or receive passengers or freight, and in reality all the freight now shipped to or from west-shore points to or from Traverse City and vicinity could be handled and transferred here by rail and a great saving made in time as well as distance, as the distance by water from here to Traverse City is about 90 miles, and we are that much nearer Chicago, which is our best and largest market, while the distance from Empire to Traverse City In- land route is only 24 miles. This would mean a big saving in time of getting the big fruit crop of that region to markel, even if they had a !><>ai ninnm-i direet from Traverse City to the west shore of Lake Michigan"; but where they expert t.. ship by a regular line of boats there would be a greater saving in time, as a boat running 448731 26 LELAND AND EMPIRE HARBORS, MICHIGAN. from the straits on her regular course south would arrive at Empire as soon as they could at Traverse City and would be 90 miles nearer Chicago, as the regular course of through boat lines is 44 miles north of Traverse City. In stopping there with regular boate the extra run in and out-of the bay would be 88 miles, which is more than one-third the distance from Traverse City to Chicago by using railroad to Empire and boat from there to Chicago, as this total distance is 241 miles 24 miles of railroad to Empire and 217 miles from Empire to Chicago by boat and this same advantage would apply to all ports or markets on the west shore of Lake Michigan and also all Lake Superior points, as this would be the nearest harbor to the regular route of all boats going through the straits on the east shore south of Mackinac City, and all that northern country is surely a good outlet; in fact, Duluth and Ashland, Sault Ste. Marie, Marquette, Houghton, and Hancock, and all other Lake Superior towns would be good markets for our products; but owing to the high railroad rates and the fact that we had no harbor so that boate could stop here we have been prohibited from shipping any of our produce that way. We should also like to call your attention to the fact that in years past there has been a good many accidents and wrecks near here and Sleeping Bear Point, and mostly caused by heavy west and northwest winds. This we account for as follows: That the only place of shelter near here is South Manitou Harbor, and sometimes this is very hard to make with heavy west to northwest winds. The Government has a life-saving station at Sleeping Bear Point, which is about 8 miles north of Empire and about halfway between the proposed harbor at Empire and the South Manitou life-saving station, so our claim is that a harbor at Empire would be a great convenience in sav- ing life and property, as it would supply a safe landing place for disabled boats or rescued passengers or crews that were unable to reach the South Manitou Harbor. Another claim that we make is that both the South and North Manitou islands should have a safe harbor to go to in their communication with the mainland, and that Empire is the best location to furnish this accommodation. The North Manitou Island contains about 15,000 acres of good fanning and fruit lands. About half of this is cleared and is now being used for fanning and fruit-raising purposes. The other half is heavily timbered, estimated at about 100,000,000 feet board measure. About half of this timber is being manufactured into lumber at the island and the other half is sold to the Empire Lumber Company, to come here to Empire to be manufactured into lumber for shipment to Chicago by water, and the logs are all brought here by boat. The population of this island is about 300 people. The South Manitou Island contains about 7,000 acres, which is the same quality of land as the north island, with about 1,500 acres of good timber (about 10,000,000 feet) which we expect will be brought here for manufacture and shipment, as there are no mills on that island. The balance of the lands are mostly used, for farming, fruit growing, and stock raising. The population is 75 to 100 people. Both of those islands receive their mail and other supplies now from Leland and Glen Haven, where there is no harbor, and at times they are without communication for weeks at a time. The following fact? and reasons, together with the fact that all the business men and inhabitants of Empire and all surrounding country show a willingness to assist the Government in every way possible to secure this harbor, and the property owners are willing to furnish free of charge all lands necessary for the construction of govern- ment piers and channel between Lake Michigan and South Bar Lake and also land for a public dock inside, we think entitles us to the right to ask our government officials to give the matter a thorough investigation and consideration, and we feel that there can be no question as to the outcome. Trusting that our representations and requests may be looked on with approval, we remain, Yours, most respectfully. EMPIRE LAND AND IMPROVEMENT ASSOCIATION, By E. R. DAILEY, President, A. E. WILT.ARD, Secretary. " LETTER OF EMPIRE LAND AND IMPROVEMENT ASSOCIATION. EMPIRE, MICH., November 6, 19<)<>. DEAR SIR: Replying to your request, we hereby submit a report of the arrivals and departures of boats at Empire during the season of 1901* to date, also tonnage shipped in and out, both by rail and water. These figures are actual, and we trust that they will fill your requirements: LELAND AND EMPIRE HAEBOES, MICHIGAN. 27 Water shipments. Steam barge Edward F. Buckley, 40 trips to Chicago; 2 trips to Michigan City. Steam barge 0. E. Parks, 1 trip to Detroit and Toledo. Steam barge S. K. Martin, 1 trip to Tonawanda, N. Y. Schooner Petril, 1 trip to Sheboygan, Wis. Schooner /. H. Stevens, 31 trips to Sheboygan, Wis. Steam barge Edward F. Buckley, 33 trips from North Manitou Island. Steam barge /. D. Marshall, 1 trip from Chicago and Manistee. Steam barge /. S. Crouse, 3 trips with merchandise; 1 trip light. P. M. steamer No. 6, 3 excursions in and 1 out. Gasoline launches, numerous trips in and out to Manitou Islands. Tonnage by water. Received: Tons. , Shipped out: Tons. Merchandise 155 | Lumber 32,163 Logs 12,750 Slabs 7,100 Bark 437 Merchandise 130 Farm produce 100 Total 12,905 I Total 39,930 Following we give you the railroad tonnage in and out for the past fifteen months, commencing July 1, 1908, to November 1, 1909. This we give you, as the railroad agent had it all figured exactly for that period for the state railroad commission, and this saved us going all over the shipments again for just the present year. We find that it averages pretty well, month for month, so that if you take one-fifteenth of the total and multiply it by any desired number of months you will get it about as correct as we could give it to you after doing a lot of hard figuring. Tonnage by rail. Received: Tons, i Shipped out: Tons. Bark 17 | Grain 492 Logs 45, 413 Cooperage stock 66 Coal 1,558 Grain 15 Lumber 25 Farm products 150 Merchandise 1,609 Total 48,853 Lumber 2, 880 Farm products 843 Livestock 29 Slabs and fuel 1, 655 Total 5,1 Summary. Tons. Tonnage received by water ............................................... 12, 905 Tonnage received by rail ............................................... 48, 853 Total received .................................................... 61, 758 Tonnage shipped by water ................................................ 39,930 Total shipped out ........................................ ......... 45,829 Total tonnage in and out ........................................... 107, 687 Rail tonnage in and out for twelve months, November 1, 1908, to November 1,1909 ................................................................ 46,829 Water tonnage in and out for season 1909 ................................... 52, 835 Total... . 98,664 28 LELAND AND EMPIRE HARBORS, MICHIGAN. You also asked for the'railroad rates from Empire to Frankfort and from Frankfort to Chicago, all rail, which is as follows: Class. Empire to Frankfort. Frankfort to Chicago. Cents. Cents. First 25 49 Second 20 42 Third 16 32 Fourth 12 22 Fifth. ... . ...:.....-. 10 18 Sixth H 13 ,, .; Yours, truly, EMPIRE LAND AND IMPROVEMENT ASSOCIATION, By E. R. DAILEY, President. Mr. 0. W. H. SMITH, U. S. Engineer Office, Grand Rapids, Mich. : :. < ' ' UNIVERSITY OF CALIFORNIA, LOS ANGELES THE UNIVERSITY LIBRARY This book is DUE on the last date stamped below UNIVERSITY ol AT LOS ANGELES LIBRARY 000 959 491 TC 225 L53A5 1910