UNIVERSITY OF CALIFORNIA 
 AT LOS ANGELES
 
 61ST CONGRESS, ) HOUSE OF REPRESENTATIVES, j DOCUMENT 
 
 3d Session. \ \ No. 830. 
 
 TOTUSKEY RIVER, VIRGINIA. 
 
 State College 
 
 of Washington 
 BETTER yj^ 
 
 FROM 
 
 THE ACTING SECRETARY OF WAR, 
 
 TRANSMITTING, 
 
 WITH A LETTER FROM THE ACTING CHIEF OF ENGINEERS, RE- 
 PORTS ON EXAMINATION AND SURVEY OF TOTUSKEY RIVER, 
 VIRGINIA, FROM DEEP WATER IN RAPPAHANNOCK RIVER TO 
 THE BRIDGE ABOUT 5 MILES ABOVE ITS MOUTH. 
 
 MARCH 31, 1910. Referred to the Committee on Rivers and Harbors and ordered to 
 
 be printed. 
 
 <?; WAR DEPARTMENT, 
 
 J Washington, March 30, 1910. 
 
 4 SIR: I have the honor to transmit herewith a letter from the Acting- 
 's! Chief of Engineers, U. S. Army, dated 29th instant, together with 
 . copies of reports from Maj. Jay J. Morrow, Corps of Engineers, 
 dated May 10, 1909, and January 7, 1910, on preliminary examination 
 
 <* and survey, respectively, of Totuskey River, Virginia, made by him 
 
 ^ in compliance with the provisions of the river and harbor act of March 
 
 ^T 3, 1909. 
 
 Very respectfully, ROBERT SHAW OLIVER, 
 
 - Acting Secretary of War. 
 
 The SPEAKER OF THE HOUSE OF REPRESENTATIVES. 
 
 , WAR DEPARTMENT, 
 
 OFFICE OF THE CHIEF OF ENGINEERS, 
 
 r- Washington, March 29, 1910. 
 
 \ SIR: 1 have the honor to submit herewith, for transmission to 
 ^ Congress, reports dated May 10, 1909, and January 7, 1910, by Maj. 
 ^ Jay J. Morrow, Corps of Engineers, on preliminary examination and 
 uj" survey, respectively, called for by the river and harbor act approved 
 March 3, 1909, of Totuskey River, Virginia, from deep water in 
 Rappahannock River to the bridge about 5 miles above its mouth. 
 
 448726
 
 a TOTUSKEY RIVER, VIRGINIA. 
 
 This locality has been under improvement by the General Govern- 
 ment, 2,117 feet of longitudinal log dike having been constructed at 
 Bookers bar in 1883. The district officer submits several plans for 
 further improvement, ranging in cost from $11,600 to $57,500, but in 
 view of the limited benefits to navigation which would result, as com- 
 pared with the initial cost, he expresses the opinion that the proposed 
 improvement is not worthy of being undertaken by the General Gov- 
 ernment, and this opinion is concurred in by the division engineer. 
 
 These reports have been considered by the Board of Engineers for 
 Rivers and Harbors, which states in its report dated February 14, 1910, 
 herewith, that the cost of improving this stream by any of the methods 
 suggested would be disproportionate to the probable resulting benefits 
 and that it is inadvisable for the General Government to undertake 
 the work. 
 
 I concur in the views of the Board of Engineers for Rivers and 
 Harbors. 
 
 Very respectfully, FREDERIC V. ABBOT, 
 
 Acting Chief of Engineer*. 
 
 The SECRETARY OF WAR. 
 
 PRELIMINARY EXAMINATION OF TOTUSKEY RIVER, VIRGINIA. 
 
 UNITED STATES ENGINEER OFFICE. 
 
 Washington, D. C., May 10, 1909. 
 
 SIR: Jn accordance with orders from the Chief of Engineers, I have 
 the honor to submit the following report of a preliminary examination 
 of Totuskey River from deep water in Rappahannock River to the 
 bridge about 5 miles above its mouth, made in compliance with the 
 requirements of the river and harbor act of March 3, 1909. 
 
 The examination was made April 27, 1909, by Assistant Engineer 
 William B. Harrison, under instructions from me. On that day he 
 had conferences at Warsaw, Va., with several prominent citizens 
 interested in the proposed improvement. 
 
 A preliminary examination was made of this same stream, under 
 direction of Maj. Spencer Cosby, Corps of Engineers, b}' Assistant 
 Engineer F. C. Warman, in April, 1907, in compliance with the river 
 and harbor act of March 2, 1907. Mr. Harrison's report follows 
 closely the lines of the former report (published in H. Doc. No. 451, 
 60th Cong., 1st sess.), but contains such modifications and additions 
 as were brought out by the examination. 
 
 The following is from Mr. Harrison's report: 
 
 General description. Totuskey River rises on the boundary of Northumberland 
 and Richmond counties, Va., flows in a southwesterly direction through Richmond 
 County, and empties into Rappahannock River H5 miles above its mouth (Chesapeake 
 Bay) and 7 miles below Tappahannock. The total length of Totuskey River is about 
 15 miles, and the country through which it flows and drains, about 36 square miles, 
 is undulating and fertile. The principal settlements in this area are Warsaw, with 
 about 275 inhabitants; Haynesville, with 150; Emmerton, with 100; Farnham, with 
 100; and Lyells, with 75; and the total tributary population is claimed at about 3,OCO 
 persons to the area of only 36 square mile?. This estimate is thought to be excessive, 
 as the 1900 census gives the population of the whole of Richmond County, 210 square 
 miles, as only 7,088. The residents of this section of the country are chiefly engaged 
 in lumbering, agricultural pursuits, and canning. There are 18 stores in the area. 
 
 This stream is not believed to have any water power or terminal possibilities. For 
 the first 5 miles above its mouth it has the characteristics of a tidal estuary, with a
 
 TOTUSKEY EIVEE, VIRGINIA. 3 
 
 mean range of tide of about 2 feet and no appreciable slope. The water is usually 
 fresh. The stream is bordered by high banks, varying from 300 feet to 600 feet apart 
 and averaging about 400 feet apart. Between the high banks extensive marshes 
 exist, alternating from bank to bank, reducing the water widths to an average of 
 about 200 feet above and about 500 feet below Bookers bar and making the naviga- 
 ble channel extremely tortuous. 
 
 The "Northern Neck Road," connecting Fredericksburg, Va., with Chesapeake 
 Bay, bridges the stream about 5 miles above its mouth. The bridge is a low struc- 
 ture without a draw, which limits navigation above it to small lighters The stream 
 forks into two branches ab mt 100 yards above the bridge, and it is said that lighter 
 navigation is available up the branches for the distances of 2 and 6 miles, respectively. 
 The bridge is the head of the desired improvement. 
 
 There are two boat landings maintained on this stream; the one at North Bend, 
 about one-half mile below Bookers bar, is simply a precipitous bank with sufficient 
 adjacent depth of water for boats to land; the other, at the bridge, has two small 
 timber wharves and one earthen landing. Other landings are available and are 
 occasionally used at such points along the stream where the channel winds close in 
 to the high banks. The landing and wharf facilities are adequate for the present and 
 future needs of commerce of the stream. No vessels were in the stream on April 27. 
 
 The tributary area is about two-thirds cultivated and one-third wooded, princi- 
 pally with pine. The soil is fertile and the locality is well adapted for trucking if 
 quick transportation facilities were available. Fifteen bushels of wheat are usually 
 raised per acre, though some parts of this section yield as high as 35 bushels. 
 
 There are no railroads accessible and all shipments are necessarily made by water. 
 Wellfords wharf on the Rappahannock River is situated about two-thirds of a mile 
 above its mouth, about 5 miles from Warsaw, the principal settlements of the 
 tributary area, whereas the bridge, the head of the proposed improvement, is about 
 3 niiles from Warsaw, 9 miles from Wellford or Sharps wharf on the Rappahannock 
 River, 11 miles from Kinsale, 8 miles from Hyacinth, and 10 miles from Lodge 
 wharves, all on the Potomac River. Some of these places, the nearest points touched 
 by the regular line of steamers, are still nearer to that portion of the tributary area 
 located above the bridge. 
 
 Previous examinations and operations. An examination of Totuskey River was made 
 in 1874. The obstructions to navigation were found to consist of a bar at the mouth, 
 which forms a part of the wide flat between the outlet of the stream and the navi- 
 gable channel of the Rappahannock, having a ruling depth of 4 feet, and a bar about 
 2$ miles above the mouth, known as Bookers bar, having a ruling depth of 3 feet. 
 It was at this time proposed to dredge a channel 60 feet wide and 8 feet deep through 
 Bookers bar, to construct a dike at this bar at an estimated cost of $14,960, and to 
 omit work on the bar at the mouth. 
 
 Between June 14, 1880, and August 2, 1882, $10,000 was appropriated for this im- 
 provement, and this sum was expended in constructing a longitudinal log dike 2,117 
 feet long at Bookers bar, which was completed in 1883. 
 
 In 1881 a detailed survey was made of both bars and a channel 100 feet wide and 
 8 feet deep through the bar at the mouth was added to the project, the estimated cost 
 of which was increased to $33,745.03. In 1884 the improvement of the bar at the 
 mouth was dropped from the project and the estimated cpet reduced to $21,312. 
 
 This stream was carried on the list of improvements until 1 890, when, no additional 
 appropriations having been made by Congress, it was dropped. As far as is known 
 no work of improvement has ever been done by private parties. 
 
 Channel depth* and obstructions to 8- foot navigation. The depth immediately below 
 the bridge is about 18 feet and the width between low-water ,ines is about 150 f-et. 
 To make a turning basin for large steamers at this point of 250 feet width would re- 
 quire a cut of about 100 feet into the marsh. The ruling depth from the bridge to 
 the upper end of Bookers bar is 10 feet, with the exceptio i of a small bar (Straw- 
 berry Hill bar) having the length of about 500 feet and the ruling depth of about 5 
 feet and located in the channel crossing about one-half mile below the bridge. The 
 depths from the upper end of Bookers bar to the deep water in the Rappahannock 
 River, a distance of about 3 miles, va r y from 3J to 12 feet, and fully three-fourths 
 of that distance, or about 2 miles, has less than 8-foot depth. The shoalest bars 
 found in this reach are as follows: 
 
 The bar at the mouth of the creek is a wide mud flat, and extends out to deep 
 water in Rappahannock River, a distance of about 1 mile. The depth over this bar 
 varies from 4| to 5 feet at low tide. It is part of an extensive flat in the Rappahan- 
 nock, and has probably been formed by tidal action, in the main independent of 
 freshet deposits from Totuskey River, though they have probably contributed some- 
 what to its formation.
 
 4 TOTUSKEY RIVER, VIRGINIA. 
 
 About one-half of a mile inside the mouth of the creek a mud bar is encountered 
 about 500 feet long, with a ruling depth of about 5 feet at low tide. 
 
 Coolspring bar, about 2 miles above the mouth of the river, is a mud bar about 
 1,000 feet long, with a ruling depth of about 4 feet at low tide. 
 
 Bookers bar, about 2 miles above the mouth, is the most serious obstruction to 
 navigation in the stream. The bar is caused by a sudden expansion of the river 
 from about 200 feet to about 900 feet, and also because it is a point of crossing of the 
 channel from one bank to the other. The dike which was constructed in 1883, 
 although in need of some repair, has effectually reduced the width at this point, and 
 the ruling depth over the bar is now about 3 feet at low tide, which is half a foot 
 greater than it was in 1874. This increase in depth is due to vessels dragging 
 through the mud and to the effect of the dike. This bar is composed of soft mud 
 and is about 3,000 feet long. 
 
 Improvement desired. A channel 10 feet deep at low tide, 100 feet wide, and wider at 
 the turns, with a turning basin at Totuskey bridge is requested to permit of naviga- 
 tion of the stream by the regular line of steamers plying the Rappahannock River, 
 and if this improvement can not be obtained it is stated that a channel 8 feet deep 
 at low tide and 80 feet wide and wider at the turns, with a turning basin, would 
 afford the community great relief, and would provide all the facilities required by- 
 sailing vessels and barges. The longest barge now navigating the stream is 178 feet 
 long. A turning basin to accommodate the regular line of steamers plying the Rap- 
 pahannock River should be at least 250 feet wide, but to accommodate the vessels 
 and barges now plying the stream 200 feet wide would be sufficient. 
 
 The dike at Bookers bar would require repair, and a jetty would be needed across 
 the mud flat at the mouth to maintain the depth obtained by dredging. Although 
 partly sheltered behind Accaceek Point this jetty would have to be very substantially 
 built to resist the action of ice in Rappahannock River. 
 
 If these jetties were constructed it is thought that the cost of maintaining the 
 channel would be comparatively small. 
 
 Present commerce. At present commerce is carried on in bugeyes, schooners, and 
 barges of from 10 to 250 gross tons, and shipments are made chiefly to Baltimore, 
 Norfolk, Philadelphia, and Elkton, Md. The principal articles of commerce are 
 lumber, wood, railroad ties, grain, farm produce, coal, ice, canned fruits and vege- 
 tables, flour, oysters, and general merchandise. 
 
 During 1906 the receipts and shipments amounted to about 17,600 tons, and were 
 estimated to be worth about $282,000. The shipments are reported to have increased 
 about 10 per cent since 1906, and to be increasing from year to year, especially those 
 of canned goods and wood for pulp. There is no passenger traffic on Totuskey River 
 at present, as all passengers go to the steamer wharves on the Rappahannock and 
 Potomac rivers. Two vessels belong in Totuskey. At the present time the larger 
 vessels can take but a portion of their cargoes in the stream and then drop out to deep 
 water in the Rappahannock, where the remainder of the load is lightered out to them. 
 
 Prospeclire commerce and benefits. On account of the difficulties and uncertainties 
 of navigation in Totuskey River the freight rate on lumber is 50 cents per 1,000 feet 
 b. m. more for lumber delivered inside the river than at neighboring wharves 
 on the Rappahannock and its deeper tributaries, and it is very difficult even then to 
 get vessels when wanted. The rates on other articles are in proportion. If the' 
 channels were improved, a reduction in freight rates is anticipated, and also greater 
 facility in securing vessels. Shipments could be made in vessels of greater capacity. 
 Much p-oduce which is now shipped by steamers would be shipped by sail vessels 
 at greatly reduced rates, and the haul over the country roads would be greatlv 
 reduced. 
 
 It is claimed that truck-garden produce can be raised here as easily as in the vicin- 
 ity of Norfolk, and if the steamers entered the stream this industry would develop 
 greatly. 
 
 On the occasion of the examination of 1907 Major Cosby recom- 
 mended unfavorable action, but it was clearly stated in the report that 
 such report was demanded, by the language of the act which contem- 
 plated the improvement over but one bar of several which obstructed 
 navigation, and that the removal of the one bar would be of little, if 
 any, advantage to navigation in the absence of work on the remaining 
 obstructions. 
 
 The examination just completed has been sufficient to demonstrate 
 that any project to improve the stream for the navigation of the reu-u- 
 lar line of steamers, plying. Rappahannock River is neither practicable
 
 TOTUSKEY RIVER, VIRGINIA. 5 
 
 nor advisable, as it would require dredging over almost the entire 
 length of the stream to obtain the widths, depths, and alignment neces- 
 sary, its cost being out of proportion to the benefits to be derived from 
 the work. 
 
 The country is, however, without railroad facilities, and is entirely 
 dependent upon water transportation, and it is possible that it 
 may be found upon further examination that an improvement of the 
 stream upon an 8-foot basis, or some lesser depth, would materially 
 improve the transportation facilities at a cost commensurate with the 
 commerce involved. It is believed that a survey to this end should be 
 made, and it is accordingly recommended, at an estimated cost of $700. 
 Veiy respectfully, 
 
 JAY J. MORROW, 
 Major, Corps of Engineers. 
 The CHIEF or ENGINEERS, U. S. ARMF. 
 (Through the Division Engineer.) 
 
 [First indorsement.] 
 
 U. S. ENGINEER OFFICE, EASTERN DIVISION, 
 
 New York City, May 12, .1909. 
 
 Respectfully forwarded to the Chief of Engineers, U. S. Army. 
 While the amount of commerce and the general character of the 
 country adjacent to the stream would appear to indicate that only a 
 ver} T limited improvement would be justifiable at best, I concur with the 
 district officer in recommending a survey to determine whether it is 
 possible to improve the transportation facilities at a cost commensurate 
 with the commerce involved. 
 
 D. W. LOCKWOOD, 
 Colonel, Corps of Engineers, 
 
 Division Engineer. 
 
 [Third indorsement.] 
 
 BOARD OF ENGINEERS FOR RIVERS AND HARBORS, 
 
 Washington, D. C., May 25, 1909. 
 
 Respectfully returned to the Chief of Engineers, U, S. Army. 
 The district officer states that a radical improvement of this stream 
 is neither practicable nor advisable on account of the extent and cost 
 of the work involved. He believes, however, that a further investi- 
 gation involving a survey should be made to determine whether any 
 moderate improvement could be effected at a cost commensurate with 
 the commerce involved. The division engineer is in accord with the 
 views of the district officer. 
 
 In view of the fact that the locality is entirely dependent upon water 
 transportation and that the cost necessary to determine the practica- 
 bility and advisability of the improvement is not great, the Board 
 believes the locality worthy of consideration to this extent, and there- 
 fore recommends that the survey proposed by the district officer be 
 authorized. 
 For the Board: 
 
 JOHN G. D. KNIGHT, 
 Colonel, Corps of Engineers, 
 
 Senior Member Present.
 
 6 
 
 TOTUSKEY RIVER, VIRGINIA. 
 
 [Fourth indorsement.] 
 
 WAR DEPARTMENT, 
 OFFICE OF THE CHIEF OF ENGINEERS, 
 
 Washington, June 2, 1909. 
 
 Respectfully submitted to the Secretary of War. 
 This is a report on preliminary examination of Totuskey River, 
 Virginia, 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 the locality, as proposed, be authorized. 
 
 W. L. MARSHALL, 
 Chief of Engineers, U. S. Army. 
 
 [Fifth indorsement.] 
 
 W AR DEPARTMENT, June 3, 1909. 
 Approved as recommended by the Chief of Engineers. 
 
 ROBERT SHAW OLIVER, 
 
 Assistant Secretary of War. 
 
 SURVEY OF TOTUSKEY RIVER, VIRGINIA. 
 
 UNITED STATES ENGINEER OFFICE, 
 
 Washington, D. C., January 7, 1910. 
 
 SIR: In compliance with orders contained in department letter of 
 June 9, 1909, I have the honor to submit the following report on the 
 survey of Totuskey River, Virginia, from deep water in the Rappa- 
 hannock River to the bridge, about 5 miles above its mouth, made in 
 compliance with the requirements of the river and harbor act of March 
 3, 1909. 
 
 The survey was made in October, 1909, b}' Assistant Engineer John 
 Krey. A full description of the locality and conditions of the stream 
 are given in my report on the preliminary examination dated May 10, 
 1909. Supplementary information obtained during the survey is 
 noted in full on map accompanying. 
 
 Estimates have been prepared on the basis of channels of 8 feet and 
 6 feet depth, and of 100 feet and 80 feet width through all of the bars 
 between the Rappahannock River and the bridge about 5 miles above 
 the mouth of Totuskey River. The names of the bars encountered in 
 the two projects for 8 and 6 foot navigation, with the estimated quan- 
 tities of excavation, are shown in tabulated form as follows: 
 Eight-foot project. 
 
 Bare. 
 
 Center of 
 bar below 
 bridge. 
 
 Length 
 in feet. 
 
 Depth in feet. 
 
 Estimate. 
 
 Ruling. 
 
 Average. 
 
 For chan- 
 nel 100 
 feet wide. 
 
 For chan- 
 nel 80 
 feet wide. 
 
 Strawberry Hill 
 
 Miles. 
 0.8 
 1.9 
 2.6 
 3.5 
 4.1 
 5.3 
 
 700 
 2,100 
 4,300 
 2,200 
 1,200 
 5,100 
 
 6.6 
 5.0 
 5.8 
 7.2 
 5.5 
 4.5 
 
 7.0 
 5.9 
 6.8 
 7.5 
 6.8 
 6.0 
 
 Ca. yds. 
 6,200 
 29,000 
 42,000 
 14,600 
 11,800 
 90,700 
 
 Cu. yds. 
 5,200 
 24,100 
 35,000 
 12,200 
 9,800 
 75,600 
 
 
 
 Phillips 
 
 Shipyard . . . 
 
 Mouth 
 Total 6 bars 
 
 
 15,600 
 
 
 
 194,300 
 
 161,900 
 
 1 1 
 
 
 
 i Not printed.
 
 TOTUSKEY RIVEK, VIRGINIA. 
 Six-foot project. 
 
 Center 
 of bar 
 below 
 bridge. 
 
 Depth in feet. 
 
 Length 
 in feet. 
 
 Ruling. 
 
 Average. 
 
 For For 
 
 channel channel 
 
 100 feet 80 feet 
 
 wide. wide. 
 
 Miles. Cu. yds. Cu. yds. 
 
 Bookers 1.9 1,600 ' 5.0 5.6 10,000 8,300 
 
 CoolSpring 2.6 1,100 5.0 5.7 6,400 5,300 
 
 Shipyard 4.1 600 5.4 5.8 3,200 2,700 
 
 Mouth 5.4 4,600 4.5 5.0 41,000 34,100 
 
 TotaUbars | 7,900 \ 60,600 50~400 
 
 The estimated costs for the work along the four projects, with the 
 estimated costs of annual maintenance, are shown in tabulated form as 
 follows: 
 
 One hundred feet wide and 8 feet deep. 
 
 194,300 cubic yards of dredging, at 20 cents per cubic yard $38, 860 
 
 Engineering and contingencies, about 15 per cent 5, 840 
 
 Total 44, 700 
 
 Maintenance, $5,000 yearly. 
 
 One hundred feet wide and 6 feet deep. 
 
 60,600 cubic yards of dredging, at 20 cents per cubic yard $12, 120 
 
 Engineering and contingencies, about 15 per cent 1, 880 
 
 Total 14,000 
 
 Maintenance, $2,500 yearly. 
 
 Eighty feet wide and 8 feet deep. 
 
 161 ,900 cubic yards of dredging, at 20 cents per cubic yard $32, 380 
 
 Engineering and contingencies, about 15 per cent 4, 820 
 
 Total 37, 200 
 
 Maintenance, $4,000 yearly. 
 
 Eighty feet wide and 6 feet deep. 
 
 50,400 cubic yards of dredging, at 20 cents per cubic yard $10, 080 
 
 Engineering and contingencies, about 15 per cent 1, 520 
 
 Total 11,600 
 
 Maintenance, $1,800 yearly. 
 
 An estimate also is prepared for providing a channel 6 feet deep and 
 80 feet wide throughout, excepting that the width is increased to 130 
 feet through the bar at the mouth of the river. The estimate for this 
 channel and for annual maintenance thereof is as follows : 
 
 Cubic yards. 
 
 130 feet through mouth bar 75, 900 
 
 80 feet through other bars 16, 300 
 
 Total 92,200 
 
 92, 200 cubic yards of dredging, at 20 cents per cubic yard 18, 440 
 
 Engineering and contingencies, about 15 per cent 2, 760 
 
 Total 21,200 
 
 Maintenance, $3,000 yearly.
 
 8 TOTUSKEY RIVER, VIRGINIA. 
 
 As stated in the preliminary report, and as shown in the preceding 
 estimates, the most serious difficulty connected with a project for the 
 improvement of navigation in this stream is the wide bar at the mouth 
 across the mud flats in the Rappahannock River, and it is believed that 
 most of the work of maintenance will be required to maintain the 
 channel across this flat. It is estimated that the maintenance cost in 
 each of the foregoing projects could be reduced to about one-fifth- 
 respectively of the estimated amounts by the addition of a riprap jetty 
 across these flats for the protection of the channel across the flat called 
 "Mouth bar." The estimated cost of the jetty, about 5,000 feet in 
 length and containing about 20,000 cubic } 7 ards of riprap, including an 
 allowance of 15 percent for engineering and contingencies, is $57,500. 
 
 There are no questions of terminal facilities, development of water 
 power, or any other similar subject which require consideration in 
 connection with the survey and report. 
 
 In view of the high initial cost and heavy maintenance charges for 
 any improvement on the stream, and the limited benefits to navigation 
 as compared therewith, I am of opinion that Totuskey River is not 
 worthy of improvement by the General Government at* this time with 
 a view to increasing the depth from the Rappahannock River to the 
 bridge about 5 miles above its mouth. 
 
 Very respectfully, JAY J. MORROW, 
 
 Major, Corps of Engineers. 
 
 The CHIEF OF ENGINEERS, U. S. ARMY. 
 (Through the Division Engineer.) 
 
 [First indorsement.] 
 
 U. S. ENGINEER OFFICE, EASTERN DIVISION, 
 
 New York City, January 13, 1910. 
 
 Respectfully forwarded to the Chief of Engineers, U. S. Army, 
 concurring in the views and recommendations of the district officer. 
 
 WM. T. ROSSELL, 
 
 Colonel, Corps of Engineers, 
 
 Division Engineer. 
 
 [Third indorsement.] 
 
 BOARD OF ENGINEERS FOR RIVERS AND HARBORS, 
 
 Washington, D. C., February lli, 1910. 
 
 Respectfully returned to the Chief of Engineers, U. S. Army. 
 Based on the results of the survey, the district officer submits esti- 
 mates for channels of varying widths and depths as follows: 
 
 Width. 
 
 Depth. 
 
 Esti- 
 mated 
 cost. 
 
 Esti- 
 mated 
 mainte- 
 nance. 
 
 100 feet 
 
 Feel. 
 
 
 
 80 feet 
 
 
 
 
 100 feet 
 
 
 
 
 80 feet 
 
 
 
 
 80 feet in river. 130 feet over bar at mouth 
 
 | 
 
 
 
 
 

 
 TOTUSKEY RIVER, VIRGINIA. 9 
 
 An estimate is also submitted in the sum of $57,500 for a jetty about 
 5,000 feet in length over the bar at the mouth of the river. Such a 
 jetty, it is thought, would materially reduce the cost of maintenance 
 of any of the above channels. On account of the comparative!} 7 large 
 first cost and subsequent maintenance, the district officer is of opinion 
 that the improvement of this stream is not justified, and in this view 
 the division engineer concurs. 
 
 It is reported that there are some five villages in the vicinity of the 
 proposed improvement having a population of about 100 to 275 each, 
 and that the total population tributary is about 3,000. The commerce 
 reported is of a miscellaneous character, amounting to about 17,600 
 tons. The principal obstacle to navigation is a wide, flat bar at the 
 mouth of the river, having over it a depth of only 4 to 5 feet for a dis- 
 tance of about three-fourths of a mile. The maintenance of a channel 
 through this bar would require either the construction of a jetty or 
 frequent dredging over the entire distance. In the first case the cost 
 is prohibitive, and in the second the channel would not be reliable, 
 and consequently not of sufficient value to justify the cost. 
 
 The Board is of opinion that the cost of improving this stream 
 by any of the methods suggested would be disproportionate to the 
 probable resulting benefits, and therefore it concurs with the district 
 officer and the division engineer in believing it to be inadvisable for the 
 General Government to undertake the work. 
 
 Interested parties were notified of the adverse report of the district 
 officer and invited to submit their views to the Board, but no com- 
 munications have been received. 
 
 In compliance with the provisions of section 13 of the act of March 
 3, 1909, the Board reports that there are no questions of terminal 
 facilities, water power, or other subjects so related to the project pro- 
 posed that they may be coordinated therewith to lessen the cost and 
 compensate the Government for expenditures made in the interests of 
 navigation. 
 
 For the Board: 
 
 W. C. LANGFITT, 
 Lieut. Col., Corps of Engineers, 
 
 Senior Member Present. 
 
 O 
 
 H. Rep. 830, 61-2 2
 
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