x:> 59th congress : : 1st SESSION DECEMBER 4, 1905-JUNE 30. 1906 SENATE DOCUMENTS L, 15 WASHINGTON : : GOVERNMENT PRINTING OFFICE : : 1906 CONTENTS 231. Report of board of consulting engineers and of liitlimian Canal Conimission on Panama Canal. 313. Reports of efficiency of various coals, 1896-98, etc. Digitized by the Internet Archive in 2010 with funding from Lyrasis IVIembers and Sloan Foundation http://www.archive.org/details/messagefrompresi15unit 59th Congress, j SENATE. J Document let Session. \ 1 No. 231. MESSAGE PRESIDENT OF THE UNITED STATES, TRANSMITTING THK REPORT OF THE BOARD OF CONSULTING ENGINEERS AND OF THE ISTHMIAN CANAL COMMISSION ON THE -PANAMA CANAL, TOGETHER WITH A LETTER WRITTEN BY CHIEF ENGINEER STEVENS. Febkuary 19, 1906. — Read; referred to the Committee on Interoceanic Canals and ordered to be printed. WASHINGTON: GOVERNMENT PRINTING OFFICE. 1906, MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRANSMITTING THE REPORT OF THE BOARD OF CONSULTING ENGINEERS AND OF THE ISTHMIAN CANAL COMMISSION ON THE PANAMA CANAL, TOGETHER WITH A LETTER WRITTEN BY CHIEF ENGINEER STEVENS. February 19, 1906. — Read; referred to the Committee on Interoceanic Canals and ordered to be printed. To the Senate and House of Representatives: 1 submit herewith the letter of the Secretary of War transmitting the report of the Board of Consulting Engineers on the Panama Canal and the report of the Isthmian Canal Commission thereon, together with a letter written to the chairman of the Isthmian Canal Commission bj' Chief Engineer Stevens. Both the Board of Consulting Engineers and the Canal Commission divide in their report. The majority of the Board of Consulting Engineers, eight in number, including the live foreign engineers, favor a sea-level canal, and one member of the Canal Com- mission, Admiral Endicott, takes the same view. Five of the eight American members of the Board of Consulting Engineers and five members of the Isthmian Canal Commission favor the lock canal, and so does Chief Engineer Stevens. The Secretary of War recommends a lock canal pursuant to the recommendation of the minority of the Board of Consulting Engineers and of the majority of the Canal Commission. After careful study of the papers submitted and full and exhaustive consideration of the whole subject I concur in this recommendation. It will be noticed that the American engineers on the Consulting Board and on the Commis- sion by a more than two to one majoritj' favor the lock canal, whereas the foreign engineers are a unit against it. I think this is partly to be explained by the fact that the great traffic canal of the Old World is the Suez Canal, a sea-level canal, whereas the great trafiic canal of the New World is the Sault Ste. Marie Canal, a lock canal. Although the latter, the Soo, is closed to navigation during the winter months, it carries annually three times the traffic of the Suez Canal. In my judgment the very able argument of the majority of the Board of Consulting Engineers is vitiated by their failure to pay proper heed to the lessons taught by the construc- tion and operation of the Soo Canal. It must be borne in mind, as the Commission points out. IV REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. that there is no question of buildino- what has been picturesquely termed "the Straits of Panama;" that is, a waterway through which the largest vessels could go with safetj' at uninter- rupted high speed. Both the sea-level canal and the proposed lock canal would be too narrow and shallow to be called with any truthfulness a strait, or to have any of the properties of a wide, deep water strip. Both of them would be canals, pure and simple. Each type has certain disadvantages and certain advantages. But, in my judgment, the disadvantages are fewer and the advantages very much greater in the case of a lock canal substantialh' as proposed in the papers forwarded herewith; and I call especial attention to the fact that the chief engineer, who will be mainly responsible for the success of this mighty engineering feat, and who has therefore a peculiar personal interest in judging aright, is emphatically and earnestly in favor of the lock-canal project and against the sea-level project. A careful study of the reports seems to establish a strong probability that the following are the facts: The sea-level canal would be slightly less exposed to damage in the event of war, the running expenses, apart from the heavy cost of interest on the amount emplo3'ed to build it, would be less, and for small ships the time of transit would probably be less. On the other hand, the lock canal at a level of 80 feet or thereabouts would not cost much more than half as much to build and could be built in about half the time, while there would be very much less risk connected with building it, and for large ships the transit would be quicker; while, taking into account the interest on the amount saved in building, the actual cost of maintenance would be less. After being built it would be easier to enlarge the lock canal than the sea-level canal, i^oreover, what has been actually demonstrated in making and operating the great lock canal, the Soo, a more important arterj- of traffic than the great sea- level canal, the Suez, goes to support the opinion of the minority of the Consulting Board of Engineers and of the majority of the Isthmian Canal Commission as to the superior safety, feasibility, and desirability of building a lock canal at Panama. The law now on our statute books seems to contemplate a lock canal. In my judgment a lock canal, as herein recommended, is advisable. If the Congress directs that a sea-level canal be constructed its direction will, of course, be carried out. Otherwise the canal will be built on substantially the plan for a lock canal outlined in the accompanying papers, such changes being made, of course, as may be found actually necessary, including possiblj' the change recommended bj' the Secretary of War as to the site of the dam on the Pacific side. Theodore Roosevelt. The White House, Fehruary 19, 1906. Wak Department, Washi?igton, Fehrimry 19, 1906. Sir: I have the honor to forward herewith the report of the Board of Consulting Engi- neers for the Panama Canal, convened by your order of June 24, 1905, with the views of the Isthmian Canal Commission and of the chief engineer of the canal. The report shows that all plans heretofore proposed for a canal, with elevations varying from zero (sea level) up to 100 feet, have received careful consideration, but the Board was unable to reach a unanimous agreement. The majoT-ity of its members are in favor of a so-called sea-level canal, and the minority recommends a lock canal with a summit level 85 feet above the sea. A choice between the two must rest upon their relative advantages and disadvantages. REPOKT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. V Both the majority and minority contemplate " safe and commodious " harbors in Limon and Panama bays. Though ditt'ering in details, such work in no way affects the type of canal, and consideration of the terminal harbors in connection therewith is here unnecessary. The sea-level canal proposed by the majority consists of a continuous, winding waterway extending from Limon Bay to a properly-constructed dam near Panama Baj^ provided with duplicate locks near Sosa Hill to overcome the difference in tidal Huctuatious that exist at the two extremities of the canal. The canal prism has a depth of iO feet, a miniuumi bottom width of 150 feet in earth and 200 feet in rock, with suitable side slopes for the former and practically vertical sides for the latter. The floods of the Chagres are controlled bj^ a dam built at Gamboa to a height of 180 feet above sea level, provided with sluice gates for regulating the discharge, which is made through the canal. Dams and levees exterior to the canal are provided for divert- ing five of the twenty-seven streams that cross the canal line and for preventing overflows in the vicinity of Panama. The 85-foot level canal recommended by the minority has a dam across the valley of the Chagres River near Gatun, with a crest 135 feet above sea level and 50 feet above tiie normal water surface of the reservoir or inland lake that is formed. The dam is provided with sluice gates for regulating the height of water in the reservoir, thereby controlling the floods of the Chagres. From Limon Bay to this dam the channel is 500 feet wide and -±1 feet deep at mean tide. The difference of level from the channel at the foot of the dam to the surface of the lake (85 feet) is overcome by duplicate flights of three locks. The total length of this waterway is 30 miles, extending from the Gatun dam to Pedro Miguel. At Pedro Miguel duplicate locks, with one lift of 30 feet under ordinary conditions, connect the summit level with another waterway whose surface at normal stage is 55 feet above mean sea level. This waterway is created by dams placed across the valley of the Rio Grande and adjacent depressions, and extends nearly 5 miles to Sosa Hill. Descent to the channel — 55 feet at mean tide — in I'anama Bay is effected by dupli- cate flights of two locks to the west of Sosa Hill. Under the act of June 28, 1902, Congress requires that the canal across the Isthmus — shall be of sufficient capacity and depth as shall afford convenient passage for vessels of the largest tonnage and greatest draft now in use, and such as may be reasonably anticipated. This law, in effect, fixes the minimum dimensions of the locks and the width and depth of the canal prism. The high-level canal employs locks with 900 feet usable length, 95 feet width, and 40 feet depth over the miter sills, somewhat smaller than the tidal locks recommended for the sea-level type. Two ships now building for the Cunard Line will be, when completed, the largest afloat. Each is 800 feet in length over all and 88 feet beam, with a maximum loaded draft of 38 feet. As the smaller of the proposed locks is capable of floating vessels of 25 per cent greater tonnage than the new Cunarders, it is evident that the locks fully comply with the requirements imposed by Congress. In the high-level canal, a vessel of the dimensions noted would have, with tlie exception of the 4.7 miles where the width is only 200 feet, ample leeway for safe navigation and good speed, without objectionable currents and without difficulties at the points where changes in course are necessary. There would also be ample depth throughout except at the approaches. It is true that the depth in the channel below the Gatun dam is 41 feet at mean tide (tidal range 2 feet) and in the channel, below the Sosa locks, is 45 feet at mean tide (tidal range 20 feet), but additional VI REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. depths in both approaches, because of the character of the bottom, can be easily and econom- ically secured by dredging, when demanded by the needs of commerce. With the proposed sea-level canal conditions are different. The depth is but 2 feet greater than the draft of the ship, not sufficient to permit her to proceed under her own steam except at great risk; 21 miles of the canal is not sufficiently wide for two such ships to pass; currents caused by the regulation of the Chagres and by the flow of other streams into the canal, and its many curves, combine to increase the difficulties and dangers of navigation. In short, the sea-level canal recommended is not "of sufficient capacity and depth" to "afford convenient passage for vessels of the largest tonnage and greatest depth," and can be made so only by materially increasing the depth and width, and at a considerable increase of time and money. If the suggested width of 150 to 200 feet is the greatest width economically permissible for a sea-level canal, the cost of the enlargement required must be prohibitive. It therefore follows that the high-level canal more fully meets the requirements of Congress. The majority of the Board makes objection that locks are unsafe for the passage of the great seagoing vessels contemplated by the act, due to the disastrous consequences that might result if the gates are injured by vessels entering; that the lifts proposed are beyond the limit of prudent design for safe operation and administrative efficiency; that locks delay transit. Lock navigation is not an experiment. All the locks are duplicated, thereby minimizing such dangers, and experience shows that with proper appliances and regulations the dangers are more imaginary than real. The locks proposed have lifts of about 30 feet, or less than those heretofore advocated by engineei's of such high standing that the objection is believed to be not well founded. The delays due to lockages are more than offset by the greater speed at which vessels can safely navigate the lakes formed by the dams than is possible in the sea-level canal, and the arguments on this point in the minority report seem to me to be the more weighty. The advocates of the sea-level canal express doubt as to the stability of the dams at Gatun and at La Boca, if founded on the natural soil, and advance the opinion that " no such vast and doubtful experiment should be indulged in." It appears, however, that the dams proposed are to be founded on impervious materials, thereby conforming to the views of the majority, and are to have such ample dimensions as to insure the compression of the mud and clay i-ather than its displacement. Furthermore, the estimates include an allowance for additional safeguards against seepage if subsequent detailed investigations show the necessity for extra precautions. The construction of earth dams to retain water 85 feet deep is not experimental, and as the dams proposed have greater mass and stability than similarly constructed dams of greater heights, it appears that the apprehensions as to the safety of the dams are unnecessary. In the «ea level-canal there are three stretches, aggregating 21 miles, out of about -tS miles between the shores of Limon Bay and Panama Bay, in which the bottom width is 150 feet; 19 miles have a bottom width of 200 feet; 1.5 miles near Panama have a width of 300 to 350 feet; the remainder, 1.5 miles near Mindi, has a })ottom width of 500 feet. Between the Gatun dam and Sosa locks, a distance of 41 miles, the high-level canal has a minimum depth of -15 feet; for 19 miles of this distance the least bottom width is 1,000 feet; 4.7 miles have a width of 200 feet; the remaining 17.5 miles have widths vaiying from 300 to 800 feet. The sea-level canal gives tortuous navigation for the greater distance through a comparatively narrow gorge in which the largest vessels can not proceed under full headway, pass without risk REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. VII or turn about. The high-level canal, for the greater distance, gives practically lake navigation in which vessels can proceed at full speed along straight courses, pass each other without delays or risks, and can turn about, if necessar3\ The high-level canal has the additional advantage of "greater safety for ships and less danger of interruption to traffic, by reason of its wider, deeper, and straighter channels." It also follows from these considerations that quicker passage with larger traffic is possible with the high-level canal. The estimated cost is $247,021,000 for the sea-level canal, and 1139,705,200 for the 85-foot- level canal, a difference of 1(107,000,000. The Isthmian Canal Commission and the chief engineer regard the estimate for the sea-level canal as too low by at least $25,000,000, for reasons stated in their reports. The advantage of less cost is greatly in favor of the 85-foot-level canal. The estimated time for completing the sea-level canal is stated by the majority of the Board as from 12 to 13 years, b}' the Isthmian Canal Commission and the chief engineer from 18 to 20 years. The minority report estimates the time for completing the high-level canal at eight and one-half years, and this is regarded as conservative by the other competent authorities. The advantage in "practical speed of construction" is in favor of the high-level canal. The cost of operation and maintenance is an important consideration, and if measured solely by annual appi'opriations therefor the advantage is in favor of the sea-level canal. It is believed, however, that the difference is more than offset bv the interest on the additional investment in the cost of a sea-level canal. iiesides serving the needs of commerce, the canal will give the military advantage to the country of providing a route for the speedy reinforcement of the fleet on either side of the con- tinent, and militar}^ considerations must have due weight. Either type of canal is vulnerable — the high level the more so because of the lift locks which can be easily injured. Protection must be afforded in either case. A concentration of the locks simplifies the defense, and as guardsare necessary the}' should be of sufficient strength to reduce to a minimum the danger of injury to locks and dams. In view of the foregoing, I recommend the adoption of the type of canal proposed by the minority of the Board of Consulting Engineers, except so far as relates to the location of the locks at Sosa Hill. The suggestion that the lake formed near Panama will be unsanitary does not seem well founded, as I am advised by the medical authorities of this Department that unsanitary condi- tions with respect to the lake can be avoided by proper precautions. The great objection to the locks at Sosa Hill is the possibility of their destruction by the tire from an enem3'\s ships. If, as has been suggested to me by officers of this Department entitled to speak with authority on military subjects, these locks ma}' be located against and behind Sosa Hill in such a way as to use the hill as a protection against such fire, then economy would lead to the retention of this lake. The lake would be useful to commerce as a means for relieving any possible congestion in the canal should the ti'affic be very great and would give, in case of need, a place for concentrating or sheltering the fleet. If, however, Sosa Hill will not afford a site with such protection, then it seems to me wiser to place the locks at Miraflores. When I visited the Isthmus a year and a half ago and went over the site and talked with the then chief engineer, I received a strong impression that the work of construction upon which the United States was about to enter was of such world-wide importance and so likely to continue in S. Doc. 231, 59-1 2 VIII REPORT OV BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. active use for centuries to come, that it was wise for the Government not to be impatient of the time to be taken or of the treasure to be spent. It seemed to me that the sea-level canal was necessarily so much more certain to satisfy the demands of the world's commerce than a lock canal that both time and monej' might well be sacrificed to achieve the best form, and this feeling was emphasized by reading the very able report of the majority. But the report of the minority, in showing the actual result of the use of the locks in ship canals, in pointing out the dangers of so narrow and contracted a canal prism as that which the majority proposes, and in making clear the great additional cost in time and money of a seal-evel canal, has led me to a different conclusion. We may well concede that if we could have a sea-level canal with a prism from 300 to 400 feet wide, with the curves that must now exist reduced, it would be preferable to the plan of the minority, but the time and the cost of constructing such a canal are in effect prohibitory. I ought not to close without inviting attention to the satisfactory character of the discussion of the two types of canal by the greatest canal engineers of the world, which insures to you and to the Congress an opportunity to consider all the arguments, pro and con, in reaching a proper conclusion. Very respectfully, Wm. H. Taft, Secretary of War. The President. Isthmian Canal Commission, Washington, D. C, Fehruarij 6, 1906. Sir: I have the honor to transmit herewith the conclusions and recommendations of the Isthmian Canal Commission and the dissenting views of Admiral Endicott upon the majoritv and minority reports of the Board of Consulting Engineers, advance copies of which, together with the proceedings of the Board, were furnished to the Commission in December last. Appended to the findings of the Commission is a letter to the Commission from the chief engineer, Mr. John F. Stevens, giving his views on the relative merits of a sea-level and a high-level canal. VeiT respectfully, T. P. Shonts, Chairiiian. To the honorable the Secretary of War. Isthmian Canal Commission, Wash'mgtmi, D. 09,0(IO,00() — and the difficulties of the same render it impracticable. A sea-level canal reached by this method would cost at least $3-l:U,le limits of cost and time. As you are aware, this question has been the subject of prolonged and elaborate studies for many years by numer- ous able engineers. A vast amount of labor has been expended in the collection of information concerning the physics of the Isthmus, and in digesting it and formulating it into plans for the canal. The results of all these labors, both in the field and in the office, down to a recent date are given in the reports of two distinguished commissions, viz, the Comite Technique, of which the report is dated at Paris, November 16, 1898, and the American Commis.sion of 1899-1901, of which the report is dated at Washington, November 16, 1901. A careful perusal of these reports, and examination of the maps and documents which accompany them, will afford as satisfactory a view of the entire subject, at the dates when they were written, as can now be given. They have been reprinted, each in a separate pamphlet, and in that form are now handed to you marked " Part I," and " Part II," respectively. During the last year additional surveys and observations have been made upon the Isthmus, the results of which are laid before you. It may be stated here in general terms that the information which they furnish does not involve any radical change in the plans previously favored. Among the observations alluded to may be included the experience of the last year in excavating the Culebra cut, from which some of our engineers have drawn unwarranted conclu- sions as to the probable cost of the work. There is nothing in this experience to justify the belief that the unit prices used in previous estimates were too high, or that the estimate of the time required for completing the work was too liberal, ^'evertheless, this experience has been used as an argument in favor of a sea-leval canal, which plan had been condemned by the two commissions mentioned above. It becomes necessary to consider once more the sea-level scheme. The principal information available for a decision as to the merits of that project has been printed in the form of a third pamphlet, which is now handed to you, marked " Part III," and in which will be found the more important results of the recent surveys. These three pamphlets are commended to your careful consideration. With the large map, scale 1:5,000, of which a copy is also handed to you, it is hoped that a fair idea may be obtained of the conditions on the Isthmus, and of the relative merits of the three plans proposed. There are on file here many other maps, reports, and drawings, any or all of which will be placed at your disposal should there be any point which requires further elucidation. The plan described in the first pamphlet is the one which was adopted by Congress, at least by inference, in the act approved June 28, 1902. It is the plan under which the work is now progressing, and under which all work of construction has been done since the United States acquired the property. It closely resembles the plan of the Comity Technique, described in the second pamphlet, in many essential particulars, but differs from it in the height of the Bohio dam and the important results which flow therefrom. The advantages which its authors expected to derive from this change were: 1. To take fuller advantage of the topography of the country, by wliich it was possible to make the Gigante spillway automatic, instead of mechanical, and adequate for the discharge of the greatest floods, with only one channel to the sea instead of two. 2. To increase the distance of lake navigation from seven to nearly thirteen miles. 3. To reduce the estimated cost of the canal by aliout ?15,000,000. The disadvantages of the change are the somewhat greater difficulties in constructing the higher dam and the locks of greater lift — difficulties, however, which are by no means insuperable. A disadvantage which the two plans have in common is that the rapid developments of naval architecture make it difficult to determine the proper dimensions of the lock chambers. It is to be considered, however, that up to the present time such development has not Ijeen greatly hampered l)y deficient depth in the harbors of the world, and that development hereafter will have that obstruction to contend with. Moreover, it is not possible to dispense with locks entirely. Even with the sea-level canal a tide lock will be requires at the Panama end. REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 9 In addition to the plans aljove mentioned, a pamphlet has been prepared bj' Mr. Lindon W. Bates, which gives in outline a sketch of a plan proposed by him, which is interesting on account of its novelty, and is, therefore, laid before you. It does not give detail enough for a close analysis, nor for estimates of cost. To obtain this, extensive additional survevjj, to occupy at least a year's time, would be necessary. A paper has been submitted to the President by ^Ir. P. Bunau-Varilla which explains a method by which a canal constructed at fii-st with locks may be subsequently altered to a sea-level canal. This paper also is submitted for your consideration. These last two documents are described in a fourth pamphlet, marked "Part IV," which is now handed to you. It is to be noted that the law' by which Congress ordered the construction of an Isthmian Canal contained the following proviso, viz: "The President shall then, through the Isthmian Canal Commission hereinafter authorized, cause to be exca- vated, constructed, and completed, utilizing to that end, as far as practicable, the work heretofore done by the New Panama Canal Company, of France, and its predecessor company, a ship canal from the Caribbean Sea to the Pacific Ocean. Such canal shall be of sufficient capacity and depth as shall afford convenient passage for vessels of the largest tonnage and greatest draft now in use, and such as may be reasonably anticipated, and shall be supplied with all necessary locks and other appliances to meet the necessities of vessels passing through the same from ocean to ocean; and he shall also cause to be constructed such safe and commodious harbors at the termini of said canal and make such provisions for defen.se as may be necessary for the safety and protection of said canal and harbors." The Commission expects to visit the Isthmus of Panama, sailing from New York during the last week in Sep- tember, the exact date to be fixed hereafter. You are cordiallj' invited to accompany them. This method of presenting the subject to you, by offering several well-digested plans, has been adopted because it seemed to be the method by which all essential information could be conveyed in the most condensed possible form. It is needless to say that the Commission desires your opinion not only upon these plans, but upon any varia- tion of them, or ujjon any entirely different plan which may suggest itself to you. It requests your views as to what plan it is most expedient, all things considered, for the United States to follow in the completion of the Panama Canal. Yours, verj' respectfully, T. P. Shoxts, Chairman. The order of the President required that there be siibniitted to the Board for its consideration and discussion "the various plans proposed to and by the Isthmian Canal Commission." The Commission transmitted to the Board: 1. A plan prepared )\v the old commi.ssion on isthmian routes, created in pursuance of the act of Congress approved March 3, 1899. 2. A plan proposed to the New Panama Canal Company November 16, 1898, by the Comite Technique assembled by that company. 3. Three projects prepared by Mr. Lindon W. Bates, of New York. 4. The more important results of recent surveys, containing the principal information available for a decision respecting a canal at tide level. There was also su))mitted a paper prepared by Mr. P. Bunau-Varilla, explaining a method of construction of a lock canal to be subsequently transformed to one at sea level. At a subsequent meeting there was received from the Commission a paper entitled " The Panama Canal: Some serious objections to the sea-level plan." prepared by Maj. Cassius E. Gillette, Corps of Engineers, U. S. Army, and another entitled "The Gatun Dam," prepared by Mr. C. D. Ward. C. E. On the other hand, the Board received no plans originating with the Commission. Therefore, and because the requirements of the act of Congress respecting the dimensions and capacity of the canal, together with the new information collected by surveys and examinations conducted during the last two years prevented the adoption of plans of former commissions, the Board was obliged to prepare plans and estimates based on such information and on other data collected at its request, and to act as a creative body as well as a consulting board. In order to conduct its business systematically the Board determined to hold regular stated meetings at such times as the work required, and thirty of such meetings have been held. The proceedings of these meetings were recorded and the minutes will be found as Appendix A to this report. Although the.se meetings were executive in character, the members of the Isthmian Canal Commission were invited to be present at any or all of them, an invitation which was frequentlj- accepted. To facilitate the work of the Board there were appointed: An executive committee, consisting of the Chairman, General Abbot, and Mr. Hunter. S. Doc. 231, 59-1 5 10 BEPOBT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. A committee on the preparation of plans for a sea-level canal, consisting of the Chairman, Messrs. Guerard, Hunter, and Burr, to which Messrs. Parsons and Quellennec were subsequently added. A committee on the preparation of plans for a lock caual, consisting of the Chairman, Messrs. Stearns, Tincauzer, and Riplej^, to which General Abbot and Mr. Noble were subsequently added. A committee on unit prices for purposes of estimate, consisting of Messrs. Parsons, Welcker, and Randolph. On September 11 the President receiyed the Board at Oyster Bay, and addressed them as follows: What I am about to say must be considered in the light of suggestion merely, not as direction. I have named you because in my judgment you are especially fit to serve as advisers in planning the greatest engineering work the world has yet seen; and I expect you to advise me, not what you think 1 want to hear but what you think I ought to hear. There are two or three considerations which I tru^t you will steadily keep before your minds in coming to a conclusion as to the proper type of canal. I hope that ultimately it will prove possible to build a sea-level canal. Such a canal would undoubtedly be best in the end, if feasible, and I feel that one of the chief advantages of the Panama route is that ultimately a sea-level canal will be a possibility. But while paying due heed to the ideal perfectibility of the scheme from an engineer's standpoint, remember the need of having a plan which shall provide for the immediate building of a canal on the safest terms and in the shortest possible time. If to build a sea-level canal will but slightly increase the risk, and will take but a little longer than a multi- lock higher-level canal, then of course it is preferable. But if to adopt the plan of a sea-level canal means to incur I great hazard and to insure indefinite delay, then it is not preferable. If the advantages and disadvantages are closely balanced, I expect you to say so. I desire also to know whether, if you recommend a high-level multilock canal, it will be possible after it is completed to turn it into or to substitute for it, in time, a sea-level canal without interrupting the traffic upon it. Two of the prime considerations to be kept steadily in mind are — (1) The utmost practicable speed of construction; (2) Practical certainty that the plan proposed will be feasible — that it can be carried out with the mini- mum risk. The quantity of work and the amount of work should be minimized so far as is possible. There may be good reason why the delay incident to the adoption of a plan for an ideal canal should be incurred; but if there is not, then I hope to see the canal constructed on a system which will bring to the nearest possible date in the future the time when it is practicable to take the first ship across the Isthmus; that is, which will in the short- est time possible secure a Panama waterway between the oceans of such a character as to guarantee permanent and ample communication for the greatest ships of our Navy and for the largest steamers on either the Atlantic or the Pacific. The delay in transit of the vessels owing to additional locks would be of small consequence when compared with shortening the time for the construction of the canal or diminishing the risks in the construction. In short, I desire your best judgment on all the various questions to be considered in choosing among the various plans for a comparatively high-level multilock canal, for a lower-level canal with fewer locks, and for a sea-level canal. Finally, I urge upon you the necessity of as great expedition in coming to a decision as is compatible with thoroughness in considering the conditions. On September 27 the Board visited the Wachusett dam and other works in Massachusetts constructed by the Metropolitan Water and Sewerage Board, and on September 28 sailed for the Isthmus, where the work already done and in progress was thoroughly in,spected and the condi- tions affecting the type of canal and future construction examined and considered. Messrs. P. Bunau-Varilla and Lindon W. Bates, who, through the Isthmian Canal Commis- sion, had submitted projects for canals, appeared before the Board and further illustrated their projects by oral explanations. The explanations, subsequently revised by the authors, appear in an appropriate place in the appendix to this report. (Appendixes F and G.) The Board invited Mr. John F. Wallace, who had acted as chief engineer to the Commission from June 9, 1904-, to June 30, 1905, to appear before the Board and give it the benefit of his experience and study. This invitation was accepted by Mr. Wallace, and his communications, V)oth written and oral, are given in full in Appendix J. These communications are of great value as embodying the residts of the longest continuous study b}' one man since the taking- over of the work by the Government, and consideration of them is therefore invited. While on the Isthmus the Board invited Mr. John F. Stevens, the present chief engineer to the Commission, to appear before the Board and aid it with such information as he had or such REPORT OF BOAED OF CONSULTING KNGINEEES, PANAMA CANAIj. 11 suggestions as he might tare to offer. His testimony is given in full in Appendix J, wherein it is stated that since he had been connected with the worli onlj' two months, during which time his whole attention had been given to matters of organization, he liad given no consideration to the cost or type of ciuial. and therefore had no advice to offer. Mr. Stevens gave all the infor- mation he had at hand. There also appeared before the Board while on the Isthmus, or subsequently at Washington, Messrs. Dauchj', ]\Ialtbv, and Dose, division engineers, and Mr. Bertoncini, expert draftsman in charge of the P'rench engineering records on the Isthmus, and their remarks are attached hereto (Appendix J). Col. W. C. Gorgas, IT. S. Army, chief sanitary officer, gave the members of the Board the benefit of his great experience with tropical diseases, especially those most to be feared at Panama. After the return from the Isthmus and the receipt of the additional information asked for by the Board, the question of the type of canal to be recommended, the character and size of the channels, locks, harbors, and other works, and the cost of the same, both in time and money, were considered by the Board. As a basis for all plans the Board resolved by eleven aflii'mative and two negative votes that locks should have as minimum usable dimensions a length of 1,0()0 feet, a width of 10() feet, and a depth of 40 feet. The two members voting in the negati\e were Messrs. Noble and Riple}'. The Board also decided unanimously that in order to make its estimates comparable in respect to totals with the estimates of previous commissions there should be added to the estimated cost of construction an allowance of 20 per cent to cover administration, engineering, and contingen- cies; but exclusive of interest during construction, sanitation, expense of Zone government, and collateral costs. The Board also decided not to attempt to make any estimate of cost of the lands to be flooded by the canal or lakes in connection therewith, on account of the impossibility of procuring any reliable data upon which to base such estimates. The Board wishes to point out, however, the possibility of such cost assuming large proportions, especially if lands near the terminal cities or lands including the larger interior villages should be required. The Committee on Sea-Level Canal submitted a project for a canal, a description of which is given in full in another part of this report, from which it will be seen that in accordance with the instructions of Congress that the canal " shall afford convenient passage for vessels of the largest tonnage and greatest draft now in use and such as may be reasonably anticipated," the committee reconmiend a canal whose dimensions, both as to width and depth and consecjuent cost, exceed similar dimensions heretofore recommended by other commissions. The Committee on Lock Canal submitted four projects to the Board: Project No. 1 contemplates a summit level at elevation 85 feet, to be maintained by a flight of three locks at Gatun on the Atlantic side, and with one lock at Pedro Miguel and two locks in flight at Sosa Hill adjoining La Boca pier on the Pacific side, the estimated cost of which is $141,236,000. Project No. 2 is the same as No. 1, except that on the Pacific side there are two locks in flight at Pedro Miguel and one at Miraflores rather than at Sosa. The estimated cost of this project is $148,272,000. Project No. 3 is based on an elevation at summit level of (30 feet, maintained on the Atlantic side hj' a flight of two locks at Gatun and on the Pacific side with a single lock at Pedro Miguel and another at Miraflores. For the purpose of control of the Chagres River and to furnish a water supply there is included a dam at Gamboa. The total estimated cost of this project is $171,190,000. Project No. 4 proposes a summit level at elev^ation 60 feet, to be maintained by a dam with single locks at Gatun and Bohio on the Atlantic side, and with single locks at Pedro Miguel and Miraflores on the Pacific side, with a dam at Alhajuela, at a total estimated cost of $175,929,720. All elevations are stated with reference to mean sea level. These four estimates include 20 per cent for contingencies. It is well to note that in each of the above projects the proposed terminus of the canal near Panama differs from the terminus proposed in the sea-level plan, and is in each case less convenient. 12 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. In the above estimates no allowance is made for the value of lands oxerflowed by the lakes to be formed bj^ the proposed dams at Gatun, Bohio, La Boca, Gamboa, or Alhajuela. On the other hand the estimates do include duplicate lock.s at all places, whether single or in flights of two or three. In submitting these projects to the Board the committee stated that it made no recommendations, the committee having been divided in its preferences. In a separate report, given elsewhere in detail (Appendix P), the committee agree as to the impracticability of con- verting a lock canal to one at sea level, ia the immediate future, on account of the difficulty and danger of the opei'ation and of the excessive cost. This view was concurred in by the Board. After considering the four types of lock plans submitted by the committee, the Board determined, by a vote of eight to five, to adopt, for comparison with a sea-level canal, a canal the summit level of which should be at elevation 60 feet, the vote in the affirmative being Messrs. Hunter, Welcker, Guerard, Tincauzer, Abbot, Burr, Parsons, and Davis, and in the negative Messrs. Ripley, Randolph, Stearns, Quellennec, and Nol)le. The Board decided that on the Pacific side there should be one lock at Sosa and one at Pedro Miguel; on the Atlantic side that there should be one lock at Gatun and one at Bohio, all in duplicate; and that there should be a dam for the regulation of the Chagres at Gamboa identical with that proposed for a sea-level canal. This plan is attached to and described in another portion of this report (p. 35). It is to be noted, however, that this plan, like the plans submitted ])y the Lock- Canal Committee, is not the most feasible which could be devised for subsequent conversion to sea level, the Board believing that such conversion would probably not be carried out. A motion to adopt such a type of lock canal by placing the locks immediately next to the continental divide, probably near Obispo on the Atlantic side and at Miratiores on the Pacific, with the canal constructed at sea level between such locks and the oceans, was defeated. In regard to the question of time required to construc-t these two proposed canals, the Board resolved by a vote of seven (Messrs. Hunter, Welcker, Guerard, Tincauzer, Burr, Parsons, and Davis) to six (Messrs. Ripley, Randolph, Stearns, Quellennec, Abbot, and Noble) — That the Board declare in its report that the time of finishing the sea-level canal depends on many contingen- cies that can not be definitely estimated in time; that under efficient management and not seriously affected by extraordinary and unforeseen difliculties, political obstructions, or bad sanitation it may be regarded as feasible to com- plete the work in about twelve or thirteen years; that adverse conditions may lengthen that period, while favorable circumstances and continuous fii-st-class direction may make it possible to shorten that period by one or two years. It was unanimously resolved in language similar to the resolution in connection with the sea-level canal that the canal with locks on the plan prepared by the Board may be constructed in the period of ten to eleven years. The Board having adopted a type of sea-level canal and a type of canal with locks as seemed most suitable under all conditions involved, and having decided that it was not expedient to adopt any of the plans which had been submitted or proposed to the Board, the following resolu- tion was moved and adopted by a vote of eight to five, those voting in the affirmative being Messrs. Davis, Parsons, Burr, Hunter, Guerard, Quellennec, Tincauzer, and Welcker, and those in the negative being Messrs. Abbot, Noble, Stearns, Randolph, and Ripley: Whereas in the judgment of this Board, a sea-level canal is feasible, following a line with dimensions and such arrangements that the transit between the two oceans shall be secured in a permanent manner for all time under the best conditions for navigation and safety, for vessels of the largest tonnage and greatest draft now in use, or such as may be reasonably anticipated: Therefore Resolved, That the Board adopt and recommend to the President of the United States the plan of a sea-level canal with a depth of 40 feet, a width in rock of 200 feet, a minimum bottom width in earth of 150 feet, with a double tidal lock at Ancon whose usable dimensions shall be 1,000 feet in length and 100 feet in width, and with a dam at Gamboa for the control of the Chagres River. ■ The remarks by members explaining their votes on this resolution are given in the minutes of proceedings. (See Appendix A, twenty-fifth meeting.) In accordance with the sense of this decision, the Board submits herewith a general plan for a sea-level canal and recommends the same for adoption. REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CAN,\L. 13 PHYSICAL CHARACTERISTICS OF THE PANAMA ROUTE. The fombiiiation of a very narrow isthmus with low suniniit is found at Panama. The route practicable for a canal thci'e is not half as long as the Suez Canal. The portion of this route that is hig-her than the highest cutting at Suez is about seven miles in extent. The drainage of the Isthmus throughout about three-fourths of its width is etiected through the Chagres Eiver and its tributaries to the Caribbean, and of the remaining one-fourth through the Rio Grande to the Pacific. The proposed Pacific terminus is about 20 miles farther east than the Caribbean terminus, for at the Panama Isthmus the trend of the two coasts, there approxi- matelj' parallel, is about east and west. The drainage to the Pacific is now effected through the Rio Cxrande. a small stream dis- chai'ging into Panama Bay to the west of Sosa Hill and about two miles west of the city of Panama. The tidal oscillation in Limon Bay, the initial point of the canal route, is about two feet, while at Panama it is aliout 20 feet. The harbors are not naturally good, but they have been made to sutfice for the limited traffic seeking this route. The geologic features of the Isthuius are very well described by two eminent French .scientists, a translation of whose report on this subject, together with the deductions from the existing facts as affecting proposed engineering operations, and especially the stability of the banks of the channel and slopes, are very lucidly set forth in a paper which will be found in Appendix B, while climatic conditions are treated in the section of this report which is devoted to this important subject. As before .stated, the drainage toward the Atlantic is naturally effected through the Chagres, the canal line bj' all plans being located in the immediate valley of that stream for about 21 miles. One of its tributaries, the Obispo, drains the extension of the canal line for about five miles toward the Culebra summit. The Chagres is a torrential stream, and drains a basin of an estimated total area of about 1,200 square miles, about half of which is above the point where the proposed canal line leaves the river. Its sources are in the San Bias Mountains to the northeast. The course of the Chagres is, in a general wa^-, parallel to the Caribbean coast as far as the mouth of the Obispo, where it turns to the northward and follows a somewhat tortuous but on the whole fairly direct course to the Atlantic rim of its upper l)asin at Bohio, about 13 miles below the moutii of the Obispo. At Gatun, about 10 miles below Bohio, following the general course of the valley, the direct distance to the Atlantic at the head of Limon Bay is only three miles, but the river deviates to the westward, and after a further course of about seven miles, passing to the west of Limon Bay, discharges into the sea at the old village of Chagres, about five- miles west of Point Toro. Above Bohio the Chagres Valley is undulating or hilly, the declivities becoming steeper toward the sources of the river, where the country is mountainous. At Alhajuela, about eight miles in a direct line above the mouth of the Obispo, the low-water surface of the river is about 95 feet above sea level, and at the mouth of the Obispo 45 feet; but at Bohio, 13 miles farther down, it is practically at sea level. From Bohio to the sea the surface of the ground for considerable areas in the vicinity of the river is but little above sea level. In this low region the Chagres receives several tributaries, of which the Gatun from the eastward and the Trinidad from the westward are of considerable size. There are several notable topographic features of the Chagres Valle\- which have a very important bearing upon the canal problem. In the upper courses of the stream and its tribu- taries the bottom in the waterway is the original rock formation, and the channel is strewn with bowlders, pebbles, and sand which have been loosened bv erosion. Borings have been made in this valley at several points from Alhajuela to Gatun, with a view of determining the character of the earth and depth to rock. It is found that at Alhajuela theie is a depth of about 29 feet of gravel overlying the rock in midstream. The rock outcroppings in the bluff' appears to be of a firm and homogeneous structure, of volcanic origin. At this point the hills on either side contract the valley in a marked degree. At (Jamboa. which is just above the junction of the Obispo, the 14 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. gravel covering of the rock bed is about 50 feet in depth. At San Pablo the bed of gravel, sand, etc.. is about 90 feet in thickness; at Buena Vista it is over 139 feet below sea level to rock, and a little farther downstream, 142 feet; at Bohio the rook is 168 feet below tide level, and the drills penetrated wood at various depths to 150 feet. At Gatun, the depth to what in this report is sometimes classed as rock — an indurated sandj clay — is 258 feet in the deepest place, and at another, on the same section, the depth of the sand, clay, gravel, etc., is about 2-1-0 feet. Here also buried wood was brought up by the drills. It seems, therefore, to be certain that what may be called the geological valley of the Chagres — that is to say, the rock bottom of that stream — is represented by a deep groove or channel, now entirely or partly filled by the products of erosion and drift. If there has been a regional subsidence of the Isthmus, which the geologists suggest as possible, it may be that the ancient Chagres discharged into the sea through an ancient valley, which, with the land adjacent thereto, was some 300 feet higher in relation to the ocean than the present valley. The rock penetrated at Bohio and above, also that showing in the river banks and outcropping in neighboring hillsides, is all volcanic and much denser than the so-called rock at Gatun. The Obispo flows over a rocky bed in a part of its lower course and at one point there is a natural cascade of a few meters over a rock shelf. The general surface on the upper course of the Obispo is more nearly level, with hills rising in its di'ainage basin and on its margins to the height of from 100 to 1,000 feet above the general surface. The general aspect of the central isthmus is one of great irregularity — the hills are numerous and have very steep slopes, while the valleys are narrow. Culebra is one of these hills, its summit being some 700 feet above the sea. The geologists suggest that the drainage area of the upper Obispo was once a lake of consider- able size, for within this area are found a few sedimentary rocks containing fossils, also calcareous and carboniferous deposits, but the greater part of the material is of volcanic origin, the central masses of the hills containing hard volcanic rock and dikes of basalt. Between, above, and l)elow these hard-rock masses are softer rock and dark, indurated clay, while the upper covering of the superficies is composed of the same volcanic material, but much changed by exposure to the weather, and where cut through, as it is b}' the canal excavation all the way for seven miles through the dividing ridge, the covering is seen as a red clay, occasionally containing bowlders, having a varying thickness to 30 feet and at one place to more than 40 feet, ))ut generally its thickness is but 10 to 20 feet. It is in this top lawyer of reddish clay that all the larger slides have taken place. Toward the Pacific the slope is, for half the distance to the bay, much more rapid than in the Chagres Valley, but the physical characteristics are similar. The Kio Grande Valley, through nearly half its length, is a tidal estuary filled and emptied twice daily b}^ the tides. The same or a similar rock to that showing in the upper Chagres Valley is the prevailing rock in the Rio Grande region, with but a few feet of earth covering. At Pedro Miguel and Miratiores the rock is near the surface. Near Panama are two isolated hills of considerable height showing volcanic rock outcrops of a very much denser character than any other on the Isthmus. The facts being as stated, it follows that the streams draining the isthmian region have a much more permanent regimen in their upper courses than nearer the sea. The rock near the surface a few miles from the oceans is conveniently situated for foundations for locks, dams, etc., and is sufficiently dense to make good concrete material, while sand suitable for use in masonry structures is found in great abundance on the beaches of Panama Bay, and probably that found in some of the gravel beds in the Charges will also be suitable for the same purposes. The hill and mountain slopes are covered with a tropical jungle, but there is no good timber for construction purposes found on the Isthmus near the railway. CLIMATE. The climate of any locality is determined b}' certain influences, the principal of which are latitude, altitude, proximity of oceans, high mountain ranges, humidity, and rainfall. A detailed description of the climate of the American Isthmus is quite unnecessary, for it is well known, but its adaptability as a residence for human l)eings employed in manual laljor or KBPOBT OF BOABD OF CONSULTING ENGINEERS, PANAMA CANAL. 15 in a supervisory capacity is not generally very well understood. The state of the atmosphere respecting heat and moisture and meteorological conditions generally has a veiy important influence upon the health and contentment of the inhabitants. That tliis question of climate has a very important bearing on the canal problem is acknowl- edged by all who have carried on engineering works in tropical countries and bv those who are familiar with the history of such operations. Temperatures at the Isthmus as low as 72- or as high as 98 are unusual. It is correct to say that the average daily range of the thermometer is from 75 to 84'-. The highest recoi'ded temperature in the Chagres Valley is 97"- and the lowest 64- . The number of days in the year when the heat at night is less than 75- and greater by day than 84- are very few. In othei' words, the daily range in temperature is only about 10-, with little variation between summer and winter, wet and dry seasons. But the atmosphere is generally quite damp, i-anging in relative humidity from 8() per cent in the dry .-iCason to 87 per cent in the rainy season. With a temperature of approximately 80 and a relatively high humidity the air is damp and muggy, and therefore exhausting and oppressive to the white race unaccustomed to tropical conditions. These conditions are common to many tropical regions near the sea level. The rainfall on the Isthmus is greater than in some parts of the tropiis and much less than in others, the annual precipitation varying from about 140 inches at Colon and the lower ("hagres Valley to 95 inches in the interior and to about 7o inches on the Pacific side. But the precipitation is very unequally distributed throughout the year. During the four dry months — January, February', March, and April — and the eight wet months the average monthly lainfall and the average vearlv total are a.s follows: Dry season Rainy season . Total for year. AHantic side and Chagres Valley. 15.3 137.2 Inches. 1..56 11.08 94.87 Panama, Naos.and La Boca. Inches. 1.74 These data are the result of observations covering a period of 33 j'ears at Colon, 21 jears at Gamboa, and from 3 to 10 years at the points on Panama Ba\'. The heaviest rainfall in any one month was 20.9 inches at Colon. The number of days given in each year from 1889 to 1904 during which there was some fall of rain was, at Colon, 196; Bohio, 246; Alhajuela, 198; Gamboa, 190; La Boca, 141; but on many of these days the fall at all points was veiy slight. It is well known that high winds having the character of hurricanes are very rare at the Panama Isthmus. Northers occur at rare intervals in the Caribbean. One or two of considerable violence have at times been felt in a year at Colon. Sometimes a whole year passes without a wind of greater velocity than a strong breeze; on the other hand, northers have occurred in which the wind velocity has reached 50 miles an hour, but there have been no accurate measure- ments made of these storms. The.se blows are never felt in the interior or on the Pacific side. The observed monthly mean velocitj- of the wind at Colon from October, 1898, to Ma\\ 1899, varied from five to eight miles per hour, the maximum nionthl}- mean observed being- eight and one-half miles, while the strongest observed on any day in eight months was 24 miles. There is generally a pleasant breeze eveiy day from a northerly quarter, and this applies throughout the Isthmus. At Panama there is no record of a severe storm of any kind, and the winds are generall}' from the north and offshore. A member of the Board, who since 1898 has resided nearly six years in the tropics, one year of which was spent at Panama, stated that he had observed no marked difference between the climate of Panama and that of other tropical countries. Ig REPOBT OF BOABD OF CONSULTING ENGINEERS, PANAMA CANAL. SANITATION AND HYGIENE. The Isthmus of Panama was not well known to the inhabitants of the United States until it became a favorite route of travel for the California immigration after the discovery of gold in the Sacramento Valley in 1848. Since then this route has been much used, not only by Americans but by Europeans and the inhabitants of the west coast of Central and South America. After the gold discovery lines of steamers and .sailing vessels on both oceans conveyed trav- elers to and from the Isthmus, the transit at first being effected by canoes on the Chagres River in connection with riding and pack animals between that stream and Panama Bay. The transfer from the Caribbean to the Pacific occupied from live to ten days, and very often much exposure and suffering resulted. In the light of present knowledge respecting the cause of yellow and malarial fevers it is not surprising that sickness and mortality were experienced among those who traversed the Isthmus in those early days. What has been called Chagres fever is now recognized as a malignant type of intermittent fever, otherwise known as malaria, which, as well as yellow fever, is believed by sanitarians to be communicated to man only by certain species of mosquitoes. What the extent of the mortality among those early travelers was we do not know, but judging from what history records respecting the frightful losses among the French and English troops serving in the West Indies during the eighteenth and first half of the nineteenth centuries, particularly in Santo Domingo, Cuba, Nicaragua, and the Lesser Antilles, we can very well believe that the suffering on the Isthmus in the early days was very great, for the emigrants hurrying to California were but ill provided against hardships, were ignorant of the conditions, and were not controlled or governed by any constituted authority. The construction of the Panama Railroad was undertaken in f 8.50, but the promoters of that enterprise understood local health conditions no better than did those who had preceded them. Workmen from the United States who were entirely unacclimatized were employed in large numbers and many succumbed to the local fevers, others to exposure and diseases due to intemper- ance and disorderly living. The road was open throughout its 45 miles in 1855, and thereafter the California immigration was spared the difficult canoe navigation of the Chagres and the land journey tjetween Cruces and Panama. It has been often stated that the mortality among the railroad workmen reached an aggre- gate which equaled in numbers the cross-ties used in the railway roadbed— that is to say, 150.000— but the chief engineer of that road, the late Col. George M. Totten, stated repeatedly that the total number of persons employed in l)uilding the road never exceeded 7,000 at any one time, and that the number of laborers and workmen who died in the whole five years did not exceed 1,200 in all. To what extent yellow fever figured in those .statistics is not known, but as this disease was then prevalent throughout the American tropics and warmer temperate latitudes there is little doubt that it was one of the principal causes of sickness. There is no doubt whatever that malarial fevers of all types— intermittent, malignant, and pernicious— were prevalent. From 1855, the date of opening the all-rail route across the Isthmus, to 1881, when work was begun on the Panama Canal, the transit was used for transferring travelers, freight, mails, etc., between the Atlantic and Pacific oceans, and neai-ly all the superior employees of the corporation were Americans, but the annals of the Isthmus give us very little information respecting health conditions. We know that during this quarter of a century some hundreds of thousands of travelers used the transit, and many hundreds of citizens of the United States were employed by the company in operating its road. Some of the.se men remained on the Isthmus ten or twenty or more years and enjoyed good health. At the time the United States took over the Panama Canal there was a very considerable number of Americans employed on that road, who continued strong and vigorous when they observed ordinary sanitary rules. Of course they were well sheltered, their food was adequate and suitable, and medical attention and hospital treatment, with medicines, were available. REPORT OF BOARD OF CONSULTING ENGINEERS^ PANAMA CANAL. 17 Work on the canal was begun in 1S81. In 1882 the force emploj-ed was 1,910, and in 1884 the average number for the year was 17,615, although the maximum was 19,213, in October. The aggregate of the numbers of those reported vearlj^ as employed in the whole period is 86,812, or an average of 10,881 per year. By computation it is found that the total number treated for sickness during the eight years was 52,81-4. It is also found by reference to Tables 1 and 2, recently compiled (see Appendix O), that the number of deaths of employees in the same period was 5,627, showing a rate of mortality among the sick of 10.62 per cent, and among the employed of 6.18 per cent. These important data, together with the recently compiled statistics for the citj' of Panama never yet published, are a very valuable contribution to our knowledge of the health conditions as they formerly existed on the Isthmus, not only during the activity of the old company but also for the years which have since elapsed, for the system of recording vital statistics instituted in 1881 has been continued to date. The methods adopted by the health authorities on the Isthmus twenty j'ears ago for com- bating tropical diseases which caused great sickness and mortalitj^ were such as were deemed most effective by the sanitarians of the period. The French company erected fine hospitals of large capacity, with up-to-date equipment, and their physicians and nursing force were competent and efficient, but modern methods for preventing sickness were then unknown. The old com- pany, a private corporation, had no power to compel observance of health ordinances by the resident population, or by their own employees. The local authorities and permanent resi- dents of the Isthmus were immune to yellow fever, and the people and municipal authorities were indifferent. Yellow fever was believed to be due to a poison, ever present, to which a certain proportion of newcomers, especially Europeans, was expected to succumb, as they had always done. It was believed that the disease was contagious and that the malady was trans- mitted by personal contact with the sick or their excreta, and the preventive measures employed to protect the new arrivals consisted of attempts at isolation of the sick, as is now done with those afflicted with smallpox. Malaria was believed to be caused by a miasma exhaled from the soil or by decaying vegeta- tion, and it was accepted that newly upturned soil caused the disease to spread. As the name implies, the disease was believed to be due to bad air. But discoveries of the very greatest importance to the human race have put an end to these misconceptions, and malaria and yellow fever are no longer a mystery to science. The mosquito theory of the transmission of these two diseases is now generally accepted as the solution of the mystery by all the leading sanitarians and physicians. The knowledge of the discoveries of Reed, Lavaran, and Ross has been given world-wide publicity, and gradually has been accepted and acted upon in many parts of the world. The yellow-fever record on the Isthmus since the United States took over the canal works is as follows: In May, 1904, there was 1 case; in June, 1; in July, 2; August, none; September, 1; October, 1; November, 3; December, 6; January, 1905, 18; February, 11; March, 11; April, 9; May, 33; June, 62; July, 42; August, 27; September, 7; October, 3; November, 5, one of which was from a point 30 miles distant, making a total in the nineteen months of 246 cases. Of these, 84 terminated fatally, or about 34 per cent. Commenting upon these figures, Col. W. C. Gorgas, U. S. Army, the chief sanitary officer of the canal works at Panama, remarks in his October report as follows: I consider this ( the October record ) as indicating the near approach of the disappearance of the disease. * * * Panama has often in its past history been free from yellow fever, but the only disappearance was when there were no nonimmunes to contract it. At all times in its past history when there were nonimmunes here they had yellow fever as long as the nonimmunes remained. We had during October all the natural conditions favorable to this disease, a larger number of nonimmunes probably than had ever before been present on the Isthmus — in the neighborhood of 5,000 — with a wet and hot month. Apparently, from the records, the season in Panama does not have much influence upon yellow fever. The weather in January is as favorable to the breeding of the Stegomyia as July, and the past records seem to show that if we have nonimmunes in Panama in December we will have as much fever as we would in July. It has altogether in the past depended upon the supply of nonimmune human beings. The only yellow-fever period when there was anything near to approximating as many nonimmunes on the Isthmus as we have at present was at the time during S. Doc. 231, 59-1 6 18 REPORT OF BOARD OF CONStTLTING ENGINEERS, PANAMA CANAL. the French riSgime when they had their maximum force. This occurred in October, 1884, when they had 19,243 men on their rolls, of whom 2,706 were nonimmunes. Among these they had 21 deaths from yellow fever in that month and approximately 84 cases. During October of this year our force has also reached its maximum, about 22,000," of which number about 4,000 are nonimmunes. Among these 4,000 employees we had not a single death from yellow fever and only a single case. Of the three cases occurring on the Isthmus, two were people not employees of the Commission. Here we are comparing two periods in which there was a large number of nonimmunes present — the same season of the year and the same climatic conditions generally — the only difference being that in the year 190-5 modern tropical sanitary methods were enforced all over the Isthmus by some 2,200 men. * * * Twenty years ago these methods were unknown, malaria and yellow fever were a mystery to science, and our predecessors were unable to do anything for their control. The results obtained, I maintain, are solely and entirely due to the sanitary measures put in force. And be it remembered at the same time that we have at present with us fully one-third more people subject to yellow fever (nonimmunes) than the French had in October, 1884. You can pick out in the history of Panama Octobers when there were no deaths from yellow fever, such as October, 1901, or October, 1895, or October, 1896; but during these Octobers there was nobody in Panama who could have yellow fever. Take any other October when there was present any considerable number of nonimmunes and they always had yellow fever to a considerable extent. In this October when we have more people liable to the disease than ever before we had only three cases. The showing with respect to the sick rate of employees generally is very good. Among 22,000 men we have a daily average of about 4.50 in hospital. This gives us a constant sick rate of 21 per thousand. We could not hope to show a lower rate than this if our canal were being dug between Washington and Baltimore. The French in October, 1884, with their 19,243 employees, had 161 deaths, making a rate for that year of 100 per thousand. We, with a force of about 22,000, have had 61 deaths, which would give us for the year a death rate of 32 per thousand. I have no doubt that when the sanitary improvements at present going on, such as street paving in Panama and Colon, waterworks in these cities and along the line, and comfortable screened buildings for employees at all points, shall have been completed the health conditions will be still further improved; but I am inclined to think that the sanitary question of Panama has been settled, as we have shown that a force of laborers as large as we are likely to have and as unfavorably situated as they ever will be can work on the Isthmus without suffering from yellow fever, and that the general health of this same force can be kept as good as if they were digging a canal in a healthy part of Maryland. lu the citj^ of Panama it is a requirement of law that all burials shall take place in the city cemetery, and that the records of burials shall show the name, age, sex, nativity, cause of death, and the name of the physician certifying to cause in every case. The.se records have been carefully kept since 1882, and the chief sanitary officer of the Canal Zone has recently had every individual record of burial for the city of Panama examined, tabulating the result so far as it relates to those who succumbed to yellow and malarial fevers. The result of this inspection appears in Table 3, Appendix O, wherein is set forth the mortality for those twenty- two years caused by the two fevers, the figures being given for each month of the whole elapsed period. The stated population of the city is the closest approximation which can be obtained from the public officers of the Republic of Panama, for since 1871 there has been but one census, that of 1901 made by the sanitary staff of the Canal Zone. During this period of twenty-two years there were three or four occasions when there was an influx to the Isthmus of a large nonimmune population. The first was in 1881-82 and con- tinued to 1889. The next was in 189,5 when a regiment of troops from the interior highlands of Colombia arrived for service on the Isthmus. The next year there was another increase of mili- tary force from the same locality, those men also nonimmunes. The last was in 1901 when there was a further large increase consisting of a body of Colombian troops sent to Panama to operate against insurgents. On each of these occasions there was a large increase in the mortality from yellow and malarial fevers, as maj- be seen hj the table. During the intervening months or years there were verj^ few cases. The rule held true continuously until full efl'ect was had from the sanitary measures taken by the United States health authorities in the Canal Zone, but it required a year and a half to .secure full beneficial eflfect of the preventive means adopted. The records of the Panama cemetery are cited by the United States health authorities as furnishing evidence o Including those employed on the Panama Railroad. BEPOBT OF BOAED OF CONSTJLiTING ENGINEEES, PANAMA CANAL. 19 of the accuracy of theii' declaration that it is not oniy possible but feasible to banish yellow fever fi'om the Isthmus and to maintain the whole force of employees in a good state of health. A few years ago the abandonment, as a canal headquarters, of the city of Ismailia, situated on the line of the Suez Canal, was seriouslj' considered because of the general sickness of the European inhabitants and the canal officials. The population was 9,000, of which the European inhabitants weie '2,000. Among these there were 1,400 cases of malarial fever annually, of which many resulted in death. The mosquitoes (anopheles) were killed and their breeding places destroj-ed in 1902. The number of cases of malaria since has been, yearly, 214, 90, and in ten months of 1905, 46, with no deaths. Those who have had malaria subsequent to the sani- tating of the place are those who had been chronic suilerers from the disease previously. Recent reports received by the Comjiiission contain interesting data concerning genei'al health conditions, from which much knowledge is gained respecting health and disease, and indicate that the maladies prevailing on the Isthmus are generally the same as are common in the temperate climates. In the largest hospital in the Zone, that at Ancon, there were treated in October 1,118 persons. Included in this number there were eight cases of typhoid fever, a very small number considering the population of the Zone — a total of 63,084 — and the squalor, indigence, and indifference to sanitary rules of a large part of the inhabitants. In this hospital there were 19 cases of dysentery, 30 of beriberi, 17 of pneumonia, 6 of bronchitis, 4 of consumption, 1.5 of venereal diseases, 6 of measles, 19 of piles and hernias, 33 abscesses, 24 wounds, and 13 of general debility. There was no case of either smallpox or plague. In the whole Zone, including the cities of Panama and Colon, there were deaths as follows: Ninety were from fevers of all kinds; beriberi claimed 26; dysentery, 9; cerebral hemorrhage, 6; convulsions (children), 6; tetanus, 4; consumption, pneumonia, and bronchitis, 92; gastric dis- orders, 33; liver diseases, 5; genito-urinary diseases, 13; childbirth, 6; accidents, 9; dropsy, 7 heart diseases, 5. To the ordinary observer the appearance of the city of Colon is much worse than that of Panama, yet its record for disease is better. Yellow fever has been comparatively rare there. Its better record may be due to its situation on an island, the surface of which is awash with sea water throughout a considerable part of its superfices. We are told by the sanitarv officers that the mosquitoes which cause yellow fever and malaria do not breed in salt water. This has significance and weight in determining the general drainage system for the canal works. The inability of the French companies' officers to enforce sanitary rules has been referred to, but this inability was not an important matter, for the then best-known health measures, no matter how thoroughly enforced, would have accomplished little of real benefit in reducing the sick list, for no one in France or elsewhere then had any conception of the present theory respecting the cause of these two maladies which decimated the newcomers at Panama. But for the United States the situation is different. The discovery of the probable cause of yellow fever, and the knowledge of the measures adopted by sanitarians to control and prevent its ravages, have simplified the task of those who are to make the canal. The United States not only has the right granted by treaty to enforce all necessary rules of sanitation and for the preservation of order, but the authorities of the Republic of Panama have shown the most ready willingness to cooperate and assist in the efforts taken to rid the Isthmus of disease and prevent its importation. Notwithstanding the fact that near-by Pacific ports have for several years been infected with bubonic plague, the health officers of the Canal Zone have, by means of a rigid quarantine, so far prevented this pest from obtaining a foothold on the Isthmus, and there seems to be good reason for the confidence of these officers in their ability to exclude that disease permanently. We now know that men from temperate climates living in the tropics, including Panama, can and do escape the great danger which twenty-five years ago could not be evaded, and that the danger does not appear to be greater than exists in many parts of the United States. go REPORT OF BOARD OP CONSULTING ENGINEERS, PANAMA CANAL. WORK DONE AND PRESENT CONDITIONS. The present state of the canal work is but little different from that in which the old Panama Canal Company left it in 1889. The liciuidator, who had control of the assets of the company under the decree of the French court from 1889 to 1894, did no work on the Isthmus other than that of preserving the property under his care. When the New Panama Canal Company was incorporated in 1894 it recommenced the work of excavation at the divide on a small scale and maintained those operations, with a force varying from a maximum of 3,800 men to a minimum of a few hundred, until the property was taken over by the United States Government in May, 1901:. That company performed no other work in furtherance of the actual construction of the canal than the continuation of excavation at the summit divide and the dredging of about 3,000,000 cubic yards at the La Boca pier and approach thereto, although it maintained a sufficient force to care for the mass of materials and plant stored along the line of the canal. The total work actually performed upon the canal can best be appreciated by keeping in view the plans contemplated by the French companies. In accordance with the decision of the Inter- national Scientific Congress held at Paris in May, 1879, the old Panama Canal Company adopted a sea-level plan for the canal. When, however, it became apparent that it would be financially impossible to carry out the work on that plan, a number of projects with locks and with various summit elevations were carefully considered. It was the purpose at that time to devise a project which would permit lock-canal navigation to be opened at the earliest possible date, and by the subsequent removal of the locks to ultimately realize the original conception of a canal at sea level. While these modified projects were under consideration the collapse of the old company occurred and all work ceased. All subsequent studies conducted both by theliquidator and the New Panama Canal Company were also directed to the determination of lock plans. Both the Commission d'fitudes, created by the liquidator, and the Comite Technique, appointed by the New Panama Canal Company, rejected the sea-level plan and devoted their efforts to the development of a lock plan best adapted to the limiting financial conditions under which the new company would have to complete the work. The Comite Technique finally recommended a plan for a canal with a maximum summit elevation at nearly 101 feet above the sea, the bottom width of the canal being 98.4 feet in earth and 111.5 feet in rock, and with a minimum depth of water of 29.5 feet. This plan required a double flight of two locks at Bohio and another similar arrangement of locks at Obispo on the Caribbean side of the continental divide. On the Pacific slope there were contemplated duplicate single locks at Paraiso southerly of and close to the great Culebra cut, a double flight of two locks at Pedro Miguel, and duplicate single locks at Miraflores, the latter being partially tidal locks, in oi'der to control in the canal the varying heights of the tide in the bay of Panama. In connection with these locks the plan included a Caribbean sea-level section 14.84 miles long; an intermediate level between Bohio and Obispo 13.37 miles long, in which the water surface would vary in elevation from 62.49 feet to 65.62 feet above the sea; a summit level 6.22 miles in length from Obispo to Paraiso with a maximum elevation of 100.89 feet; an intermediate level 1.32 miles long from Paraiso to Pedro Miguel with a water surface at a maximum elevation of 76.28 feet; another intermediate level 1.32 miles long from Pedro Miguel to Miraflores with a maximum elevation 20.51 feet above mean tide, and a Pacific sea-level section 7.38 miles in length, the lengths of the various levels being given exclusive of the lengths of locks. The excavation made by the New Panama Canal Company at the summit was continued, to serve the execution of this plan, although it was thought possible that a lower summit level at 65.5 feet above the sea might ultimately be adopted, so as to eliminate the locks at Obispo and Paraiso. There was also contemplated by the New Panama Canal Companj' the creation of a large reservoir for feeding the summit level of its adopted plan by constructing a masonry' dam across the Chagres River at Alhajuela, about 11 miles by the feeder line from Obispo. A feeding canal, or aqueduct, with suitable appurtenances, was to be formed on this line in order to connect this reservoir with the summit level above Obispo. No work, however, was ever performed either REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 21 in the construction of the dam or on the line of the feeder, but surveys and investigations were made and the necessary works were all completely planned. The old Panama Canal Company made extensive surveys and soundings, and erected many buildings, shops, hospitals, etc., but confined its operations along the canal line wholly to the work of excavation, except for the construction of a small dry dock near the Colon terminus, and some docks or piers in the same vicinity required for the discharge of materials and machinery shipped to the Isthmus for the purposes of the work. The country along the canal line from Colon to Obispo is nearly all low, in places marshy, and the material can generally be removed by dredging. The old company availed itself of this physical condition and, with the exception of Culebra, the greatest volume excavated in a limited distance was confined to this portion of the line. Between Cristobal Point (behind which the old company planned its canal entrance) and the mouth of the Mindi, a distance of about three miles, there is a small quantity of coral rock and a much larger cjuantity of hard sandy clay, which may be classed as soft rock, still remaining in place. The depth of the excavation near Mindi and at one or two other points was about 29 feet below sea level; but the average depth for about one-half the distance from Colon to Bohio was not more than two-thirds of that amount below mean tide, while the depth of excavation for the remainder of the distance under considei'ation did not vary much from 25 to 27 feet. On account of the rising surface of the ground the depth below sea level was l)ut a few feet at a distance of two miles from Bohio and decreased to nothing at that point. This stretch of canal, about 11 miles long, with an original Ijottom width of about 72 feet, is still open, although some sediment has been deposited, and can be navigated throughout its entire length, save at one point, by vessels drawing from eight to ten feet, and nuich mure in that portion of It between Mindi and Gatun. In consequence of the fact that this portion of the canal line intersects the Chagres River at a number of points, thus forming a direct course, and for the further reason that diversion chan- nels and small dams have been constructed, the water of the Chagres River flows through this excavated channel from a point about two miles below Bohio to Gatun, a distance of about seven miles. Fi'om Gatun its flow divides, a part of it, estimated as one-third at ordinary stages of the river, passing to the sea in the old channel and the remainder flowing into Limon Bay through the canal channel and the mouth of the Mindi. The portion of the old companj^'s canal work between Colon and Bohio and the work of excavation in the Culebra cut are the two largest and most impressive features of the accomplished work in its present condition. At Bohio an extensive mass of volcanic I'ock outcrops. This rock has been used for structural purposes at Colon and along the railroad line, and in a portion of this outcrop the old canal company made an excavation of considerable magnitude for the locks which it proposed to locate there after it was compelled to abandon the sea-level plan. This excavation, like many other portions of the company's work, may be utilized in subsequent construction. Between Bohio, 15 miles from the Colon terminus of the canal, and Miraflores, about -11 miles from the same point, the ground is relatively high, rising graduallj' on the Caribbean side to the continental divide at Culebra, then falling rapid]}' to 15 or 20 feet above sea level at the Rio Grande between Pedro Miguel and Miraflores. Throughout this distance, with the exception of that portion between Obispo and Culebra, a distance of about seven miles, the excavation made by the old company consists of a shallow but nearly continuous cutting. At several relatively high points the cuttings are deeper, but the amount in the aggregate is relativelj' small. From Bohio nearly to Obispo the canal line frequently intersects the course of the Chagres; but at a point a little less than a mile from Olnspo the Chagres Valley trends abruptly to the northeast, almost at right angles to the line of the canal, which here follows approximately up the course of the Obispo in a southeasterly direction toward Panama. At Gamboa, less than a mile from Obispo, a short distance upstream from the point where the canal line leaves the river, both the old and the new companies at diflerent times projected the construction of a dam for the purpose of controlling the Chagres floods and feeding the summit-level locks, but finally abandoned the idea of a dam at that site. 22 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. The present condition of the seven-mile cut through the continental divide shows that a large amount of material has been excavated in that locality, principally by the old company, but to the extent of about 7,000,000 cubic yards by the new company and nearly 1,000,000 cubic yards by the Isthmian Canal Commission during lOOi-S. The maximum depth of this cutting below the original surface--383 feet above sea level— is about 165 feet. The excavated material has been deposited mainly in the Lirio marsh, about a mile northeast from the deepest part of the cut, and to a less extent in the Rio Grande Valley near Cucaracha, immediately south of the southerly end of the cutting. The alignment adopted by the old and the new companies for the Pacific sea-level section of the canal followed approximately the course of the Rio Grande from Miraflores to La Boca. It intersected the course of the river a number of times and required small diversion channels at either side, but the Pacific terminus of the canal was practically identical with the mouth of the river. The valley of the lower Rio Grande is a salt marsh or swamp, although if the canal should be excavated to a depth of 40 feet below the sea level some rock will be encountered in the channel. The old company excavated the canal for a distance of about two miles from La Boca to an average depth of about 20 feet from the original surface, which is at nearly extreme high water. As the extreme range of tide at the Pacific terminus of the canal is from about 10 feet above mean sea level to 10 feet below, the old company planned to make the Pacific sea- level section of the canal from Miraflores to deep water 39.4 feet deep below mean tide. Less than one-third of the total requisite excavation was made between La Boca and Miraflores, nor was a channel to full depth completed by that company from La Boca to the deep water of Panama Bay. This latter work would have required the excavation of a considerable quantity of hard rock. The old company not only excavated for the channel of the canal proper, but it also excavated diversion channels parallel with the axis of the canal on both sides of it and distributed through- out nearly its entire course, to the aggregate length of 20.2 miles on the easterly side of the canal and 13.16 miles on the westerly side. These diversion channels were constructed for the purpose generally of intercepting the flow of the streams which would otherwise discharge into the canal, and they were to be permanent features of the work. A few short lengths were designed to serve a similar purpose only during construction. The largest of these diversion channels are mostly found between Obispo and Colon, as it was necessary under the French plans to divert the entire flow of the Chagres throughout some portions of that distance. Among these is the Gatun diversion. The excavation already done in it amounts to nearly 2,700,000 cubic yards. Its length is 6.13 miles. It was designed to discharge 17,600 cubic feet per second. The diversion channels on the easterly side of the canal line were designed with bottom widths varvingfrom about 52.5 to 131 feet, with side slopes having in general an inclination of about 45*^. The maximiuu depth of water contemplated in these channels was nearly 15 feet. On the westerly side of the canal line some of the diversion channels are of smaller section, varying in bottom width from about 20 feet to the same maximum of 131 feet as on the easterly side. At one point, near Obispo, a tunnel 1,203 feet in length and about IQl feet wide and of equal height was nearly finished for diversion of the Obispo, which in fiood now flows through it. A few of these diversion channels were finished, but the greater number were only partially com- pleted. Some of them have received the waters for which they were intended and have been scoured to an increased depth, while others have been partly filled with sand or silt moved by freshets. A total amount of about 80,000,000 cubic yards of all classes of materials has been excavated throughout the entire line of the canal, making almost continuous woi'k from one end to the other. By far the greater portion of this excavation was soft material or earth largely removed by dredges, but a comparatively small portion of it may be classed as rock. This means that the principal portion of the remaining material to be taken out must be considered rock, and much of it as hard rock. A substantial portion of this 80,000,000 cubic yards of excavation has been so deposited along the proposed line of canal that it will have to be again moved in the work of construction, because of the greatly increased cross section of prism now required. BEPOET OF BOAKD OP CONSULTING ENGINEERS, PANAMA CANAL. 23 It is difficult if not impossible to state what portion of this excavation will be available in future construction. The entire excavation made at the divide is of this useful character, but it is probable that the aggregate of all the useful portions of the work done will not exceed 40,000,000 cubic .vards. The aggregate volume of excavation in the diversion channels will probably not exceed 5,000,000 cubic yards, but it is pi-acticallv all available for the construction of a sea-level canal. The portion of the same aggregate which would be useful in the construction of a lock canal would depend upon the plan adopted. The general location and alignment of the canal is, on the whole, satisfactory. There are places, like that in the summit cut extending from Emperador to a point near Cucaracha, where the alignment may be improved without much change of location, but necessitating increased cutting both in the hill at Emperador and that at Culebra, and an equal saving in other places. The curvature generally is sufEciently easy, the minimum radius being S,20'2 feet. There is some objectionable curvature at the termini, especially near Colon, which the plan proposed by the Board will remove. In addition to this work of excavation there were immense quantities of material, machinery, and appliances required for the prosecution of the work of construction received and distributed along the entire line. The book value of this great quantity of construction material, nearly all of which still remains upon the Isthmus in various degrees of repair, is about S'29,000,000. Much of it is housed and in good order, although now nearly useless in consequence of its obso- lete character, while other and lai-ger portions of it are found exposed along nearly the entire canal in all conditions of disuse and decay. Over 2,000 buildings — mostly houses for the emploj'ees of the old company, excellent hospi- tals, and some storehouses or shops — still remain, some in good condition and others in need of much repair. These buildings are generally capable of being put into service. There are also six machine shops, some of considerable capacitv, the principal of which are at La Boca, at Mataciiin, and at Colon. These shops contain a considerable quantity of usable machinery. They wei'e put into service during the summer and autumn of 190-1:, and hav^e since been somewhat enlarged and developed. They constitute a valuable asset, and will be of great service in repairing machinery, rolling stock, and other appliances required in the work of construction of the canal, and the}' have sufficient capacity for the purpose of building some of the simpler forms of plant retpiired in the work. NEW FIELD WORK. The Board has had access to all the data on tile in the office of the Isthmian Canal Commission. Very accurate cross sections of the canal prism included between Obispo and Paraiso, seven miles and a half, were obtained. These cross sections were taken at very close intervals where the slopes are changing; in those portions where the grade is nearly uniform and the topography unmarked by notable features the cross sections are considerably farther apart. These cross sections are used in the estimates of the Board. It earl}' became apparent that additional information was desii'able relating particularly to the possible dam and lock sites at Mindi, Gatun, and in the vicinity of La Boca. The Board requested the Isthmian Canal Commission to have further examinations made, as follows: 1. On the Mindi line the examination to be topographic with respect to the ridge line to the east of the Mindi through to Jaramillo Hill, thence to the shores of Limon Bay, in order to develop any low passes communicating with the Chagres River, and over the Jaramillo Hill near the high ridge line to the Chagres River and across the same, connecting with the high land to the west of the Chagres. This examination to be carried up to elevation 50. 2. Borings and topography at Gatun, south and west from Gatun Hill, over the hill oppo- site, across the diversion channel, and to high land beyond. Also to develop lock foundations in the hill east of Gatun. 3. A survey showing the necessary relocation of the Panama Railroad in case of a terminal lake formed by a high dam at Gatun. 24 REPOBT OF BOARD OF CONSTJLTING ENGINEERS, PANAMA OANAL. 4. A line of soundings across the Rio Grande Valle}- from Sosa Hill, passing by La Boca pier, to the hig-ji land above the mouth of the Farfan River. 5. A surve}^ and soundings on the shortest line from Ancon Hill across the high land to the east, to show the physical conditions that would influence the construction of a dam to raise the water in the Rio Grande Lake to elevation of about 65. 6. Borings to rock on saddle between Ancon and Sosa hills, and across the Rio Grande from Sosa Hill to the nearest high land, to develop the practicabilit3' of a lock between Ancon and Sosa and a dam for raising water 30 feet above sea level. Also borings along a line for the proposed Pacific section of the canal, this line leaving the old route about kilometer 63, passing straight to the saddle between Ancon and Sosa hills, thence in a straight line to deep water in the bay to or near the entrance channel now in use. With reference to the Mindi location Mr. F. B. Maltby, division engineer, reported: On the west sideof the canal the high ground is continuous from the Jaramillo Hill to the Chagres River. * * * From a personal examination I am quite sure that a point can be found in this vicinity where the distance across the Chagres Valley to an elevation of at least 50 feet is not more than 3,000 feet. I think it more than probable that surveys would develop a possible crossing of a shorter length. On the east side of the diversion at Mindi the hills are simply isolated knolls for a distance of half a mile east from the diversion channel. From these there is a continuous ridge which is very much broken in elevation, but in which there is no point which has an elevation of less than about 40 feet. * * * it therefore seems possible that, should such a project be contemplated, a dam might be built from the Jaramillo Hill across the canal connecting the various hills as far as the east diversion opposite Mindi. From there for a distance of half a mile it is probable that a dam having a base at an elevation of only five or six feet above the sea would require construction for half the distance. In addition to this there would be a dam across the Chagres River of about 3,000 feet in length. In respon.se to the request of the Board, some topographic work was done in the vicinity of Gatun, outside of the limits of the French maps. Borings were taken acro.ss the valleys along the lines indicated, and this information was forwarded for consideration of the Board. The topography and the location of the borings are shown on Plate XL and the section as determined by these borings on Plate XII. These borings were completed across the entire valley and taken at intervals along the surface of the ground up to an elevation of about 86 feet at each end. It is noted that the elevation of the indurated clay follows very closely the irregularities in the surface of the ground. The borings were .also made on the hill to the east of the Chagres for the purpose of determining a site for a lock, and this same condition generally holds, the clay being found between 15 and 20 feet below the surface of the ground. Mr. Stevens reports, with reference to the Gatun site: Extreme depth, to so-called rock or indurated clay, was found in the valley at 258 feet below mean tide level and on the bank of the west diversion. Apparently there are two deep and distinct valleys or gorges in this material, with the indurated clay rising a considerable distance above the mean low tide between them. A flow of water was reached in several of these holes. Most notable ones were at station 54+51 and at station 52+67. The flow of water at the former was quite a strong one, and indicated emphatically the imperviousness of the soil over- lying the gravel. See section, Plate XII. The borings in the vicinity of La Boca and Ancon Hill, as well as those of the marine sec- tion, are given on Plate VII. They show the practicability of a lock in the Ancon-Sosa .saddle and also at the westerlj' foot of Sosa Hill. The geological sections also show depths to rock at several points that have been suggested as suitable for dams required in maintaining a terminal lake in the Rio Grande Valley. The Commission and its engineering stafl' responded with great promptness to every request made upon it for additional physical data. PBOJECTS OF MB. LINDON W. BATES. Mr. Bates presents three projects, designated A, B, and B'. He does not appear to attach great importance to the elevations of the lake surfaces shown in those projects, as the latter, including the elevation of the summit levels and terminal lake levels, where tho,se features are found, are modified to almo.st any extent under his general presentation. REPORT OF BOARD OP CONSULTING ENGINEERS, PANAMA CANAL. 25 The feature of terminal lakes is not new. indeed it is as old as the International Scientitic Congress at Paris in 187U, one of the man}' plans proposed at that time suggesting a dam at Gatun. Again, in 1880 Mr. C. D. Ward, member of the American Societ\' of Civil Engineers, advocated the creation of a reservoir formed by a dam at Gatun for the purpose of securing interior lake navigation. Nearly two years ago he again agitated the same question in communications to members of the then Isthmian Canal Commission, and published a paper upon the same subject in the Transactions of the American Society of Civil Engineers for May, 1904. {See Appendix I.) Mr. Bates appears to express a preference for project B, which contemplates two terminal lakes, one on the Caribbean side formed by a dam at Mindi called Lake Chagres having a maximum elevation of water surface of 83. .5 feet above mean tide, another at the Panama end formed by a dam connecting Ancon and Sosa hills with each other, and a second dam from Sosa Hill to the high ground on the westerly side of the Bio Grande estuar}'. A third dam would also be needed to prevent escape of water over low land east of Panama, the waters thus impounded to be called Lake Panama, with a maximum elevation of water surface of 27 feet above mean tide. He also has an intermediate lake formed by a dam across the Chagres at Bohio called Lake Bohio, with the summit level at a maximum elevation of 62 feet extending through the continental divide to Pedro Miguel. This plan provides four lockages — one at Mindi, one at Bohio, one at Pedro Miguel, and another between Ancon and Sosa hills. A variant of the plan contemplates the removal from Bohio to Gatun of the dam forming the intermediate lake or sununit level. This project also includes two terminal harbors, one called Balboa, a small protected area formed behind a proposed breakwater from the easterly side of the southerly portion of Limon Bay consisting of two parts, the opening between forming the entrance for the deep approach channel from deep water outside to the entrance of the canal proper, which he locates at the mouth of the Mindi. Another possible variant of this plan is indicated by placing a l)reakwater in two parts directly across Limon Bay from Manzanillo Point to Toro Point, with an entrance between them about 1,000 feet wide, but in the hearing before the Board Mr. Bates stated that he did not con- sider this breakwater necessary, and its cost is not included in his estimate of cost. (Project B.) For the reasons already stated in the section on harbors in this report it is the judgment of this Board that the outer harbor, through which the dredged approach channel lies, must be protected l^racticalh' from the point of its beginning in deep water to the southerly limit of Limon Bay. This may in a measure be done by the outer breakwater shown on Mr. Bates's plan, in which case the inner one could })e omitted. In making np the estimate of cost of this project the addi- tional cost of this breakwater should therefore be included. The general project of the harbor of Panama^ forming the Pacific terminus, is much more elaborate than the harbor of Balboa. The former is to be inclosed by two great breakwaters, one starting at Guinea Point and running in a southeasterly direction to the island of Naos, and the other starting at Paitilla Point, extending first nearly due south, then southwesterly to the island of Perico. He proposes to dredge an entrance channel to the canal between the islands of Perico and Naos and running straight to the lock in the dam between Sosa and Ancon hills, the canal line nearly to Mirafiores constituting a straight extension of the center line of the appi-oach channel. This harbor is an ambitious one and includes a naval station on the north side of Ancon Hill. An entirely new site, formed by tilling with the excavated material from the canal, is proposed for an extension of the cit}' of Panama many times in extent the area occupied by the present city. He proposes some minor modifications of these projects for new harbors, but they do not affect materially the character of his harbor plans. These proposed terminal harbors are common to his three canal projects. Project A has a summit level of 27 feet onh' above mean tide, maintained b}' two dams, one at Mindi and one connecting Ancon and Sosa hills with the high ground above Farfan Point, both of these being identical with the terminal dams of project B in location, but the foi-mer is of less height. The peculiarity of this plan is the low summit level, 27 feet above mean tide, S.Doc. 231, 59-1 7 26 REPOET OF BOABD OF CONStTLTING ENGINEEES, PANAMA CANAL. extending- from Mindi through to the Panama terminus, a single lift lock being placed at Mindi and another in the Ancon-Sosa saddle. The remaining project, B', bears approximately the same relation to project B that B does to project A. As B is derived from A by inserting an intermediate lock and summit level between the terminal lakes, so B' may be said to be derived from B by raising the summit level, intro- ducing an intermediate lake between the Caribbean terminal lake and this level, and providing a second lock at Pedro Miguel. This project, therefore, contemplates two terminal lake levels formed bj' dams at Mindi and at Sosa Hill, already described in project A, with the elevation of water surface behind those dams 27 feet above mean tide; a dam at Gatun, behind which the elevation of water surface is brought up to 62, and finally a summit lake held b}- a dam at Bohio forming the summit elevation at 97 feet above mean tide, retained at the Pacific end liy a dam and flight of two locks at Pedro Miguel. There are thus found six locks in this project, one at Mindi, one at Gatun, one at Bohio, a flight of two at Pedro Miguel, and one at the Ancon- Sosa saddle, it being understood that duplicate locks are contemplated throughout. After a comprehensive examination and study of these various projects the Board was unanimously of the opinion that if project A alone were to be considered it could not be pre- ferred to a sea-level plan. The low elevation of its summit brings the volume of excavation so near to that necessary for a sea-level plan that the work required, combined with that involved in the construction of the two dams and the locks, possesses no economical advantages over that required for the canal at sea level. The Board, therefore, unanimously disapproves project A. This disapproval leaves projects B and B' onlv to be considered. As Mr. Bates himself indicates a preference for project B, the Board has centered on it the greater part of the consid- eration given to these two plans. The Board is unanimously of the opinion that the summit level of 97 feet above mean tide of project B' should not receive approval. The papers, including plans and other information first submitted by Mr. Bates, did not include a detailed statement of the amounts of woi'k required to be done or of the items of cost of the different classes of work included. Upon request of the Board, however, Mr. Bates sub- mitted supplementary profiles and sections of prism of the three projects or parts of those projects, with a tabulation of approximate quantities of excavation required under the three different plans. These approximate quantities were not given in sufficient detail to enable the totals to be satisfactorily checked or confirmed, nor were those approximate quantities so classi- fied as to exhibit the amounts of hard and soft material required to be excavated or the amounts of the different classes of work to be performed for the appurtenant structures such as locks, dams, and other main featui'es. It has, therefore, been impracticable to verity the lump or partially detailed estimates of cost set forth in the papers and plans submitted by Mr. Bates. Under such circumstances it is impossible to deduce close approximate quantities of work required to be performed in the execution of the plans, or a reasonablj- close estimate of cost of the entire work or of its various parts. The Board has made as close a comparison as possible between the total itemized quantities of excavation submitted by Mr. Bates and the more or less corresponding quantities computed by the Board for its own purposes. It has further coordi- nated for use in estimating the cost of the work under plan B its ovn' n estimates of costs for such appurtenant works as locks, dams, breakwaters, and other similar main features of the canal project. The items of excavation given in his supplementary "Graphic diagram of approximate quantities" appear to be less than those which the Board would estimate for the same purpose, but if the unit prices adopted by the Board be applied to the quantities for project B as given b}' Mr. Bates, the total cost of excavation alone, after deducting the useful French work, will be $85,289,500. To this sum is to be added the estimated costs of the dams and locks at Mindi, Gatun or Bohio, Pedro Miguel, near Panama, Ancon-Sosa, La Boca, and other large features of the plan, besides the breakwaters and other works at the two terminal harbors, and the regulating dams at Gamboa and other points on the Chagres, as indicated in his plans. His allowances for these various main portions of the work other than excavation seem to be insufficient. If these KEPOET OF BOAKD OF CONSULTING ENGINEERS, PANAMA CANAL. 27 works be allowed for on the same basis as corresponding works in the Board's plans the total cost of the entire project B, without adding any percentage for contingencies or other allowances, will approximate about $160,< 1(1(1,000. To this must be added a large but indeterminate sum for the great extent of country flooded by the terminal lakes, particularly Lake Chagres or Lake Bohio if Gatun rather than Bohio be adopted for the location of the dam creating the summit- level lake. This inundated land includes a large portion of the most valuable lands in the Canal Zone and its near vicinity. It would include many villages along the line of the railroad between Mindi and La Boca, besides lands devoted to grazing and dairy purposes as well as many banana plantations. It is quite impossible at this time to estimate the damages which the United States Government would have to pay for these submerged lands, but if past experiences in this field are anj' guide in making this estimate the sum would be very large. This question is also complicated b}' the doubtful validity of titles of many parcels of land claimed to be owned by private parties. The land damages alluded to do not cover the lands which would be requii-ed for the regu- lating lakes at Gamboa and above that point on the Chagres River. While compensation would have to be made for these damages, that district is comparatively uninhabited and the amount of compensation would be relatively small: but this is an outlay practicalh' common to all projects in which the control of the Chagres is to be effected at Gamboa or at points above. The extended examination which the Board has given to Mr. Bates's project B fails to indi- cate that the work embraced by it can be completed for a sum much less than an amount nearlj' 50 per cent in excess of his estimate of S134,000,000, including the additional cost for the outer breakwater in Limon Bay and the same 20 per cent for contingencies, sanitation, and policing used in the other estimates of this Board. There can, therefore, be no material economy in the adoption of this plan. At Obispo, where the Chagres cuts the canal line, Mr. Bates introduces a feature which he calls the Obispo triangle, designed to divide the flood waters of the Chagres entering the canal into two equal portions, one to flow through the canal prism toward Panama and the other toward Colon. The accomplishment of this result is practically an impossibilitj-. The assumption is unwarrantable that a large volume of water introduced at the middle point of a channel over 20 miles long, which in the dry season is an ordinary canal and which in the rainy season receives lateral contributions varying with the locus of local downpour, will automatically divide itself into two equal volumes flowing in opposite directions. Water levels will determine the flow at the central point, and local deposits with erosions caused by the excessive discharges will completely destroy the conditions necessary for the equal and opposite flows which he assumes. That some of the waters, the quantity' to be determined by experience, would seek exit to the south through the canal prism is probable, and the sea-level plan contemplates such a southern diversion, but it is not claimed that it would be automatic and equal. As the distance to the Pacific is less than to the Caribbean the hydraulic gradient will be steeper, and the flow in the sea-level canal would be controlled by the regulating sluices proposed; but the diversion of any part of the Chagres flow to the Pacific is not an essential feature of said plan. Furthermore the Board believes that the proposed method of control of the Chagres, by a number of small reservoirs at Gamboa and above that point on the river, will be less efl'ective and more expensi maintain than that resulting from the construction of a single larger reservoir with a suitable dam at Gamboa. It is the further judgment of the Board that the proposed designs for the dams, dikes, or barrages proposed to be constructed at La Boca, Mindi, Gatun, or Bohio do not show the incorporation of such features of construction as will give reasonable assurance of their stability or efficiency for the purposes contemplated, and that a proper provision for those features would greatly swell the costs indicated by Mr. Bates. Again, Mr. Bates has outlined no method and has apparently given no consideration to such procedures as would be required to transform the work executed under his project B to a sea-level canal, nor has he made any estimates of cost whatever for such transformation. It is 28 REPOKT OF BOAKD OF CONSULTING ENGINEERS, PANAMA CANAL. obvious, however, that the work of transformation would be very costly and that the expense of that work would swell to an excessive or even prohibitory amount the ultimate cost of the sea-level canal so attained. This project is less well adapted for transformation to a sea-level canal than the lock plan with a summit elevation of *>0 feet above mean tide adopted by the Board for comparison, although the difference between the two is not great. Such difference as exists is found chieHy in the more costly structures of Mr. Bates's project, such as the dam and spillway at Pedro Miguel and the works at the Obispo triangle, and in the less effective system of control of the (.'hagres floods. Much more elaborate harbor constructions and the more costly character of their appurtenant works chiefly account for the excess of the estimated cost of Mr. Bates's project B over that of the fiO-foot summit level lock plan of the Board, to which allusion has already been made. Finally, this Board believes that on the grounds of both first and ultimate economy, for safety in construction and operation, and in adaptability for transformation to a sea-level plan, the lock plan above referred to, adopted b_v the Board for purposes of comparison, is to be pre- ferred to Mr. Bates's project B. It has been urged by Mr. Bates that the health conditions would l)e nuuh impro\ed if the plan he proposes should be adopted of submerging the valleys of the Chagres and Rio Grande and converting those broad areas into fresh-water lakes. It is now the generally accepted theory of sanitarians that the mosquito which causes j^ellow fever breeds only in vessels and pools of fresh water in the houses and in their immediate proximity. If this is accepted as fact we should not expect that the existence or nonexistence of broad expanses of fresh water would have any influence upon the occurrence and spread of yellow fever. In the margins of lakes and ponds the malaria mosquito woidd breed, and on the other hand the submergence of the sites of present villages would deeply flood and destroy the present habitat of the anopheles, but they would find new breeding places in the shallow margins of the lakes; since these lakes could not be formed until the canal is completed, the health conditions as affected by the malaria mosquito would not be changed during construction. If the sea-level plan be accepted, the ultimate drainage will be far below the earth's surface nearly throughout, and the desiccation of stagnant pools and marshy surfaces near the canal will be easy. There will be no lake margins near, and the canal will at all times be the ultimate receptacle of all surface drainage and will contain onh' clear water flowing through a channel with steep sides, which water will, near the termini, be salt or brackish and in the dry season salt throughout. All things considered, it is not probable that the conditions as respects malaria would be materially different whichever be the plan adopted: but if there is a difference, the sea-level waterway will be more favorable to health conditions. That the Isthmus would continue to be pest ridden unless the transit be effected through submerged valleys is rejected by the Board as without any basis of sound argument or fact. The present transit of the Isthmus, which, with voluntary and necessary detentions usually oc<',upies at least a day, has not, so far as disclosed, for a quarter of a century been attended with jeopardy to healtii, and under no conceivable conditions of transit by ocean steamers is it believed that serious dangers would be incurred by the passengers and crews of the vessels. The health of the marine battalion that has been serving on the Isthmus for two 3'ears has been uniformly good. Mo member of the command has contracted yellow fever and there has been no death from malaria. For all the above reasons the Board disapproves the adoption of project B of Mr. Bates's system for the construction of the Panama Canal. PLAN OF MR. P. BUNAU-VAKILLA. Ml-. Bunau-Varilla proposes to construct a lock canal with a high summit level, and after its completion to proceed with its transformation into a sea-level canal. He estimates the time required to complete the lock canal at four years, with a summit level at elevation 130. The EEPOKT OF BOARD OF CONSULTING ENGINEERS-, PANAMA CANAL. 29 transformation will reciuire a widening- as well as a deepening of all channels above sea level. The widening above water is to be done tirst b}' the ordinary methods for excavation in the dry, but all excavation below water is to be by dredging. By using water power to develop electricity for the dredges and other machinery he estimates that the work can be done at a ver}' low cost. In a succeeding section the Board has indicated its judgment that any lock canal may be trans- formed in some manner into a sea-level canal, so that, if time, cost, and danger be left out of consideration, the change can be made without sensible interference with tratfic. If the latter condition were observed rigidly the time and cost would be greatly increased, and it is probable, in oi'der to avoid such extraordinary inci'ease, that some interference with traffic would be tol- erated in the process of transformation, as in many canals or navigated waterways the depths and widths of which have been increased. Mr. Bunau-Varilla has outlined to the Board a very ingenious procedure to be followed in etiecting such a transformation, with special reference to the difficulties of eliminating the locks successively and of disposing of the excavated materials. If the locks were of single lifts (as would be the case in the lock-canal project with summit level at elevation HO), he would modify their construction by placing the gate sills for the upper ends of locks at the level of the canal bottom below instead of above the lock, the latter being the usual practice. This would result in adding greatly to the weight of these gates, making them a little less convenient to operate. With locks so arranged the canal above the lock could be deepened in moder- ate stages, of live to ten feet for example, during which process the full depth of -iO feet of water would be maintained in the canal and no excavation would be required in depths exceeding 45 or 50 feet. After this amount of deepening tliroughout the summit level the water would be lowered by the same amount and the process repeated sufficiently to depress this level to those adjacent, when all the gates in the upper level could be thrown open. Before any further lowering could be commenced it would be necessary to remove the doors of the duplicate locks, one lock at a time, while open navigation would be maintained through the other. If the locks were in tiights of two or more, the modification in the original construction would not be so simple; in each lock below the upper one an additional pair of gates woidd be placed near the upper end, so that when the gates and floor of the upper lock were all removed and the site deepened the additional pair could be used as upper gates. Until the completion of the change the provision of additional gates would lengthen the locks about 100 feet, and thus increase the time required for tilling and emptying and encroach on the water suppl3'. The process of transforming the canal would be the same as for a (Mnal with single locks up to the point when the gates of the upper lock are thrown open after the level aliove has been lowered by an amount equal to tlie lift of that lock. The transformation would then become more difficult, because if one lock were closed to remove the floor there would be lock navigation instead of open navigation through the other one, and if the traffic were heavy it might be necessary to build a third flight so as to have two in constant use; and the provision of a third flight might be demanded for the security of the navigation so that duplicates might always be in readiness, except during short periods when one was being repaired or the machinery refitted. It seems probable that it would be judicious to provide the third flight of locks before beginning the transformation, and if this were done any desired change could be made in the same by successively closing them to navigation until the changes were made, and with such third flight the modiflcations suggested by Mr. Bunau-Varilla, which would be objectionable in a lock canal, would be dispensed with. For disposing of materials excavated during the transformation Mr. Bunau-Varilla proposes to construct a flight of locks which would connect the elevation of sea level with the surface of Lake Gamboa, and use this lake as a dumping ground for materials dredged from the canal. Such of these locks as were below the surface of the summit level of the lock canal would have to be built before any raising of the watei- in the t^hagres, and all would have to be built before beginning the transformation. The lower locks would be submerged, and would not be used until they emerged with the successive lowering of the summit level. With this communication 30 REPORT OP BOARD OF CONSULTING ENGINEERS, PANAMA CANAIi. with Lake Gamboa it would not be necessary at any time to pass barges loaded with excavated materials through the canal locks, and interference at the locks with navigation would be entirely avoided. This method of disposing of dredged material is feasible but not inexpensive, and although the disposal of a large volume in Lake Gamboa would reduce to some extent its efficiency for flood control and for catching silt, the volume of the lake would be so great that this reduction would not be important. If a lock-canal project with a small terminal lake on the Atlantic side should be adopted, alternatives to the plan of disposal submitted by Mr. Bunau-Varilla would be to pass the barges with excavated material through the canal locks to sea, from which some interference with navigation might result, or to rehandle the greater part of the dredged mate- rial at various points along the canal and deposit it on the areas above water level, which would be expensive. With summit level at elevation 85, extending northward to Gatun, a vast amount of excavated material could be dumped in the low areas in Lake Gatun above Bohio until the summit level were lowei'ed to about elevation 60, and between Bohio and Gatun until the summit level were lowered to about elevation 30. Of the relatively small amount of material then remaining, the portion suitable for suction dredging could be pumped to higher elevations and the remainder could be passed through the canal locks to sea without very serious or prolonged interference with navigation; or, if this limited interference were found inadmissible, it could be transferred from, barges to cars and disposed of at some suitable dumping ground. Although the unit cost of such rehandling would be considerable, the volume would be small compared with the amount to be disposed of in a similar manner if the (iO-foot level were adopted for the summit and the 30-foot level for the stretch between Bohio and Gatun. The claim made by Mr. Bunau-Varilla that the excavation required for the transforma- tion can be done at low cost rests mainly on the expectation that by the use of electric power, developed at the Gamboa dam and distributed along the line, the expense for fuel for generating steam will be eliminated and the cost of all mechanical operations reduced by what appears to the Board to be a much exaggerated estimate of the economies thus effected, and on the further expectation that excavation can be made at very much less cost by dredg- ing than in the dry. This reduced cost of dredging is probably true for sand, clay, or other materials that can be moved without being shattered by some preliminary process, but nearly all the materials to be dredged for the transformation are classified in the Board's estimates as rock, and will have to be loosened by blasting under water, by breaking or pulverizing, as in the Lobnitz method, or by such other methods as may be devised. More- over, it must be remembered that the greater part of the dredging is to be done under -iO to 50 feet of water, which will add much to the cost. The unit prices adopted by the Board represent its best judgment in regard to the cost of excavating the several classes of materials which the transformation would require with the best methods and appliances now in use. Comparison of the cost of first constructing a lock canal and then lowering it to sea level with the cost of making the latter canal at once, on the basis of adopted unit prices, shows that the removal of nearly all the material under water by subaqueous blasting or otherwise shattering, and then dredging, would cost much more than if taken out in the dry; and hence, as is shown in a following section of this report, the final cost of a sea-level canal ultimately secured by the process of transformation, and of the channel dimensions adopted, would be about $100,000,000 greater than by immediate construction, without taking into account the loss of the costly locks and other structures abandoned or demolished after reduction to sea level. The advantages claimed to he secured by Mr. Bunau-Varilla by his method of excavation of successive strata without occupation of the navigation channel would be realized only when the side slopes are not steep, the advantages increasing with gentle slopes and disappearing as the slopes become more nearly vertical. Inasmuch as by far the greater part of the under- water excavation in his process of transformation would be made in material classed as rock, large portions of the side slopes might be as steep as four vertical on one horizontal, and a very small portion, if any of them, will be less steep than three vertical on two horizontal. It is therefore probable that little would be gained through this special feature of Mr. Bunau-Varilla's plan. BEPOBT OF BOAKD OF CONSULTING ENGINEERS, PANAMA CANAL. 31 While it is possible that the actual cost might be lessened by improvements in means and methods yet to be developed, it would not be prudent to assume this and reduce the estimate given above. Mr. BunauVarilla estimates the time required to build a high-level lock canal at four years. Although smaller locks than those proposed by the Board or those required by the act of Con- gress under which the canal construction has been commenced might be defended for a canal built for temporary purposes, they would have to accommodate war ships of the largest size as well as large commercial ships, and could not be made as small as those proposed by the New Panama Canal Company, which were to be 82 feet wide with a useful length of 738 feet. The Comite Technique estimated that the construction of the Bohio locks would require four j^ears after the excavation was practically completed, and no shorter period has been suggested by any later commission. Mr. Bunau-Varilla's project not only pi'ovides more locks along the canal line than any o.ther plan, but also requires the construction, as part of the original work, of those locks of the flight leading from sea level to Lake Gamboa which are founded below the summit level of his plan. ^Making due allowance of time to provide suitable excavating plant and to make the excavations at the several lock sites, the term of four j'ears is far too short for the work to be done. After a full and careful consideration of all the features of Mr. Bunau-Varilla's plan, the Board is of the opinion that it should not be adopted for the Panama Canal for the following reasons, which have already been indicated: 1. The construction of the large locks required under the present law and necessary for the accommodation of the traffic seeking the canal after its completion makes it quite impossible to complete the preliminary lock canal even nearly within the period stated. 2. The excessive cost of transformation added to the loss of costly locks and other appurte- nant structures required bj- the preliminary lock canal. 3. If the lock canal is likely to be retained for manj' j^ears it should be made for the most efficient service and not be encumbered with modifications in lock construction which would prove inconvenient in use. PLAN OF THE ISTHMIAN CANAL COMMISSION, 1901. This plan was submitted to the Board and has received careful consideration. The plan as described in detail in the reports of the Commission is here referred to only as respects certain features. The depth proposed for the excavated channel was 35 feet and the l)ottom width 1.50 feet, except in Colon Harbor where 500 feet was proposed, in Panama Baj' 200 feet, and in submerged excavated channels in Lake Bohio 200 feet. The summit level was to be at a maximum of 90 feet, attained by two locks on the Atlantic side at Bohio, and on the Pacific side by one at Miraflores and two at Pedro Miguel. The locks were to have a clear length of 740 feet and width of 84 feet. An earth dam with masonry core wall at Bohio was to form a lake in the Chagres Vallej' above that point, with elevation of surface varying from 82 to 90 feet. The alignment was the same as that of the French lock plan. The entrance to the canal at Colon required a double curvature, the radius of one of the curves being 3,281 feet. The total cube of excavation was estimated at 94,863,703 cubic yards; the cost, with 20 per cent for contingencies, was fixed at ^144,233,358, and the time of completion ten years. As stated in another part of this report, the Spooner Act authorized the construction of an isthmian canal and fixed certain conditions respecting dimensions and capacitj' which were not within the cognizance of those who recommended the plan of 1901. If the canal then contem- plated were now in existence it would not afl'ord passage to the largest ships now in course of construction. The plan contemplated five lift locks — works which the Board believes should not be used if a convenient and safe passage is to be provided for the largest existing and expected vessels at a cost in time and money which is reasonable; the plan under consideration would not fulfill present and future requirements. 32 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. The Board has therefore found itself unable to recommend the Isthmian Commission's plan of 1901 for adoption M' the Government, nor does it believe that any moditication of that plan involving the use of lift locks should be adopted for the Panama Canal. PLAN OF MAJ. CASSIUS E. GILLETTE, V. S. ARMY. Among the papers sul)mitted to the Board was an article by Maj. Cassius E. Gillette, Corps of Engineers, U. S. Army, which had been printed in the Engineering News of July 27, 1905. The ai-ticle is entitled '"The Panama Canal: Some serious objections to the sea-level plan." Under this heading occurs a general description of the various canal plans, ending with a description and recommendation bv the author of a plan for a 100-foot summit level canal. He states that the engineering work is best which accomplishes the desired object at the least expense, and also that the cost of a canal is made up of the first cost, with that of operation and maintenance, and the cost of enlargement, the latter being a veiy important matter, as is shown b\' the historj' of all existing canals. Mention is made of the work being done on existing canals at the present time, and, in the opinion of the author, the best canal would be one that could be most easily enlarged. He thinks that the lock canal can be more easily changed and its capacity increased. He points out the advantages to be obtained by a canal with a high dam at Gatun, with reference to the elements of cost, time of coivstruction, serviceal)leness. and ease of enlargement. In his opinion the question of sediment has not been heretofore sufficiently considered, and a description of the topographical features of the country as affecting sediment in the streams is given. The problem of disposing of sediment with a sea-level canal is. in the author's opinion, a serious one. It is alleged that large ships would have difliculty in navigating the present Atlantic entrance in the high winds which prevail in that vicinity, on account of the sharp reverse curve necessary to enter the canal. He recommends practically a straight line for the canal from Gatun to deep water in Limon Bay, almost exactly the line which has lieen recommended by the Board in the sea-level plan. Objection is made to a high earth dam with a masonry core at Gamboa. He suggests that a masonry core really converts a dam from an earth and rock structure into an inefficient masonry work, and that by the stoppage of all seepage water the rock and cla}' above the dam become thoroughly saturated, and the large proportion of soluble clay in its composition would make it, so far as pressure is concerned, heavier than water and increase the thrust. Major Gillette advocates a 100-foot summit level canal with a dam at Gatun. This will provide, in his opinion, a lake having an area of at least 100 square miles, subject to very slight fluctuations, and capable of settling for ages all the mud that the streams would bring into it; it would also supplj' all the water necessary for lockages and would give a straight channel between Bohio and Gatun. The proposed dam at Gatun is of earth, with a core of impervious material. To prevent .seepage under the dam a method is suggested of using steel sheet piles driven to a depth of about 60 feet, and then to drive, in sections to bed rock immediately alongside of this sheeting, three-inch pipes, five to six feet apart, through which is to be forced cement grout. The project under discussion assumes a flight of three locks whose usable dimensions are 900 feet in length by 90 feet in width, with lifts of 35, 35, and 30 feet. The author thinks the prejudice against locks of greater lifts than 35 feet, based upon difficulties inherent to gates with miter sills, may be overcome by the use of floating caisson gates. The estimate for the flight of locks at Gatun is $4,900,000. It is evident that this is for a single flight of locks. Many of the criticisms of the various suggested canal plans are the same which have been made in the sessions of the Board, whose plan is the logical development as a correction of the defects of previous plans. The Board has adopted a line for the canal from Gatun to deep water which is practically the one recommended by Major Gillette. His criticism of a high earth dam with a masonry core at Gamboa is worthy of atten- tion. This matter has been considered by the Board, and in its plans the proposed estimate REPORT OF BOAED OF CONSULTING ENGINEERS, PANAMA CANAL. 33 of the Gamboa dam has been made large enough for the construction of a dam of masonry throughout. The dimensions of the Gatun dam are very simihir to those recommended by several members of the Board in its discussion, for example, of the S5-foot summit level plan. His estimate of cost, however, appeal's to be too small. The Lock-Canal Committee of the Board estimated for a dam at Gatun for a lake level of this height, with its spillway and regulating works but without any arrangements to stop seepage under the dam, a total of S^8,(iU0,00O. Major Gillette, for his KiO-foot summit level, estimates $2,SOn,oOO. It is probable that one cause of this discrepancy is the fact that the Board has had the advantage of recent surveys, which show that the maps from which Major Gillette worked were inaccurate. The objection to a dam at this site has already lieen set forth in the discussion on dams. The Board is unable to approve the suggested method of preventing seepage under this dam on account of its cost and doubt as to its etiectiveness as applied to that site. The Lock-Canal Committee of the Board, in its estimate for the 85-foot summit level with flights of three locks each, having less lift but somewhat greater length and width, viz, 1,000 by 100 feet, arrived at the sum of ^7.410.000 for each flight. It is very evident to the Board that the estimates of cost given by Major Gillette throughout his paper are very much too small. THE 60-FOOT SUMMIT LEVEL PROJECT ADOPTED FOR COMPARISON WITH THE SEA-LEVEL PROJECT. This plan provides for a sunmiit level of moderate height and for corresponding dams. Such a canal could be built in somewhat less time than one at sea level. It would have duplicate locks throughout of one lift only between adjacent levels, and could be transformed into a sea-level canal with less difficulty than one with a higher summit level. For these reasons it is preferred by the Board to any other lock-canal project before it. The proposed hai'lior on the Atlantic side is to be the same as described in the sea-level plan. The canal between Mindi and Gatun is to be 500 feet wide, as in the harbor, giving a broad waterway and .furnishing material for an earth dam at Gatun of sufficient heighfto sustain a head of 30 feet. The lift at Gatun will be made with one lock. From Gatun to Bohio the channel is to be 300 feet wide, the banks generally submerged. ,\t Bohio another dam and a lock of the same lift as at Gatun would raise the level to elevation flit. Sluices for the discharge of surplus water are provided in connection with both dams. For the control of the floods of the (.'hagres and the storage of water for canal supply a dam is proposed at Gamboa identical with that for the sea-level canal. From Bohio to San Pablo, about eight and four-tifths miles, the canal is to be 500 feet wide, with channel banks generally sub- merged; from San Pablo to Obispo, nearly seven miles, it is to be 300 feet wide, and at the latter place reduced to 200 feet, which is to be continued for a distance of seven and one-half miles through the Culebra cut to Pedro Miguel. The descent to the Pacific is to be made by two locks, one being at Pedro Miguel, the other six miles beyond, on the west side of Sosa Hill, near the shore of Panama Bay. The canal is to be 300 feet wide between these locks with water surface at elevation •27, the lift at Pedro Miguel being 33 feet, that at Sosa varying with the tide, being about 3-1 feet at oi'dinary low water. A spillwav to discharge surplus water is proposed at the Ancon-Sosa saddle. The level between Pedro Miguel and Sosa is to be maintained by an earth embankment of considerable dimensions across the Rio Grande opposite Sosa Hill, and smaller ones in the Ancon-Sosa saddle and between the Ancon Hill and high ground to the eastward. These embankments, as well as the Gatun and Bohio dams, are to have unusual width and height above water. In Panama Bay a short distance beyond the Sosa lock the line joins the line of the French company, and the width of 300 feet is maintained from the Sosa lock to the seven-fathom contour. The location of the canal is the same as that of the sea-level canal except a small variation at Gatun and the greater one from Pedro Miguel to the terminus in Panama Ba3' resulting from locating the tidal lock on the west side of Sosa instead of in the Ancon-Sosa saddle. In the narrow channel through the Culebra cut the sides of the wet section are to be vertical or nearly so; elsewhere they have slopes suitable for the material passed through. The widths above S. Doc. 231, 59-1 8 34 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. given are bottom widths. Excluding the locks, only one-si.xth of the canal is to have a bottom width of les.s than 300 feet. (See Plate IV, Maps and Diagrams.) It is estimated by the Board that the cost of the canal thus descril)ed, including 20 per cent for contingencies, would be $17tj,000,000. SAFETY AND PROTECTION. The general question of defense of the Isthmian transit will be in no way atl'ected by the type of the canal. Dismissing, then, any consideration of the question of general military defense, the Hoard is of the opinion that the safet}- and protection of the canal will be sensibly influenced and affected by its type; in estimating these influences the following considerations should be noted: As having very important bearing upon the type of canal to be recommended for adoption, it is assumed to be of primal importance in the design of the waterway that the military necessity of the United States demands a passage between the two oceans, whereby the navy in the Pacific might be quickly transferred to the Atlantic, and vice versa; which nccessit}', in 1898, became so important that it had a controlling influence upon public opinion respecting the canal and had a decided influence in cr^'staliizing ideas and in hastening final action by Congress on the ^\'hoIe project for interoceanic communication. In the Spooner Act of June 28, 1902, already quoted in part, is found the only Congressional legislative requirement I'especting the dimensions and protection of the canal. In that act it is provided that the canal must afford a passage for the largest existing vessels as well as for those which may be reasonably anticipated, and that this passage must be a "'convenient" one, so that all "necessities" of shipping may be met. Necessary measures mu.st be taken to insure safety and protection. The harbors to be provided must be "'safe and conmiodious" for said existing largest vessels and for those to be expected in the future. It therefore liehooves the Board to show that the type of canal recommended for adoption pos.sesses the features l)est subserving adequacy in capacity, convenience and safet}' in use, and capability for protection. According to Sir W. Laird Clowes's Naval Pocket Book for 1904, the largest war vessel afloat in March, 19ni, had a length of 45-1 feet. The greatest beam noted is of 80 feet, and the deepest draft 27 feet 2 inches. However, several battle ships and cruisers are building of from 14,000 to 20.000 gross tons, and at least one of 22,000 tons, but the authority consulted does not give par- ticulars as to size of this last, although war ships of such tonnage may well have dimensions closely approximating those of the largest existing commercial vessels. The largest war vessel building of which particulars are available has a beam of 83 feet 6 inches, but as yet there is no indication that the commercial and passenger steamers will not continue to lead in size, and therefore it results that if the channels, anchorages, and locks are adequate for the largest ocean linei's and freighters, then the largest naval vessels will find adequate dimensions for convenient passage. The beam of modern seagoing vessels furnishes a fair indication of tonnage and other dimensions. By reference to Lloyd's Register of Shipping, 190.5-6, and the before-cited Naval Pocket Book, it is seen that as respects beam the large commercial and war vessels may be classed as follows: Beam of large ocean steaiiiert:. Beam. Commer- cial ships In use. War ships iu use or projected. Total. 2,101 1,99.S 692 177 53 26 6 3 201 139 110 S) 4i 123 85 81 8 2,302 2,132 802 260 97 149 91 84 8 50to55feet 75 to 80 feet 6,051 874 5,925 EEPOKT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 35 The largest commercial steamers recenth' put in service are generally of less breadth than the newest naval vessels, but the former are of greater length. However, the Cunard Company has now under construction two steamers 800 feet in length and 88 feet in beam. It has been urged in some quarters that the express passenger steamers will not make com- mercial use of the canal. If this contention be admitted as true, it does not follow that the capacity of the canal should be restricted as to dimensions, so shutting out this class of the ocean marine. It is understood that the requirement imposed b}' the statute that the canal nuist conven- iently acconnnodate the largest existing and expected ships contemplated, in the opinion of the law-making power, the existence of a necessity for such dime&sions which would arise in the event that the military needs of the United States may recjuire the transfer from one ocean to the other of large bodies of troops with their equipment and supplies. In such contingency the largest express steamers obtainable would certainly be employed as transports. Military exigency requires, and it therefore results, that the dimensions of the canal and its appurtenances must be adequate fur the largest vessels upon the oceans. Between 1867 and 11)06 the Cunard yteamsliip Company constructed 16 large ships. It is interesting and instructive to note the inci'easing measurements of this fleet. The ships placed in service between the years 1862 and 1874 showed 29 per cent increase in length over those in use before, and 4^ j^^i' t'^"'' increase in beam. In the next decade the new ships were 12 per cent longer and So per cent broader than in 1874. The increases in the third decade were 20 and 14 per cent. The new ship< launched up to 1905 were 8 per cent longer and nearly 11 per cent broader than the largest of 1893, while those laid down in 1905 wei'e 23 per cent longer and of 2H per cent more beam than those in use the year before. There seems to be no recog- nizable tendencj' to discontinue this expansion of dimensions of deep-sea vessels. The voj-ages from the North Atlantic ports to those of Australasia and the Orient will be the longest existing between gi'eat terminal ports and commercial marts, and if larger vessels are generally more profitable than small ones, or if vei'y large fi-eight and passenger vessels are used anywhere, it would seem to be certain that they will ultimatel}', and probabl}' as soon as the canal is available, seek the interoceanic transit at Panama. That the convenient passage there will, within a quarter of a century, ))e used by ships 900 feet long and 90 feet beam seems not at all improbable. The modern lock for ocean-going vessels is a work which an enemy, through stratagem, could with no great difliculty put out of use in an hour or in even a few minutes. If a small detach- ment from the enemy's fleet, armed with high explosives, landing secretly by night at some nearbj- shore or inlet, hiding in the neighboring jungle, should surprise the canal guards, or if a few malicious individuals in disguise should succeed in exploding against a lock gate under high water pressure as much explosive as they could carry, they could disable the lock, and could probably cause damage of such colossal magnitude as would put the canal out of use for months. This danger is one that very strict watch and guard might prevent in great measure, but it is well-nigh impossible to provide effectually and alwaj's against such peril. Sovereign rulers, bridges, railway trains, buildings, and ships, all under vevy strict watch, have been destroj'ed by lawless individuals. Guards would, of course, be always on duty at the danger points and every protective measure possible would be" adopted, but if a few desperate characters should set out to disable the canal, and persist in the attempt, regardless of consequences to themselves, the peril would he verj- great. As respects vulnerability of the canal or its works to injury and interruption of traffic by a few lawless individuals, the means and results are not difficult to foresee and estimate. (ii) The wrecking by explosives of the lock gates while under unequal water pressure, or of the valve chambers where the lock filling and emptying mechanism is situated: The remedy in the one case would consist in the removal of the wreckage and the replacement of the gates; in the other, in possibly very extensive repairs requiring much time. If the controlling gates of an upper lock should be destroyed the summit level would be drained, and if the gates were wrecked so as to afford a free outlet to the water the locks below and the canal itself would be ruined or at the least greatly damaged. In case the gates or controlling mechanism of a lock 36 BEPOKT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. were ruined, and free exit for the upper waters was permitted through the chamber, the lock alongside would also be emptied and put out of commission until its neighbor was repaired. (J) The blowing up in a lock of a vessel offered for transit, but designedly laden with high explosives for ignition at the proper moment: In that event the lock would lie destro^'ed. and if it was a lift lock a year or more would be required for repairs. ((') The detonation of some high explosive against or under some portion of a dam built to maintain a summit level: This would be a much more difficult undertaking and one less likely to be attempted. The wrecking Ijy explosives of the controlling and discharging sluices in dams would be easier, but a good many men and considerable time for a successful operation would be necessary. This might be a serious jeopardy at one point for a sea-level canal, but provisional repairs with timber could always be quickly effected. (d) The sinking of a large vessel in the canal prism l)y any means: Recently the steamship Chatham, of 2,500 tons displacement, laden in part with blasting gelatin, met with an accident in the Suez Canal and later was sunk. It had to be blown up and removed before transit could be resumed. The time during which the canal was closed to vessels was ten days. In case of a similar incident at Panama, whether resulting from an accident as at Suez or from design, the consequences, so far as interruption of transit is concerned, might be expected to have a similar result. The plan proposed by the Board for the isthmian transit will have twin tidal locks near the Pacitic terminus which, if disabled, one or both, as under («), would still l)e usable (after removal of wreckage) for a part of each day (the period of spring tides) in each lunar month, and probably throughout the whole twenty-four hours during the remainder of the lunar month (neap tides). The plan also contemplates a dam at Gamboa for Chagres control, provided with regulating sluices. There are to be three small dams for the control of minor streams, but there are to be no lift locks, for these, it is claimed, both single and especially in flight, are much more vulnerable than any other essential accessory that has been proposed to be used in any type of canal that has been considered by the Board, and this jeopardy is considered to be a very grave one. Respecting the liability of the canal to injury and the importance of its defense, the Isthmian Canal Commission in its report dated November 16, 1901, said: It is always to be borue in mind that during the excitement of war the canal will not be a safe place for the man-of-war of any nation, no matter who i.« nominally in control. A S)nall party of resolute men, armed with a few- sticks of dynamite, could temporarily disable it without very great difficulty. The Board believes that this jeopard)' will exist at all times during the stress of war. If an interruption to traffic from an)^ cause should occur while military and naval operations by the United States were in progress, calamitous results would inevitably ensue. If the two belligerents did not include the United States — the custodian of the canal — the closing of the passage might be attempted by one or both the contending powers, and while it would not be done openly, their secret agents would probably conspire to its accomplishment. Such an attempt was feared at Suez while the Russian Heet was passing through that canal en route to the East, and special precautions to guard against the danger were taken by the canal officials and the Eg3-ptian Government. That the risks would be very much greater for a canal in which lift locks are an essential feature is self-evident, and in the opinion of the Board such devices should be rigorously excluded from the design of the canal. TRANSFORMATION OF A LOCK CANAL INTO A SEA-LEVEL CANAL. The instructions of the President to the Consulting Board under date of September 11, 1905, contain the following inquiry: I desire also to know whether, if yon recommend a high-level multilock canal, it will be possible after it is completed to turn it into, or to substitute for it, in time, a sea-level canal without interrupting the traffic upon it. The Board is of opinion that is is possil)le to transform a lock canal into a sea-level canal without material interruption of traffic and without serious delays to navigation, although the REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. " 37 operation would not l)e an easj' one, nor can a trustworthy estimate of its cost be made at the present time. The work evidently involves the excavation of immense quantities of rock and earth, much of it at depths considerably exceedinc.<- 4o feet below the surface of the water. The Board, having- in view the removal of rock at depths less than 40 feet, has adopted as the price for excavating- rock under water ^2.50 per cubic yard, while for rock excavated "in the dry" it has adopted §1 and §^1.15 per cubic yard, except in the Cule))ra divide cut, where for all classes of materials above elevation lo a price of 8i) cents per cubic yard has been adopted, and for all classes of materials below elevation 10 a price of §^1.25 per cubic yard. For the dredging of earth from the canal a price of 25 cents per cubic yard was adopted as against 40 cents per cubic yard for earth in the dry. As rock is the predominating material to be excavated in depressing the canal from a lock level, it is obvious from the unit prices adopted that a sea-level canal obtained by first building a lock canal would cost very much more than a sea-level canal constructed by a direct process. An approximate estimate of cost of reducing a lock canal with a terminal lake on the Atlantic side formed by a dam at Gatun, with three locks on the Atlantic side and three on the Pacific, and with a summit level 85 feet above mean tide, to a sea-level canal with the dimensions of prism adopted for the sea-level plan, may be made as follows: 64,500,000 cubic yards earth, kilouieter 8 to kilometer 46, at $0.25 $16, 125, 000 13,400,000 cubic yards rock under water, kilometer 8 to kilometer 46, at $2.50 33, 500, 000 14,200,000 cubic yards excavation above water in Culebra section, at $0.80 11, 360, 000 6,500,000 cubic yards rock excavation in Culebra section from surface of water to 25 feet below, at $1.50. 9, 750, 000 35,300,000 cubic yards rock excavation in Culebra section more than 25 feet below water surface, at $2.50. 88, 250, 000 Add for dams and diversion channels and for transforming section of canal between Pedro Miguel and Jliraflores, say , 25, 000, 000 Add for removing the locks at Gatun and Pedro Miguel, for modifying the lock at Miratlores, and for removing the regulating works at the Gatun dam and at Miraflores, say : 25, 000, 000 Total cost of transforming lock canal to sea level, on basis of canal sections of Sea-Level Canal Committee, without allowance for contingencies 208, 985, 000 After a full and careful consideration of all phases of this question the Board has reached the following conclusions: . 1. That it is possible to turn any lock canal which it has considered into a sea-level canal without interrupting the traffic upon it. 2. That it is practicable from an engineering standpoint to transform any lock canal which it has considered into a sea-level canal; but that the cost and difficulty of such transformation would be so great as to render such a change impracticable from a financial standpoint until the traffic should have so increased as to tax the capacity of the lock canal, or until other good and suflicient reasons existed for such a change. 3. That if a sea-level canal is to be constructed in the near future it should be built directly without first building a lock canal. 4. That the date for developing a sea-level from an existing lock canal would be so remote, and that there would be so little difference in the time and cost of the transformation for different types of lock canals with a common summit level, that the design of a lock canal should not be controlled by the view that it is subsequently to be so transformed. 5. That the Board is unable to express any definite opinion as to the time required to effect such a transformation into a sea-level canal. CAPACITY OF CANAL FOR TRAFFIC. The Board considered that the provisions of the law of Congress by which the construction of an isthmian canal was authorized required that this law ^hould furnish the basis upon which all deliberations should proceed and upon which every conclusion should be established. The terms of the particular portion of the law which affected the conclusions arrived at by the Board in respect to the dimensions which should be given to the canal locks and prism were conveyed to the Board in the letter signed by Mr. Shouts and printed on pages 10 and 11 38 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. of this report, in which the I.sthniian Canal Commission laid before the members certain projects for the construction of the canal which had alread}^ been submitted to the Commission. The terms relate to the excavation, construction, and completion of a "ship canal from the Caribbean Sea to the Pacific Ocean," and proceed "such canal shall be of sufficient capacity- and dei)th as shall afford convenient passage for vessels of the largest tonnage and greatest draft now in use, and such as may be reasonably' anticipated, and shall be supplied with all necessary locks and other appliances to meet the necessities of vessels passing through the same from ocean to ocean." Having these terms as well as "the rapid developments of naval architecture" referred to by the Commission in the letter of its Chairman in view; having noted that steamers of a length of 740 feet over all and a breadth of 75 feet are at present engaged in ocean navigation, while vessels of a length of 800 feet by 88 feet in breadth are now actually being built, and having the assured opinion that naval development has by no means come to an end, the Board arrived at the following conclusions: 1. That the locks on a canal of any type should be of such usable dimensions as will afford a length of 1,000 feet, a breadth of 100 feet, and a depth of iO feet. 2. That the prism of the canal for the length to be excavated through the divide (i. e., the length usually known as Culebra cut) should have a depth of 40 feet, a ))ottom width of 200 feet, and sides with slopes of about ten vertical to one horizontal. It is considered that with such dimensions the Panama Canal will meet the necessities of the traffic which will use it and the requirements of the law which authorized its construction. It is further considered that if the canal were formed with smaller dimensions than these, experience would prove it to be regrettably deficient in capacity. The following particulars of existing maritime canals may be useful for the purpose of comparison when regard is had to the fact that not one of these canals is capable of accommo- dating steamers of the largest draft now employed in the world's trade: Suez C'a/ial, Egypt. — The Suez Canal presents the nearest analogy to the case of the Panama Canal. It is a sea-level canal without locks, and has a depth of 31 feet 2 inches, which is now being increased to 34 feet 5 inches. The bottom width in the canal proper varies from 108 feet, where the side slopes are very flat, to 118 feet, where the side slopes are steeper, with garages or passing places at intervals for vessels of very large size, as vessels are not allowed to. pass each other while both are in motion. In order to avoid this difficulty widening operations ai-e in progress, by which the passing places will be united and the bottom width of the canal increased to a minimum of 147 feet ti inches. The largest commercial vessels which navigate the Suez Canal are about 600 feet in length over all by 67 feet 3 inches in beam, with a draft of 27 feet. War vessels of 76 feet beam have passed. Amsterdam Canal, rLiIland. — The Amsterdam Canal has only one pair of locks, at Ymuiden, which form the entrance to the canal from the North Sea. The dimensions of the largest lock are 738 feet by 82 feet by 31 feet 2 inches. The bottom width of the canal is at present 115 feet, which is being increased to 164 feet, and the depth is 27.9 feet, which is being increased to 32 feet 2 inches. The total length of the canal is 15.4 miles. Manchester Ship Canal, England. — The entrance to the Manchester Ship Canal is controlled l)y tidal locks, of which the largest is 600 feet long by 80 feet wide. The locks in the length of the canal beyond the influence of the tide are 600 feet in length and 65 feet wide. The falls at the locks (i. e., the differences between the respective high and low levels) varv from 15 feet to 13 feet. The ruling width of the bottom of the canal is 120 feet, which is gradually being increased to 180 feet, and the depth at low water is 26 feet, which is now being increased to 28 feet. The length of the tidal portion of the canal is 21 miles and of the portion beyond the influence of the tide, 14 miles, making a total length of 35 miles. REPORT OF BOARD OF CONSULTIKG ENGINEERS, PANAMA CANAL. 39 The largest vessels which now navigate the iSIancliestei- Ship Canal are -i'M feet in length over all by 58 feet 2 inches beam. Kaimr Wi/Aehn Canal, Geriuaiiy. — The Kaiser Wilhelm Canal is furnished with tidal locks at each terminus. The dimensions of the locks are 492 feet by 82 feet by 32 feet. The bottom width of the canal is 72 feet, with frequent passing places, and the depth is 29 feet 6 inches at mean water level. The length of the canal, which, as will be seen, aftords a single-wav navigation, is about 60 miles. St. M(/ri/s Falh Canal, United Statex. — The St. Marys Falls Canal is not a maritime highway. It connects Lake Superior with Lake Huron and thus forms a link in the great lake navigation system of North America. It was opened to navigation for vessels of 12 feet draft in 185.5. There were then two locks in flight, each 350 feet long and 70 feet wide. Enlargements to meet the growing needs were begun in 1870, and in 1881 the canal was completed, so enlarged in dimensions as to pass vessels of 16 feet draft, and a lock was constructed 515 feet long and 80 feet wide. The capacitj' of the new waterway was soon seen to be insufficient, and in 1887 the first locks were removed and in 1896 a new one was ])ut into commission 800 feet long, 80 feet wide, and 22 feet o\er the luiter sill, the canal approaches being deepened to 25 feet. In 1895 a canal on the Canadian side of the boundary was opened with a lock 900 feet long, 60 feet wide, and 22 feet over the miter sill. But the passage has again become inadequate, and a lock with a length of 1,400 feet, a widtii of 80 feet, and a depth of 25 feet is about to be con- structed on the American side, for which purpose the 515-foot lock is to be removed, the new one to occupy its site. The canal proper is onl}- one and three-tifths miles in length, but the improvement in the lake channels extends over a length of 34 miles. The width of the canal varies from 108 feet at the nar- rowest place to 1,000 feet at the lower entrance. The widths of the river channels vary from 300 to 600 and 1,500 feet. The depth of the canal is 25 feet and that in the channels is 21 feet. The largest vessels which now use the St. iMar^'s Falls Canal are 569 b\' 56 feet, with a draft of 20 feet. It will be observed that in the case of each of the foregoing canals (except the Kaiser Wilhelm Canal) operations are in progress for the widening and deepening of the waterways, experience having shown that growth in the dimensions of ships has advanced far more rapidly than was conceived to be possible when the canals were projected, and therefore that their original dimensions were insufficient for the exigencies of modern traffic. There is, so far as the Board is aware, no example on record of the promoters and designers of a maritime highway having had occasion to regret that they had given too great dimensions to the highway, but there are many cases in which they have found that dimensions originally regarded as ample have been proved to be far too meager. As this report is being written the public press announces that orders have been given by the Imperial Government of Germany for the preparation of plans for the enlargement of the Kaiser ^^'ilhelm Canal. A just estiuiate of the growth of traffic on the Panama Canal can not be formed from the statistics of the growth of trade on any existing waterway-. The unprecedented increase in the population of the world which has taken place as civilization has advanced— it is generally agreed that the civilized population of the world was doubled in the course of the nineteentii century — and the movement of the surplus population westward, i. e., from Europe to North and South America, must of necessity not only proceed but proceed at an accelerated rate, so that the growth of trade on the interoceanic highway will not be, as in the case of the Suez Canal, merely due to the expansion of the volume of commerce which takes place year by year as facilities are presented for the movement of connnodities, but to that expansion multiplied b}' the increasing requirements of a constantly expanding industrial population. It is therefore essential that the Panama Canal should furnish a double road for traffic throughout, and we consider that the locks should be built in pairs; that twin locks should lie side 4,0 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. b}' side, and that the different lengths of the canal should be of such dimensions as to permit two of the ordinaril^v large-sized commercial steamers to pass each other at any part of the journey. When the canal is used for the transit of large line-of-battle ships or commercial vessels of largest size, all other vessels should be moored to one side so as to lea\ e those great vessels as clear a course as practicable. THE CONTKOL OF THE CHAGRES AND OTHER STREAMS. The Chagres has been considered to bean element of great difficulty in the construction of the Panama Canal from the earliest stages of discussion of the project. Its general character above Bohio is that of a clear mountain stream, although that observation is more applicable above Gamboa than below that point, its watershed being much more mountainous in its upper portions than between Gamboa and Bohio. The entire area drained by this stream has never been determined, even with appro.ximate accuracy, but it has been considered under various estimates to range from 700 to 875 squai-e miles above Bohio, or fi'oni 450 to 625 square miles above Gamboa. The adoption of the latter as the site for the dam of the great controlling reservoir makes it necessary to consider, in connection with the problem of control of the Chagres, only the watershed above the dam, but provision has been made for the control or diversion of all the streams contributary to the Chagres from Gamboa to the Colon terminus. The entire watershed of the i-iver above Gamboa is bold and quick, so that a heavy downfall of rain within its limits results in a rapid rise of the river. Inasmuch as the total annual precip- itation in the Chagres watershed may reach from 100 to 125 inches, it is obvious that under existing conditions of run-off severe floods may be expected, although the river is not a large one. Nearly the entire watershed under consideration is heavily wooded, with a density of vegetation characteristic of a tropical country, and the steep clayey and rocky slopes afford all the conditions required for a rapidly varying stage of river in the rainy season. At the site of the Gamboa dam, 30 miles from Colon, the river bed has an elevation of about 50 feet above mean sea level, but the deepest rock is at practically sea level, making it necessary to sink the foundations of a dam to a maximum depth of only 53 or 54 feet below water at the low stages of the river before finding material on which to form a suitable foundation bed. At the proposed site of the dam the high hills approach each other within 2,020 feet at an elevation of 180 feet and within 1,170 feet at the bottom of the valley. The earth overlying the rock is of moderate depth, so that the conditions are favorable for the construction of any type of dam which may be adopted. Fortunately for the solution of the problem of control of the river, more data regarding rainfall and river flow have been collected by observations at Gamboa than at any other point in the river's course. The location is also well adapted for the construction of a dam to serve the purposes of controlling floods or feeding the canal, and for the development of a power plant to drive electrical machinery for lighting, operating the Panama Railroad, and for other purposes, as it is the point at which the river in its flow toward the sea flrst cuts the line of the canal. If, therefore, the control of floods is satisfactorily accomplished at Gamboa, there remains to be considered only the discharge of contributary streams below that point, which in the aggregate is relatively so small that its control is a matter of little difficulty or expense. Observations, more or less complete, of the discharge of the Chagres River at Gamboa have been maintained from 1882 to the present time. Its flow in the dry season may fall to less than 300 cubic feet per second, while in the flood of 1879 it is supposed to have risen for a short period to nearly 80,000 cubic feet per second. During the past fifty years there have been six severe floods, all of which have occurred in the months of November or December— that is, toward the end of the rainy soason. The following table gives some of the main elements of these various floods as they have occurred at Gamboa: REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 41 Date of flood. Cubic feet per second. Height above low water at Gamboa. Period when dis- charge was above . 20,000 cu- bic feet per sec- ond. Maximum. Maximum average in 48 hours. November— Feet. Hours. 1879 78,614(?) 65,000{?) 43,401 36.65(?) 31.80 188.5 64,488 46 December — > 1885 «,923 32,421 24.11 43 1888 58,132 48,278 31.37 58 1890 65,371 34,752 31.82 35 1893 43,086 27.971 25.33 32 The data relating to the floods between 1SS5 and 1893 have been deduced from accurate observations; but such is not the case with that of 1879, the greatest of all. No hydrographic observations along the river were made at tliat time, but certain high-water marks were approxi- mately determined sub.sequent to the Hood, largely from such information as could be obtained from the memory of ordinary observers. These have been compared with high-water marks of floods since 1879, whence maximum discharges at Bohio have been estimated and corresponding- maximum discharges at Gamboa inferred from them. The approximate results given in the above table for the 1879 flood are those which have been found in this manner by the careful work of Gen. Henry L. Abbot, member of the Board. Certain general results of value in connection with the problem of the Chagres River at Gamboa follow from an inspection of the preceding tabulation. It is seen at once that the maximum discharge of any flood of record during the past fifty years has not exceeded about 65,000 cubic feet per second, but that the approximate maximum discharge of the 1879 flood reached nearly 79,000 cubic feet per second. Inasmuch as there have been but six severe floods in half a century, it is obvious that they are of infrequent occurrence. The next important conclusion established by this long record is the fact that these floods are of short duration. A discharge in excess of 20,000 cubic feet per second has never been observed to last more than 58 hours, although that limit may have been exceeded in 1879. It is convenient, in view of this fact, to deduce the maximum average discharge for a period of 48 hours in each case, as the resulting aggregate volume will represent what may practically be considered the total flood fl,ow of the river. The third column of the table shows that the maxi- mum average 48-hour discharge in the six severe floods has ranged from about 28,000 cubic feet per .second to an estimated maximum average of 65,000 cubic feet per second for the flood of 1879. Finally, the greatest high-water elevation above low water during the.se floods is seen in the fourth column of the table to vary from about 25 feet to the estimated elevation of 36.65 feet for 1879. The preceding data are suflicient for the determination of complete reservoir control of the Chagres floods by a dam at Gamboa. A reservoir created by the proposed dam may have two important functions — that of control only, in the ca.se of a sea-level canal, and those of control and water supply in the case of a lock canal. It will be seen that if the reservoir is of suflicient capacity to control satisfactorily the floods of the Chagres, there will be abundant storage capacity for supplying the summit level of any lock plan. In providing reservoir capacity for the control of the Chagres floods, it is to be borne in mina that two floods may follow each other with only a short intervening period, and that such a succession of floods may be both preceded and followed by comparatively high water in the river, although not sufficiently high to be considered a flood flow. It is obviou.sly impracticable to estimate the severest combined eflects of such conditions for the future, but the observed records of flow during the past twenty j'ears are suflicient to make an entirel}- safe provision for an3' exigency of combined high water and flood flow, especially in view of the fact that two S. Doc. 231, 59-1 9 42 REPORT OF BOARD OP CONSULTING ENGINEERS, PANAMA CANAL. severe floods, like either of those of November, 1885 or 1888, in close succession have never been observed in such a connection, not to cite the phenomenal flood of 1879. If a dam be constructed at Gamboa with an elevation of its top at 180 feet above mean sea level, or 130 feet above the river bed, and if the highest flow line of that reservoir be taken at 170 feet, the area included within that flow line will be 2V».i7 square miles. With the minimum depth of water of 40 feet provided for the sea-level canal, the minimum wetted cross section would have an area of over 8,000 square feet, so that if 15,000 cul>ic feet of flood water per second from the Chagres be permitted to enter the canal prism at Gamboa. the resulting current, if the entire quantit}- admitted flows in one direction, will be but one and one-fourth miles per hour, a negligible quantity so far as its effects upon navigation are concerned; but the plans for a sea-level canal contemplate a provision which would permit the discharge through the canal prism and regulating sluices near the tidal lock on the Pacific side of approximately one-third of this Gamboa discharge, and to that extent, at least, dividing the flow between the two oceans and consequently reducing the current velocity. For the purposes of estimation in connection with this problem of flood control the Board has therefore assumed that the controlling sluices to be provided in the Gamboa dam may admit the flood waters of the Chagres to the canal prism at the uniform maximum rate of 15,000 cubic feet per second. If a flood should occur with a-discharge equal to that estimated for 187i>, viz, 65,000 cubic feet per second at Gamboa for a period of forty-eight hours, and if a uniform outflow of 15,000 cubic feet per second be permitted during the same time, there would be accumulated in Gamboa Lake 8,61:0,000,000 cubic feet of water which is that portion of the volume of the lake included between water surfaces at elevations of 159 feet and 170 feet above sea level. Furthermore, a uniform outflow from the lake at the rate of 15,000 cubic feet per second would discharge the entire maximum average IS-hour flow of the 1879 flood in 8.7 days. It is seen, therefore, that there would be no practical diihculty in depressing the surface of the water in Gamboa Lake between two severe floods sufliciently to receive the entire maximum average 48-hour flow of such a phenomenal flood as that of 1879. The capacity of flood control provided in such a lake as that under consideration is further illustrated by the fact that its volume between water surfaces at 108 and 170 feet above mean sea level is suflicient to take the aggregate discharge of three times the maximum average 48-hour flow of the 1879 flood without any water escaping through the regulating sluices of the dam; or the volume between elevations 128 feet and 170 feet will hold three times the flow of such a flood if a uniform discharge of 15,000 cubic feet per second be permitted concurrently through the regulating sluices. These computations demonstrate conclusively that the controlling capacity of the Gamboa Lake as proposed by the Board is ample for all the exigencies of flood flow which can ever occur in the Chagres River without any other regulating or controlling aid, especially wlien it is observed that the highest mean monthly discharge for the rainy months of any year since 1890 (for 1892) is a little less than 5,300 cubic feet per second. There would only be required a simple grade of supervnsion, under which the water surface would always be depressed immediately after any flood low enough to receive any subsequent sudden flood flow which might possibly occur. This grade of supervision requires no special estimation or prevision of future events, but is quite within the ordinary administration of this feature of canal maintenance and operation. The elevation of water surface assumed at 170 feet is suflicient to permit the use of an open channel between the Chagres watershed and the headwaters of the Gatun River for the discharge of surplus flood waters in that direction, should it ever be required. The controlling capai;ity of the Gamboa Lake, however, is so complete and satisfactory that the Board does not believe that it will ever become desirable to construct this open channel across the dixide between the Chagres and Gatun watersheds. The Gamboa Lake afl'ords complete regulation and control of the Chagres River above Gamboa. It has already been stated that there are small streams now discharging into the Chagres River below Gamboa which must be taken care of during the construction of the canal. Ample provision has been made for the control of these smaller streams, either by utilizing the REPORT OF BOAED OF CONSULTING ENGINEERS, PANAMA CANAL. 43 diversion channels planned by the old French company and now partially constructed or by constructintf dams across their courses high enough to compel them to reverse their flow and discharge through the divides at the heads of their watersheds. Among the latter class are the Cafio Quebrado and the Gigantito, the reverse How of which would be discharged into the head- waters of the Trinidad and the Gigante, whose reverse How would be turned into the basin of the Peiia Blanca marsh and pass on to the sea through the Chagres channel and its existing diver- sion. The (jatun River (sometimes called the Gatuncillo) would discharge its waters and those of the Mindi through the (iatun diversion, nearly completed by the old company, into that part of Manzanillo Bay known as Puerto Escondido. After the completion of the canal the aggre- gate observed flood discharge of all the streams entering it below Gamboa — the Caiio Quebrado, Gigante, and Gigantito being diverted as hitherto observed— would amount to less than 4,000 cubic feet per second (see p. 2-10, Report of the Isthmian Canal Commission, 1901), a quantity that would exercise no material influence upon currents in the canal channel. A similar observation will apply to the aggregate flood flow of the small streams between the Culebra cut and the Panama terminus, which may be taken into the canal prism at the com- pletion of the work, but which would be controlled by diversion channels now largely excavated and by other temporary works of a simple and inexpensive character during construction. The diflerence between the flood discharge of the Chagres at Bohio and at Gamboa, which discharge is partly observed and partly estimated, is stated by General Abbot to be 3-l:,00(i cubic feet per second, while the gauged flow of the contributing streams between Gamboa and Bohio is given by him as 26,335 second-feet. Taking the flood flow of these streams at 32,000 second-feet, it is found that the maximuui current velocity in the canal — which would be at Bohio due to the flow of said streams which are not diverted, together witii 15,000 second-feet coming from the upper Chagres through the sluices contemplated — will be but 2.6-t miles per hour, a velocity which will not interrupt navigation. As a part of the upper Chagres discharge will flow to the Pacific, and as the highest mean monthly discharge of this river in the rainy season at Gamboa is but 5,300 second-feet, as General Abbot points out, the currents in the canal will usually not exceed one mile per hour, and at extreme low water in the river there will scarcely be a perceptible current. At such times the water in the canal ])rism will be brackish, without currents save as influenced by the insignificant Caribbean tide. The tributary streams, whose beds at point of junction with the canal are considerably above the prism of the latter, will be discharged over masonry -stepped aprons or through metallic dis- charge pipes, or these beds will be sloped and lowered so as to prevent objectionable currents at junction points. The means for the accomplishment of these results are such as are in common use on nearly all important canals. During three-fourths of the time these streams discharge an insignificant amount of clear water. When they are in flood they will bring down some silt, and it is recognized that the maintenance of the navigable canal channel will require a small amount of dredging. The consideration of the projects presented by Mr. Bates, Major Gillette, and others has raised certain questions regarding the types of dauis, which the Board believes can better be treated as an independent subject than in connection with the plans presented by Mr. Bates or others, especially as some of these considerations bear also upon the design of the dam at Gamboa recommended for construction in the sea-level plan. In these projects or plans it has been proposed to retain terminal or other lakes by earth dams resting upon the natural soil, consisting of sand, gravel, or sandy clay; or, as at La Boca, at the Panama end of the canal, upon mud and silt between San Juan Point and the easterly shore of the Rio Grande estuary near Sosa Hill, also between Sosa and Ancon hills. Under some of these dams or dikes the plans or proposals indicate that shallow sheet piling might be used in some cases, and in other cases that feature is absent. There are grave reasons for 44 BEPOBT OP BOAKD OF CONSULTING ENGINEEES, PANAMA CANAL. doubting the stability of these types of structures under such circumstances. Tlie earth dams which hare already been built for the retention of large bodies of water, some of them exceeding 100 feet in height, show that this type of structure may give satisfactory results when prop- erly designed and constructed, but the character of the foundation material on which such dams are built and the means for preventing dangerous seepage underneath or through such foun- dations must always be carefully considered. The earth dams which have been proposed for terminal lakes at the Caribbean and Panama ends of the canal are proposed to be placed directly upon the natural soil at Mindi or Gatun, near Colon, or on the silt, mud, and clayey material at La Boca, near Panama. It has not been proposed to dredge out the soft and j'ielding material at either place other than possibh' a shallow strip of the natural surface, nor has it been pro- posed to sink a curtain either of masoni'v or of timber, such as deep sheet piling or of an}^ other material, to cut off percolation or seepage underneath the structure. These are disquieting considerations in the design of dams to retain water of depths varying from 30 to possibly 85 feet or more. The subsurface material at Mindi and at Gatun, extending down to the hard indurated sandy clay or soft rock, attaining a maximum depth of 258 feet, is in large part of a comparatively line character, consisting of sand and clay in varying portions and in various degrees of admixture, hut the borings have also shown coarse sand and gravel with water flowing through it and out of some of the pipes used in making the examinations. As a pre- sumption or speculation it may be stated as probable that most of this material under the weight of an earth dam would be so nearly impervious that only a small or negligible quantity of water would find its way through, even with the increased head of the reservoir; but that is simply conjecture. It is more than possible, it is highlj' probable if not certain, that at various points the material is suiEciently loose in texture to permit seepage or percolation in dangerous quantities. Nothing is more common in the sandy deposits of river valleys and in all sandy material than small passages or channels through which water moves, varying in size from thread-like openings to those sufficient to yield flowing wells of large discharge. Extended experience in dealing with the underground flow of subsurface waters in many places in the United States, and whei'ever investigations in that field of hydraulics have been made, shows this to be the case. Vast volumes of water are daily taken from subsurface sands, and have been for years, for the public water supply of many cities in the United States, prominent among which is the borough of Brooklyn of the city of New York. All such experience indicates conclusively the danger of depending upon stopping, or even materially diminishing, such a flow by the weight alone of any superincumbent mass of earth. The assumption of negligible seepage or percolation below these earth dams must neces- sarily be based upon the practically uniform quality or distribution of the material claimed to be essentially impervious. It is safe to state that this is never the natural condition over any considerable portion of a profile at the site of a great dam. The fine or coarse sandy or even gravelly material found in such locations has been deposited under radically varying conditions of floods and resulting currents separated by low-water intervals, so that it is physically impossible that even practical uniformity either as to kind of material or rate of deposition should result. The inevitable consequence is the great variation in strata, more widely different at some locations than others, but in all cases there is a wide departiu'e from uniformity. It is one of the eavly and marked experiences in the construction of filter beds that the most scrupulous care must be taken in placing the sand or other filtering material so as to avoid variation in its character or its density of texture. If there is a lack of uniformity or a place at which a surface of separation between two portions of material of different character or variation in compactness exists, the water invariably finds such passages of decreased resistance to flow, and forms for itself small channels through which it escapes with readiness without being filtered. Indeed, the degree of care which is required to accomplish the uniformity of texture or compactness necessaiy for a proper flow without these small channels is shown by the fact that men are frequently forbidden to walk over the surface of a new sand filter, so as to avoid the REPOBT OF BOABD OF CONSULTING ENGINEERS, PANAMA CANAL. 45 separating- surfaces between the increased compactness under the foot and the looser material surrounding- the footprint. A careful consideration of these conditions of actual experience will show that any computa- tions apparently indicating that the seepage or percolation taking place through a great geological profile like that at the sites of the proposed dams at Mindi, Gatun, Bohio, Gamboa. or at anj' similar location, are based upon assumptions without any warrant in engineering experience and involving the grave danger of excessive percolation under an earth dam. The dam at La Boca between San Juan Point and Sosa Hill, unless carried down to bed rock at that location, would be placed upon a far worse foundation even than that proposed at Gatun or Mindi. The La Boca site is one covered by an ooze of mud and silt, with some sandy material overlying the rock. It is practicable to construct here an earth dam, with a heavy masonry core running down to bed rock, whose stability would be beyond question. Such a structure would be far more costly than a great mound of earth placed upon the mud and silt forming the natui'al bottom of the Eio Grande estuary. Unless some feature equivalent to that of a heavy masonry core characterizes the design of the dam at this point, or unless resort be made to dredging down to bed i-ock or near to it and refilling with suitable material, or an earth dam at this location be made very massive, it would be in gra\e danger of being pushed bodily out of place by the pressure due to the head of water in the reservoir. The nearest approach to the earth dams which have been advocated in these localities is the great north dike or embankment of the Wachusett reservoir, a part of the new Boston water- supply system very recently constructed by Mr. F. P. Stearns, a member of the Board. In that case, deep and heavy sheet piling or deep excavation of the natural soil with refilling of suitable material was employed to prevent seepage or percolation wherever it was apprehended that the nature of the substrata was such as to permit it. It is the judgment of the Board that such safeguarding features as core walls, sheet piling, or the removal of unsuitable material should not be omitted in similar structures on this work of extraordinary magnitude and supreme importance. The United States Government is proposing to expend many millions of dollars for the construction of this great waterway, which is to serve the commerce of the world for all time and the veiy existence of which would depend upon the permanent stability and unquestioned safety of its dams. The Board is thei'efore of opinion that the existence of sucli costly facilities for the world's commerce should not depend upon great reservoirs held by earth embankments resting literally upon mud foundations or those of even sand and gravel. The Board is unqualifiedly of opinion that no such vast and doubtful experiment should be indulged in, but on the contrary that every work of whatever nature should be so designed and built as to include only those features which experience has demonstrated to be positively safe and efficient. The considerations of these and other reasons have prompted the Board to recommend at Gamboa either an earth dam with a heavy masoniy core carried down to bed rock, or an all- masoniy structure founded at the same depth and upon the same material. the sea-level plan recommended by the board. (a) alignment and desckiption. The width of the Isthmus at Panama is less than at any other point where it is feasible to construct a canal open throughout lietween the oceans. The width, less than 36 miles in a straight line, is only five miles greater than at the narrowest place, San Bias, but an open cut is imprac- ticable there. The summit on the Panama route, which was 333 feet above the sea originally, is lower than at any other known point between the Arctic Ocean and the Straits of Magellan, Nicaragua only excepted, while at the latter place, by reason of the greater distance between the oceans, the volume of material to be removed to form a lock canal is much greater than at Panama, and a sea-level canal is obviously impossiljle. At Panama alone is a sea-level canal in open cutting feasible, and the Board has no doubt of the practicability of such a canal. 46 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. The general direction of the Isthmus in this vicinity is nearly northeast and southwest and the general route for the canal nearly northwest and southeast. The summit at Culelira lies about nine miles from Panama Bay, and the distance between the point on the northern approach to this summit where the present elevation on the proposed canal axis is lOU feet above sea level to the point on the southern approach to Culebra at the same height is nearly nine miles. AVithin this distance will be found nearly one-half the total excavation required to make an open channel at the sea level adequate in dimensions and capacity to pass not only the largest existing commercial and naval vessels, but the largest which may be expected to require transfer between the Atlantic and Pacific oceans. The line adopted by the Board for the sea-level canal which it recommends for construction is in general that which was adopted by both the old and the new Panama Canal companies for their projects. While the Board approves this alignment for the purposes of ultimate con- struction, it believes that further examination should be made for the reduction of curvature and for other improvements of the line in detail, particularly at the deepest portion of the Culebra cut. It is believed that a judicious relocation between Emperador and Cucaracha will reduce the excavation considerably with only a comparatively small change of alignment. In this manner, at this particular portion of the line, excessive excavation on the easterly side of the deep part of the Culebra cut may be avoided, at the same time utilizing the entire volume of existing excavation between Emperador and Cucaracha. At the Colon and La Boca terminals, however, it is the judgment of the Board that material changes should be made botli in the plans of these terminals and in the aligimient to clinu'nate considerable curvature. The terminal plans recommended by the Board are descril^ed under the section of "Harbors." The initial point of the axis of the canal is located in Limon Baj', about one mile northwest of Manzanillo light, at the beginning of the dredged entrance channel, where the depth of water is at least 40 feet at low tide. From that point the axis of the dredged approach channel runs straight to near the southern limit of Limon Bay, where, near Mindi, a curve unites it with the center line of the canal, as partially completed by the old company. From Mindi the proposed line follows the partially excavated canal through the low marshy ground nearly to Bohio, a distance of 12 miles. The canal line first cuts the course of the Chagres River at Gatun, seven miles from Colon, and then repeatedly cuts it from that point to Bohio. The excavation through- out this entire distance from the sea channel to Bohio can be made by the simple operation of dredging, ])ut there is some hard clay to be removed. After passing Bohio the ground rises gradually toward Panama and radically changes in character. A considerable quantity of rock must be removed at Bohio, and the same material is found in considerable quantities throughout almost the entire remaining distance to the shore of Panama Bay. The canal line from Bohio follows practically the general line of the Chagres River, cutting or coinciding with the bed of the river at many points, to Obispo, 1-t miles from Bohio. The bed of the river at Bohio is practicallj' at sea level, and about 50 feet above sea level at Gamboa near Obispo. While the surface of the ground is varied and broken, the ascent is gradual and nearly uniform to Obispo. The material to be excavated is clayey and sandy in large part, although rock in substantial quantities is found projecting above sea level at some points, mostly in the lower part of the proposed excavation. The excavations made by the old company along this poi'tion of the route were generally shallow, although deeper at some points where hills exist, but constituting a nearly continuous surface cutting. That company excavated very little rock in this vicinity. The general course of the canal from Colon to Obispo is southeast, and in part due south. Although there are several curves they are all of large radii, the shortest arc being one and four- tenths miles in length. The vicinity of Obispo, about three-fourths of a mile only from Gamboa on the Chagres River, is a marked one in the alignment of the canal. At this point the valley of the Chagres, passing upstream, trends sharply to the northeast nearly at right angles to its course below REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 47 Gainboa, but the canal line continues toward the southeast, i. e., toward Panama. The g'reat reservoir for controlling the floods of the Chagres, to be created by a dam at Gamboa, is described in another section of this report. The waters escaping from that reservoir through regulating sluices will enter the canal prism about three-fourths of a mile north of, or below, Obispo. Continuing toward Panama the ground rises at a more rapid rate. At Obispo the great summit cut may be said to begin, as there is at that point a more abrupt rise in the surface of the ground and a correspondingly rapid increase in the depth of excavation. There is much rock to be removed from the canal prism at Obispo, and that material continues to form by far the greater part of the excavation through the divide to a point beyond Pedro Miguel, on the Pacific slope of the Cordillera. The deepest part of the summit cut at Culebra is about five and one-half miles from Obispo. The maximum depth of excavation required for a sea-level canal will be about 373 feet below the original surface where the axis cuts the saddle. The deepest part of the present cut, however, is about 160 feet below the original surface, or about 213 feet above the bottom of the excavated channel required by the sea-level plan. The length of the main part of the great summit cut is about nine miles, from Obispo to Pedro Miguel. The material to be removed is partly of indurated clay so hard as to be classed as soft rock, and partly of hard rock with a surface covering of clay. The heaviest work of excavation done by the old and the new French companies is shown by this cut between Emperador and the southerly slope of Culebra Hill, where the canal line inter- sects the course of the Rio Grande River. As has alreadj' been indicated in this report, it is believed that a slight relocation can be advantageously made along this portion of the line between Emperador and the little village of Cucaracha, on the Pacific slope of the divide. A careful study should be made to ascertain whether it ma^^ not be feasible to throw the center line of the canal a little to the westward of its present position in the deepest part of the Culebra excavation, so as to avoid further cutting of the high portion of the hill on the ea.sterly side of the line. This would enable the further cut ting to be made in the lower hill on the westerly side. It is possible also that improvement in the alignment at Emperador may be made, although at the expense of cutting more deeply into the hill at that point. ^ The canal line reaches low marshy ground nearly at sea level at a point about two miles below Pedro Miguel. From that point to deep water in Panama Bay the Board has adopted a difl'erent alignment from that of the French companies. The latter followed as closely as possible the course of the Rio Grande to its mouth at La Boca in order to av^oid rock excavation, but that alignment included two curves which ai'e avoided in the new location. The location recommended by the Board is practically a straight line from a point a short distance from Miraflores through the Rio Grande swamp; but opposite Corozal a low ridge or spur from the eastern highland is crossed, in which ridge the borings show rock. Advantage is to be taken of this conformation to locate on the rock foundation a wide spillway with regulating sluices primaiily for discharging into the Rio Grande and so into the Pacific a part of the Chagres flow at Gamboa coming through the CuleVjra, but the sluices may also be used to regulate and reduce the currents in the canal while the tidal lock is open. The canal continues in a straight line through the swamp to and through the saddle between Ancon and Sosa hills, where the tidal lock is to be placed, and thence to deep water ofi' Isle Flamenco. From ]\liraflores to the lock the canal will be leveed, so as to prevent the tidal flow from entei'ing it. The French plan required a tidal lock at Miraflores some five miles from the bay shore, whereas in the new location it will be in the low Ancon-Sosa saddle, thus bringing it almost to the margin of the shore and avoiding the long approach channel wherein tidal currents would be generated if the locks for their control were at Miraflores, far inland. Experience in the navigation of maritime canals shows that the area of the wet section of the prism must be at least four times that of the immersed section of the ship passing through it at a speed of six miles per hour. The smallest area of cross section of the canal prism, in rock 48 BEPORT OF BOAED OF CONSULTING ENGINEERS, PANAMA CANAL. excavation, exceeds 8,000 square feet. The dimensions adopted by the Board, therefore, will permit a speed of six miles per hour for the largest existing- vessels using it, and of not less than eight miles per hour for the average ship. For a ship of 90 feet beam and 38 feet draft a speed of four or live miles per hour might be considered sufficient. These speeds will enable ships of the largest size to pass through the canal in seven hours if the gates of the tidal lock at Panama are open, as thej- will be for more than half the time, or in eight hours during high spring tides, when the tidal locks will be in use. The time of passage of the average ship will probably be between live and six hours with the gates of the tidal lock open, or one hour longer when the tidal lock is in use. For a ship of the exceptional size given the time of transit might reach ten hours. After the completion of the canal the tracks of the Panama Railroad can judiciously be placed on one of the berms of the canal, at least between Bohio and Miraflores, as the railroad will then lose its present character and serve local and passenger traffic only, besides being a tender to the canal for its maintenance and for other similar purposes. Power for operating it would be developed at the Gamboa dam . Some dredging will be required in the harbor channels as well as in the canal proper, but tliis will be nearly the same for either type of canal. The entire length of the line between shore lines is a little over 40 miles, while the total distance including harbor channels is 49.35 miles. The total length of curves is 19.17 miles, leaving 30.18 miles of tangents or straight portions. Summarized, the sea-level canal as recommended by this Board is a channel commencing at the 41-foot contour in Limon Bay, about .5,000 feet northerly of a line between Toro and Manzanillo lights, protected by two diverging jetties with a width of opening of 1,000 feet; thence with a straight channel 500 feet in width at the bottom and a depth of 40 feet, protected by a parallel jetty on the west and by Manzanillo Island on the east, to Mindi, whence the land canal begins. This canal is designed with a depth of 40 feet and a bottom width of 150 feet in earth, with side slopes adjusted to the nature of the ground so as to give a surface width of from 302 feet to 437 feet. In rock the section is to be altered so as to have a bottom width of 200 feet and a surface width of 208 feet. At the Pacilic end the canal is to be protected by a tidal lock located between Ancon and Sosa hills. Beyond this tidal lock there is to be a straight channel projected into Panama Bay, with a bottom width of 300 feet and extending for a distance of three and three- fourths miles to the 45-foot contour." The width adopted for the canal will be sufficient to permit steamers to maintain a speed of six to eight knots per hour, and to allow two ordinar\' merchant steamers to pass each other on the line of the canal without stopping. At (xamboa there is to be located a dam, either of masonry or of earth and masonry combined, for the control of the Chagres, and at Corozal, sluices by which, during half the tide period when the level in the Pacilic is lower than that in the Atlantic, water can be discharged from the canal into Panama Bay. The following tabulation gives the total excavation as very carefully computed from the data supplied by the Isthmian Canal Commission, supplemented by data collected at the instance of the Board: Estimate of excaration of a sea-level canal 40 feet deep. [December 22, 1905.] Classification. Unit price. Shore line to Mindi, mile 3.92 to mile 5.49. Earth 2,781,668 Indurated clay 5, 566 Coral 135,600 Earth 7, 695, 885 Indurated clay I 2,351,588 a Contours refer to mean sea level. 2,922,734 10,047,473 SO. 15 .70 1.50 8417, 250. 00 3,896.20 203, 250. 00 1,923.971.25 1,646,111.60 8624,396.20 3,570,082.86 REPOBT OF BOARD OF CONSTJLTING ENGINEERS, PANAMA CANAl,. Estimate of excwalion of a sea-lecel caiud 40 feet deep — Continued. 49 Classification. Unit price. iMindi to Bohio, mile 5.49 to mile 17.22 . Boliio to Obispo, mile 17.22 to mile 30.%. Earth Rock above sea level. Rock below sea level. Earth Rock above sea level . 21,730,653 628,088 2, 198, 613 S5, 432, 663. 25 628,088.00 5,497,107.50 48, 787. 149 4, 490, 926 Obispo to Pedro Miguel, mile 30.96 to mile 39.(M. All material above + 10. A.\\ material below + 10 . Earth above sea level . . . Earth below sea level . . . Rock above sea level Rock below sea level ^19,514,859.60 5, 164, .564. 90 18, 491, 905. 00 93, 697, 408 16, 194, 302 74, 957, 926. 40 20,242,877.-50 2, 136, 126 300,000 .518,881 2, 474, 138 Earth. 6, 106, 828 5, 223, 700 3, .508, 945 2,663,922 5, 429, 144 11,330,528 6,172,867 854,450.00 75,000.00 596,713.15 6,185,345.00 95,200,803.90 2,444,731.20 12, 6.59, 250. 00 231,026,477 536,341.' 1,659,805.00 1.5, 10:3, 9S1. 10 Contours refer to mean sea level. (b) harboe.s. Thi> Iiiirhor of Colon. — A first-class natural harbor is not found at either terminal of the canal, but good harbor accommodations can be created without unusual difficult}' or extraordinary expense. Limon Bay, on the easterly side of which is the city of Colon, must be the Caribbean termi- nal of the canal. It is a rectangular indentation of the low-lying coast, with a width of two and three-fourths miles and a length approximatel\- in a north and south direction of a little more than four miles. It is shallow, freely open to the .sea from the north, and but little less exposed to the northeast and northwest. The extreme range of tide seldom exceeds two feet .six inches except undei the influence of high winds. The mean range is about one foot six inches. The de h of water at the entrance to the ba}' in its central portion is from 30 to 38 feet opposite the water front of Colon. The southern half of the ba}' is so shallow as to be of no value for harbor purposes. The depth of water varies from •!% feet opposite Cristobal Point, and gradually shoals to the gently sloping sandy beach at the extreme southerly end. The currents in the bay have little velocity-. One, called the Rio Magdalena current, comes from the east and is at times felt along the eastern and western shores, but chiefly along the latter. The discharge of a large portion of the Chagres River through the partially excavated canal prism between Gatuii and Mindi, and through the latter into the head of the bay, produces a gentle outward current which opposes that described above. These currents are neither constant nor strong, and are often influenced by the wind. The tides are so small and the tidal section so large that they have little influence upon the currents. The greater part of the bottom of Limon Bay is soft. A large number of observations have been made under the direction of the Isthmian Canal Commission by sounding with railroad I'ails, weighted where necessary Vjy the hammer of a floating pile driver. The silt or other sediment forming the bottom is of such character that these railroad rails used as sounding rods usually sank from !<• or 15 feet to as much as 30 feet by their own weight. This material, therefore, is readily moved when the water is shallow by storm waves or by currents induced b}^ the wind or other agencies. There is undoubtedly a decided movement of the material of the soft bottom in the easterly portions of the baj' south of C'l'istobal Point by storm waves, although the rarity of the storms prevents the aggregate of movement being ver}' large. Since surveys were made by the old Panama Canal Company there a sensible advance of the shore line at the southeastern limit of the baj' has been observed, particularly in the vicinity of the mouth of the Mindi River, where the S. Doc. 231, 59-1 10 50 REPORT OP BOARD OP CONSULTING ENGINEERS, PANAMA CAN.VL. sediment carried b}^ such of the flood waters of the Chagres as is here discharged is deposited. That portion of the harbor outside of the liTe-fathom line has been l)ut little afl'ected bj' the deposition of sediment, but there has apparently been some slight advance of this contour. With the diversion of the Mindi there should be no further decrease of depths in the bay. These physical characteristics have been carefully considered in the design of a terminal harbor at Colon. In spite of this soft material and the depth of the bay, the anchorage is good enough for such conditions of weather as ordinarily prevail at Colon. The best anchorage is about one-half mile to a mile off the water front. Ships have no trouble in holding in this location except in the rare instances of very high winds. The swells that roll into the harbor at times from remote storms in the Caribbean do not give any serious trouble to vessels at anchor. Limon Bay is open to the north, and northers blow directly into it. These northers are severe windstorms, usuallj' accompanied bj' rain, generally from slightly west of north, but occasionally a little easterly of that point. They occur, on the average, not more than three or four days in the j^ear and during some years not at all. During these storms the wind blows with high velocity, driving storm waves of great magnitude and force directly into the l)ay. At such times ships can not lie at anchor nor be berthed alongside the piers on the water front without grave dangei'. Indeed, vessels unable to get away in time to escape such storms have been wrecked on the water front of Colon as well as at other points in the bay. So many ships have lost their ground tackle while at anchor off' Manzanillo Island that not infrequently anchors and chains are brought up by ships while raising their own anchors. During the ver\' severe norther of November, 1879, a brig drawing IS feet at anchor in tive fathoms touched liottom in the trough of the sea and lost her sternpost and rudder, ^^'hen northers begin to blow, all the steam vessels invariably get to sea as soon as possible. Many vessels then seek the naturally protected adjacent harbor of Porto Bello. A prominent feature of Limon Bay is the artificial point or jettj' head known as Cristobal Point. This was built by the old Panama Canal Company of material excavated from the canal or taken from other points, with its surface brought to about tive feet above sea level. It is founded largelj" upon a coral bank which originally stood at about sea level. Its margin is protected bj' a rough revetment of fragments of the country rock of small size and concrete blocks a meter (3.28 ft.) cube. This artificial point projects about 1,300 feet into the bay from its easterlj' side. Recent surveys show that the bottom of all that part of the bay west and nortli of Cristobal Point is formed largely of mud from 15 or 20 to possiblj- 30 or more feet deep, the depth of water in the bay opposite being about 28 feet. The fact that the old Panama Canal Companj' made the course of the approach channel a tortuous one, with curves of short radius to the entrance of the canal inmiediately south of and under the protection of the point, indicates the necessity of protecting the entrance of the canal from storm waves. The peculiar formation of the bed of the bay west and north of the jetty indicates that waves and sea currents may, unless checked, produce undesirable or even serious changes in the bottom at a depth of 30 feet and less. As ships may wish to enter the canal at any time, the terminal harbor must offer safe entrance to it any day in the year and under all conditions of weather. In view of the experience with northers ever since the harbor of Colon has been frequented by shipping it is imperative that this terminal harbor should be so designed and constructed as to protect the dredged approach channel, both against the storm waves and the resulting currents which would otherwise tend to fill the channel. Without such ample protection it is practically certain that the dredged approach channel in the bay of Limon would be filled b}- sediment during one such norther as that of January, 1905, which was witnessed by three members of the Board. There should also be afforded ample anchorage ground within the protected harl)or, with the requisite room for maneuvering. To enable vessels to enter or leave the harbor at all times, even during severe northers, the channel .should have the same direction as the winds during sucli storms, which are almost always from a point slightly west of north. A vessel entering or leaving this channel in a storm would therefore have the wind ahead oi' astern and without any wind abeam to complicate the navigation EEPOET OF BOAED OF CONSULTING ENGINEEKS, PANAMA CANAL. 51 of the channel. It is for this reason that the Board has proposed a straight entrance channel nearh" parallel to the Colon shore and united at its southerly end bj'^ a curve of large radius with the axis of the canal near Mindi. as laid down b^- the French company. If a line be drawn due west across Limon Ba^- from Cristobal Point, behind which is found the inner harbor leading to the canal near the mouth of the INIindi, the depth of 28 feet will be found on this line at mean low water throughout the greater part of its length, and it will be seen that the water loses depth at nearly a uniform rate from that point to the shallow mud beach at the southerly extremity of the bay. To the seaward of this line the depth increases quite uniformly to -iO feet about one mile north of Manzanillo Point light. After much consideration of all the conditions bearing upon the construction of a safe and commodious harbor, the Board provisionally adopted two converging breakwaters, one extend- ing from the beach to the easterly of the light-house in a northwesterly direction one mile, to a point where the low-water deptli is at least 40 feet and a short distance wester)}^ of a small reef; the other starting from a point about 3.750 feet west of ^Manzanillo light, running also one mile to a point where the deptii at mean low water is at least 40 feet, so placed as to atl'ord an entrance between the extremities of these breakwaters 1.000 feet in width, the southerly extremity of the latter breakwater to be connected with (Ireat Reef, oti' Mindi Point, by a breakwater or stone dike two and one-half miles in length. The nearest point of this breakwater to Cristobal Point would also be about 3,750 feet. These breakwaters, therefore, would inclose a harbor area nearly 9,000 feet long from the entrance and nearlj' -t,00o feet wide for a distance of at least eight-tenths of a mile, within which the depth at low water would vary from 30 to 35 feet. Within the protected harbor a dredged entrance channel 500 feet wide on the bottom and 4() feet deep at low water would lead straight from thi> entrance between jetties to the canal entrance near the mouth of the Mindi. At the same time, the inner harbor immediately south of Cristobal Point, and projected as the canal entrance by l)oth the French companies, should be so completed as to afford on its easterl3' side the necessary coaling facilities, administration offices, and other buildings required by the canal traffic. Vessels entering the outer or main harbor will anchor, if they desire to do so, arrange for payment of dues and their passage through the canal, secure such supplies and make such other communications with the port as may be necessary, then pass to the coaling- station, if desired, or proceed directly into the canal. The breakwaters may be constructed as mounds composed of suital)le fragments of hard rock for their superstructures, or blocks of concrete, as may be considered most economical or desirable, but resting upon rubble substructures, which may be of softer material taken from the excavations or from other sources, as the actual construction of the work mav make most convenient or economical. The t\-pe and cross section of the.se breakwaters and the general character of the structures would be similar to others which have been constructed on the Atlantic, Pacific, and Gulf coasts of the United States, as at Delaware Bay, San Pedro, on the coast of southern California, and Galveston, Tex. This harbor as designed, including the ports of Cristobal and Colon, will furnish sufficient accommodations for an indefinite period in the future for the greatest traffic which can now be anticipated for the canal. The Board does not set forth this plan as that which it would necessarily hold to in all details after a more prolonged study and con side I'ation of all the circumstances affecting the construction of such a harbor, but it believes that the accommodations which it would afford will be ample for the purpose and that the amount estimated as its cost is sufficient to cover the construction of a suitable harl)or for the Caribbean terminus of the canal should the plan herein described be modilied or displaced by another. The harhm' of Ancon. — The harbor conditions at the Pacific terminus are radically different from those found at the Caribbean end, in that no storms ever occur of sufficient magnitude to disturb vessels anchored in the roadstead northerly of the islands of Perico and Naos, the usual anchorage, which is three miles by the present dredged channel to the entrance of the canal at La Boca. Owing to littoral currents from the west this channel requires the practically constant service of dredges in ordei- to maintain a depth of 20 to 22 feet. At the present entrance of the 52 REPORT OP BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. canal, which is also the mouth of the Rio Grande estuary, there has been built a wharf or pier of steel 1,000 feet long-, carrying two railroad tracks and a platform for the exchange of cargo between ships lying alongside the pier and freight cars on the railroad tracks. The foundation structures of this pier, known as the La Boca pier, are steel cylindei-s sunk to bed rock by the pneimiatic process and tilled with concrete. Mud and rock have been dredged not only alongside the pier, but over an area in front of it to make a turning basin sufficient for the present needs. The depth of water alongside and in the basin varies from 22 to 25 feet at low water, but, like the entrance channel, must be fi'equently dredged to maintain this depth. The bottom of the bay of Panama, at the anchorage off the islands of Perico and Naos, con- sists of mud mixed with sand, shells, and other materials, and forms excellent holding ground. There are no swells to disturb ships at anchor. There is, however, little depth of water near the shore, and the 30-foot contour lies to the westward and southward of those islands. Deep-water channels approach the islands or this anchorage from three directions, that immediately eastward of the island of Flamenco being probably the best adapted for the approach to the dredged channel leading into the canal. The tides in Panama Bay are of far greater range than those at Colon, although mean sea level is the same in both harbors. They are very regular. During spring tides the water sur- face may oscillate between 10 feet above mean sea level to 10 below. During neap tides the range from high to low may not exceed 7.9 feet. Tidal observations have been made at the mari- graph station on the island of Naos foi- many years and they supply data for the statement of the tidal range given above. The flood tide passes between Naos and Guinea Point, in a direction north-northwest, with a maximum current exceeding two miles per liour. The tide ascends the Rio (irande to a point nearly four miles above La Boca pier and inundates, up to Miraflores, the manglares or low marshes .through which the river flows. The period of inflow is short, and after it the water recedes from the swamp with an outgoing current increased by that in the river between two and four hours after high tide. This maximum current is estimated at a little over three miles per hour during the spring tides in that part of the rainy season in which high freshets occur. Cnder ordinary conditions the current in the Rio Grande during the dry season, or in those portions of the wet .season when the rainfall is small, is too slight to have an}' effect upon the ebb flow of the tide. Between La Boca and the anchorage ground the ebb follows essentially the direction of the dredged channel, with gradually decreasing current, and then turns to the south and southeast beyond Flamenco. The direction of the present dredged channel is al)out N. 60^ W. It was originally intended by the old Panama Canal Company to give the channel a depth of 30^ feet at low water and a bottom width of about 170 feet, with side slopes of one vertical on three horizontal. The present channel was dredged to a depth of 30 feet below mean tide, and was opened to navigation in December, lOOO, since which time it has been in constant service, but this depth has not been maintained. The material taken out in this dredging consisted of mud and silt, some material of vegetable origin, sand, gravel, and, in the vicinity of La Boca pier, a small quantity of rock. It has already been observed that a littoral current moves from west to east across the dredged channel, causing considerable sediment to deposit. As a consequence of this condition nearly contiimous dredging is required to maintain a depth in the channel of 21 to 22 feet at low water. The volume dredged in this manner is about 1.50,000 cubic yards annually, and sometimes rises to 20,000 or more cubic yards per month. This dredged material is not, except in com- paratively small quantities, brought down by the Rio (irande River, but is moved into the chan- nel by the littoral current. The course of that river is short and the vohime of its flow far too small to bear a sensible quantity of sediment, nor does the latter appear to be of the character found along the banks of the Rio Grande or in its lied. There are also other small currents existing in the bay in the vicinity of the entrance channel, and under certain conditions of tide and wind there may be even a little westerly current, but all other movements than that from the west are small and probably negligible in their eflects upon the maintenance of the entrance, whether in its present location or on a new line between Ancon and Sosa hills. REPOKT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAI^. 53 If the present location of the Pucitic end of the canal from Mirailores to La Boca should be retained it would be necessar\' to widen and deepen the channel sufficiently to meet the require- ments of the ship canal now projected. Remembering that extremely low water may be as much as 10^ feet below mean tide it is obvious that a much deeper excavation will be required to afford the prescribed minimum depth of 40 feet in the harlior approach channel than will suffice at the Caribbean terminus of the canal. The location of the tidal lock will determine the distance inland to which this maximum depth of excavation must be carried. If, as in the former French plans, that lock should be located at Miraflores, a little over four miles from La Boca, the maximum depth of excavation would he carried to that point, but, on the other hand, should the new location for the tidal lock nearer the shore line be adopted the deep-channel excavation would be carried only to that lock. The French location extending from Mirailores to the anchorage ground in deep water requires much more curvature than is desirable for a canal entrance, and the Board believes that a straight entrance possesses sufficient additional advantages over the old one to justify substantial increase in expenditure to obtain it. A new alignment, therefore, for the Pacific end of the canal and the dredged channel has been adopted, extending from a point between Corozal and Miraflores in a straight course to the new site of the tidal lock between Sosa and Ancon hills, thence witli a slight change in direction near the lock directly to deep water off the island of Flamenco. Rock outcrops between Ancon and Sosa hills and that vicinity afford a perfectly .satisfactory foundation for this structure. Although the tidal currents might be small in a sea- level section extending from the shore line to a tidal lock at ]\Iiratlores, and might only be a .source of temporary inconvenience, yet they are undesirable for the navigation of large steamers, and would l)e entirely avoided by the location for the lock adopted by the Board. This relocation of the terminal portion of the canal line necessitates the excavation of a mate- rially increased amount of hard rock, which has been included in the estimate of total cost, although as much submarine rock excavation in the vicinity of the islands has been avoided as possible. While there may be a difference of opinion as to the justitication for such additional cost in securing a better entrance, there can be no doubt that the alignment ado})ted by the Board will result in easier and safer navigation for vessels entering the canal from the Pacific, and in much less cost for dredging to maintain it. The bottom width of the entrance channel leading from deep water off the island of Flamenco to the tidal lock near Sosa Hill will be 3(iu feet, but the side slopes will depend upon the character of the material to ije excavated. Inasmuch as exti-eme low water of spring tides will occur but rarely, the depth of excavation in this dredged channel is recommended to be but -1:5 feet below mean sea level. This excavation is sufficient to give at least iO feet at low water for all but tho.se spring tides having a range of more than 10 feet. As the mean tidal range in Panama Bay does not exceed about 14 feet it is considered that the depth of excavated channel to be provided will never be a source of any inconvenience or anj- delav whatever for the great bulk of the traffic of the canal, the measure of the maximum inconvenience for ships of greatest draft seeking the canal, if they should be ready to enter it at extreme low water or at about that time, being a total of onh' two or three hours. It is evident that the approach channel on this new location may be subject to shoaling by sand moved by the eastward littoral current, as is the present channel. The rock excavated from the new entrance should be deposited along its westerly side so as to form a low dike, com- pletely isolating it from the -Rio (Jrande estuary. This will in no way change the regimen of the latter or of the roadstead near the islands, but it will afford complete protection against the easterly drift of the sediment and thus prevent deposition in the channel. It is possible, though not anticipated, that it may be advisable to form a similar low dike on the easterly side of the channel, and there will be sufficient rock from the channel excavation for that purpose should it be desired. The precise character and amount of these measures of protection for the entrance channel can onh' be determined in the last instance by observations which may be made during the progress of its construction. It is important to observe that there is no reason what- ever to belie\'e that this proposed entrance work will change in any way the character of the anchorage ground north of the islands of Naos, Perico, and Flamenco, which has always been of 54 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. SO mucli value to the harbor of Panama and which will in the future he of equal value to the Pacific terminal harbor of the canal. The principal reason for the existence of the La Boca pier will vanish with the opening of the canal, but even with the new location of the Pacific terminal, uses of value will probabh^ be found for that structure. No better location for shops, small shipways, and other similar and necessaiy plant can be found near the Pacific terminal than that now occupied at La Boca for those purposes. The requisite depth of water required for the service of these plants in their present positions can always be maintained at small cost, so that their usefulness will in no way lie impaired. The question of the necessity of a tidal lock at the Panama end of the canal has been raised by engineers of repute, but the limited time available to the Board has not permitted the full con- sideration of this question which is desirable. It is probable that in the absence of a tidal lock the tidal currents during e.xtreme spring oscillations would reach five miles per hour. While it might be possible to devise facilities which would permit ships of large size to enter or leave the canal during the existence of such currents, the Board has considered it advisable to contemplate and estimate for twin tidal locks located near Sosa Hill, even though the period during which they would be needed would probably be confined to a part of each spring tide. The highest recently recorded range of spring tides which the Board has seen (September, llt().5), was 19 feet 9 inches between extreme low and extreme high water, while from 1882 to 1887 the highest amplitude reported was 20.93 feet. With such tides for a brief period at dead low water there would be a ditterential head of about K) feet — that is to say, the water in the canal would be 10 feet above that in the bay, while at extreme high water for a correspond- ingly short period the level of the water in the ba}' would be lo feet higher than that in the canal. At the period of mean tide there would be no difference of level between the bay and the canal, so that during that period of the tide all the gates of the tidal lock could be open, leaving an unobstructed passage for vessels until the approach of the flood tide rendered it necessaiy for the gates to be closed until slack water would again be reached, and so on for each succeeding spring tide. During neap tides the range is so small that it will not be found necessary to bring the gates of the lock into use. Consequently, throughout the neap period of each tidal cycle a continuouslj' open and unobstructed passage for traffic will be provided through the tidal locks. If the matter be put into figures for the sake of comparison, it will appear (1) that in the project for the sea-level canal one lock may lie required at times at the Panama end of the waterway. For one-half of each tidal cycle of fourteen days the gates may be operated to control a difference of head of an average height or depth of about eight feet for short periods on each tide, while for the remainder the difference of level between canal and ocean will be negligible. For the remaining half of each tidal cycle the gates will be out of operation and the locks will present an open and unobstructed channel, and (2) that in the project for the lock canal six locks or even more will be required for a canal with a summit level 80 to 90 feet above the mean level of the sea; that these locks will have differences of level ranging from about 27 to 35 feet; that their operation will be perennial, they will always be required, and consequently that the menace which they will present to the safe navigation of the canal by large steamers can not be avoided and will be cumulative, i. e., must be multiplied b}' the number of lockages to which such vessels will be subjected during their passage through the canal. (f;) CROSS SECTIONS OF THE CANAL PRISM." The cross sections of the prisms will vary with the character of the material excavated. Furthermore, the cross section of the deeply dredged channels at the terminal harbors nuist obviously be different from those in the canal proper between the shore lines of the Isthmus. In the judgment of the Board the depth of water in the canal prism and in both of the approach channels of the terminal harbors should not be less than 10 feet, except in the case of the channel in the ba^' of Panama, where at intervals that depth would not be found during short periods at extremelj^ low spring tides. The depth of 40 feet was therefore adopted by the Board as the standard minimum depth in the canal. « See Plate III for diagram. BEPOKT OF BOAKD OF CONSULTING ENGINEEKS, PANAMA CANAL. 55 The standard bottom width in tirm earth, includino- the dredged portions in soft material between the shore line of Limon Bay and Bohio. was fixed at 150 feet, the side slopes in the same material being taken at one vertical on two horizontal. In rock the bottom width was taken at 200 feet with side slopes in the channel of ten vertical on one horizontal, i. e., practically vertical. The side slopes above water, as well as below, in firm earth between Bohio and Oliispo and south of Paraiso were taken at the inclination of two vertical on three horizontal. Some modifications of these standard sections were made by the Board in its estimates of quantities of material to be excavated in combined rock and earth sections between Bohio and Pedro Miguel, but not including the Culebra section. At many places throughout this distance the lower portions of those parts of the cuts above the water surface in the canal will be rock overlaid bj- earth or softer material. In the great summit cut the surface material overlying the rock for a considerable distance in the vicinity of Culebra Hill is clay, which, like all clay, slips easily when wet. When, however, this clay is drained, or otherwise protected from becoming saturated, it stands with satisfactory firmness and gives no trouble. Throughout these combined rock and earth slopes the rock is given a face slope in the estimates of ten vertical on one horizontal and the clay or other material above it one vertical on two horizontal. In the great Culebra cut. which really means the summit divide from Obispo to Pedro Miguel, a distance of seven and one- fourth miles, a special form of section has been taken, although it includes the same elements of slope adopted for other portions of the cuts taken out in the dr}-. The same rock section for the prism of 200 feet bottom width and with side slopes of ten vertical on one horizontal is carried up to an elevation of 10 feet above mean tide, at which elevation there is provided a horizontal berm 50 feet in width on each side of the canal prism. From the exterior limits of these berms benches are assumed for the purpose of estimate, each 30 feet high, with a face slope of four vertical on one horizontal, the width of the bench at top being 12| feet. These benches are carried to the upper limit of the rock portion of the cut. This makes the average or mean slope of the rock three vertical on two horizontal. The clay or other soft material overh'ing the rock is given the same slope of one vertical on two horizontal already described. It is believed by the Board that the estimated volume based upon these side slopes is ample. It is probable that large portions of this summit cut, composed of harder rock than the indurated clay which forms the material classified as soft rock, will permit of faces having a slope of four vertical on one horizontal to be taken out much higher than 30 feet. It is further believed that there will be little sliding of these benches, assumed in the computations of c(uantities, so that the volume taken out of the great summit cut is much more likelj' to be less than that estimated than in excess of it, especially as a contingent margin has been added to all items of cost. The materials classified as soft and hard rock have been exposed with surfaces full}' as steep as four vertical on one horizontal ever since the old company ceased work in 1889, a period of sixteen years. Furthermore, these slopes and others equally steep produced bj' the excavation made by the new French company have been under the personal observation of two members of the Board thi'oughout the past six years, and under the daily observation of another member for over a year. During this time the effects of weathering have been small, soft rock as well as the hard having stood without sensible slipping or other deterioration. In fact, it is the result of extended experience with these steep faces both in Central America and on the Isth- mus that the steeper the faces stand without crushing at their lower portions the less weathering and wash from the tropical rains will occur. It is therefore highlj' desirable to finish these slopes in as high benches and with face slopes as steep as practicable. Very few slips of rock have occurred in the deepest portions of the Culebra cut since it was first opened. They are small and have been of such rare occurrence as not to affect the correct- ness of the preceding observations. The cross sections of the approach channels to be dredged in the harbors of Colon and Panama have been described under "Harboi-s." It is believed by the Board that the cross sections of the prism for all parts of the canal from deep water to deep water are well adapted to meet the requirements of the law under which work 56 BEPOBT OF BOAED OF CONSULTING ENGINEEES, PANAMA CANAL. on the canal is now prosecuted, and that they are sufficient to accommodate ships of the deepest draft now afloat and which may be reasonably expected for the future. It is further believed that the conditions asjsumed, especially for the great divide cut, are such as to make the estimated total (luantities larger than the quantities which will be actually excavated. (d) ESTIMATE OF COST. The unit prices to be applied to the various items of work entering the completion of a sea- level canal have been formulated by the Board after most careful deliberation upon all the con- ditions affecting the actual prosecution of the work, including climatic effects, inefficiency of available labor, the distance of centers of supplies, the present condition of the various incom- plete excavations, the general experience of the Isthmian Canal Commission since its creation, and other influences peculiar to the circumstances which will surround the execution of work in the Held to its completion. It has been the intention of tlie Board to make these prices liberal, so as to remove as far as possible any prol)ability of the ultimate cost of the work being greater than that estimated, and it is believed that they are sufficiently liberal to accomplish that purpose. It will be observed that they pertain to methods and material which have been well tried in engineering construction and do not rest upon anything of an experimental character, as it is the judgment of the Board that nothing should be included in the proposed plan other than that which has been justified by engineering experience with work as nearly' similar to that contem- plated in this project as possible. A complete schedule of these unit prices will be found in Appendix R. The Board has taken account of and given due weight to the fact that vast improvements in mechanical excavating devices have, in the past few years, been made and their effectiveness demon- strated. The Board also lielieves that other improvements specially applicable at Panama will be developed and used as the work progresses, as was the case during the making of the Suez and the Chicago Drainage canals, and that these improvements will result in large economies and show that the unit prices are much too large; but in fixing these units account has been taken of nothing which has not been tested and justified in actual practice. Appl3'ing the unit prices adopted to the ciuantities — a tabulation of the main items with a grouping of the smaller items — the following estimate of cost results: .Jetties in LiinonBay ?;.5,000,000 Excavation and dredging in earth, rock, etc., througliout the canal 183, 1.36, 000 Completion of river diversions, formation of dams across tributary' streams, regulation of rivers which flow into the canal, etc.... 3,-500,000 Dam across Chagres Valley at Gamboa, with flood sluices, etc 6, 000, 000 Spillway, with flood sluices, near La Boca 920, 000 Twin tidal locks in the Ancon-Sosa saddle 6, 000, 000 Leading jetties above and below locks 795, 000 Relaying track of Panama Railroad 500, 000 205,851,000 20 per cent for contingencies, administration, and engineering 41 , 170, 200 Total - 247,021,200 The Board is confident that the Panama Canal can be constructed and completed under the plans set forth and recommended in this report within the preceding total sum of $247,021,200. There are certain items of cost, such as construction of military defenses, naval stations, government of the Canal Zone, sanitation, light-houses, buoying, ligiiting, and the provision of tugs, lighters, derricks, dredges, scows, etc., which have not been included. They are common to any type of canal. It was not understood to be the desire of the President that the Board should take into account anything that did not relate to the engineering features of the canal construc- tion, but there is no doubt, in the opinion of the Board, that the expense of maintenance of a sea- level canal will be very much less than for a canal requiring lift locks. Assuming that the total cost of the Panama Canal, including con.struction, payments to the French company for the property and franchise, to the Panama Republic for the rights conveyed, REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 57 the cost of the Zone government until the canal is open, and other collateral costs, the total possibly reaching §333,000,001 >, the interest charge on this sum at three per cent would reach $10,000,000. That such an in\'estment would he a safe one from a commercial standpoint is indi- cated by the fact that the interest and dividends paid to the owners of the Suez Canal last year reached the total of $17,000,(iOO, after paying all expenses of maintenance and operation, also the cost of the extensive enlargements and deepenings which are continually in progress. (e) estimate OF TIME. The time recjuired for the construction of a ship canal across the Isthmus is one of the main elements of the whole subject. If the execution of the work in accordance with anj- one plan could be completed within a reasonable time while the execution of the work under another plan of equal merit could be realized within a less time, it is clear that the latter plan should be adopted. If, however, there are two plans, both feasible and each involving an amount of work which can be accomplished within a reasonable period, it is clear that the execution of that plan requiring the longer period may be justifiable if the advantages therebj- gained are sufficient, or more than sufficient, to compensate for the delay. If the work required under the less desirable plan can be finished within ten or eleven years while that under the more desirable plan would require but two years longer, the small delay in the passage of the first vessel through the waterway might easily be neglected in comparison with the advantages secured under the better plan. It is nec- essar}^ therefore, to weigh carefully the significance of the time elements in reaching a conclu- sion as to the plan of canal to be adopted. In weighing these elements it is further necessar}- to consider that in the execution of the many locks and dams requii-ed for the lock canal, accidents during construction which would defer the opening of the waterway are more likely to take place than in the simpler works of the sea-level canal. The time required to complete the construction of one or more of the main features of the plan controls the time required for the completion of the entire work, for the obvious reason that the various smaller features may be attacked and completed in detail in less time than would be required for the main or controlling ones. Under well-balanced administration of the work, therefore, the entire canal should be completed when the part requiring longest time is finished. As affecting the question of time for completion, and in marked degree that of cost also, there are two features of the sea-level plan which are of great moment: One is the excavation of the channel through the great divide, amounting to about 110,000,000 cubic yards in a length of about seven miles, and the other the construction of the tidal lock near Ancon-Sosa, having a usable length of 1.000 feet and width of 100 feet, with a maximum lift above mean sea level of 10 feet, this structure requiring over 600,000 cubic j^ards of concrete and other masonry. These two features have received an extended and careful studj'. Inasmuch as hard rock outcrops in tlie immediate vicinity of the tidal lock site near Sosa Hill the amount of excavation required to secure a suitable foundation is not large and it can be expeditiously completed. The most serious part of this particular problem is to secure and assemble at the site the requisite cement, sand, gravel, or broken and other stone, and the plant required to mix and put in place the great mass of concrete and granite for the masoni-y portion of the lock. The gates as planned would be of steel, and each leaf would weigh about 275 tons. Their construction, shipment to the Isthmus, and erection in the locks would probably require .a period of nearly two years. The Board has estimated that the time required for placement of the concrete and stonework would he four years after the excavation had been completed. It is there- fore reasonable to estimate that the entire twin-lock construction, including excavation, concreting, erecting gates, and installing machinery, will recjuire a period of not more than eight years. In estimating the time required it must be remembered that inasnmch as the change of level may be in both directions, up or down, to accommodate extreme high and low stages of tide, two sets of gates will be required in each of the twin locks. The total length of the structure will be not far from 1,300 feet exclusive of the approach works. While these locks are great structures the lifts are comparatively small. S. Doc. 231, 59-1 11 58 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. It may be suggested that the Gamboa dam, Ijuilt to the height of ISO feet abo^•e the rock in the deepest place, is also a great controlling factor as respects time, but the Board does not indorse such an opinion. If the dam be entirely of masonry, and allowing amply for interrup- tions by freshets or floods, the structure can easily be completed in less time than the tidal locks. The excavation of 110,00(»,OOU cubic yards probably can not be completed in the seven miles of summit cutting within the period of eight years which are estimated to be requisite for the consti'uction of the tidal locks. The excavation at the summit may thei'efore be considered as the controlling element in the time required to build a sea-level canal. The work in this cut is unprecedented. Great excavations for similar purposes have been made in the Chicago Drainage Canal, at the Corinth Canal in Greece, and in the Manchester Ship Canal. The maximum annual excavations, however, in these works have been 12,50U,000. 2,500,000, and 12,000,000 cubic yards, respectively, but in no case was it all steam-shovel work, as it probably will be in the divide cut at Panama. The maximum depth at the Culebra cut from the original surface to the bottom of the canal will be 373 feet and from the present surface 208 feet. The maximum depth of cut in the Corinth Canal was 286 feet, but no other excavation in recent years approaches in depth that proposed at Panama. The time required to remove this great mass of material, by far the greater part being soft and hard rock, will depend greatly upon the efliciency of the method of operation and the organization of force and plant, all of which must be ultimately the result of most careful con- sideration of all the elements, including those of climate and character of labor available. It is clear that for the best results the greatest possible amount of work must be done by mechanical appliances and the least possible by luanual labor. It is equally clear that the methods of con- ducting the work, including the control of the plant and force, must be such as will be subject to a minimum of climatic interference and efl'ects of rainfall in the rainy seasons. All parts of the cut must be completely drained, so that the efl'ects of rainfall and springs on the material to be moved may be reduced to the lowest limit. In considering this part of the Board's work it has taken full evidence regarding this great excavation from not only the present and former chief engineers of the Isthmian Canal Com- mission, but also from the division and resident engineers who have had the direct chai-ge of the wcn-k. The records and plans of the French engineers and committees have been diligently studied. It appears safe to estimate from this evidence that from 80 to 100 steam shovels of the most effective type now in use on the Isthmus can be etficiently employed continuall}- on this work after complete organization. It will require from two to two and a half years to install and put in operation this excavating plant. The independent studies by the Board of the arrangement of railroad tracks and of complete systems of attack at both ends of this summit cut completely confirm the conservatism of the evidence given before it. It is as clearly demonstrable as any estimate of rate of progress and time for the completion of any great engineering work can be that after the full installation of plant not less than 100 steam shovels may be continuously engaged between Obispo and Pedro Miguel until the amount of work remaining to be done becomes too small to afford space for the operation of the whole plant. The Board recognizes that the removal of the material in the summit cut is in reality a problem of transportation. It is a comparativel}' simple matter to excavate the material within a much shorter time than that allowed for the work, even on the supposition that all of it except the clay near the surface must be shattered by preliminaiy blasting. The whole difficulty attending this part of the construction of the canal is attached to the removal of the material from the shovels or other excavators to the spoil banks. This problem of transportation is in reality the substance of the problem of building the transisthmian canal and, in treating this part of the project, the Board realizes and has considered the large amount of railroad track and the extensive transportation organization required for the disposition of the waste material. It is probable, as has been estimated, that not less than three miles of standard track will be required for each shovel employed, making a total of 300 miles of trackage for 100 shovels. If it be assumed that 100 shovels are available for continuous work, there being a sufiicient surplus a))ove that number undergoing repairs whenever necessary to maintain the working REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 59 complement, it can be demonstrated that as mucli as 2().i»00,000 cubic yards of material classed as rock may be annuall_v removed from the sunmiit cut. This estimate is based upon an average number of working' days of not more than 20 per month throughout the year, which is an under- estimate on the basis of the experience of the French companies and of that which has accrued since American occupation began, in Ma\', 1904. In this estimate the capacit}^ of one shovel is taken as materially less than would be justified h^- the actual operations of steam shovels in the Culebra cut daring the past .year, both in wet and dry seasons. Furthermore, it has been sup- posed that the working day is to be but eight hours long and that one shift only of laborers would be employed per day, whereas it is perfectly feasible to work two shifts in twenty-four hours during the greater part of the year and possibly during the entire year. Using these esti- mates for the period of what may be assumed to be the maximum annual output in the Culebra cut, and allowing at least two and a half years to attain this maximum rate at the beginning of the work and a period of not less than three years for a decreasing output in the more contracted space in the lower portions of the cut during the closing period of operations, it is found that the entire quantity of 11<>, 000. 000 cubic }ardsof material in the divide can be removed within ten years. (For time curve illustrating practicable excavation of Culebra cut. see Plate XXXI.) Although the preceding estimate of time has been based upon ample allowances for the effect of the rainy seasons, for the low grade of labor available on the Isthmus, and for climatic conditions in general, the Board has added about 25 per cent to it for other contingent causes of delay, either similar to those already provided for or of any other character. It is therefoi'« the judgment of the Board that a ship canal on the sea- level i)lan outfined in this report can be completed within a period of time not exceeding twelve or thirteen years. (f) IMPORTANT CONSIDERATIONS. A map of the world or. still better, an ordinary tei-rcstrial globe presents at a glance the reason for the construction of the Panama C'anal, such map or globe being of itself suiEcient to indicate what the status of the waterway will be, and to show that the canal will provide the one great maritime highway of the West — not between seas, but between oceans; not for countries, but for continents. The vastness of the interests to be served by the canal, many of which interests now wait for their development on the construction of the waterway, demands that the canal shall, when opened for traffic, be of the type which will most perfectly fulfill the purposes which the waterway is intended to accomplish. First and foremost it is essential that the Panama Canal shall present not merely a means of interoceanic navigation — it may be said that any tj'pe of canal would enable vessels to pass from ocean to ocean — but a means of .«//y the Board, and for the Board by its coumiittees, embraced a number of projects with sununit levels varying from 30 to 90 feet above mean tide (which will be hereinafter referred to as elevation 30, elevation 90. etc.), with duplicate locks having usable widths of 95 and 100 feet, and usable lengths of 900 and 1,000 feet, located at various places, and with the summit level maintained on the Atlantic side by dams at Mindi, Gatun, Bohio, or Obispo. The projects of Mr. Bates, with summit levels up to elevation 97, of Major Gillette, with summit level at elevation 100, and of Mr. Buuau-Varilla, with summit level at elevation 130. were also considered. The Board selected for comparison with the sea-level project a lock canal with summit level at elevation 60 and with locks having a width of 100 feet and usable length of 1,000 feet, which is described in the report of the Board. The undersigned are of opinion that there are several variants for lock canals which should have preference over the sea-level project, consideration being given to facility and safety of transit, and time and cost of construction; and that, for reasons which follow, locks of the smaller dimensions noted above will adequately meet all probable demands for a long term of years. We present for comparison with the project preferred by the Board, to be considered later, a project with summit level at elevation 85 maintained by a dam and duplicate flights of three locks at Gatun. This is recommended for adoption. General Abbot preferring a lower dam with duplicate flights of two locks at Gatun, supplemented by a dam and duplicate single locks at Bohio, raising the summit level to elevation 85, as before. THE LOCK-CANAL PROJECT RECOMMENDED. This project is a modification of the one adopted by the Isthmian Canal Commission of 1899-1901, the modifications being due in part to the requirement for greater dimensions imposed by the act of Congress approved June 28, 1902, called the Spooner Act, and in pai't to data collected within the last two years, which make it feasible to design a much better canal without increased cost. The elevation of the summit level is practically the same as in the earlier project. Unfavorable developments at the site of the proposed Bohio dam and the existence of more favorable conditions at a site nearer the Atlantic, together with important incidental advantages, have led us to recommend the latter. On the Pacific side the terminal lock is placed at Sosa, instead of at Miraflores, for reasons which will appear further on. (a) the colon entrance. Commencing the description at the Atlantic end, the plan of the Board for a breakwater in Limon Bay is, with only a slight change, adopted for purposes of estimate. The change consists in swinging the long westerly line out from the shore at Mindi Point far enough to permit the 65 S. Doc. 231, 59-1 12 06 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. channel (oUO feet wide and il feet deep at mean tide) to be made througii the easily dredged earth outside the point, instead of inside the point where there would be much expensive rock excavation. The breakwater and channel as moditied will be extended to the head of the bay. It seems possible that the breakwater may be dispensed with wholly, or in part, and the channel widened to 1.000 feet or more, to the advantage of navigation and with a reduction of cost. The Board's plan of harbor and canal entrance, however, is much superior to that of the French company, as it provides a safe and easy entrance at all times. The distance from the head of the bi'eakwater to the shore line near the mouth of the river Mindi is 4.5.5 miles. From this point the 500-foot channel is to be continued 2.6 miles farther, to the locks at Gatun. (b) the GATUX DAM. The controlling feature of the project with summit level at elevation 85 is the earth dam across the Chagres at Gatun. The object of this dam is to form a great reservoir, or inland lake, in which the Hoods of the Chagres will be received and from which the surplus water will be discharged through sluices and the height of water in the reservoir regulated. Lake Gatun will be about 110 square miles in area and will form the summit level of the canal. The lake will also serve to impound water for lockage and other purposes during the dry season and to give free, open navigation in a broad waterway all the way from Gatun to Obispo. Every lock plan heretofore recommended for a Panama Canal has included a dam across the Chagres, thereby providing for lake navigation for a portion of the distance across the Isthmus. All of the oiEcial reports have recommended that the dam be placed at Bohio, where the valley is narrow, but Gatun has also been mentioned as a site which would be advantageous if the feasi- bility of building a dam and locks at this place at a reasonable cost were established. Since the United States has taken charge at the Isthmus, the Isthmian Canal Commission has had mauv borings made at and near these two sites. Those at Bohio, which are especially com- plete, show a greater proportion of water-bearing porous material than had previously been found. The maximum depth to the rock on the most feasible line for a dam at this place is lt35 feet below sea level. The borings made prior to September, 1905, at and near Gatun showed nearl}- everj-where an admixture of sand with cla}' and impervious material, with a maximum depth to rock of 204 feet below sea level. Man}- of the borings, even those at consideral>le depths, encountered shells, wood, and vegetable matter, all tending to show that the material had been deposited in currents too sluggish to transport gravel and other coarse material. The borings were " water jet" or "'wash drill" borings, made by first driving, when neces- sary, an iron pipe (known as a casing) having an inside diameter of two or two and one-half inches, and then inserting a smaller pipe tlirough which a jet of water was forced, washing the material in the larger pipe through the annular space between the two pipes to the surface of the gi'ound. It was characteristic of these borings, and also significant, that in manj- cases it was not necessary to drive anj' casing; or, if one was driven, it was not necessary to drive it to the full depth, as the material contained enough clay to sustain the sides of the hole without the Casing. Of 27 borings made before September with reference to the location of a dam at or near Gatun, no casing was used in thirteen holes; in three other holes the length of casing did not exceed 20 feet, while in the remainder the length of casing ranged from 2S to 101 feet, but in no instance was the casing driven much more than halfway down to the bottom of the hole. The depth to rock was shown to be so great, both at Bohio and at Gatun, that it would be costly and diffiuult in either case, if not impracticable, to excavate to the rock or to provide any efficient cut-off or stop-water extending from the surface of the ground to the rock; and if a dam were to be built without such cut-ofl' the borings showed clearly that there would be less seepage beneath a dam built at (latun than at Bohio. In addition to the borings, the Commission had caused topographic surveys to be made at the site of the dam, which showed what was apparently an excellent site for locks on the high ground back of Gatun, and a suitable site for a diversion channel for conveying the water of the REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 67 Chagres during the construction of the earth dam and for regulating works to control the dis- charge of surplus water from the lake to be formed bj' the dam. Few borings had been made at the exact site selected for the dam. and none had been made at the sites selected on the high lands for the locks and the regulating works. The Commission was therefore requested bv the Board to have some additional borings made, both on the high lands and in the valleys, and also some additional topographic surveys. The location of all borings is shown on the map of the (iatun dam site. Plate XI. and the borings on a line across the valley at the dam site are shown on Plate XII. It will be noticed on Plate XII that there are two deep depressions or gorges in the rock, which have been tilled with alluvial material. The deepest boring penetrated this material 258 feet before striking rock. The lower 50 to 60 feet of the material in the deepest gorge was found to be for the most part porous sand and gravel, which was undoubtedly deposited at a time when the currents through the gorge were swifter than existed when the upper 200 feet of the alluvial material was deposited. In the upper 200 feet some of the later borings show fine sand, while other borings near by show clay at the same depths, indicating, as do previous borings, that the upper 200 feet is practically impervious material. There was an outflow from several of the borings which penetrated the gravelly material in the bottom of the deep gorge, although the tops of the casings were above the surface of the river. This showed condusivelj^ that there was no near connection with the bed of the river; in other words, that the material covering the sand and gravel was impervious for a long distance. A sample of the material washed from the ground during the boring operations, which had been collected in a pail without allowing any of the tine material to escape, was shown to the Board during its visit to the Isthmus. This sample showed material of sizes varying from sand to the very tine particles of clay which settled last and formed an impervious film over the sur- face of the coarser material deposited in the bottom of the pail. The samples of sand which had been obtained up to the time of the visit of the Board were fine, much more so than samples from borings at the Bohio site. We believe as a result of the borings which have been made that if a large earth dam were to be built at Gatiin. as indicated upon the drawings, there would be no appreciable seepage under the dam, owing to the practically impervious nature of the material on which it would rest and to the fact that the more pervious material found at the bottom of one of the gorges in the lower 50 feet is covered t)y a blanket of practically impervious material 200 feet thick. The borings on the high ground, at the site of the locks, the regulating works, and else- where, showed generally soft clav to a depth of 20 to 30 feet below the surface, where indurated cla}' — a soft but compact rock — was found. In making the design of an earth dam at Gatun, it was thought best to provide a dam which could not be destroyed by any of the forces of nature, and which could only be destroyed by making excavations which would require a large force working for a long time. The cross section of the dam has been given the unprecedentedly large dimensions shown on Plate XIV. Its top is 50 feet above the water level in the lake and 100 feet wide; at the water level the distance through the dam is 374 feet, and at sea level the corresponding distance is 2,625 feet, or one- half mile. It is intended that the downstream toe of the dam for about 200 feet shall be composed of rock obtained from excavation in the canal prism, so that if there should be anj' seepage of water through the dam there will be material at the toe which can not be washed away. The lower part of the dam, up to elevation 50, or even to elevation SO, is to be made from material dredged from the canal between the Gatun locks and Limon Bay, pumped by a suction dredge into the dam. the process being similar to the sluicing process employed in the construction of .some important dams in the western part of the United States. By this process it is feasible when using a material like the alluvial material at Gatun, which contains both coarse and fine material, to separate the two and to deposit the coarser material toward the downstream slopes, forcing the iiner material to the extent desired into the upstream portion of the dam. An embankment built in this waj^ will be water-tight. 68 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAIi. For the upstream slope, rock obtained from canal excavations will be dumped as riprap, care being taken to provide an ample thickness at and near the level where the dam will be exposed to wave action. The portion of the dam above elevation SO will be built of impervious material to a few feet above the water level, and at higher levels maj' be made of either earth or rock, as most convenient. It is expected that for the upper part of the dam, spoil from the Culebra cut will be used. While earth dams are in common use. and in manj- cases support greater heads of water than would exist at the proposed Gatun dam, it will still be argued by nianj that in a great work like the Panama Canal nothing should be trusted but the most massive masonry dam on a solid rock foundation. At Gatun the rock lies at so great a depth that a masonry dam thus founded is impracticable, and without such foundation a masonry dam would be most unsuitable. It seems desirable, therefore, to enter to some extent into the discussion of the stability of the proposed earth dam. STABILITY OF AN EARTH DAM. It is obvious that if a dam of this kind is to fail, some part of its length must be pushed away bodily, or the earth of which it is composed must be carried away by currents of water. There are no other natural forces which can materially affect the stability of the dam. The horizontal pressure of the water in the lake per linear foot of dam is less than one sixty-third of the weight of the dam per linear foot, a pressure so small that it is obvious that it can not move the whole mass, and there is left, therefore, as the only way in which a dam of this kind may fail, the carrying away of its parts by a current of water. The curi-ents of water requiring consideration are those resulting from the action of the waves, from the rainfall, or from seepage through the dam. The feasibility of protecting the face of the dam from the action of waves will hardly be questioned. The effect of the rainfall can easily be provided for, particularly on the main down- stream slope, which falls but one foot in twenty -five. It is impossible for water to flow over the top of a dam that is raised 50 feet above the water level, and if the dam and the underlying material were strictly impervious there would be no water from the lake passing through it. On the other hand, if the material in or under the dam is somewhat pervious, there will be some water passing through which will appear at the surface, either immediately below the dam or toward the lower portion of the downstream slope. The amount of water which will pass through somewhat pervious material in or under a dam depends upon the relation between the total head and the distance through the dam, and not, as is sometimes assumed, upon the total head against the dam. If two dams are built under similar conditions, except that one has a thickness five times as great as the other, then there will be at the dam having the greater thickness only one-fifth as much seepage as at the other; that is to say, other things being equal, the seepage through a dam will be substantially in proportion to the depth of water again.st the dam, divided by the distance thiough the dam, giving what may be called the hydraulic gradient or slojie of the line of saturation, which in this case does not exceed four per cent. There have been many experiments on the vertical and horizontal filtration of water through \urious kinds of materials and with various hydraulic gradients. Some of these were made at the Lawrence Experiment Station of the Massachusetts Board of Health and others were made at the Wachusett reservoir of the Metropolitan Water Works, in Massachusetts, in connection with the construction of a dam similar to that proposed at Gatun. These experiments were made with materials of uniform character, through which more water would filter than through materials containing fine and coarse particles of the same average degree of coarseness, such as those found at the site of the Gatun dam, and they furnished results which confirm the statement alread}' made that there would be no appreciable seepage under this dam. If, however, a condition which does not exist be assumed, and all of the alluvial material beneath the embankment of the dam were considered to be a clean and reasonably uniform sand of BEPOBT OF BOAKD OF CONSULTING ENGINEERS, PANAMA CANAJL. 69 medium size, the total amount of filtration would then be for the whole length of the dam only about 10 cubic feet per second. Even this amount, which is much larger than would actuallj' exist, is insigniticant, and is less than one-half of one per cent of the water supph' available in the driest season. Few engineers who have been connected with the filtration of citv water supplies would hesitate to provide works which would permit the amount of water above stated to rise to the surface without carrying with it any of the earth, because they have a much more difficult problem in connection with the downward filtration of water, where the works must be so built that the sand will not be carried down with the water. The method followed in water filtration is to place coarse stones at the bottom of the filter and to cover these stones with finer and tioev stones, and then with coarse sand, in order to retain the finer sand used for filtration. It is a simple operation to build the reverse of such a filter, which will permit the water to rise from the ground without carrying the earth with it. It is not expected that there will be enough seepage througli the Gatuu dam to require an\- special treatment, but if there should be it could readily be taken care of by the method indi- cated, which has already been used with success in connection with a dam built of sand on a sand and mud foundation at Jeypore, India. Upward filtration occurs frequently in nature, where water comes from springs near the base of hills, often in sandy or gravelly material, without carrying with it any appreciable quantity of earth. Many small earth dams and levees have failed, owing to a passage being made through them by some burrowing animal, or by the water following some pipe or other structure built through the dam, but in the present case it is not proposed to la}' any pipe or other structure through the dam, and a burrowing animal could not burrow through where the shortest distance at the water line is 374 feet. It seems to be impossible that any of the particles of earth buried in the body of the dam could be moved by a slow seepage of water, except such particles as were soluble, which might, in the course of ages, be dissolved and carried ofi' by the seepage water. Some of the views held in respect to the movement of material in the bod}' of earth dams are based upon observations of very small dams, and often of those negligently constructed or of a very narrow section, and have no place in connection with a properly constructed large earth dam. A dam such as the one proposed is very heavy, the weight upon its foundation being about one ton per square foot for each 20 feet in height of embankment. Under the highest part of the embankment the pressure would be six and one-half tons per square foot. It is obviously impossible that with such a pressure upon the material any particles could be moved by the extremely gradual seepage of water through the interstices due to a difl'erence of water level of less than four feet in 100. Such a dam as is here proposed if not absolutely earthquake proof is ])robabl}' more nearly so than any other t^'pe of dam. A comparison between the section of the Gatun dam and tliat of a few existing earth dams is shown on Plate XIV. The San Lcandro dam of the Contra Costa Water Companj', 120 feet high, which supplies water to Oakland, Cal.. is the highest earth dam in the world, and it was constructed in part by sluicing. The Pilarcitos dam, 95 feet high, built in 1866 by the Spring Valley Water Compan\-, which supplies water to San Francisco, is also one of the larger dams, although there are several others of about the same size, which have been successful. The Jeypore dam is introduced on the diagram because it was built of sand on a foundation of sand, mud, and soil, and at a place where the material is ver}' pervious, so that considerable water filters under and through the dam. It has, however, proved to be stable under these conditions. The United States Reclamation Service has recentlj- planned an earth dam to sustain a head of 100 feet with a width at the water line less than one-fourth that proposed for the Gatun dam and with a proportionately narrow base. 70 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. It will be noted that these dams have'a'small .section in proportion to the depth of water behind them when compared with the Gatun dam. Earth dams are in such common use, are so generally indorsed bj' engineers, many of whom prefer them to other forms, that this extended discussion has been given only because the proposed use of earth dams has been unduly criticised in the report of the Board. The nearest precedent in general design for the Gatun dam is the north dike of the AVachu- sett reservoir of the Metropolitan Water Works, of Massachusetts, which is two miles long and at the deepest place will have 6.5 feet of water against it. The highest portion of this dike was built on exactlj' the plan proposed for the Gatun dam. namely, the tine material of which the dike is composed was deposited on the tine underlying material without the use of either masonry or sheet piling to prevent the filtration of water. Under portions of this dike the depth to the rock is as great as at the Gatun dam. PLAN OF THE DAM. Plate XI shows a plan of the dam. Its total length from the locks to the westerly end is 7,700 feet. About midway in the length of the dam there is rising ground in which it is proposed to excavate, as already indicated, a diversion channel through which the Chagres will flow during the construction of the earth dam. The regulating works, to be subsequently described, will be built mainh' of concrete and will be located in part in the diversion channel and on each side of it. On each side of the rising ground referred to, and extending from it westerh* to the high ground and ea,sterly to the locks back of Gatun, there will be great earth eml)ankments of the cross section already described, which will together contain 21,200,000 cubic yards of material. The westerly embankment will cross a French diversion channel. The easterly embankment will cross the French canal and the Chagres. It will be feasible to begin at once the construction of one of the earth embankments, per- mitting the water to flow through the channel or channels at the site of the other embankment. It will also be feasible to begin at once the construction of the diversion channel, utilizing the material excavated in the embankments of the dam. In the construction of the dam it is proposed to remove all trees, stumps, and roots from its site and to excavate the surface material to such an extent that the impervious material of the embankment will come in direct contact with the impervious clayey material which is found nearl}' everywhere in this region; also to do any other work required to cut oil' the flow through any pervious material which further investigations may disclose. For such work an allowance of §400,000 for all dams has been made in the estimate of cost. The diversion channel is to have a minimum width of 150 feet and is to be excavated to sea level, or somewhat below it; although the lower part of the channel will be through indurated clay, it is proposed to place in it concrete where required for the protection of the channel or for the regulating works up to sea level, and to build in the channel to an elevation about four feet above sea level the foundations of certain piers and walls, which will remain for a time at this elevation, so that they will form onlj' a slight obstruction to the discharge of flood waters. After the earthwork of the dam reaches a sufficient height to be beyond all danger of overflow, the piers and walls, which will be above water at low stages of the river, and which will have in them grooves for stop planks, will be built to higher elevations to furnish a ready means of turning the river through half of the diversion channel while the other half is pumped dry to permit the placing of the concrete of the regulating works, and by turning the river alternately from one side to the other the regulating works may be built without special difliculty. KE(iULATING WORKS. The general design of the regulating works is shown on Plate XIII. The central 150 feet of their length, which will be built up from the bottom of the diversion channel, is to be a solid mass of concrete, having its crest at elevation 69. The crest is to be made wide with the down- stream slope two horizontal to one vertical, making an unusually strong section. REPORT OP BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 71 Ou the top of the crest, piers eight feet in thickness, grooved for Stoney sluice gates, are to be built 38 feet from center to center, having clear openings of 30 feet. These gates, as proposed, ai"e almost exact counterparts of the gates provided for controlling the flow from the lower end of the Chicago Drainage Canal, but the sills are to be placed 16 feet below the normal water level, instead of 15 feet, as at the Chicago Drainage Canal. For the whole length of the regulating works the design is the same as the central portion, except that the concrete rests upon the surface of the rock or upon excavations made in the rock, as indicated by the two smaller sections on the plan. The water passing through the central sluices will flow directly out through the diversion channel to the Chagres; that passing through the sluices nearer the ends of the regulating work>< will be caught by intercepting channels sloping- toward the central portion, and will follow the coui'se indicated by the arrows on the plan, flowing toward the central portion and thence out through the diversion channel. The regulating works are capable of discharging 110,000 cubic feet per second when the water in the lake is not more than one foot above the normal level. It is thought that in connection with a great lake, such as here proposed, regulating works which can discharge a great quantity of water when the lake is at its normal level are preferable to an uncontrolled overflow spillway which will not begin to discharge water in any considerable quantity until a flood has raised the lake above its normal level. With the uncontrolled spillway 2,000 feet long, recommended by the Isthmian Canal Com- mission of 1899-1901 in connection with the Bohio dam, it was estimated that the water in the lake might be raised five feet above its normal level by a maxinnim flood. With the regulating works proposed in connection with the (iatun dam it is estimated that the sui'face of the lake will never be raised bv a maximum flood more than two feet above the normal level, and with ordinary floods it would be feasible b}' beginning the discharge before the flood waters reached the lake to keep the surface from rising to anj' appreciable extent. Such sluices as are here proposed would be very objectionable on a river or even at the outlet of a small lake, but in a great lake like that to be formed bj' the Gatun dam the cur- rents toward the outlet will, under ordinary conditions, be inappreciable, so that the course of any floating substances will be determined by the wind instead of bv the current and they will be stranded on the shores; moreover, if, during floods, trees and other drift should be washed into the lake from the tributary rivers, they would not have time, on account of the great size of the lake, to reach the Gatun dam before the flood subsides. EBDUCTION IN COST. The great quantity of material to be placed in the Gatun dam may cause it to be inferred that a structure at this place adds to the cost of the canal; but it should be borne in mind that the adoption of this site eliminates large expenditures for the canal and diversion channels between Gatun and Bohio. A comparison shows that there is a saving of $ll,891,fi21 in the estimated cost of works bv the change in the location of the dam, made up as follows: Works omitted. Bohio dam $6,369,640 Gigante spillway 1, 209, 419 Canal between Gatun and Bohio 7,643,067 Pefia Blanca outlet 2,448,076 Chagres diversion 1,929,982 Gatun diversion 100,000 19, 700, 184 Add 20 per cent for contingencies, etc 3, 940, 037 Total for works omitted 23,640,221 72 BEPORT OF BOABD OF CONSULTING ENGINEEKS, PANAMA CANAL. Additional works required. Gatun dam 17,788,000 Panama Railroad diversion from Mindi to Bohio ii, 000, 000 9, 788, 000 Add 20 per cent for contingencies, etc 1,957,600 Total for additional works required $11, 745,600 Amount saved by change in location of dam...: 11, 894,621 The estimate.s of the cost of the works omitted were made by the Isthmian Canal Commission of 1899-1901. In the above table it will be noted that the locks have been omitted. The lock site at Bohio adopted by theComite Technique of the New Panama Canal Company and by the Isthmian Canal Commission of 1899-1901 furnished a rock foundation for onh- two locks of the sizes then proposed. The requirement of the law under which the canal is being constructed makes it necessary to provide longer locks than can be accommodated with a rock foundation at the Bohio site. Moreover, it was thought desirable to make the lift to the S5-foot summit level with three locks rather than with two, and the Gatun site affords an opportunity for doing this. The three large locks will cost more than the two smaller locks proposed at Bohio. The adoption of Gatun as a site for a dam not only provides for reduced cost and a better lock site, but, as compared with Bohio, it otiers several important advantages. The first of these is a large addition to the drainage area tributary to the summit level and to the amount of water available for canal uses, which is of special value during the dr3' season; the second is the great increase in the reservoir area, Lake Gatun having almost three times the area of the lake formed by a dam at Bohio; this permits storing water for the dry season and the reception of floods with a maximum variation of lake level of only about one-half of that taken bj- the first Isthmian Canal Commission for Lake Bohio. A third advantage which will be described more fully farther on is the extension of lake navigation nine and one-half miles toward the Atlantic from Bohio; a fourth is that the Chagres and all its important tributaries will be received into the lake at points so distant from the canal route that no deposit of suspended material will occur along it, and a fifth is that the water discharged from the lake will enter the Chagres at the point where it finally diverges from the canal so that no diversion channels or heavy protecting* embankments will be required along the canal line. (c) WATER SUPPLY OF THE CANAL. The general subject of water supply for the canal is treated in a paper b\' Gen. Henry L. Abbot, published as Appendix E of this I'eport, and the present statement will deal only with the main features of the water supplv for the project recommended. It has been shown in the paper mentioned that the volume which would flow into Lake Gatun in the dry season is about two-thirds greater than that into a lake formed by a dam at Bohio, and that the minimum contribution to Lake Gatun, judging from the record of measure- ments of flow covering a period of fifteen years, is 1,250 feet per second during the driest three months. In order to provide for still drier periods it has been thought advisable to adopt 80 per cent of this volume, equal to 1,000 cul)ic feet per second, as an entirely safe quantity. The lake can be safely raised toward the end of the wet season one foot above the normal level, and provision has been made in the design of the canal for drawing the lake three feet below the normal level, so that the contents of the upper four feet of the lake, equal to 12,270,000,000 cubic feet, will be available for water-supply purposes during the dry season. This quantity will provide a steadj' flow of 1,577 cubic feet per second for ninety da3-s, making the total quantity of water, after adding the inflow, 2,577 cubic feet per second. Not all of this water, however, is available, as it is necessary to deduct losses by evapora- tion and leakage, and it is also convenient to use some of the water to furnish power for operat- ing the gates, for lighting, and for other purposes. KEPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 73 The quantities required for these purposes are given in General Abbot's paper, and have been adopted with only a slight modification of the amount of leakage, due to the smaller size of gates provided by the plan recommended. The amounts are as follows: Cubic leet per second. Evaporation 710 Leakage at gates 240 Infiltration, waste at locks, etc 77 Lighting, power, etc 200 Total 1, 227 The item of 200 cubic feet per second for contingencies given in his table has been omitted, bccau.se this has been covered by using only 80 per cent of the estimated minimum flow; more- over, the allowance for evaporation is a very liberal one. The net quantity of water available for lockage is, therefore, the difference between 2, .577 and 1,227, equal to 1,350 cubic feet per second. To determine the number of lockages which this quantity of water will provide for, the fol- lowing provisions and assumptions have been made: Intermediate gates are to be provided for the locks at Pedro Miguel and Sosa. so as to give a chamber length of <500 feet, and it is assumed that the intermediate gates will be used for eight- tenths of the lockages. At the Gatun locks intermediate gates would not furnish the same advan- tages for saving water, as there are three locks in a flight, and they are therefore omitted. It is further assumed that all ships passing in one direction will use one set of locks, and all ships passing in the other direction another set. On this assumption, the same quantity of water is used whether a ship passes through a single lock or through two or three locks in a flight. The lift to the normal summit level at Pedro Miguel is 3< i feet and at Gatun 28^ feet per lock. The quantity of water required per lockage at Pedro Miguel, on the assumption that intermedi- ate gates will be used eight-tenths of the time, is 22.13 cubic feet per second, and the quantity per lockage at Gatun 29.77 cubic feet per second, making a total of 51.90 cubic feet per second. The net available quantity of water is. as already stated, 1,350 cubic feet per .second, and will therefore provide for 26 lockages per day at each lock during the driest three months. In order to provide for more lockages per day it will only be necessary to store more of the freshet water. The Alhajuela dam, raised to the height proposed by the Comite Technique, would store enough water to provide for fullv 27 additional lockages per day. In order to determine the amount of tonnage provided for by the 26 lockages per day, for which the water supply is suflicient without the Alhajuela dam, it is necessarj- to take into account the amount of tonnage which will pass through the canal per lock.age, and in this connection it should be noted that the full-sized locks will pass two ordinary ships at a time. The size of the ships passing through the Suez Canal has been increasing from year to year; they averaged 3,163 tons per ship in 190i and 2,398 tons per ship ten years earlier. The rules for measuring tonnage at this canal, however, give a measurement in excess of that given by Lloyd's net register of about one-sixth. It seems probable that when the traffic at the Isthams requires 26 lockages per day, in view of the growth in the size of ships and of the fact that two ships of ordinary size can pass through a lock at the same time, the amount of tonnage per lockage will be as much as 5,000. The annual tonnage provided for by the water supply, both without and with the Alhajuela dam and on a basis of 3,000, i,000, and 5,000 tons per lockage, is as follows: Annual ton- , Annual ton- Tons per nage without ' najte with lockage. Alhajuela .\lhajuela dam. dam. 3,000 28,470,000 58,035,000 4,000 37,960,000 77.380,000 5,000 1 47,450,000 9fi,725,000 S. Doc. 231, 59-1 13 74 EEPOKT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. Should it be found necessary in the future to provide for the passage of a still larger tonnage, the Chagres and its tributaries will furnish additional water, which may be stored and subse- quently utilized. (d) the summit level. As already stated, the summit level will be reached from the level of the Atlantic by means of duplicate flights of three locks at Gatun. The flights being in duplicate give security against serious delays to ships in case one flight is out of use, as it must be occasionally to make the repairs and renewals necessary for eflicient work. The facility afl'orded for repairs by duplicate locks meets anj- objection that there will be no period at the Panama Canal for repairing gates and other mechanism. The total length of the lake will be 30 miles, of which 23 miles will be navigated by ships crossing the Isthmus. Its depth will be about 75 feet in the immediate vicinity of the dam, this being maintained with little reduction to Bohlo and thence reducing gradually toward Obispo, where the depth of 4:5 feet will be obtained with but little excavation, the bed of the river being about 45 feet below the surface of the future lake. For 15.69 miles above the Gatun locks the deep portion of the lake will have generally a width exceeding half a mile, and onl}" a small amount of excavation will be requii'ed to provide a navigable channel nowhere less than 1,000 feet wide at the bottom and 45 feet deep. Farther up the lake, as the amount of excavation required to obtain a depth of 15 feet increases, the minimum width of the chajinel will be decreased, first to 800 feet for a distance of 3.S6 miles from San Pablo to Juan Grande, then to 500 feet for 3.73 miles to Obispo, and to 300 feet for 1.55 miles from Obi.spo to Las Cascadas. where the channel will be further narrowed to iOO feet through the heaviest portion of the great central mass known as Culebra. From Gatun to Obispo, a distance of 23.51 miles, the banks will be submerged except at a few points. Where excavation is required the side slopes will be one on one in earth and four on one in rock. From Obispo to Las Cascadas the banks will be a little above water for the greater part, and the borings indicate a good quality of rock which will permit nearly vertical sides. The sides should be made smooth for the greater safety of ships. This will give 25 miles of navigation from Gatun to the Culebra cut through channels nowhere less than 300 feet wide, and is about twice the distance for which a similar navigation was provided in the project of the flx'st Isthmian Canal Commission, the improvement being due principally to the extension of the summit level from Bohio to Gatun, but also to some extent to enlarging the channel in the vicinity of Obispo, which can be done without great cost. The broad waterwa\' from Gatun to Culebra really furnishes lake navigation and closely resembles the great navigable channels in many harbors and those through the succession of small connected lakes between Lakes Superior and Huron, called the St. Marys River, where the dredged channels in the shallower waters are 300 to 600 feet or more in width and are traversed by a tonnage of more than 3,300,000 net regis- tered tons per month at a speed limited by regulation to nine miles per hour, a limit found neces- sary in the 300-foot channels on account of the dense traffic and frequent meetings. Where changes of direction occur, the outer channel lines of adjacent courses are to be can led to an intersection, although very little excavation is required to accomplish this: the point of the inner angle will be dredged off so that a curve of 8,000 feet or more radius can be laid down wholly within the channel limits. This way of changing direction is illustrated in Plates XVIII to XXVIII, which show the turn below the Middle Neebish Rapids in the St. Marys River and the actual course of ships through it. With plenty of room on either side the ships make the turn more sharply than would be prudent in a narrow canal, and with entire safety. Observations taken to locate continuously ships passing this turn are plotted on the plates and show in many cases two turns of short radius instead of one of longer radius. The observations show that ships pass this turn at speeds up to 12 miles per hour. It will be noted that the width of the dredged channel is 600 feet above the turn and 300 feet below it. All the changes in direction in the Panama Canal, in the stretch above described, will be in a broader waterway, except at Obispo where the width will be practically the same. On the map prepared by the first Isthmian Canal Commission the canal line through Lake Bohio was indentical with the one REPORT OF BOAED OF CONSULTING ENGINEERS, PANAMA CANAL. 7ft laid down by the Frencli company, but it was not expected that .ships would follow this line rigidly, and attention was called to the fact that Lake Bohio would be ''a broad, deep body of water, afl'ording room for anchorage as well as navigation." In the plan of canal advocated herein the lake is greatly extended, and lake navigation becomes a more important feature, so that it is deemed proper to present it more fulh'. The question is discussed with further detail in Appendix S. For a distance of 4.7 miles through the deep portion of the Culebra cut the channel is to have a bottom width of ^00 feet and to have nearlj^ vertical sides below the water line, and then will become 300 feet wide for 1.S8 miles to the Pedro Miguel locks, where the summit level will end. In the vicinity of the locks a low earth embankment without a spillway will be required on the west side. The duplicate locks at Pedro Miguel will have one lift of 31 feet. (e) lake sosa. Passing the locks, the chaimel will be 500 feet wide for 1.64: miles, then increasing to 1,000 feet or more for the further distance of 3.38 miles to the Sosa locks on the shore of Panama Bay. This broad navigation will be in an artificial lake created by three dams to be subsequently descriljed. There are to be duplicate flights of locks on the west side of Sosa Hill near La Boca, with two lifts of about 31 feet each, from ordinary low tide to the level of Lake Sosa. When the Board began its work, suflicient information for determining the feasibility of building dams to create a lake at the Pacitic end of the canal was not available, and the Isthmian Canal Commission was requested to have additional survej's and borings made at dam and lock sites. As a result of investigations made in compliance with this request it was found to be entirely feasible to build three dams which would retain water to a height of 55 feet above mean tide, and create a lake having an area of about eight square miles, extending along the line of the canal to Pedro Miguel. It was also found that on the westerly side of Sosa Hill, near the La Boca pier, there is a suitable site for duplicate flights of two locks each. The principal dam is the one at La Boca, which extends from the locks at Sosa Hill across the mouth of the Kio Grande to San Juan Hill. The other dams extend from Sosa Hill to Aucon Hill, and from Ancon Hill in the direction of Corozal to high land just across the Panama Railroad. At the La Boca dam the greatest depth to rock shown by the borings is 61 feet below '" spring- low tide" and the material overlying the rock is impervious, consisting of- mud and clay. At the other dams the borings showed rock but a short distance below the surface. The proposed cross sections of these dams are given on Plate XIV. They have very liberal dimensions, fol- lowing in this respect the pi'ecedent established in the design of the Gatuu dam. The question having been raised as to the stabilit}' of the material at the site of the La Boca dam, the upstream side as well as the downstream side of the cross section of this dam was given a very wide base so as to insure the compression of the mud and clay rather than its displace- ment. During construction special provision will have to be made for shutting ofi" the tidal flow in the Rio Grande, for which a sum has been allowed in the estimates. In order to provide for the discharge of the Rio Grande and other rivers entering the lake during the construction of the earth dams, a diversion channel about 50 feet wide is to be cut through the slope of Sosa Hill, near the end of the Ancon-Sosa dam, and sluices or regulating works, similar to those proposed for the Gatun dam but of much less extent, are to be subse- rjuently built in this channel. The idea of building dams and forming lakes at or near the ends of the canal is not new, as it was suggested by Mr. Kleitz at the International Congress of Engineers, at Pai"is, in 1879. The Gatun dam was suggested in a discussion of interoceanic canal projects by Mr. Ashbel Welch, in March, 1880, before the American Societj' of Civil Engineers; both the Gatun and Pacific dams were again suggested by Mr. C. D. Ward in a paper read before that societj' on May 18, 1901, and both these sites are included in the projects recently presented to the Board by Mr. Lindon W. Bates. The oflicial commissions, however, which have made reports on a lock canal, have favored carrying the tidal section of the canal up to Miraflores. 76 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. The advantajres of tlie terminal lake are a reduction of about $8,00(1,000 in the cost of the canal and the greatl_y improved navigation, due to introducing 5.4S miles of channels not less than 500 and 1,000 feet wide and 45 feet deep. In the project of the New Panama Canal Company, and also in that of the first Isthmian Canal Commission, tide water was to be reached at Miraflores, where the terminal lock was to be located. The sea-level channel from Miraflores to La Boca is more objectionable than the one at the Atlantic end. on account of the great range of the tides at the former (20 feet at spring tides), which would produce tidal currents in the channel, and on account of the increased difliculty of maintaining the required depth by dredging. In excavating a channel to a depth of 40 feet below low tide from Miraflores to La Boca a considerable amount of rock would be encountered. An objection may possibly be made, from a military point of view, to placing mechanical structures, such as locks, on the ocean shore exposed to the guns of hostile ships. Such an objection would apply also to the sea-level project with its terminal lock on the shore at the Ancon-Sosa saddle. The North Sea locks of the Amsterdam Canal are so placed. If the Panama Canal is to be neutralized, as the Suez Canal is, this objection has little force. A variant has been studied and estimated upon having the terminal lock at Miraflores, three and six-tenths miles inland, but it is not recommended because it costs much more and is less favorable for navigation. (f) CHANNEL IN PANAMA BAT. From the Sosa lock to the seven-fathom cur^'e in Panama Bay. a distance of four miles, the channel is to be 300 feet wide at the bottom and 45 feet deep below mean tide. While this width and depth might be made greater with advantage to navigation, they are the dimensions adopted by the Board for the sea-level project with which the project here advocated is to be compared. Moreover, since it must be expected that considerable dredging will be required to maintain this channel, there is no doubt that it will be gradually enlarged by the dredges provided for maintenance. Excepting near the locks the location of this channel is the same as that of the French com- pany. It therefore renders available the excavation already made there by that company and, more recently, by the United States. With only a small amount of excavation access can be maintained for ships to the La Boca pier, built a few j'ears ago at a cost of about $1,000,000. This pier will be of great service as a landing place during the construction of the canal, and very useful for a coaling station subsequently. The closing of the mouth of the Rio Grande by a dam, as previously described, will stop the existing tidal currents into and out of the estuary and entirely remove the most serious objection made by the Board to the French location. (g) dimensions and cost. The waterwa v al)ove described mav be summarized with reference to cliannel widths as follows: Width. Length. Per cent of route. MUes. 19.08 3.86 12.29 7.21 4.70 2.58 38.4 7.8 24.7 14.5 9.4 5.2 800 feet 500 feet 300 feet Locks and approaches. . . 49.72 100.0 It appears that only about one-.seventh of the distance is in channels less than 300 feet wide, while for more than two-thirds of the distance the channels are 500 feet or more wide. The estimated cost of the canal with summit level at elevation 85 as above outlined is, in round numbers, $140,000,000. If, for military or other reasons, the location of the terminal REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 77 locks on the Pacific at the shore line at Sosa should be deemed inadvisable and the location at Miraflores, three and six-tenths miles inland, be substituted, the cost of the canal would be increased about $8,000,000. COMPARISON WITH THE BOARD'S LOCK-CANAL PROJECT. The jiroject for a cauai witli suuniiit level at elevation »!(> is fully described in the report of the Board. The principal differences between the two projects are: The lower summit level in the project preferred by the Board. In the Board's project the Gatuu dam is to sustain a head of only 30 feet and the level above the dam is to be reached from the sea level by a sing;le lift, duplicate locks being provided. Another dam and duplicate lock with equal lift will be located at Bohio, maintaining the summit level. There is to be a suitable wasteway in connection with each dam. The low elevation of the summit level in the Board's project makes it necessary to regulate floods by building a dam on the upper Chagres, and the smaller size of the lake above the Bohio dam also requires the storage of additional water for lockage. The Board proposes to meet both of these requirements by a dam at (_iaml>oa identical with that adopted for the sea-level canal. In the Board's project the summit level is to be reached from the Pacific by two lifts instead of .three, the locks being located at Pedro Miguel and Sosa. witii the intermediate level at elevation 27. The advantages of this project are: 1. The smaller head of water to be sustained by the dams at (iatun and Bohio than by the (ratun dam in the 8o-foot project. 2. The smaller height of embankments required to maintain the intermediate level between Pedro Miguel and Sosa, the water surface being 28 feet lower. 3. The summit level would be lower and the locks reduced in number from six to four; there being no flights of two or more locks, but only a single lift at each locality, a transforma- tion to a sea-level canal could be eflected more readily. 4. The great lake to be formed by the Gaml)oa dam would afl'ord control of the floods of the Chagres with less fluctuation of water in the canal. 5. The spillways would be smaller structures. The disadvantages of the summit-level project preferred by the Board are: 1. The greater number of lock locations — at four points instead of three — which would require, until trafHc becomes large, a little more expense for operation. 2. The greateV number of dams and spillways on the Atlantic side, being three instead of one; one of the dams, that at Gamboa, far exceeding the Gatun dam for the 85-foot summit level in height and head of water sustained. 3. The great reduction of channel width, giving a canal less favorable for navigation. 4. The greater time required to build, estimated at two years. 5. The greater cost, estimated to be about ^36,000,000. The following table, classifying the channels of the two projects with regard to width and giving the proportion of each width, shows the great superiority for navigation of the canal with summit level at elevation 85. Width of channel. Proportion to entire length ol route. Summit elevation 60. elevation 85. Per cent. 0.0 0.0 26.4 52.1 16.2 5.3 Per cent. 38.4 7.8 24.7 14.5 9.4 5.2 500 feet 300 feet 20O feet Locks and approaches 100.0 100.0 78 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. The comparison of cost abovf given relates to the two projects as now planned. The provision for flood control and water supply for the project with summit level at elevation 60 is adequate for anv traflfie up to at least l()o,0O(»,00(» tons annually, but if the project herein recommended with summit level at elevation 85 be adopted it will be necessary when the traffic reaches 40,000,000 or 50,000,000 tons annually to provide for storing water in the upper Chagres Valley. As Lake Gatun provides satisfactorily for flood control, storage w^ill be required for lockage purposes t)nly, and a much smaller dam than that proposed for the canal with summit level at elevation 60 will be ample until the tonnage reaches about 100,000,000 tons per year. Such a dam with the necessary wasteway would not cost more than $3,000,000, an expenditure which would not have to be made for many years, and would still leave a balance of cost of $33,000,000 in favor of the 85-foot level. Most careful attention has been given to the question of transforming a lock canal into a sea- level canal, and the undersigned concur fully in the views expressed in the report of the Board that it is inadvisable to build a lock canal with a view to its transformation in the near future; and that, if not to be transformed soon, its construction should not be complicated with details which would increase first cost and detract from the efficiency of the lock canal. We believe, moreover, that a lock canal will have such advantages over a sea-level canal of the dimensions proposed by the Board that the transformation will not be called for in a very long time, if ever. Tiie advantage ofi'ered by the canal with summit level at elevation 60 for transformation to sea level is therefore believed to be of little value. Either of the two lock canals above compared would be convenient for shipping, although in a diflerent degree, and would have a capacity for an immense traffic, larger than can be expected for a long time; but the lietter navigation afi'orded by the broad waterways of the canal with summit level at elevation 85, the simpler constructions, the shorter time required to build, and the great saving in cost are considerations too important to be neglected. The more costly canal would re(|uire more time to construct and would not serve navigation as well. COMPARISON "WITH THE BOARD'S SEA-LEVEL CANAL PROJECT. The sea-level canal is fully descrit)ed in the report of the Board. The most striking points of difl'erences aftecting navigation are with respect to number and dimensions of locks and dimensions of the waterway. The Spooner Act provides that the canal "shall be of sufficient capacity and depth as shall afford convenient passage for vessels of the largest tonnage and greatest draft now in use, and such as may be reasonably anticipated." Since the passage of this act the Cunard Company has projected two ships for the North Atlantic route of very much larger dimensions than any built heretofore. The new ships are to be 800 feet long, 88 feet beam, and to have a draft of 36 feet. They are specially designed for fast service between England and New York. They are subsidized by the British Government, are to be at its service in time of war, and are not likely in any conceivable circumstances to traverse the Panama Canal. But the language of the act makes it necessary to plan the canal for these ships and for lai'ger ones if they "may be reason- ably anticipated." What are the ship dimensions which may be reasonabl}' anticipated is a (juestion about which great ditlerence of opinion may exist. The table shows the number of commercial and war vessels now in use, of medium size or larger, classified with respect to beam: BEPOBT OF BOABD OF CONSULTING ENGINEERS, PANAMA CANAL,. Beam of large ocean steamers. Commer- Warships ; Beam. cial ships in use or ' Total, in use. projected. ' 2,101 201 2,302 1,993 139 1 2,132 . 692 110 802 177 83 . 2fi0 60 to 55 feet 53 26 6 3 44 97 123 149 a^ 91 81 84 S « Total 5,051 1 874 5,925 This table shows uiost clearly how insigniticaiit in miiiiljer are the txuniiiercial ships exceed- ing 70 or even 60 feet beam. The broadest coniniercial ships in use are less than Tti feet beam, and if we exclude the projected Cunarders, which of all seagoing ships are the least likely to pass through the Panama Canal, a length of 70(» feet and a beam of 76 feet may be taken as the dimen- sions of the greatest commercial ships now in use or building which are at all likely to pass through the canal. The table also shows eight war ships projected of more than 80 feet beam. The l>eam of these is definitely known only for the new Japanese battle ships of the Sufxu//ia class, which are to be 83 feet 6 inches. The steady advance in ship dimensions since the introduction of steamships is well known, and while at almost any period there have been a few ships too large for the current traffic and existing harbor facilities it can not be doubted that as traffic increases and harbor facilities are improved ships of larger dimensions will come into profitable use. While a limit may be near at hand, as some well-informed experts believe, it seems clear that the limit has not been reached, although in the class of cargo steamers by which the greater part of the sea-borne commerce of the world is served there has been little or no general advance for several years. From such somewhat conflicting data a judgment must be formed as to what further increase of ship dimensions " may be reasonably anticipated." In forming such judgment it is believed that the period for which such reasonable provision is to be made should also be a reasonable one; for example, probably no one would expect to provide in any commercial or military construction for needs at the end of the present century. The Boai-d adopted for lock dimensions a width of loo feet and usable length of l,00o feet, which are sufficient for a ship of more than double the tonnage of the great ships recentty placed on the North Pacific route, the Dahita and the Muuiesofa (which are so much larger than any other on the Pacific that they must be considered experimental), and are ample for a ship of about 40 per cent greater tonnage than the projected Cunarders, which are much larger than any other ship built or projected for any route. We believe this allowance for reasonable anticipation excessive, and that locks 9.5 feet wide with a usable length of 900 feet will fully meet the requirements of the act for both commercial and war ships, and recommend the adoption of these dimensions. They provide for ships nearlv double the tonnage of the Dahita and Jlt'iine- sota, or 25 per cent larger tonnage than the projected Cunarders. The width will permit the passage of a battle ship of 13 or 14 feet greater beam than any ship now in use or building for the United States Navy. If the locks are larger than necessary, they will not only cost more, but will require a larger water supplj^ and will not be quite so convenient to operate. The gates must be larger, the locks can not be filled or emptied so quickly, and therefore a little longer time will be requii'ed to pass ships; in other words, if the locks are larger than necessaiy, they will not serve commerce as well as smaller ones. 80 BEPOBT OF BOAED OF CONSITLTING ENGINEEES, PANAMA CANAL. We do not believe it is wise to attempt to meet the possible requirements of a distant future, which might be estimated erroneously' and would burden the commerce of the pre.sentand near future with unfavorable conditions, but that it would be more judicious to build the canal with reasonable but not excessive allowances for further developments. If the locks should prove, after man}- years, to be too small, larger ones can be built when needed, and in the meantime the structures of more moderate size will have rendered better service to commerce. The second striking diii'erence between the two projects aflecting navigation is in respect to width of channel. Wherever, in recent times, natural waterwavs have been improved or arti- licial channels made for purposes of navigation the original work has been speedily followed by demands for deeper, wider, and straighter channels. All these particulars have been notably' exemplitied in the entrance channels to New York Harbor, where the new channel will have a width of 1,00(1 feet and a depth of 40 feet, and in the waters connecting the Great Lakes, where the channels, first made 150 to 250 feet wide and 10 to 12 feet deep, have been enlarged from time to time to widths ranging from 300 to 1,500 feet and to a depth of 21 feet. In acc^ordance with an act of Congress estimates of cost of increasing the depth to 25 feet have been prepared and are about to be submitted. As a result of experience in these channels with a heavy traffic, much exceeding that in any other waterway in the world, curved diannels are avoided entirely. Wherever practicable changes of direction are made in deep water: where this is impracticable the inner angle at the intersection of the two courses is cut off so as to make a large widening at this point, and ships make the turn in .safety and usually without reducing speed, ^hips are guided through the straight courses by center-line ranges and by frequent buoys, many of them gas-lighted, detining the foot of each side slope. In the plan for the Panama Canal herein recommended, all of the route except the locks and a short length in the deepest part of the Culebra cut will consist of broad channels 300 to 1,000 feet or more in width, with changes of direction effected as above described. In the sea-level plan, on the other hand, such channels are found only in Limon Bay and from the tidal lock to the terminus in Panama Baj'. About half the distance from Mindi to Miraflores would be in curves, and no widening of the channel in curves is provided for. Ships of the largest size could traverse the lock canal day or night without difficulty, but night navigation in the narrow curves of the sea-level canal would he hazardous except for smaller craft. In the following table the two plans are contrasted with respect to channel widths: Bottom M-idlh of channel. Lock canal with sum- mit level at eleva- tion 85. Sea-level canal. Length. Per cent of route. Length. Per cent of route. 1, 000 feet Miles. 19.08 3.86 12.29 00 38.4 7.8 21.7 n n Miles. 0.00 0.00 0.0 0.0 500 feet 0.77 1.6 3.05 ' 6.2 19.47 39.6 20.39 41.5 0.59 1.2 300 feet 7.21 ' 14-5 4.70 0.00 2.58 9.4 0.0 .5.2 150 feet Total 49.72 100.0 1 The lock canal will be less than 300 feet wide for only one-seventh of its length and for more than two-thirds of its length will be 500 feet or more wide; it will be nowhere less than 200 feet wide. The sea-level canal for nearly half its length would be only 150 feet wide, and for nearl}^ five-sixths of its length would not exceed 200 feet. Moreover, in the portion 200 feet in width there are stretches where the lower part of the canal is in rock which does not reach the surface of the water, a condition particularly unfavorable to safe navigation. REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 81 The lock canal is not only greatly superior to the sea-level canal in regard to width, but is also decidedly superior in regard to depth. The sea-level canal is planned to be 40 feet deep below the level of mean tide except in Limon Bay, where it would be 41 feet, and in Panama Bay, where it would be 45 feet below mean tide. At low tide the depth of water in the canal for some distance inland from Limon Ba}' would be a little less than 40 feet. The plans for the sea-level canal contemplate the direct admission of the water of silt-bearing rivers of moderate size into the canal, and, in some instances, into the portions of the canal having a rock bottom. Under such conditions it will be diffi- cult and expensive to maintain the full depth of 40 feet by dredging. In the lock canal, as planned, the sea-level section on the Atlantic side will have a depth of not less than 40 feet of water throughout at any stage of the tide. In the summit level the depth will be 42 feet or more at extreme low water in the driest season, and 4.5 feet or more under usual conditions. From Pedro Miguel to Sosa the depth will be 45 feet or more. The decided advantage to large ships of these increased depths will be recognized by all who are familiar with the difficulty of steering when there is but little water under the keel. RELATIVE TIME FOR COMPLETION OF SEA-LEVEL AND 85-FOOT PROJECTS. The Board estimates that the sea-level canal can l)e built, with favoring circumstances, in twelve or thirteen years, this being the estimated time required to excavate the central mass usually called the Culebra cut, including all the excavation between Obispo and Pedro Miguel. This section is 8.08 miles long, and for the sea-level canal requires 110,000,000 cubic yards of excavation, the heaviest mile requiring 22,000,000 cubic yards and the heaviest 3,136 feet (which is the length of the Gatun flight of three locks for the 85-foot level canal), 14,000,000 cubic yards. This estimate of time is based on an estimated output of 800 cubic yards per day of ten hours for each steam shovel employed, the number of steam shovels to be increased to 100 as rapidly as they can be installed. Toward the end of the work the space would be restricted and the number of shovels would have to be reduced. It is recognized by the Board and by all others who have given attention to the subject that the real problem of excavation is to dispose of the exca- vated materials and to keep empty cars at the shovels for tilling. Vp to this time great difficultv has ))een found in the wet season in maintaining tracks and unloading cars, and the cost of experi- mental work done by the Isthmian Canal Commission was quickly and greatlv increased when the rainy season came oni The estimated average output al)ove mentioned could easily be reached and even exceeded in a favorable climate, and in material suitaljle for steam-shovel work; but at Panama only three or four months each year can be called dry, and in the remaining months two or three times as much rainfall is concentrated as occurs in the entire year in the central i\nd eastern parts of the United States. As to the material, the greater part of it will require blasting while much of it is hard rock. The average output estimated for shovels at the canal is nearly double that realized in mixed materials in several large operations in the United States. We believe the time required to excavate the Culebra cut for tlie sea-ievel canal will lie much greater than estimated by the Board and not less than fifteen years. This conclusion has been reached b_v considering the Culebra cut as a whole, studying the possible arrangements of tracks and distribution of plant, and also with special reference to the heaviest portion, about 4,300 feet in length. The lock canal with sunuuit level at elevation 60 will require 72,800,000 cubic yards of e.Ycavation from the central mass, and assuming the time will be proportional to the amount to be excavated from this mass and that the sea-level canal would require fifteen years, the time required to complete the lock canal with sununit level at elevation f>0 would be ten years. On the same basis the time required for the lock canal with sunuuit level at elevation 85, which requires the excavation of 53,800,000 cubic yards from the central mass, would be about seven and one-half years, a conclusion which is verified by a study of conditions in the heaviest portion; but before accepting this period as the time required to l)uild the canal consideration nuist l)e given to the question of time required to build the locks. S. Doc. 231, 59-1 14 S2 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. For the 85-foot level the greatest amount of lock excav*ation and the greatest amount of lock masonry will be required at Gatun. The amount of excavation for this lock, embracing a distance of 3,13(5 linear feet, measured along the canal axis, will be 3,6(i0,()00 cubic yards, and the average width of the excavation will not difl'er greatly from the average width of the Culebra cut in the heaviest section. The excavation of the corresponding length of the heaviest section of the Culebra cut in fifteen years will requii-e the removal of 933,000 cubic yards per year. If this rate can be maintained at the lock site at Gatun the excavation would require four years. It does not appear that the materials at Gatun are any less favorable to excavate than at Culebra, while the distance to a dumping ground would be less, and the excavating plant could be arranged for more effective use, and therefore a somewhat better rate should be reached at (latun; but if no reduction be made on account of these better conditions the estimated time will be on a more conservative basis than the estimate of the time for the sea-level canal. The amount of concrete masonry required for the Gatun locks will be about 1.300,000 cubic yards. This would be the greatest mass of masonry built in modern times. Like the excava- tion of the Culebra cut it will require special organization and the best plant. Plant and materials should be accumulated in advance while the excavation is being made. With such preparation a verv rapid construction is practicable. In recent work in the United States an average of al)out -±00 cubic 3'ards per day was maintained for a considerable period with a single mixing plant, and a maximum was reached of more than 800 cubic yards in one daj'. At the Gatun locks, with their three main walls aggregating more than 9,000 linear feet, 20 mixing plants or even more could be set up and operated to advantage, and at the average rate of -tOO cubic yards per plant per day the daily rate would be 8,000 cubic yards. But assuming a very large reduction from this — that only ten of these plants were operated simultaneously, with an average output of only 250 cubic yards per day for each — the daily rate would be 2,500 cubic yards, which is certainly easil}' attainable and ma}^ be much exceeded. At this rate the entire amount of concrete would be placed in 520 working days, or two and a quarter years. The materials for this daily output of concrete would amount to about 4,000 tons, or, say, 125 carloads. This is al)out one- fifteenth of the weight of the excavated materials to be moved daily from the Culebra cut. and it does not appear to offer any special dilEculty. The largest item of work remaining is the erection of the gates, of which 14 pairs will be I'equired for the duplicate flight. At the Poe lock of the St. Marys Falls Canal ffve pairs of gates were erected with a small force and a single plant in sixteen and a half months, of which about six months were winter, and in that extremely cold climate little progress could then be made. Deducting half of this period, the period of effective work was not more than thirteen and a half months, giving less than three months as the time required for the erection of one pair of gates. Not less than five plants should be provided for the 14 pairs of gates at Gatun, and if we assume five months instead of three months as the period required for one pair on account of the greater size of the gates, the total time for all the gates at this lock would be fifteen months, or one and a cjuarter years. As the plants are not expensive, they might be further increased in number, and if seven were employed the time required would be onl3' ten months, or, say, one 3'ear. As this work could be done under roof, little time need be lost on account of rain. The periods above mentioned aggregate seven and one-fourth. to seven and one-half years, which is less than required for the Culebra cut ; but this aggregate results from assuming that excavation would be entirely completed before making concrete was commenced, and that the concrete would be entirel}' completed before the erection of the gates was taken up. These operations would, in fact, overlap and, to a considerable extent, be carried on together, effecting considerable reduction in total time. The locks at Pedro Miguel and Sosa are of less magnitude than the Gatun locks and would require less time, and no other single work except the Culebra cut would require nearly as much. Nevertheless, where so many works of magnitude are to be built there is likel}' to be dela\' at some point, and the period of seven and one-half years for the construction of locks might be exceeded somewhat. REPOET OF BOAED OF CONSULTING ENGINEERS, PANAMA CANAL. 83 The period of seven and one-half years above given as required for the Culebra cut is based upon the same average number of steam shovels as required to complete the Culebra cut for the sea-level canal in fifteen years. Since the installation of the full number of steam shovels, tracks, etc., would require about the same time for either canal, and when the width of the cut becomes smaller toward the bottom there will not be room to operate so manj-, the average number in use for the lock canal will be less, and we therefore increase the estimated time required for the Culelira cut for the lock canal one year, making eight and one-half j^ears. Until recently no one, so far as we are aware, has estimated a longer period than eight years for the construction of the locks in any project or, in fact, so long a period. The French company allowed ten years for the various works at Bohio, including the dam, spillways, and locks, but this resulted from a plan of successively executing parts of these works; and the construction of the lock, including masonry, gates, and other appurtenances, was estimated to require only six jears, of which two years were allowed for excavation. The tirst Isthmian Canal Commission based its estimate of time required for completion of the canal wholly upon the excavation of the Culebra cut, estimated to require eight years after the period of preparation. Making due allowance, as before indicated, for possible delays in the concurrent execution of several works, and taking a total of nine years for the entire work, we arrive at a period whicli we believe to be far more conservative than the period of tifteen years for a sea-level canal. A saving of at least six years will result from the adoption of the plan herein recommended instead of a sea-level plan. RELATIVE TIME OF TRANSIT. In the sea-level canal it will be necessai-y for one of two ships of medium or large size about to meet to make fast to mooring piles or posts while the other passes at reduced speed. In the Suez Canal this is done in all cases, and at regular mooring places where facilities are sup- plied. At these mooring places, which are usualU' about four miles apart, the canal is widened for a distance of about 2.400 feet from the ordinary bottom width of about 108 feet to about 150 feet. The latter is the bottom width proposed for the greater part of the sea-level canal, but as the Panama Canal is intended to provide for larger ships than an^- now passing through the Suez Canal, it is assumed that passing places will be made in the 150-foot channels of the former, although the estimates of cost do not provide for them. In the Suez Canal no meetings are allowed where the canal passes through rock. It is here assumed that passing places will be made at Panama in all materials, unless the bottom width is as much as 200 feet with sides vertical and continuous for a considerable distance, as in the Culebra cut, or unless, if the sides are flat slopes, the bot- tom width is 300 feet or more. In the Culebra cut, where the sides are vertical, it can be arranged to make a ship fast an^'where. In channels 300 feet wide ships can pass each other at reduced speed without stopping. In widths of 500 feet or more it will not be necessary for either to reduce speed. The broad channels aflorded by the lock canal with summit level at elevation So will enable ships to pass through them at much greater speeds and with much greater safety than in the narrow channels of the sea-level canal, and as there will be only a small proportion of channel less than 300 feet wide in the lock canal, very little loss of time will occur at meeting points; but in the sea-level canal, with its narrow channel all the way across the Isthmus, the time lost at meeting points will be considerable, even with moderate trathc, and will increase with great rapid- it^' as traffic increases. With ships of such size as those of the principal lines between western Europe and the Orient, the time lost by meetings and by the lower speeds through the narrow waterway of the sea-level canal would be greater than the time required for lockage through the several locks of the lock canal. With ships approaching in dimensions those contemplated by the act of Congress authorizing the building of an isthmian canal, the transit across the Isthmus, even with a small traffit', would recjuire more time in the proposed sea-level canal than in the lock canal herein recommended, and with a heavy traffic the loss of time would be an important feature. In order to test the relative time required for passage through these respective canals, a cal- culation has been made of the time required in each, following the methods described in detail 84 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. in the report of the Isthmian Canal Commission of 1899-1901. (See Appendix G of that report.) Since the time of transit will vary with the dimensions of the ships and the density of traffic, two type ships were selected, one called type C, 540 feet in length, (iO feet beam, and 32 feet draft, the other called type E, 700 feet in lenj^th, 7.5 feet beam, and 37 feet draft. The former is not quite as long or broad as the larger ships of the Union Castle Line, which run between England and the Far East via the Cape of Good Hope: the latter is a little larger than the largest ships now on the Pacific, but not so large bj' 30 to 10 per cent as the largest ships which could jiass conveniently through a canal of the channel and lock dimensions proposed for the Panama Canal with summit level at elevation 85. The results of this calculation are summarized in the following table: Distance between passing places. Time required for transit across the Isthmus. 10 ships per day. 15 ships per day. 20 ships per day. 25 ships per day. 30 ships per day. Hours. Hours. Hours. Hours. Hours. 8.9 ■ 9.6 10.5 11.5 12.9 8. 6 9. 9.7 10.3 11. 1 9.5 9.6 9.7 9.8 10.0 11.6 12.8 14.3 16.2 18.9 11.1 11.6 12.6 13.6 14.7 10.5 10.7 10.8 10.9 11.1 Type C, 540 feet by 60 feel by 32 feet;. Type E, 700 feet by 75 feet by 37 feet. Sea level do... Lock Sea level do.. Lock The saving of time by reducing the distance between passing places is apparent, but even for ships of the smaller type the lock canal will furnish quicker transit when the traffic becomes great, while for the larger ships the lock canal will afford quicker transit from the start. This would be still more marked for ships of the greater dimensions contemplated in the act of Con- gress. By increasing the width of the sea-level canal the time of transit would be reduced. If it were made 300 feet wide, except for -1.7 miles in the Culebra cut, the time would be less than in the lock canal with summit level at elevation 85 on account of the time lost at locks in the latter, but the cost of such a canal would be about $50,000,000 greater than that of the sea-level canal adopted by the Board. In the narrow channels of the sea-level canal, with its large proportion of curves, night navigation will be more hazardous than by day, and ships will probably move at lower speed than assumed for the calculation of time of transit. Unless ships arrive very early in the day, they will not be able to pass through the canal by daylight on the day of arrival, but will have to submit to the delaj's of night navigation or tie up until the next day. While this mav not appear to be an important matter, the loss from an average delay of twelve hours would amount to a large sum in a year. Taking, for example, a tonnage of 20,000,000, the annual loss on the basis of earnings of one-half mill per ton mile would not be less than $1,500,000, which, capitalized at three per cent, shows that an expenditure of $50,000,000 would be justified to avoid such a delay. It must be evident that even a small delay to the traffic is of much importance. By the adoption of the summit-level canal, instead of a sea-level canal, the time of transit is short- ened, not only without additional cost but with a large saving. CAPACITY FOR TRAFFIC OF THE TWO PROJECTS. The best example of a ship canal with locks and modern equipment and a large traffic is the St. Marys Falls Canal, and it is therefore the best precedent in discussing the traffic capacity of a lock canal at Panama. The claim is made in the report of the Board that it is not a mari- time canal, and that for this reason experience there is not a safe guide for the consideration of a canal for seagoing ships. This demands most careful attention. The other great ship canals with locks are the Manchester, the Amsterdam, and the Kaiser Wilhelm or Kiel, all of which connect with the sea at one or both ends. REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL,. 85 The publication of the Department of Commerce and Labor entitled "Great Canals of the World" gives the traffic through the Manchester Canal for the years lS9-i to 1900. inclusive, and through the Kaiser Wilhelni Canal for the years 1895 to 1904, inclusive, brought down to 1905 by later information from that Department. No data are given for the Amsterdam Canal nor are anj- readily olitainable for this report. The traffic through the Manchester Canal in the hist year reported, 190n, was 1,492,320 tons net register. The number of vessels was 5,36'2, giving an average tonnage of only 278. These figures include, however, a large proportion of small vessels not seagoing. Taking only the vessels going to Manchester, the number was 2,900, the registered tonnage 1,230,784, and the average tonnage per vessel 424. Exact tigures as to the present tonnage are not available, but it is probably about one-third more. The largest ships traversing the canal up to this time are the twin-screw steamers of the Soinersei class, 460 feet long between perpendiculars and 58.2 feet beam; single-screw steamers of the Sihvrl/'j) class, 470 feet between perpendiculars and 55.2 feet beam, and the Manchester liners, single-screw cargo steamers, of which the larger are approximately 4t'0 feet between perpendiculars and 50 feet beam. The traffic through the Kaiser "Wilhelm Canal during the year ending March 31, 1905, was 5,720,477 tons in 32,623 vessels having an average tonnage of 162. A large proportion of the larger ships were German war vessels. 648 of these having passed through the canal in that year. There are two canals at the St. Marys Falls, the canal on the American side having two independent locks, one called the Weitzel lock, 515 feet long, dO feet wide at the gates (SO feet in chamber), and 17 feet over the sills; the other, called the Poe lock, 800 feet long, 100 feet wide, and 22 feet over the sills. The canal on the Canadian side has a lock 900 feet long, 60 feet wide, with 22 feet over the sills. In 1905, 19 per cent of the tonnage passed through the Weitzel lock, 66 per cent through the Poe lock, and 15 per cent through the Canadian lock. The sailing route is a little shorter via the American canal, and the canal has nearly vertical sides; in the Canadian canal the sides have a slope of four on one. and floating fenders are in use to keep vessels from injury, but are not satisfactory; for these and other reasons the greater part of the traffic passes through the American canal. The depth of water on the sills of the Weitzel lock is not suffi- tient for the larger vessels when loaded, and it is used mostly by vessels of smaller size. The locks cherefore eflect a classification of vessels, the largest always passing the Poe or the Canadian lock when loaded, and usually when light. None of the locks is worked to its full capacity. In 1905 the total net registered tonnage passing through the two canals was 36,617,699 tons, the number of vessel passages (excluding scows, etc., not registered) being 20,460, and the average tonnage 1,790. The net registered tonnage through the Poe lock was 24,176,472, the number of vessels 9,374, and the average tonnage 2,579. These comparisons appear more clearly in the following table where the preceding figures are collected. The tonnage through the St. Marys Falls Canal is net register, and it is presumed the tonnage for the other canals is of the same measurement. Caual. 1 Year. Number of vessel passages. Average Tonnage. tonnage of vessels. Remarks. Manchester 1900 Manchester 1900 5,362 2,900 32,623 20,346 9,374 1,492,320 1,230, 7»l 5,270,477 36,617,699 24,176,472 278 424 162 1,790 2,597 All vessels. Manchester trade only. Year ending March 31. All locks. St. Marys Falls 1905 St. Marys Falls. 1905 After an inspection of this table a claim that experience in regard to the navigation of lock canals is to be looked for at the Manchester or the Kai.ser Wilhelm canals rather than the St. Marys Falls Canal would appear preposterous. It would require only 480 vessels 'of the average size passing the Poe lock during the present year to equal the tonnage of the 2,900 vessels 86 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. passing through the Manchester Canal in 19(10, and only 2,0-1:4: to equal the tonnage of the 32,623 vessels passing the Kaiser Wilhelm Canal during the last year. If, however, the dimensions of the largest class of ships passing the respective canals be compared, the result is more favorable to the foreign canals. The largest vessels passing the Manchester Canal are, as stated before, 460 feet l)^' 58.2 feet, and their dn'ft of 25 feet is practi- cally the depth of the canal. Similar information as to the Kaiser Wilhelm Canal is not at hand, but it is probable that the largest \essels there are the war ships of the German navy. The largest vessels passing the St. Marys Falls Canal are 54:9 feet between perpendiculars, 56 feet beam and 20 feet draft, and arc comparable with the largest vessels reaching Manchester. In model of hull, power of engines, and speed they are similar to ocean-going cargo steamers, although not as strong structurally. The principal differences are in the draft, which is four to five feet less, the location of engines, arrangement of deck, and other minor details which do not affect their adaptability for canal navigation. Having in consideration all the foregoing facts, we believe not only that the experience gained at the St. Marys Falls Canal is applicable to the navigation of the Panama Canal, but that it is of vastly more value than any or all experience in the foreign lock canals. The amount and character of traffic through the foreign canals does not suffice to prove the capacity and suit- ability of a lock canal for a great traffic, because none of them carries such a traffic, but the St. Mar3's Falls Canal supplies the deficiency and makes the proof complete and, indeed, overwhelming. Nevertheless, it is contended bj' the Board that the St. Marys Falls Canal is used by ships that f recpiently pass it, and that the pilots and crews are familiar with all the operations of pass- ing locks, while the Panama Canal would be traversed by ships with crews ignorant of these matters, and therefore the record of safety and capacity so completely established in the American canal could not be paralleled at Panama, but, on the other hand, the most imminent risk and vexatious delays would be incurred at all times. We can not help believing that due consideration concerning the things required to be done to pass a canal lock would dispel these apprehensions. The movement of a ship is controlled in both cases by signals transmitted from the pilot house to the engine room; the engineer must check, stop, start, etc., when ordered; he is accustomed to doing so quickly', whether at sea, in a canal, or in a harbor, whether approaching a landing or a lock. The engines are practically of the same t3'pe. As a ship nears a lock lines will be put out, carried by the lock tenders and placed on snubbing posts as requii'ed, the ship's sailors having only to haul in, to make fast, to slack off' or pay out, which they ought to do more skillfull}' than the less trained deck hands on lake ships. All of these operations will be I'equired at the passing places in a sea-level canal and under more difficult conditions than at locks. Further- more, on each ship while in the canal there will be a pilot whose entire time will be given to the handling of ships in the canal and who will be not less skillful than the lake pilot who is in a lock canal for only an hour two or three times a month. The estimate of the Board as to the possible number of lockages per day "'perhaps not exceed- ing ten per lock or twenty per pair" is at variance with American experience. As manj' as 36 lockages have been made at the Poe lock in one day, passing 93 vessels. The estimate of lockage capacity given in Appendix L is based on actual performance, which the estimate of the Board ignores. The want of data concerning the Amsterdam Canal is regretted, for there is some reason to believe that it might make a more favorable showing as a commercial ship canal than either the Manchester or the Kaiser Wilhelm canals, but the general results of the preceding discussion would not be affected. The experience at the St. Marys Falls Canal is particularly important in establishing the capacity of a lock canal for traffic, because its nearest parallel in point of magnitude of traffic is a canal with no lock, viz, the Suez Canal. The tonnage through the Suez Canal in 1904 was 13,4:01,835 tons, Danube measurement, or about 11,500,000 tons net register, since the Danube measurement is 16 to 20 per cent greater. This is less than one-third the tonnage through the St. Marys Falls Canal in 1905 and less than half the tonnage through the Poe lock alone. Taking REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 87 iuto account the •short navigation season at the St. IMaiys Falls Canal, the tonnage per month durino- the navigation period of 190.5 was three times as nuuh through the Poe lock alone as at Suez. The Suez Canal is traversed almost exclusively by seagoing ships making long voyages, and therefore of large size. The average measurement of the 4.237 vessels passing in 1904. about 2,700 tons net register, is more than six times that of the vessels passing through the Manchester Canal to its terminus in 19(iO, and about sixteen times that of the vessels passing through the Kaiser Wilhelm Canal during the last year. It is about 50 per cent greater than the average tonnage of the vessels passing the St. Marys Falls Canal during 19(»5, but only 10.5 per cent greater than the average of those passing the Poe lock. The portion of the tonnage through the Poe lock which is carried in vessels equal to or exceeding the average measurement of the ships passing the Suez Canal is largely in excess of the total tonnage at Suez. Finally, the aggregate tonnage passing all the four foreign canals above mentioned is much less than that passing the St. Marys Falls Canal, and is even less than that passing one only of the three locks in use thei-e. The average tonnage of the vessels in these foreign canals is but little more than one-fourth the average of those passing the St. Marys Falls Canal and but little more than one -sixth the average of those passing the Poe lock. With these facts in mind there can be no need of further argument that this canal, although neither end touches salt water, furnishes abundant proof of the suitability of a canal with locks to serve a great commerce carried in ships of any size. The duplicate locks of the Panama Canal will afford convenient passage for an annual net registered tonnage of 80,000,000, as shown in more detail in Appendix L. SAFETY OF LOCKS AND OTHER STRUCTURES. The most plausible arguments advanced by advocates of a sea-level canal to justify its greater cost and the greater time required to build it are the alleged danger of carrying away the lock gates at either end of the summit level if a ship moving at speed should strike them, and the pos- sible damage to structures through malice or in time of war. An accident to gates, if it occurs, is most likelj- to result from a mistake in the engine I'oom, the engineer sending the vessel ahead when the pilot signals to back, and then the pilot, noticing that the ship's speed is not being reduced and not realizing that the previous signal is not being carried out, signals for full power or perhaps signals so rapidly that he can not be understood. One or the other of these successions of events has usually taken place when a ship has run into lock gates. The carrying away of a lock gate occurs but rarely, but it has occurred three times in the Manchester Canal. It has never occurred in the St. ^larys Falls Canal. In the Manchester Canal the gates at the lower end of the lock were struck, the upper gates being open, the ship moving downstream, but in all cases the operating force was able to get the gates at the head of the lock closed, or so nearly closed that they came together and held l>ack the water in the canal. If such an event should occur at Panama, where the locks are in dupli- cate, traiEc through the injured lock would be suspended until repairs could be made. With duplicate gates in stock the repairs could probably be made and traffic resumed through tlie injured lock withoit a prolonged delay. In the meantime, trafhc would be continued through the duplicate lock, and although, if the traffic were great, it would be subject to some incon- venience, yet it would be maintained. If, however, the gates supporting the summit level should be carried away and the current flow unobstructed through the locks with no means in readiness to stop it. such, for example, as a movable dam, the result would be very serious indeed. It would require many days to lower the level of Lake Gatun sufficiently to render the task of closing the opening through the lock easy, and in the meantime the channel and the works below the lock might be seriously damaged and navigation suspended for weeks or months. The chances for such a disa.ster are so small that if the Panama Canal were intended for commercial purposes only, the great additional expenditure required to make it a sea-level canal would have few advocates, but the possible need gy REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. of the canal for the passage of ships in time of war strengthens the argument for a sea-level canal and makes it necessary to consider with care the chances of su'^h an event in ordinary' canal operation, the facilities for handling and controlling the movement of ships which may be used, the precautions for safety which may be introduced in the operation of the locks, and the con- structions which may 1>e supplied to close off the current should it be set up. We believe that in no ship canal in the world has such a disaster occurred as that imagined for the Panama Canal. If the accidents at the Manchester Canal show that gates may be struck and destroyed, they also show that disaster may be averted even without special safeguards. Of all the po.ssible movements of a ship at canal locks the one that involves the most danger of opening a summit level is when a ship bound down in that level approaches a lock, but by proper safeguards this can be made very small. If a gate is struck by a ship upward bound the water pressure on the opposite side of the gate helps to resist the blow. By the use of two pairs of gates at each end of the summit lock all danger of opening the summit level by a blow on the downstream side of the lower gates is eliminated, as will be shown a little farther on. The canal construction should provide long approach walls at each end of every lock or flight of locks so that lines can be put out quickly and handled readily and the ship held under perfect control. For this important purpose a long solid pier with suitable snubbing posts is vastly superior to mooring piles and floats, such as are used in some foreign canals. No canal in Europe is adec[uatel_v provided in this respect, and the apprehensions of some members of the Board in regard to the hazards of navigation through lock canals may be due to the fact that JtheAv experience has been entirely with canals having this radical defect. With suitable approach piers and with rules dulj' enforced requiring ships to put out lines on arriving at the pier and to reduce speed to two miles per hour when moving along it, or to stop altogether several hundred feet from the lock, a great degree of security can be obtained. Such approach piers are provided in the lock plan herein recommended. This plan also provides two pairs of gates at the head and two at the foot of each sununit lock, so that a ship will always Hnd two pairs of gates shut against it. If the summit level is terminated by a single lock and the lower gate is struck bj* a ship upward bound, the gates at the upper end of the lock being open, the lower pair of gates at the foot of the lock having water pressure back of them will alisorb the blow, and even if thej' are wrecked the second pair of gates, some 80 feet distant, will not be reached. The resistance offered by the first gates will almost surely stop the ship, and the rush of the mass of water, 80 feet in length between the two gates, will insure stoppage before it can reach the second pair. If the lower end of the lock is open and the upward-bound ship strikes the first pair of gates at the upper end of the lock its motion will be stopped b_y these gates, the miter wall, and the water, and the second pair of gates will be left intact. We believe, therefore, that, by the use of dupli- cate or safety gates at each end of the summit lock, all danger of opening the sununit level by an upward-bound ship will be eliminated. If a downward-bound ship is approaching the gates from the summit level it will find at least two pairs of gates closed against it, of which the first will be sustaining no water pressure to weaken the strength available to stop the ship. While this case does not afford the absolute security shown in the case of ships moving upstream, the possibility that the ship will .so com- pletely wreck the first pair of gates as to continue its course to the second and seriously harm it is extremely small. A large lock gate is a massive structure, not easily wrecked. The gates of the Poe lock have been struck three times and injured more or less, but the}' continued to support the summit level. The provision of duplicate gates at each end of a lock herein adopted is an unusual precaution. It has been recently adopted in part at the St. Marys Falls Canal, where duplicate gates are now operated regularly at the lower end of the Poe lock, but the upper end is not similarly protected. In the additional lock now projected at that canal safety gates are to be provided at each end. The approach piers, the extent of which greatly affect the safety of a lock, are excellent at the St. Marys Falls Canal and far l)etter than at any other ship canal, and doubtless have contributed to the remarkable record of immunit}- from serious accidents. REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 89 This canal has now been in operation a little more than tifty years and a traffic aggregating- about 360.000,00<;) tons net register has passed through it. with no accidents seriously obstructing navigation. It is the best example existing not only of the capacit}' of a lock canal for a great traffic but of the safety with which this traffic can be handled with suitable equipment. In view of these facts relating to the operation of canals not as well provided with safety appliances as proposed for the Panama Canal it appears fanciful to enlarge on the dangers of a lock system; but even the small risk which a lively imagination might still assign to a lock canal can be substantially diminished, since it is not impracticable to stop the flow from a summit level, if once set up. Several devices have been built to control the flow of water from the summit level in case lock gates should be carried away. More than forty years ago a pair of gates pro- vided with powerfiil brakes to check their movement while closing in a current was placed about 3,000 feet above the locks in the St. Marys Falls Canal. The gates were removed about fifteen years later when the canal was deepened, before any occasion had arisen to use them for the pur- pose intended. When the channel was deepened a construction was adopted consisting of a series of wickets, each so small that its movement could be controlled l)V machinery of moderate power. The wickets were carried by a swing bridge, and when not in use the bridge was open and the wickets were then on land, where they could be inspected and repaired. The canal force was trained regularly in the handling of this device so that they might work efficiently in case of actual need. For such experimental practice the same procedure was followed as in a real emer- gency, viz, the bridge was swung across the canal and the wickets lowered one by one, their lower ends resting against a sill at the bottom of the canal, the upper ends supported by the bridge. After about eighteen years the canal was again deepened and the device removed before anj' accident requiring its use had occurred. A modified form of the device was built at the Canadian canal at the St. Marys Falls about ten years ago, but is yet untried, and another is about to be supplied for the American canal. The problem of working out a satisfactoiy device for this purpose in the deeper channel of the Panama Canal is a difficult one, but no doubt is entertained that a solution can be made. For such appliances the sum of $2,000,000 is included in the estimate of cost. A lock may suffer other injuries, and will require repairs, during which navigation through it may be interrupted. For this reason, principally, duplicate locks are provided, so that if one is under repair navigation may continue uninterrupted through the other. It is seldom that a lock is put out of use, and the simultaneous disabling of two would be very unlikeh'. A brief sum- mary of fifty years' experience at the St. ^larys Falls Canal is given in Appendix S. The canal structures most exposed to injury through malice or in time of war are the locks and wasteways. In the sea-level canal there would be three such points — the tide lock at Ancon, the sluices at the (jamboa dam. and those between Ancon and Pedro Miguel, the last named being of small importance. Tiiere will be five in the lock canal herein advocated — the locks at Gatun, Pedro Miguel, and Sosa. the sluices at the Gatun dam, and the sluices or wasteway in the Ancon- Sosa saddle. The latter is so small and may be so securely founded on rock but little below the level of the canal that no possible injury to the structure would interfere seriously with naviga- tion. The Ancon lock of the sea-level canal and the Sosa locks of the summit-level canal are ecjually exposed to attack by a naval force. While it is conceivable that a malicious person or a crank n'light carry enough concealed high explosive to injure a lock gate or a sluice, experience of many years of perfect immunity in all the ship canals shows that this is not a real danger. The onl}- disaster to be seriously con- sidei'ed is one that might be inflicted by a hostile force in time of war. If the enemy had control of the coast, or occupied territory inland in the vicinity of the canal, enough high explosive could be carried through the tropical jungle by a small force to destroy any of the lock gates or sluice- ways, or to sink a ship. In order to open the summit level efl'ectively and cause a suspension of navigation for a long time it would not only be necessary to destroy two pairs of gates, but also the device already referred to for closing the channel in a current. So large a force and so much time would be required to do all this that it could be effected only by a force superior to the S. Doc. 231, 59-1 15 90 REPORT OF BOARD OF CONSUXTING ENGINEERS, PANAMA CANAL. strong giiaid which in time of war would certainly be .stationed at every important canal .structure. It ha.s heen suggested that a veissel carrying a large quantity of concealed dynamite could be exploded in a lock and wreck not only the gates but the masonry. While the execution of such a plan is extreinel_v improbaljle, there are three places where it might l)e attempted in a .summit- level canal and one in a sea-level canal. In either case the duplicate system of locks would reduce the hazard very much. But it nmst be remembered that it is easily possible to block a sea-level canal by the sinking of a vessel in its channel, either by design or by accident, such an accident, for instance, as that which caused the steamship C'ludham to absolutely block the Suez Canal and suspend all traffic through it for a period of nine days, from September 27 to October 6, 1905. This accident occurred in time of peace in a sea-level canal, thirty-six years after its comple- tion. During the period of fifty years since it was built there has been no such protracted interruption to traffic in the lock canal connecting Lake Superior with the lower lakes, and the dela}'s in the channels away from the locks have constituted the most .serious interruption to traffic on that waterwa3\ It is therefore evident that the structures are not the oidy \ulnerable points in a waterway across the Isthmus. The locks and wasteways could be much more readily guarded than the whole length of the canal. At almost any point on the .sea-level canal the attempt might be made to explode dynamite under a passing ship, which, if successful, would close the narrow channel effectiveh'. There are many places on the route where this could be done moi'e .safely to the hostile party than at the locks. To this danger ships would be much more liable in the narrow channel of the .sea-level (^anal than in the broad waterway of which the lock canal uiainly con.sists. We believe that unless the canal were declared neutral by general agreement among civil- ized nations the maintenance of navigation through it in time of war and with an acti\'e ho.stile force in the viciaity would be difficult; but the danger under this condition does not differ greatly whether the canal be a sea-level or a lock canal. Pos.sible injury by earthquakes to a canal across the Isthmus has received nmch discussion and much has been made of it by opponents of any canal. It was treated fully and fairly bj' the first Isthmian Canal Commission, and the following opinion expressed, which is entirely appli- cable to the lock canal herein advocated, and in which we concur: The wdrks of the canal will nearly all of them be underground. Even the dams are low compared with the g 3neral surface of the country, and, with their broad and massive foundations, may Ije said to form part of the ground itself, as they are intended to do. The locks will all be founded on rock. It does not seem probable that works of this kind are in any serious danger of destruction by earthquakes in a country where lofty churches of masonry have escaped with a few minor injuries. A large number of engineers on both continents, including four members of this Hoard, have in previous years concurred in reconnnending lock canals as feasible and adequate waterways across the Isthmus. While the ships to be provided for in the present projects are larger, the increase is not so radical as to make the forms of construction which were feasible and adequate for the ships then contemplated ''altogether beyond the limit of prudent design for safe oper- ation " and without "reasonable assurance of safe anil uninterrupted navigation" for the ships now under consideration, as asserted by the Board. RELATIVE SAFETY OF SHIPS IN THE TWO TYPES OF CANAL. The comparison between the two projects must relate principally to conditions at the locks in the summit-level canal and in the narrow channel of which the .sea-level canal mainly consists. While there will be a short section of channel onl^' "iOO feet wide in the summit-level canal it will be so short that it will not affect in an important degree any conclusions that may be drawn if it be neglected; and similarly, while there is to be one lock in the sea-level canal there are six in the summit-level project, and the tidal lock of the former may be neglected in this connection. A lock is a short section of canal, with vertical sides, in which ships are moved at a low speed and under perfect (control. A ship is in much less danger of injury in a canal lock than REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 91 when landino' at a pier in the most favorable conditions with no wind or current. Experience at the St. Marys Falls Canal, where no vessel has been seriously injured in a lock duringf fifty years of continuous use. should be conclusive on this point. Danger to ships in a canal is not at the locks, where they are moving slowly and under control, but in the excavated channels elsewhere through whicli they pass at speed, and where, if the width is insufficient, groundings are likely to happen, and if the sides are rocky and rough, serious injury to the ship will probably result. What has been said above as to the relative danger to ships in locks and in narrow channels is equally true in regard to delays. From the records of the Suez Canal there was obtained for the first Isthmian Canal Commission a statement showing delays to traffic from ships ground- ing during a period of eight months, from January to August, 1899, inclusive. No delay of less than six hours was included. Groundings of more than six hours were 15 in number, the aggregate delays to the grounded ships being 292 hours 29 minutes. In 14 of the 15 cases the channel was blocked so that other ships could not pass, the total time during which the canal was blocked being 185 hours 4t! minutes. In Appendix S is given a record of delays in the locks of the St. Marys Falls Canal. This is complete for the two locks now in operation in the United States canal since they were opened to navigation. With duplicate locks, as proposed for the Panama Canal, navigation would seldom be delayed at the locks, as it would be extremely improbable that both of them would be out of use at the same time. In the same appendix information is also given respecting delays to navigation in the excavated channels of the St. Marys and St. Clair rivers. These channels are much wider than the sea-level canal would be, yet they have been blocked on several occasions. Only a small part of the loss to navigation was borne by the vessels causing the blockade. In one instsmce, when the blockade continued for five days, 332 vessels were delayed, and the loss to navigation anjountcd to a large sum, estimated to he $6stimated cost of the relocation of the railroad $3,700,000. REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 93 ESTIMATED COST FOR PROJECT RECOMMENDED. An abstract of the estimated cost of the canal with suiimiit level at elevation So, using- the unit prices adopted by the Board, is as follows, full details being presented in Appendix T: Breakwaters in Limon Bay Channel in Limon Bay Limon Bay to Gatun loclis Gatun locks, including excavation and back filling Approach walls to Gatun locks - Gatun dam and spillway Gatun to Obispo Obispo to Pedro Miguel Pedro Miguel locks, including excavation and back tilling . Approach walls to Pedro Miguel locks Pedro Miguel to Sosa locks Sosa locks, including excavation and back filling Approach walls to Sosa locks Sosa locks to deep water in Panama Bay La Boca dam Ancon-Sosa and Ancon-Corozal dams Diversion channels between Obispo and Pedro Miguel Diversion channel and regulating works at Ancon Diversion of Panama Railroad Movable dams at ends of summit level Land damages 23. .51 S.13 Administration, engineering, and contingencies, but not including inter- est during construction, sanitation, or expenses of Zone government.. Total estimated cost . $5,300,000 1,245,000 3,921,000 15, 691, 000 500,000 7,788,000 5,005,000 43, 337, 000 6,988,000 300, 000 420, 000 13,092,000 450,000 1,939,000 1,67.5,000 1,645,000 850,000 275,000 3, 700, 000 2, 000, 000 300,000 116,421,000 23, 284, 200 Neither the foregoino- estimate nor that for the ,sea-level canal contains an allowance for the fortification of the route. The total amount of excavation from the canal prism is 95. 955, 0(H) cubic yards, of which 53,7(35,00(1 cu})ic yards are from the Culebra cut. The cross sections of the canal used in com- puting excavation are shown on Plate X. An allowance of 20 per cent for administration, engineering, and contingencies is provided, as in the Board's estimate for the sea-level canal. In the estimates of the Isthmian Canal Com- mission of 1899-1901 the same allowance was maile, but this allowance was to cover somewhat different items. The allowance in the present estimates .does not cover sanitation and Zone government, which were included in the allowance in the former estimate, but does include another item which may prove to be a large one, viz, revetments of the sides of the canal in the Culebra cut. In the project of the Commission of 1.S99-1901 the concrete retaining wall was to extend the entire length of the narrow section through the Culebra cut, which, in the plans of that Commission, was 7.91 miles, and was estimated to cost, exclusive of the 20 per cent allowance, $9,619,304. It is now believed that for a large part of the di.stance through the Culebra cut the rock sides will be .sound enough to stand vertical and remain smooth if properly formed b\' chan- neling machines, and where tiiis is the case a revetment will not he required, while for the remaining distance some form of revetment will be neces.sary; it is ai.so believed that the extent and best form of revetment can only lie determined by a study of the materials actually .seen in place as the excavation proceeds, and that items of this character are appropriately considered as contingencies. It should be pointed out that the cost of revetment on the .sea-level canal would be greater than for the summit-level canal by the reason of the greater length of narrow section in the former. In the plan for a summit-level canal the length of the narrow section is reduced to ■4.70 miles by widening to 3(t0 feet at each end, while in the sea-level canal there would be 19.47 miles of channel 200 feet wide excavated partly or wholly in rock. 94 KEPORT OP BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. COST OF MAINTENANCE AND OPERATION. Ill a coiuparison of the cost of maintenance and operation of a lock and of a sea-level canal there is in the case of the lock canal the additional cost of the force for operating the greater number of locks, and in the sea-level canal the extra cost of the force which must be kept at the meeting places where ships are moored, and of dredging the canal and diversion channels to maintain their depths. The lock canal will have locks at three places, each of which will require a force of attendants, while the sea-level canal will have only one such place. On the other hand, there will be no specially prepared meeting places for ships on the lock canal except at the locks, while on the sea-level canal seven such places will be required, assuming them to be Hve miles apart, and the force required to attend to ships mooring at these places will to a considerable extent offset the extra force required at the locks of the lock canal. To maintain the depth and size of the it' miles of sea-level canal between shore lines, and of the still greater length of diversion channels, will entail a greater annual expense, as the canal and channels are designed to receive directly the silt of all tributary streams on which dams are not to be built. The lock canal will cost vei"y little for the maintenance of its channels between shore lines, because nearl}- all the streams empty into lakes where the silt will settle far from the canal. Any dredging required to main- tain harbor channels will be common to both plans. This brief analysis indicates that the sea-level canal will cost no less for maintenance and operation than the lock canal, and this view is supported b\- estimates given below in detail of cost of maintenance and operation of the two types of canals. In connection with former projects two methods have been used for estimating the cost of maintenance and operation. The first in point of time was that developed by the French com- pany, based on experience at the Suez Canal, but modified to meet the conditions at Panama; the second was that on which the estimate of the first Isthmian Canal Commission was based. The estimate of the Fi'ench company included allowances for (1) central administration in Paris, which it is here assumed would be the same for central administration in the United States; (2) general expenses for meetings, printing, etc.; (3) hospital expenses; (4) administration on the Isthmus, including salaries, office and traveling expenses, pilotage, and all other expenses of operation incurred on the Isthmus, and (5) maintenance, taken at seven-tenths of one per cent of cost of excavation, one per cent of cost of masonry, five per cent of cost of gates and other mechanical structures, and one per cent of cost of dam. diversion channels, etc. The foregoing items are carried into the present estimate without change. The French estimate contained allowances for taxes, agency at Bogota, etc., not required with United States ownership and not included in the present estimate, but did not provide for maintenance of breakwaters, for which one-half of one per cent of cost is now taken; for main- tenance of approach walls to locks, for which two per cent of cost is now taken, or for the govern- ment of the Canal Zone, for which the cost as estimated by the first Isthmian Canal Commission is now taken. The estimate of the first Isthmian Canal Commission was arrived at by outlining an organi- zation for the government of the Zone and the maintenance and operation of the canal, together with an allowance for general expenses in the United States. The details are given in Senate Document No. 253, part 2, Fifty -seventh Congress, first session, pages 693 to 698, inclusive. The allowances made in that estimate are accepted here except as changes are required on account of greater or less number of locks and passing places and greater or less magnitude of the work to be maintained. The allowances for maintenance of excavation, dams, breakwaters, and all '.•onstructions except unisoiiry and metiiUic structures, were made from an estimate of the cost of maintaining and operating an adequate dredging plant and repair force, while other items were provided for by percentages on cost, as follows: Masonry, one-half of one per cent; lock gates, sluices, machinery, etc., seven and one-half per cent. These two methods are the best thus far proposed, and the results of tioth will be compared. The amounts will tirst be given for the summit-level canal herein recommended. REPORT OF BOARD OF CONSULTING ENGINKERS, PANAMA CANAL. 95 Eslimaled annual cost of maintenance and operation of ttie canal with summit level at elevation So. I. By the method adopted by the French company: Central administration in the United States SUO, 000 Government of the Canal Zone 348, 480 General meetings, printing, etc 40, 000 Hospitals 40, 000 Administration on the Isthmus ri4.S, 00(1 Maintenance — j'j per cent cost of excavation $450, 055 1 per cent cost of masonry 325, 845 5 per cent cost of gates, etc _ 402, 150 1 per cent cost of dams, diversion channels, etc 121, 212 i per cent cost of breakwater 31, 800 2 per cent cost of approach walls to locks 30, 000 l,3tjl,062 Total 2, 472, 542 II. By the method used by the Isthmian Canal Commission of 1899-1901 : General expenses in the United States 100, 000 Governor's department 39, 300 Engineer department 1, 053, 697 Transit department 351, 340 Medical department 104, 860 Finance department 27, 300 Law department 15, 300 Police department 251, 100 1,942,897 Add 20 per cent . . 388, 579 Total 2, 331 , 476 Mean of the two estimates, $2,400,000. For the sea-level canal there would he no cbanjre in the method of the French company except in maintenance, where the same rates would apply as in the preceding case. In applying the methocTot' the first Isthmian Canal Conuuission no changes would be made excepting in the engineer and transit departments. It seems probal)le that in the narrow sea-level canal, with a depth nowhere exceeding 40 feet, the annual cost of dredging would be at least twice as much as in the lock canal, where only about 15 per cent of the length is less than 30(» feet wide and more than 80 per cent is 45 feet or more in depth. In the transit department the cost will be changed bj- reducing the number of lock attendants: but there must be. as at the Suez Canal, attendants at each of the passing places. With these changes the following results are obtained: Estimated aniiital cost of maintenance and operation of the sea-level canal. I. By the method adopted by the French company: Central administration in the United States $140, 000 Government of the Canal Zone 348, 480 General meetings, printing, etc 40, 000 Hospitals 40, 000 Administration on the Isthmus 543, 000 Maintenance — y\r per cent cost of excavation $1, 512, 000 1 per cent cost of masonry 72, 869 5 per cent cost of gates, etc 66, 600 1 per cent cost of dams, etc 63, 358 J per cent cost of breakwaters 30, 000 2 per cent cost of approach walls to locks 19, 080 1,763,907 Total 2, 875, 387 96 REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. II. By the method used bj- the Isthmian Canal Commission of 1899-1901 : General expenses in the I'nited States $100, 000 Governor's department 39, 300 Engineer department ^o'2, 932 Transit department 343, 060 Medical department 104, 860 Finance department 27, 300 Law department lo, 300 Police department 251, 100 1,538,852 Add 20 per cent 306, 770 Total 1,840,622 Mean of the two estimates, $2,360,000. The large di.serepanoy between the two estimates is due principally to difference in the esti- mated cost of maintaining- an excavated channel, the French estimate being based on experience at Suez and calculated to be proportional to the cost of excavating the canal. The estimate arrived at by following the method of the Isthmian Canal Commission is based on the cost of opei'ating the dredging plant, and the number of dredges required may be underestimated. The correct amount probably lies between the two estimates, and if the mean be taken as above the estimated cost of maintenance and operation is practically the same for both projects. SAFETY OF DAMS. The Board in its di-cussion of types of tlams has expressed many apprehen.siun?. of grave dangers to be feared on account of the character of the material on which it has been proposed to place dams at the Isthmus. A due consideration of each case by itself, giving proper weight to the character and location of the materials disclosed by the borings and to the adequacy of the design, would show that the.se ajiprehensions are unnecessary in regard to the dams herein proposed. Reference is made in the Board's discussion to the subsurface material at Gatun, which is stated to be "in large part of a comparatively tine character, consisting of sand and clay in vary- ing portions and in various degree-; of admixture, but the borings have also shown coar.se sand and gravel." In order to make this statement express clearly the actual situation the addition should be made that the coarse sand and gravel are found in the l)ottom of the narrower of the two deep gorges in the rock, and overlying them are 200 feet in thickness of Inner materials, the imper- vious character of which will prevent the waters in the lake from having access to this deep-lying sand and gravel in any appreciable quantity. In view of these conditions at the site of the Gatun dam, and the great width of one-half mile which has been given its base in the proposed design, we can not concur in the view expre.s.sed that '"it is more than possil>le, it is highly probable if not certain, that at various points the material is sufficiently loose in texture to permit seepage or percolation in dangerous quantities." Actual experience with dams and experiments on the filtration of water through sand and finer materials .show that the amount of water filtering under such circumstances will he too small to affect in any way the stability of the dam. Neither do we concur in the statement that "nothing is more common in the sandy deposits of river valleys and in all sandy material than siuall passages or channels through which water moves, varying in size from thread-like openings to those sufficient to yield flowing wells of large discharge," because there is nothing in our experience to support this view, nor does it seem that such passages or channels could possibly be formed or maintained in a saturated granular material. The subsurface sands on the southerh- slope of Long Island, from which a portion of the water supply of the borough of Brooklyn is taken, and to which the Board refers, are noted for their extent and for their porosity, due to the size and uniformity of their grains. By far the larger part of this water supply is taken from the Kidgewood system of works. REPORT OF BOARD OF CONSULTING ENGINEERS, PANAMA CANAl,. 97 which comprises both surface and subsurface sources. The quantity taken from the ground equals approximately 7(1 cubic feet per second, a volume which is small in comparison with the 1,477 cubic feet per second available for lockage in the canal plan recommended. This quantity, however, is collected in a length of 21.3 miles, so that the quantity per mile is only about three and one-half cubic feet per second, or, in a length equivalent to that of the Gatun dam, about live and one-half cubic feet per second. If instead of using the total length of the Gatun dam, only the parts of the length which cross the alluvial vallej'S were included, the proportionate quantity would be still smaller. If any inferences of value are to be drawn from a comparison of conditions at Long Island with those at the dam sites at the Isthmus, where clay is the pre- dominating material, they are that even under conditions favorable to filtration the amount of water passing- through a considerable length of ground is comparatively small, and that water may filter through and be taken from the ground without disturbing either the earth through which it filters or that from which it is taken. The extent of the sand and gravel deposit in the lower part of one of the rock gorges at Gatun is limited, and if it be assumed that instead of being covered with an impervious blanket 200 feet thick the water above and below the dam has free access to the porous material, and if the further assumption be made that the material has as much filtering capacity as a coarse uniform sand or a coarse unscreened gravel or a typical Long Island sand, the quantity of water which would pass through it would be very much restricted bj' the long distance covered by the dam, and would not exceed two cubic feet per .second. The borings at the site of the La Boca dam indicate impervious mud and clayey material, and show no sandy material overlying the rock, as stated in the report of the Board, so that the introduction of a masonry core or other stop-water appears from present information to be unnecessary. The earth dam as proposed will be in no "danger of being pushed bodily out of place by the pressure due to the head of water in the reservoir," because it has been made very massive, conforming in this respect to the suggestions of the Board made since the dam was designed. At the great north dike or embankment of the Wachusett reservoir, referred to by the Board, porous material was removed and replaced by fine and impervious material, and sheet piling was driven where seepage or percolation was apprehended, but at the other parts of the dike where there were no such apprehensions the impervious material of the embankment was placed directly on the impervious earth found at the site of the dike. Should any .safeguards prove necessary to prevent seepage, when detailed investigations are mad© at the Isthmus, it is expected that they will be provided, and to cover any probable expenditure for this purpose an allowance of $400,000 for all dams has been included in the estimates. The construction of earth dams to retain water 85 feet deep is not an untried experiment, as there are many earth dams of equal or greater height, nearly all of them made wholly of earth without a masonry core, and none of them having nearly the mass or the stability of those herein recommended. CONCLXrSIONS AND RECOMMENDATION. The greater cost of the proposed sea-level canal — upward of $100,000,000 more than that of the lock canal herein advocated — is not a trifling sum, even for the resources of the United States. If such an outlay is incurred a greatly superior waterway should be obtained or the expenditure will be unwise and the result discreditable. The question of relative safety of the two types of canal must be considered with reference both to the waterway and the traffic. Accidents to the waterway may stop traffic or may only retard it or may not affect it at all, depending on the nature of the accident. There can be no doubt that the greater the number of locks the greater the risk of injurj' to some one of them. It has been shown that the risk of serious injurj- to a well-equipped canal lock has been found very small, and with the additional and unusual precautionarj' constructions S. Doc. 231, 59-1 16 98 REPORT OF BOAED OF CONSULTING ENGINEERS, PANAMA CANAL. proposed for the lock canal at Panama it will l)e almost inappreciable, except in time of war. At such a time either form of canal would require efficient militar}' protection, and such protec- tion i* as practicable for a lock canal with a broad waterway as for the narrow channel of the sea- level canal. In the former case militar}- protection would be specially required at the locks and in the narrow portion of the Culebra cut; in the latter case, the advantage of a smaller number of locks to be guarded would be fully offset by the greater difficulty of guarding the entire length of narrow channel, which would extend from sea to sea. It has been shown by ample experience that ships are far more liable to delay and injury wliile traversing artificial channels at considerable speed than when passing locks where they move slowly and are under perfect control. The narrower the channel the greater the danger of collisions, groundings, blockades, and injuries to ships. The broad channels of which the lock canal will mainly consist will permit vessels to move at greater speed than would be safe in a narrow channel. Although the Board apparently questions this, its truth is self-evident and, moreover, is established beyond a doubt by abundant and long-continued experience. Ships meeting in these broad channels will pass in safety with little if any reduction of speed, while in the narrow sea-level canal one of two meeting ships, unless of small size, would have to stop and make fast to the bank at a regular meeting place and remain there until the other passed at reduced speed, involving both delay and appreciable risk to the ships. In consequence of the lower speed and the delays of various kinds in the narrow sea-level canal, ships of large size would consume more time in passing through it than would be reciuired in a lock canal, and with a heavy traffic this would be true for ships of even moderate size, for the reason that more time would be lost in the narrow channel of the former than at the locks of the latter. As the delays at meetings in the sea-level canal would increase rapidly with the traffic, they would become insupportable with a traffic much smaller than the lock canal would provide for. The sea-level canal may therefore be called "provisional" with far more propriety than the lock canal. The difficulty apprehended by the Board in the passage through locks of large ships, espe- cially of large war ships, would doubtless be realized if the locks were no better equipped than in some well-known ship canals. Long approach walls with vertical faces, where a ship can be checked and stopped at a safe distance from the lock, against which it can lie and along which it can move safely with lines out, are indispensable for the safe operation of a lock. When these are provided there are no special increasing risks as the ship dimensions increase. This is fully shown by experience where such approaches exist. The summit level of the lock canal and the terminal lake on the Pacific side are to be held up by earth dams supporting less heads of water than many existing earth dams, but of unprece- dented strength both in regard to width and to height above the water surface. Only the facility with which these dams can be built and the great importance of making them secure beyond a shadow of doubt justify dimensions so extraordinary in proportion to the height of water to be sustained. We believe the locks and other structures of the lock canal can be built in less time than is required for the Culebra cut, but the margin is not great and the project is well balanced in this respect. If the summit level were made higher the Culebra cut could be completed sooner, but the locks would require more time and the canal would probably not be finished as soon; if the summit level were made lower the Culebra cut would obviously take longer. We believe, there- fore, that the project we recommend will open navigation across the Isthmus in the least possible time. Since the Culebra cut will fix the time for completing either the lock canal or the sea-level canal, and the former requires only half as much excavation from the Culebra cut as the latter, it can be built in approximatelj- half the time. A difference of six years in favor of the lock canal is a very conservative estimate. REPORT OK BOARD OF CONSULTING ENGINEERS, PANAMA CANAL. 99 In view of the unquestioned fact that the lock canal herein advocated will cost about $100,000,000 less than the proposed sea-level canal; believing that it can be built in much less time; that it will afford a better navigation; that it will be adequate for all its uses for a longer time, and can be enlarged, if need should arise, with greater facilit}' and less cost, we recom- mend the lock canal at elevation 85 for adoption by the United States. Respectfully submitted. Alfred Noble. Henry L. Abbot. Frederic P. Stearns. Joseph Ripley. IsHAM Randolph. O 59th Congress, \ SENATE. | Document 1st Session. \ \ No. 313. EEPORTS OF THE EFFICIENCY OF VARIOUS COALS, 1896 TO 1898. EXPENSES OF EQUIPMENT ABROAD, 1902-190:3, AND RECENT CHEMICAL ANALYSES OF COAL AT NAVY- YARD, WASHINGTON, D. C. WASHINGTON: GOVERNMENT PRINTING OFFICE. 1906. [Concurrent Resolution.] Resolved by the Senate (the House of Representatives concurring), That there be printed the following documents: First. Reports of the efficiency of various coals used by the United States ships from 1896 to 1898, inclusive, made by the Bureau of Equipment of the Navy in 1899. Second. Pages 47 to 71, inclusive, of the report of the Bureau of Equipment of the Navy for 1902, under the heading of "Equipment expenses abroad." Third. Pages 55 to 67 of the report of said Bureau for 1903, under the same heading. Fourth. Letter from the Secretary of the Navy to John T. Morgan, with the accompanying statements, dated March 6, 1906. Said papers to be bound together in cloth, as one document, of which 2,000 copies shall l)e printed, 500 copies for the Senate, 1,000 copies for the House of Representatives, and 500 copies for the Navy Department. Passed, April 9, 1906. (II) REPORTS OF THE EFFICIENCY OF VARIOUS COALS USED BY U. S. SHIPS, 1896-1898. (1) CON^TENTS. 1. List of Coals Tested - -- o 2. Chemical Analyses T 3. Special Analyses of Various Coals to Determine their Liability to Spontaneous Ignition... 9 4. Boiler Tests and Description of Boilers Used.. 10,11 5. Data Regarding Ships' Boilers .- -.- 13 6. Ships' Tests, Alphabetically Arranged under Kind of Coal 16to79 7. Report of Board on Spontaneous Ignition of Coal on Board Ships and Ashore; Causes, Remedies, etc 81 to 85 8. Admiralty' Coals 87 9. Co-AL Preferred by Commanding Officers of Different Vessels 89 (3) LIST OF COALS TESTED. BITUMINOUS COALS. Trade name. Pageo 1 which reference is made. Where mined. Reports from ships making steaming trials. Chem- ical analy- Chem- ical test Boiler test. Ships' 1 tests. tests. 16,17 16,17 16 to 21 Porter, 1 . 7,16 7 9 9 7,9,20 10,17 Adams, 3; Alert, 7; Baltimore, 1; Bancroft, 1; Bennington, 1; Concord, 2; Corwin, 1; Detroit, 1; Marietta, 6; Marion, 3; Mohican, 2; Monadnock, 3; Monterey. 1; Oregon, 4; Petrel, 2; Philadelphia, 1. 1 1 1 1 3 11,21 20,21 20,21 Dolphin, 1 . _ Alert, 1 7 Black Diamond Coal Co.'s Mines at Coal Creek, Tenn. 1 20,21 ^ Raleigh, 1 .l!l _ __ 7,9 9,22 9 7,9 2 1 1 2 22,23 Black Diamond Coal Co.'s Mines at Coal Creek, Tenn. Bonanza . — 11 7 22 Walts _ 1 2 22,23 22,23 24,25 24to27' Wales do 7 24 7 11 11,25 Utah 1 1 1 Alliance, 1; Amphitrite, 1; Iowa, 2; Maine, 1; Massachusetts, 3; New Orleans, 1; Newport, 1; New Tork, 1; Solace, 1; Texas, 1; Yankee, 1. Briceville, 36 miles northwest of Kuos- Tille, Tenn. 26,27 28,29 30,31 9,26 10,27 British Columbia, Union, Vancouver Is- land. Wales Alert, 2; Concord, 3; Marietta,!; Mohican, 2; Monterey, 2; Oregon, 2; Philadelphia, 1. AUiance, 1; Bancroft, 1; Cincinnati, 2; Detroit, 1; Machias, 1; Minneapolis, 1; Raleigh, 6; San Francisco, 1. 1 7 7, 9, 32 1 3 32,33 32, 33 Castine, 1; Concord, 1; Detroit, 1; Hamilton, 1 ; Marietta, 2; Montgomery, 1; Terror, 1. Marblehead, 1 Kngland Virginia 7 1 32,33 34, 3.>i 34,35 36,37 Wales 7,34 9,34 36 7 11,35 10 10,37 Bennington, 1; Marietta, 1; Philadelphia, 1 1 1 1 1 West Virginia Mineral Company Pennsylvania, Clearfield County Alliance, 1; Detroit, 1; Dolphin, 1; Massachusetts, 1; Texas, 1; New Orleans, 1 36 to .39 Wales Bancroft, 1; Boston, 1; Concord, 1; Detroit, 7; Machias, 10; Olympia, 11; Petrel, 4; Raleigh, 1; Yorktown, 1. 7 7 7 9,40 7 1 1 1 1 4 1 Tennessee .. . Franklin _ 11 Near Seattle, Wash _ _ 10,41 40 to 43 Annapolis, 2; Bancroft, 2 ; Castine, 2 ; Catskill, 2; Hamilton, 3 ; Marblehead, 1 ; Nahant, 1 ; New Y'ork, 1 ; Solace, 2 ; Terror, 1 ; Y'ankee, 1. Wales 42,43 44,45 44,45 44,45 _ .do 7.44 7 10,45 11 1 1 Bullock Island, opposite Newcastle, New South Wales, Australia. Wales Hoekins & LlewelIyu'6(No. 1 Colliery.screened ; large eteani). 7 7 2 1 44,45 Lloj-dell 7 Llovdell, near Dumlo, Cambria County, Pa. Wales 2 46,47 7 7.9 7 1 3 1 10 46,47 46,47 46,47 Wales. - -- Midvale Pennsylvania Milldale, Tuscaloosa County, Ala Willock Station, Wheeling Division, B. & 0. R. R., Allegheny County, Pa. Aldricb, Ala Milldale_ _ 46 7 7 7,9,48 BO 79 7,50 1 1 1 4 1 2 1 1 10,49 10,51 48,49 60,51 Pennsylvania, Clearfield County Alliance, 1 ; Amphitrite, 1 ; Annapolis, 2 ; Detroit, 1 ; Indiana, 1 ; Marblehead, 1 ; Montgomery, 2; New York, 1 ; Terror, 2; Texas, 2 ; Wilmington, 1. Mt. Vernon 11,51 50,51 52,53 52,53 52,53 62,53 54 to 67 66,57 56 to 59 Nanaimo, Vancouver I^land, B. C NantTglo New Castle 7,52 11,53 2 New Castle (Bowler).. 54 10,55 West Virginia, Fayette County Wales - '_ . Alliance, 1 ; Annapolis. 1 ; Bancroft, 1 ; Castine, 1 ; Columbia, 1 ; Detroit, 1 ; In- diana, 3 ; Iowa, 2 ; Maine, 1 ; Marblehead, 1 ; Massachusetts, 1 ; Newport, 2 ; New York, 3 ; Raleigh, 1 ; Solace, 2 ; Texas, 2 ; Vesuvius, 3 ; Yankee, 1. 1 Castine, 0; Detroit,!; Lancaster, 5 ; Machias, 3; Oregon, 3; Philadelphia, 4; Raleigh, 1 ; San Francisco, 1. Paint Rock 7 7,9,68 9,60 1 2 2 10,59 60, 61 60,61 G2,63 62,63 62,63 62,63 Pennsylvania, Cambria County Wales briquettes). doTIIIII-IIIIIIIIIIIIlIIIIIIIIIII Philipni, W. Va Pbilippi 7 1 (5) List of Coals Tested — Continued. BITUMINOUS COALS— Continued. Portage Powhttttan Powell Duffryn Poweltoo Pratt Providence Ke&erve Cape Breton — ReyuoIdsviUe Bockhill Rock Springs Koslyn Shawmut Sonmau Standard Eureka Standard Merthyr Stouega Thomas Steam Coal — Toms Creek Thurber AVallsend Webster Wellington West Hartley Westminster Brymbo- Weatpurt Youghiogheny 7,70 9 7,9,72 72,73 72,73 74,75 74,75 74,75 76,77 Where mined. Kentucky . Pennsylvania, Washington County Virginia and M'est Virginia, Tazewell and McDowell counties. Portage, Cambria County, Pa- Pennsylvania Wales Pennsylvania Alabama, Jefferson County Providence, Ky Pennsylvania Robertsdale, Wyoming Washington, Killitas County Horton Township, Elk County, Pa_ Pennsylvania Pennsylvania, Clearfield County Wales- Virginia West Virginia Virginia, Wise County Thurber, Tex Newcastle, N. S. W., Australia Pennsylvania, Cambria County Wellington, British Columbia Wales do __i Reports from ships making steaming trials. Chem- ical analy- Maine, 1; Texas, 1 Alert, 1 ; Amphitrite, 5 ; Annapolis, 1 ; Bancroft, 1 ; Castine, 3 ; Dolphin, 1; Ham- ilton, 2 ; Iowa, 2 ; Marblehead, 4 ; Massachusetts, 3 ; Michigan, 1 ; New Orleans, 2 ; New York, 2 ; Petrel, 1 ; Puritan, 2 ; Solace, 1 ; Terror, 12 ; Texas, 1. Marblehead, 1 __ Montgomery, 2_ Adams, 1; Bennington,!; Monadnock,lj Monterey, 1. I, 1; Montgomery,! Concord, 2; Moh Marion, 1 Alert, 2 Aiert, !; Monadnock, 1; Monterey, 1; Wheeling, 1 Michigan, ! ANTHRACITE COALS. Pardee Anthracite-, Sciiinton Egg 70,77 ' Pennsylvania 76,77 I do 76.77 Pennsylvania, Lehigh County 78,79 I Pennsylvania, Schuylkill, Buck Mpu I tain Vein. I Pennsylvania, Cambria County 78,79 Pennsylvania New York, 1 Marblehead, ! Montgomery, 1; Raleigh, ! Alliance, 1; Annapolis,!; Detroit, 1; Montgomery, 2.. CHEMICAL ANALYSES OF SAMPLES OF COAL AT THE NAYY YARD WASHINGTON, I). C. [Arranged in order of per cent of fixed carbon.] Coal Moisture. NoQconibuati- ble volatile matter. Combustible volatile matter. Fi.ved carbon. Ash. Sulphur. weight at 250° F. 3.13 1.30 1.50 .63 1.24 .925 2.067 .899 1.46 .721 2.70 .697 .99 593 783 261 .995 .751 1.063 .598 1.059 1.289 1.62 .6097 1.32 1.51 1.37 1.00 1.40 1.7T ■ 2.59 V08 2.05 1.71 1.58 1.94 1.88 1.14 1.630 1.08 2.11 2.05 2.64 1.82 2.98 2.781 2.n 2.61 3.26 1.00 2.30 4.04 3.392 2.05 3.58 3.00 6.65 2.718 3.35 .66 2.30 13.69 4.659 13.38 2.09 3.352 .64 1.38 .66 .83 1.25 1.95 .635 .86 1.811 1.06 7.40 2.53 14.10 12.60 14.680 13.38 11.408 12.56 12. 619 ^a4.25 ^^5.277 16.51 14.197 14.707 15.98 16. 114 17.404 12.264 18.248 21. 213 23.639 14.91 22.966 28.62 29.69 30.65 26.12 31.61 30.04 30.12 31.47 31.95 29.45 26.76 33.69 24.67 27.00 34. 929 32.06 28.11 31.50 28. 731 32.99 33.03 30.132 29.22 35.50 33.86 32.88 32.38 30.60 23.281 32.04 34.73 37.17 33.79 30.633 32.93 31.85 38.66 28.99 30.31 27.33 36.85 33. 762 42.11 86.67 84.60 82.14 80.61 80.50 80.37 80.28 79.977 79.82 79.497 78.74 78. 193 77.60 77.320 77.222 76.010 74.87 74. 198 74.16 72. 993 71.287 70.118 69.92 65.838 66.66 64.96 64.78 64.76 63.70 63.42 63.01 62.72 62.68 62.40 62.20 62.07 61.96 61.92 61.798 61.07 61.44 61.00 60.393 60.04 69.98 69.52 68.68 58.16 57.58 57.50 57.34 56.74 66.014 54.55 64.21 53.61 53.27 50.109 49.43 48.99 48.63 48.32 46.668 46.274 46.16 46.001 36.53 7.56 6.05 13.00 3.41 3.72 3.30 3.42 6.068 6.16 5.089 3.62 4.756 4.60 6.077 4.207 6.66 7.32 5.645 10.844 6.309 5.643 3.53 12.38 7.886 3.46 2.94 2.37 6.58 1.96 3.34 2.75 3.44 2.03 5.20 8.20 1.09 10.69 8.54 .199 3.59 5.40 2.86 6.001 3.80 2.01 4.262 8.05 2.26 3.80 7.67 7.00 6.76 13.161 6.85 5.14 3.19 4.29 12. 753 12.07 14.27 9.36 5.78 15.08 8.349 12.86 14. 322 19.54 .331 .198 .234 .365 .108 .098 .623 .837 .014 .225 .121 .274 .173 .466 .664 1.00 .14 .713 .162 .609 .147 .413 .077 1.280 .483 .024 .119 .894 .226 .427 .172 .299 .248 1.76 .022 .129 .435 1.96 .424 .278 .185 1.12 .175 .167 .202 1.166 .274 .461 .097 2.88 .201 .807 .384 .106 .414 .414 .399 .145 .639 .672 .200 .164 .192 .217 .663 .565 2.58 1.11 .409 .133 .201 .084 .118 ,_ 1.849 .69 .803 .27 1.347 2.417 1.089 .701 1.289 1.617 1.342 .751 1.011 1.17 1.421 1.04 .90 .83 1.48 1.43 1.43 1.55 1.29 1.29 1.24 1.20 1.31 .90 1.40 1.02 1.00 2.94 2.59 2.16 1.35 2.00 2.139 1.34 1.47 1.60 .89 .98 1.86 3.768 1.51 2.34 2.43 2.00 3.642 2.22 1.33 1.05 3.32 3.191 4.00 2.05 1.998 1.18 .889 .203 .853 Henrietta .300 .463 .416 .359 .551 .650 .401 .314 .300 .790 .752 .534 .318 .603 .423 .340 . 702 1.12 1.07 1.23 .867 .504 1.06 1.61 .406 1.602 1.17 .402 .703 .826 .502 .4;n .344 .433 3.78 1.22 PikesTille .438 (7) SPECIAL ANALYSES OF VARIOUS COALS TO DETERMINE THEIR LIABILITY TO SPONTANEOUS IGNITION. The Bureau early iu the year 1898 sent to many dealers requesting them to furnish samples of the dif- ferent kinds of coal handled by them for the purpose of making tests to determine their liability to spon- taneous ignition. These tests were made at the Washington Navy-Yard. The chemist, in submitting the results of these tests, says : "A series of investigations led Lewis, Richter, and others to the conclusion that the principal cause of a coal's liability to spontaneous ignition is its power of absorbing oxygen from the atmosphere, a characteristic closely connected with, and under certain conditions indicated by, the coal's power of absorbing moisture. A secondary cause of self-ignition, though only in wet coal, is the presence of pyrites, indicated by the amount of sulphur determined. An acce*|ory, though by no means a cause, is the combustible volatile matter, which, when a coal, through primary causes, has reached its ignition point, naturally will furnish fuel for a lively combustion. "The determinations of sulphur and combustible volatile matter were made in the customary way. Not knowing, however, the history and treatment of the coals submitted before they reached me, I had to subject them to a preliminary air-drying of two weeks' duration before determining the moisture and the oxygen absorption, taking care, of course, to protect them against rain." The following are the results : Combustible Tolatile matter. Increase n weight at 260° F. "Argyle," from Argyle Coal Company, Cambria County, Pa "Aurora," from Aurora Coal Company, mines at Summerhill, near South Fork, Cambria County, Pa "Portage," from the Hopper Company, mines at Portage, Cambria County, Pa "Altoona," from Altoona Coal and Coke Company, mines at Kittanning Point, Blair County, Pa "Tom's Creek," from Tom's Creek Coal and Coke Company "Mt. Vernon, No. 6," Houtzdale, Pa., from the United Collieriee Company "Loyal Hanna," Bumside mine, from Loyal Hanna Coal and Coke Company " Loyal Hanna," from Loyal Hanna Coal and Coke Company, Mine No. 1 "Pocahontas," from Castner, Curran & Bullitt "Pocahontas," from F. H. Chappel & Co., New London, Conn "Standard Eureka," from Berwind-White Coal Mining Company "Morrisdale," from Morrisdale Coal Mining Company, Morrisdale, Pa " Bed ' B,' Shaft 2," from Blorrisdalo Coal Mining Company, Morrisdale, Pa "Morrisdale," Six Mile Run, from Morrisdale Coal Mining Company, Cunard Mine "Pardee Anthracite," from Pardee Colliery, Pattou, Pa., from David Duncan & Son "Pardee Bituminous," from David Duncan & Son "Old Pardee, No. 2," from Peale, Peacock & Kerr ^ "Old Pardee, No. 9," from Peale, Peacock & Kerr "George's Creek," from Black, Sheridan, Wilson & Co.'s mines, furnished by Interstate Coal and Coke Company, Baltimore, Md "George's Creek," Big Vein, from L. M. Hamilton & Co., Baltimore, Md "George's Creek," Small Vein, from L. M. Hamilton A Co., Baltimore, Md "George's Creek," from E. B. Townsend, Boston, Mass "Wellington," from Dunsmuir & Sons, San Francisco, Cal "Black Diamond," from Black Diamond Coal and Coke Company, Rnoxville, Tenn "Elk Garden," from Davis Coal and Coke Company, Baltimore, Md "Webster Bituminous," New Central Coal Company, Cumberland, furnished by E. 6. Townsend, Boston, Mass "Comox," from Dunsmuir & Sons, San Francisco, Cal "Cumberland," furnished by F. H. Chappel & Co., New London, Conn "Big Vein Cumberland," from Merchants' Coal Company, Baltimore, Md "New Kiver Kanawha," from Richmond, Va "Thomas Steam Coal," from Davis Coal and Coke Company, Piedmont, W. Va "Big Bend," from Twin Rocks, Cambria County, Pa., furnished by Van Dusen Bros. & Co., Philadelphia, Pa "Bloomington," from Peale, Peacock & Kerr "Bonanza," from Peale, Peacock & Kerr "Rockhill," from Peale, Peacock & Kerr 1. 100 1.25 1.03 1.15 1.25 1.38 1.17 1.47 1.38 .763 1.34 1.00 1.27 1.16 .857 1.15 1.47 1.36 1.03 Per cent. 17.00 18.81 19.27 23. 42 29.16 18.86 22.69 29.00 17.32 15.49 12.20 20.78 20.68 14.30 1.38 20.46 28.26 27.12 26.86 20.42 21.30 17.82 16.44 22.59 17.24 25.60 28.26 19.11 19.47 18.95 22.00 18.68 22.60 14.10 13.38 .103 .080 1.73 1.45 .697 .787 1.93 .243 (9) 1 £ 1 s 1 1 ' 1 i 3 j •< ,:> — -wo "3 =3 a! 1 111 ■^1 5 o o1 III ^ s - i 1 ill i 3 i 3 1 1 1 a i 1 •3 1 1 1 1 i 1 1 = £■2 £ >.'• ■= 1 £ Si ^ I'll 3~ ►.■^ m ■^ o - ■•3 OS i 9- 1 S li ll "0 % £2 «c - = 3 S'3 ■5.1; i-S -i IS J, 1 1 >> 3 -I ■2 i 5 lil 3 t-i H -■ 5 1 2 S t is ■^ ^ ^ 1 II = -§3 a £s 11 £"1 11 -r 3 g ■3 ■3 1 Ill 1=3 1 ll- — ** i 3" w a i 3 £ 1 1 lili 3:2 J 1.- =1 "i ill ill III So S e ^ " III pi 1 1 3 1 1 i 1 £ 1 a. 1 1 >» s 1 1 1 3 1 1 1 3 2 3 ^ S u:-5 £-•33 ° = o J £3 = 3 > aj^ E 2 3 |l| S £- «• Itll £ 1 j 111 lli ill •3 .31 III m ill 5-3 1 = li 1 = 1 1 tl 1 1 1 1 I I" 1 1 1 s §-■ >^o3 111 >>l . — .Mr! SS = l"| III lil 3 3 1 1 i il ■3 5 p i II S - tH o IK » n n n a ^ H u P3 c >>c. ^ o *; I J J * ■« i 9**" ^i "3 a i? = ■w " 1 1 2. Is. < 1 II •^ i ? s g g "i ? ? g S S P § ^ p 3 p 6 ei ^- ^•• (5 la" ^" co" t-* (J- t-" m" ^' s" 1-" =' :^ ^ d > " 1 3 < ►^ ^ N |s 12 s i s S s s ?! 5 t^ o ^ 3: = ^ g V sl.a -•^ ^. ^ o i -o ^ «o w © S S s 3^ »- t^ i CO --' f^ 31 •-'^ ^_ *^. (T ^ «) — d CJ a.' ■^ -»■ "^ ■w M " rj- ^ « n ■^ V -w CC ■^ i 1 o c 1 r- i to „ t- s ^ 00 *© h o d d 0" tf li:-- — ^ ^ "" ^ r^ ^ *- m o» o> Oi w 00 CO 00 CO 00 ■* ■{BOO JO pnnod is s o »■ 5i ^ a> ■* 00 V ""•a M ii^i is g ^ ^ s ^ ^ o 3 ^. "-■ > ^ > >• >• > ^ >^ ;- > >■ > >• ^ Si; £ a £ s s i ^ » s t S * S > ^ s ■= S S ;z ^ is iz X ;! :« z S Z z SC Z ^ ^ Z 1 2 ; ■a a a a a 2 3 ■> ^ 5 ■« ii 3 ° ■ ■£ is Sis III ■a 1-3 li -3 5 a i 1 si 5^ -6 ll u o 5 O n a z u € 6 K o a s ^~ Q n ia-' •3 1 «: =3 i ; 3 _© 1 ! ^ j i < 5 ■ ; j : 2 y S 1 1 1 1 1 a 1 s 1 a 1 B c g 5 J z (10) I s's-s-^-'i'-s j see's Is fed S aj= < I ij: » = =„ g o S I f glO r '&3J = 2'."'"|aSi = l:i £H2l>i^ S|| |||g |||i.sM '. t^c cSS = ^c^ a"^ 1^ p B -s £^ 0° «^ s" ■§1 ii g li s X- « CC « *"■ « tc (D « "" *" "" 18 81 »18 1 18 3 9 14 1 18 21 19 ^11 3 18 6 10 "18 84 '18 IJ 11 7 9 18 10 OJ 16 2} 820 «18 9 10 1 6 2 9 lOJ 8 6 ^9 Oi 9 6 '1""6" \ 9 lis 9 7 "^9 0} 1 8 6 2t 3 2i 3 2x4 2i 2 2i 2} 2 2 2i •ii if 21 2i 2J It 21 3 2 21 21 {t\ 2i ? 4 21 H 21 2^ 23 "^" 21 3 ""211 12 6 8 18 2 32 4 12 16 4 6 12 •48 «16 12 3 >4 «8 8 8 3 32 24 14 4 24 H »8 2 16 32 18 4 •48 •16 16 8 14 4 4 •i »8 6 24 24 4 48 32 32 4 32 3 24 12 24 18 24 12 4 6 18 12 2 M 4 j- 8 2 34 36 34 36 8'0" 39 43 54 2' 9" '46H »42| «H 40 32 «i 40 34 2' 10 J" 35i 84 «i 68" 84 6'U" 82 72 69 84 81 6' 10" 76 78| 69 6' 9" ;82A e::::: e6 da e4 dl8 1 2 1 2 lOJ 31 10? 31 8 3 8 3 li 6 6 7 5 7 2 5 2 41 Sq.ft. 192.6 126 128.4 378 98 I 676 78 220 382 120 Sq./I. 4, 940. 4 3, 375. 2 3,135.6 Amphitrite 8,800 3,620 45 76 70 { I'M 81 '"76" 6' 9" 72 el6 d4 /* eS e2 d rfl2 «e24 •68 '\ •2 3 2 2 a 2 9 11 - 31 18 °l V 24 ? 6 6 lOJ 61 4 8 7 6 a6 3 8 10 8 4 •4 •3 a4 •6 • 6 at 8 9 4 a4 4 a4 8 7 m6 7 mS aS 8 4 4 a4 I' 1? 4 1 4 6 105 9 10 I* 10 8 lOJ 8 a3 4 5 6 6 2 •7 •6 a6 a5 5 7 7 7 lOJ ll* t\ 9 f, 10 11 10 3 3 2 9 3 4 11 \' 17,176 2,640.94 Bennington 8,092 8,920 4,590 ■Cincinnati - i 617 Si, 408 220 58i i 368 I 270 128.44 54 616 756 i 342 120 673. 84 I 414 98 266.88 616 378 91 M,520 256 200 290.6 383.24 ^ 401 20, 179 45,221 8,092 1,766 10,978 40 81 68 6' 3" 81 1 6 1 51 3 1 1 3 9 9 5 7 m9 10 m4 a7 6 9 7 a7 2,966.20 1,904 4 3 2 2 8 3 2 8 4 6 2 8 8 4 2 2 4 3 2 4 * 2 6 4 4 2 4 3 8 4 4 3 6 4 4 2 6 3 4 2 39 ■ 36^' 69 3'8J" 3'8J"i 6' 9" 19,194.64 24, 082 U.E rr.?'.'.? 36 48 84 81 82 1925 '881 6'ir 68 69 84 78 «84 •78 67 78 8,661 S.E. ""S^E." S.E. 1 "TeT" S.E. \- S.E. Cyl. fire tube. S.E. S.E. 8.E. S.E. }..-„.. S.E. ^ I availal "sTeV" 9 3 14 8 11 8 9 6 9 15 12 9 6 ns 9 »15 3 9 12 2 4,690 ...... 2 4 8 4 2 4 j 46 44J 8'0" 34 39 36 42 «42J »41}| 34 48i 19, 016. 52 Marblehead 2 D.E. 11,057 3,620 "T 2 2 2 A S.E. D.E. S.E. 8.B. D.E. S.E. S.E. S.E. S.E. Ward. D.E. Martin water tube. "lb" 'e8 el6 <118 e2 «e24 •«8 e8 dS '"dV "'di 4 1 m2 2 2 •2 '2 a2 2 2 31 3 2i 2J 61 8 me 3 8 •6 •6 a4 8 4 9 10 2 6 m9 7 5 «9 •9 ii5 5 7 1 3 •tl 2 'I' 10 2 4 6, 587. 2 MassachuSHtts 3Iiantononiuh 19,194.64 8,800 2,572 Minneapolis 50,147 6, 674. 4 Monadnock 6,241.76 6,594 Monterey < 11 2 11 11 8 10 13 6 |l2 1 10 6 16 9 15 3 15 8'8"x 8'1" 14 10 9 13 514 4 »13 4 14 8 le. 12 14 9 10 6 7 11 10 7 1^9 21 2 2J ""211 3 44iJ «24 44| 2' 9" 3'0" 3' 3" «1S 44|] 35J 36A .SfiJU 76J 1122 } \m\ '89* •86' 6' 10" 72 6' 8" 6' 6" 76 76 69 84 72 8'0" 7'0" 76 79 84 78 69 6'0" 6'0" I y 46 70 76 70 46 d4 '(14 •d8 d gli / d e24 el6 el6 e2 J 16 2 2 o2 4 al 41 18 6 10 4 4 at 4 4 a7 7 4 4 6 8 7 o7 2 7 5 9 u 4 14,785.08 11 8 1 8 10J9 6 3 10 15 3 10 ill 6 ■18 8i »18 1 12 6 19 45 17 10 10 6 18 21 3 18 18 20 10 10 20 3J 19 2 10 0* 18 19 llj 10 6 10 4| ^9 OJ 7 11 13 6 8 6 10 Hi 8 6 --{ 8 3 9 lOJ 10,978 is, 614 480 78 |l,052 824 616 93 646. 4 ISO 560 I 617 653 378 531.6 195 60 126 17,295.21 2 2 2 1 2 S.E.' D.E. D.E. D.E. G.B. D.E. Herre- shoff. S.E. D.E. D.B. Nodat S.E. D.E. G.B. S.E. S.E. D.E. G.B. 2i 21 n 92? ■"3 21 11 3 21 21 3 ^ 2 2J 21 21 21 e4 di el 2 2 a2 2 in 2 3 mi 2 1 6 61 6 4 7 a4 6 m6 7 m3 61 0" 1 7 61 8 6 6 9 a5 9 m9 3 m9 if 10 6 3 91 3 2,624 32,968 28, 298. 84 19, 194. 64 2,796 New York Philadelphia 39 6' 7" 3' 4" Hm H^ 45 36 42 37 3'3J" 3'8H" 36, 20, 988. 79 8,010 76 d dl2 d24 dl8 d24 ''d di} 2 52 •2 a2 2 2 1 4 2 1 2 ? ^^ 6 2 11 3 54 53 a4 4 3 4 8 4 7 8 6 105 21 s 1 8 '7 •6 a6 9 7 8 5 6 6 2 4J 4 ? 3 3 2 12,707 20,179 19,667.56 ■San Francisco 8,800 16,912.4 8,981.3 Vesuvius - 4,800 Yankee Torktown 9 9 17 9 21 40 69 /* 3 9 8 10 5 11 220 8,092 'One. 'Four. 'Three. * Externally fired. »Two. •Six. 'Diaphram plate. 'Height. 'Stay. '"Ordinary. " Vertical flro tube. "Internal. "Diameter. '* Height of furnace, 22". (13) SHIPS' TESTS. ALPHABETICALLY ARRANGED. S. Doc. 313, 59-1 2 (15) 16 ABECABX. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Pounds of coal 1 sumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Where received. Price From whom. '^ton. General ap- pearance aa to lump and Black. How long in store. From under or not. Average I. HP. of main engines. Estimated H. P. of iliaries. San Francisco. TOUM. 627 Smyrn. Oliver & Co $4.08 Fair pro- portion . f lumps. Taken from Bteamer. Under. 10 hours Clean ... Assisted draft. Good Sg.fl. 276.5 Knols. 9.8 948 70 3,220 ACME. No data- 2,200 ALBION CARDIFF. CHEMICAL ANALYSIS MADE AT NA\'Y YARD, WASHINGTON, D. C. Noncombusti- Moisture. ble volatile matter. Combustible Increase in volatile 1 Fixed carbon. Ash. Sulphur. weight at matter. ! 250° F. 1.62 1.17 14.91 69.92 12.38 0.077 0.463 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Adams . .\dam9 - Alert. Alert.. Alert.. Alert- Alert. Ap- proxi- mate bunker capac- ity. Where received. Sail Diego, Cal. 190 I .\capulco, Jlex. do. - San Francisco.. San Diego, Cal. Mare Island ... San Diego, Cal. Acapulco^ Mex ... 1, 143 Mare Island . General ap- Price pearance as t( perton. lump and Fernandez & Co. do John L. How- ard. Spreckles Bros. G. S. K Spreckles Bros. Fernandez & Co. j G. S. K I G. B. Penna & 87.14 7.95 10.00 18.00 18.00 7.14 10.00 7.96 10.25 18.00 Large propor- tion of lump: free from slack, etc. 30 per cent tump. About 50 per cent lump. About 60 pel cent lump. Run of the 5.62 Good, clean, large pro- portion o f lump. 2 months. From arriv- ing vessel. 4 months- 1 week — . 3 months. 4 mouths. Just ar'v'd Not ...I -do -do Dnder. do 30 hours 14 hours Not 50 hours -do I 21 hours. ..do I 60 hours, 20 j minutes. Under-! 15 hours days, 22 ship. hours. . 89.41 .-do Fair Fairly clean. Fair -do Good -do -do Clean at begin- ning. Tried with forced or Kind of natural draft, draft. do do .do. I do. do- ' do- Area of grate I Pounds Average; Estimated of coal Average I.H.P. , H. P. of , con- speed, 'of main j aux- sumed engines, iliaries. per I hour. -do -do ...do do 2 hours forced, 3} hours natu- ral, rest of time assisted. Natural — 5. 5214 6.62 9.6 10.64 10.16 10.7 None : -do — ..do.. ..do-. 1,260 1,360 1,260 1,330 1,470 5, 299. ■ 17 Knots per ton of cual I consumed for all I purposes. Revoln- tions of engines. cent of refuse. Dry. ABECARN. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Is this coal suited Any I undue heat- I How long ing ship iiut of of I dock ? smoke tack ? Condition of I ^^^"-^ ship's bottom. 7„7^7»' upon speed. No Not swept_ 2.7 Heavy smoke ! Not large No No Water-tube boilers.; Yes,, No — IG days \ Poor. ALBION CARDIFF. BOILER TESTS MADE AT NAVY YARD, 3IARE ISLAND. Tern- Coal per Water Equiva- I I Water p . hour per evapo- lent evap- Steam , , evaporated ^„„. j ?q"are rated , t^-S'™ J Refuse. P™^%re oV '''?P='^.'" (<=a'™- L„m«1. I f""*"' P"^ I .t2l2» I P" I feed i grate pound per pound; " gauge. „3,^^_ of uptake. urface. , of coal, i ofcoaL 28,562.36 3,150 Lbf. [Per cent. The refuse resulted almost wholly from hauling the fin gether with a small quantity of soot. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knotsper j,.„j,,„ "'n°'^°edl "°- "f consumed t rnain f"'«" en^ties. purposes. I ° Per cent of refuse. Dry. ing of fires Boot How often :ubea swept? Is this' ^S'' . .undue t ■r.j'heat-i How long iXfl ing ship out o^f 'forced' Jfj "-"' Condition of 'l„^\"' ship's bottom, anj^^i,,' upon speed. 15.5 38 14.17 55.87 12. 08 69.. 25 15.46 40.73 12.89 54.48 65.60 65.40 66.05 63.27 dur- 29 davs Small — do do_- do_- 13. 5 Light gray Kot large I ' do No No .. No _-' do No 2-day inter\'al5 No ' ; trial. ' No [ 48-hour intervals — do _ No No-_! 4 davs Not i No tried. 1 I No— No.. 48-honrintenais.._ No , trial, No No 72-hour iutervals do. Clean . Foul _. 277 days- No -_ 166 days 216 days-— 33^ months No_ -do_ 0-hour intervals- ^do. No Every other day : Yea _ No do do _ do I None — Very foul ] Minus 1__. Somewhat ! None__ foul. i 22 days Clean No 45 days do 1 month do ALBION CARDIFF— Continued. SHIPS' TESTS, ALPHABETICALLY ARRANGED— Continued. Soal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Average I.H.P. of main engines. Estimated H.P.of iliariee. Pounds of coal j sumed per hour. Name ol' ship. Ap. proxi- mate bunker capac- ity. Where received. From whom. Price per too. General ap- pearance as to lump and Black. How long in store. From under cover or not. Bfuniiiglon — Tont. 403 Sau Francisco-- J. L. Howard, contractor. No invoice ceived. Moderately lumpy. Unknown _ Under- 6 days, 8 hours, 44 minutes. Clean Natural Fair Sq. ft. 165 Knott. 111.88 726.32 38.9 2,037 Concord 401 do Jno.L.Howard. ?«.66 Good, clean coal. 40 days Not 6 hours — do do -do 165 11.66 800.1 40 2,360 Mare Island G. S. K 7.95 Small per ct. of lump. Unknown _ Not known. 10 hours -do .-..do Good 110 8.7 450 40 1,600 Navy Y'd, Mare Island. do 7.95 Principally slack. Kec'dfroms brought al chooner ongside. 55. 24 hours. Good do -do 63.3 9 206. 95 1.5 730 Detroit 340 Funchal, Ma- deira. Blandy Brus. & Co. 4.62 Large per cent lump. Unknown _ Under- 73 hours Clean — do -do 265.5 11.4 1, 633. 7 30 4,234 Marietta a^e Mare Island __- John Howard, San Francis- co, Cal. 7.95 Large per cent slack. do From open lighter. 48 hours Good do ..do 94 10.2 S. 306.47 P. 307.42 = 613.89 18 1,418.5 Navy Y'd, Mar, Island. J. L. Howard, San Francis- co, Cal. 7.95 Good do -do — 47. 97 luiurs. -do do ..do 94 10.68 531.6 18 1,240 Mariettii do do 7.95 do do --do 63. 76 hours- --do do .-do 94 9.56 365.2 16 961 Marietta 1 do ___. do 7.95 -__do --do -do 47. 63 hours- -do do -do 47 9.63 343 17 842 Marietta ]....do -do 7.9.-. --do do -do- 35. 55 hours- -do - do -do 47 8.57 267 17 696 Callao, Peru — W. E. Grace * Co. 15.011 Am. gold. Fair -do__.- Not known. 95.67 hours --do do -do 94 10.29 S. 369.65 P. 363.45 = 723 17 1, 709. 7 129 At Payta, from Callao, Peru. .._do 19. (lO Fair amount uf lumps. No infor- mation. No in- forma- tion. 15 hours Clean do Fair to good. 128 6.68 428 1,433 — do 13. 3S Two-thirds lump, clean. No data No data. 19.75 hours. Good do Good 128 7.16 478 1,313 , — do „ . -_do_-. -Ju-. 27 hours -do do -do 128 7.2 511 1,500 1 uf lumps. 150 San Francisco and Mare Is- land. .J.Howard 7.90 Fairly lumpy, lew or no impurities. 8 hours Dirty and full of scale. — do Poor 224 10.2 644 3 2,325 Mai-c Island^-- G.S.K,, Mare Island. 7.95 Fairly lumpy, and some slack. 3 hours Interior of boilers clean, tubes dirty. - do Fair 160 9.46 556.6 3 1,500 MonndlM.ck .. 250 Navy Yard, Mare Island. Oregon Imp. Co , contrac- tors, G.S.K. 7.24 Fair Just dis- charged. From vessel. - ''™" Good do Good.— 200 8.75 2,250 San Francisco- Oregon Imp. Co., contrac- tors, G.S.K. , Mare Island. 7.21 Very dusty, few lumps. Taken from vessel dis- charging. Under. 6 hours ..do .— do -do 200 10.1 3,500 Muiiailtiock .. Mare Island Navy Yard. Oregon Imp. Co. 7.95 About equal proportion of lump and slack. Unknown , -do. .. 243 hours... Clean — All natural draft except 5 hours' forced draft. Fair — . 200 8.81 778. 68 80 2,726 Monterey 236 Sausalito, Cal.. 1 7.14 Good. — 5 months t_ -do — 9 hours Good Assisted }/^" Good 238 9.8 1,220 90 3,726 J The coal whs tak.-n directly from the vessel m which i shipped; in vessel 5 months, including passage. 19 ALBION CARDIFF— Continued. SHIPS' TESTS, ALPHABETICALLY ARRANGED— CoNTINDED. I Knots per I k..._|„. '■"■''" ! engtnes. purposes. ; *' cent of Character , refuse. smoke. i Dry. 3.26 190,110 3.3 S. 188. 51 P. 188. 51 188.51 2.59 2.34 2.18 11.7 11.7 Easily dissipated. Small in amount, Not large. Not large Gray Not large Small in size, but cling to grate ; percentage rath- do-_. ____do-__ Moderate. Light smoke only when firing. Light only when firing, easily dissipated. Easily dissipated. Considerabl clinker an clung to bars. Neither large in size or quan- tity. . do 1 A Is this „„SL coal "°""^ suited ''.f '- for '°8 f°"=,^? smoke ■^^^f" stock? Every two days No__ Once in 48 ho No Once in 60 hours.. Every 24 hours with steam, every 4 hours with air. Prob- ably waste- Not proba- bly fairly well Biiit- Not tried, 24 ;proba-J Every 4 hours with air, every 12 hrs. with steam. Once in 12 ho Every 16 hours _ How long ship out of dock ? . do ___ .___do -_., ^ month Clean Estimated Condition of ' J^J'-^J. ship's bottom, ^nj^^iij' upon speed. Clean . Good_ Partly foul, barnacles and slime. . do Fair Decreased J^ knot. IJ^ knots accelera- tion. Reduced about J^ to 1 knot by head wind and This coal burns freely with a good draft ; adheres together on firing ; very little smoke* lightandsuon dissipated. A very small amount of clinker forms, but does not adhere to the bars and is easily re- moved. The coal was good and burned freely to a white ash with but little clinker. There seemed to be no impurities whatever, and there was no difficulty in keeping a steady pressure of steam. (*} The coal was principally slack, and under forced draft would have been forced up the chimney. "hese four trials were made, the first and second with two boilers and the third and fourth with one boiler, at different speeds, and form part of one continuous run from San Francisco, Cal., to Acapuico, 31exico, with the blec Reduced 34 Ship steaming into moderate toXI^iJOt.; sea on long swell during I trial. None This report covers a run from San Francisco, Cal.. to Hon- ! olulu, H. I. * This coal burned excellently. It is probable that with strong forced draft there would be heavy losses due to the escape unburned of the fine dust of which the main body of this coal is posed. There would be no undue heating of the uptakes and smoke pipe. The firing was done with regularity, and the required pressure of steam was easily maintained, t Difficult to remove clinkers from bars. 20 ALBION CARDIFF— Continued. SHIPS' TEST.S, ALPHABETICALLY ARRANGED— CosTlNC CohI. Tried with forced or natural draft. .\verage speed. Average I. H. P. ofmain engines. Pounds of coal con- sumed Name of Bliip. Ap- proxi- mate bunker capac- ■l.v. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. Length of ; condition "•■"'■ i boilers. Kind of draft. Area of grate surface. Estimated H.P.of aux- iliaries. Oregon Ort^ou Oregon Cregou Petrel 1,594 200 .\capulco, 5lex_ S«n Francisco.. .-_.do-_ - do Sansalito, Cal.. i n lighters from San Francisco. Sausalito, Cal- Sau Francisco.. .\lcorta A Co- Oregon Imp. Co. -...do do do — do S18.00 7.24 7.14 Con- tract price; invoice not re- ceived. 7.25 7.14 7.14 Good 1 -..do do Fair 65 per cent lump. Fair percent- age lump, little im- purities. Lumps Unknown . Under. Noappreci- -.do — able time. d.. do — .\bont 3 Sot___ months. 1 Taken direct from vessel in which it was imported from Cardiff, Wales. 48 hours 63 hours 168 hours 15 days 87 hours syi days 305.84 hours Good __d,i __do __do Clean ... Natural ... do do do do Poor to fair. Good. Fair .... Good to poor. Good Fair Good 552 • .552 414 97.2 93.2 312 Knob. 9.1 11.8 9.91 10.9 10.36 9.6 11.27 2,153 4,684 2,664 2, 100. 9 381.42 354 68 1,456 175 175 175 140 10 8 30 6,691 10, 195 6,391 5,492 1,188 1,110 3,740 rhila.lel|.tiia . 1,085 G.S. K., Navy Yard, Mare Island. in which imported. Not long it was Ships hold. ..do Both ARGTLE. CHEMIC-\L ANALYSIS M.\DE \T NAVY YARD, WASHINGTON, D. C. Sloisture Noncombusti- ble volatile matter. Combustible volatile matter. Fixed larbon. 1 Ash. Sulphur. Increase in 1 weight at ' 250=' F. 1 1 Phosphorus. 1.400 0.697 0.901 2.930 0.803 10. 678 15.277 17.00 80.493 78.193 4.078 4.756 0.421 0.274 0.399 ' Trace. i n.4io 1 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Pouuds 1 of coal Bumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. "Where received. From whom. Price per ton. I General ap- pearance asto 1 How long lump and in store, slack. 1 From under or not. Condition of boilers. Tried with forced or natural draft. Kind of draft. Sii'^' .Average Estimated I.H.P. H.P.of engines, iliaries. Dolphin TOIK. •273 Washington, D. C. G. S. K S2.34 50 per cent Black. Brought from the mines i n unknown. Not — 12 hours____ Clean __. Natural Good ^^- KnoU. 13.25 1,060 30 2,892 AUSTRALIAN. 190 Acapuico, Mex-! P.M.S.S.Co... 20.05 ! 90 per cent Unk I20'4hours_l Fair Natural ___| Fair. ;.09 295 I No BEYNON'S NE-WPOBT ABERCARSE. Raleigh . 460 Bizerts, Tunis _ The Corpora- tion Trading Co., Ltd. 4.46 30 per cent lump; clean coal. About two mouths. No; but! G hours... white- wash 'd outside — 1 Not very! Natural — clean. | Fair 380 8.1 966 60 4,715 21 ALBION CARDIFF— Continued. SHIPS' TESTS, ALPHABETICALLY AKRANGED— Continued. Knots per ,ton of coal consumed for all purposes. Revolu- tions of Coal con- sumed per hour. Per refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of flres sivo? Was soot sive? How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 3.05 2.6 3:47 4.24 20.09 19.13 7.13 73.5 94.9 78.4 76 99.74 93.5 65.92 Lb,. 2.8 2.09 2.25 2.4 3.04 3.31 2.62 8.6 5.8 7.1 10.8 9.44 8.97 8 Moderately dense, dark, easily dis- sipated. Not dense, dark brown, easily dissipated. ....do Moderately deDse. Dark, but easily dissipated. Yes.. No__ No.. No.. No.. No.. No- No.. No__ No.. No.. No- No.. None Yes- Yes.. Yes.. Yes.. Yes.. Yes.. Yes.. No_. No.. No.. No.. No__ No-_ No.. 9 months — 11 months. 10 months. 6 weeks ... 60 days About 3 weeks. 13 days.... Moderat e 1 y foul. do do Clean do do Fair None —do —.do Nil 1 knot Wind light, no effect. Not known Not large do Large in area and thin. Thfn, but large Small Once in 12 hours... Once in 24 hours... Once in 4 days Twice in 8 days Once in 4 days Coal of a remarkably good quality. ABGYLE. BOILER TESTS MADE AT XAVY Y.ARD, NEW YORK. Coal furnished by- Dura- tion of test. Water evaporated (calcu- lated). Coal sumed. Coal per hour per square foot of grate surface. Water evapo- rated per pound of coal. lent evap- oratiOD from and at 2120 of coal. Befuse. «*..» Tem- S'^'K*- water. Tejnperature of uptake. Date. Lump coal. Remarks. Allegheny Coal Co., 813 nth street, Wash- ington, D.C. Hrs. 12 Lb>. 36, 791 Lbt. 5,400 i6». 11.25 Lbs. 6.81 Lb>. 8.0:5 Per ctiit. 12.7 Lbt. Degrees 4i.75 62.16 May 24,'97 This coal is good for hlacksmitbiug purposes. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Kevolu- tions of main engines. Coal sumed per H. P. h^r. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of fires sive? Waa soot exces- Bive? How often were tubes swept? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 10.26 60.3 Lbs. 2.65 5 Not large No_. No_. About every 3 days. TeB_ No__ 11 months. None This coal burned freely and gave no trouble in firing. AUSTRALIAN. 8-hour intervals. BEYNON'S NTEWPOKT ABEBCABSE. No.- No._ Not I :hi8 .-oal was one of the cle est and best which we li< tried upon the station. 22 BLACK DIAMOND. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. Increase in weight at 250° F. Phosphorus. 0.572 0.984 2.138 30.409 22.59 63.036 3.618 0. 227 0.230 0.400 SHIPS' TESTS, ALPHABETICALLY' ARRANGED. Coal. Pounds of coal Bumed per hour. Name of«hip. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and Black. How long in store. From under or not. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Average; Estimated I.H.P.! H.P.of of main aux- engiues. iliaries. Amphitrite Tons. 250 PortKoyal, S.C G. R. Walker, agent. $3.45 Mostly lump. Just receiv- ed. Not 78.7 hours.. Clean ... Natural ... Good Sq.fl. 262 Knots. 7.72 737 30 4,634 Maine 896 -—do Charleston* Western Caro- lina Railway Co. 3.26 About 50 per cent lump. Direct from -do... 3)4 days Clean and good. -..do...... ...do 430. 38 11.8 2,678 400 7,600 Newark 809 ....do R.R.Co.atPort Royal, S.C. 3.75 About 20 to 26 per cent lump. No data No data 10 hours Not very clean. do Fair 270 9.8 914.6 100 3,100 CAHABA. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. weight at 250° F. Phosphorus. 1.030 1.320 3.130 1.900 24. 940 25. 705 67.430 64.329 3.268 6.696 0.192 0.051 0.018 0.003 SHIPS' TESTS, ALPHABETICALLY' ARRANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. .\verage speed. I.H.P. of main Estimated H. P. of iliaries. Pounds of coal sumed per hour. 1 Name of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. Texas Tom 8 Galveston, Tex. Fowler 4 Mc- Vitie, Galves- ton Coal Con- tractor. $6.60 No data ... No data 24 hours Ri. /I. 531.6 Knott. 10. 1 CAMBRIAN NAVIGATION. Minneapolis..! 1,891 | Genoa, Italy... Dufont&Biuzzo ?4.14 Good 6 days Under. 72 hours Cle Good 660.1 10.4 1,420 23 BLACK DIAMOND. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of en''gi'nes. Coal sumed per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of fires Was soot exces- sive? How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- smoke stack? How long ship out of dock? Condition of ship's bottom. Kstimated e fleet of wind, sea, upon speed. Remarks. 4.03 3.64 7.01 Lbs. 8 8.5 7.61 Dense, dark-gray color, not easily dissipated. Very dense, dark, not easily dissi- pated. Darkand not very readily dissipa- ted. Not large No— No.. No.. Large quan- tity. No.. Not very. No- No__ No- 3 months — 6 months 2 month8__ Fairly clean. Fair Fairly clean _ 83.57 60 2.3 3.0554 Not well suited None do This coal is very free burning, and gives off much flame. Even with natural draft mure than 25 pounds per square foot of grate per hour was burned for a short lime, when not on an allowance. With forced draft undue heating of smoke pipes, etc., would be expected. The manner in which this coal burns and its t;eneral effi- ciency aie very satisfactory. Once in 48 hours — *Not enough steaming data tu judge, but probably i CAHABA. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Kevohi- tions of main engines. Coal sumed per H. P. h^ou-r. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- fires sive? Was soot sive? How often were tubes swept"? Is this coal suited for forced draft? Any undue heat- 'o7 smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 3.53 Lbs. 3. SB 9 _ _ On arrival in port . 1 1 24 days. CAMBRIAN NAVIGATION. Not large : No | No_ Each 48 hours I be- No. .| Not 2 weeks : CI 24 CARDIFF. TEST.', ALPHABETICALLY AEKANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Average I. HP. of main Estimated H.P.of iliaries. Pounds of coal Bumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. BoEton Tom. 495 NaEEsaki, Japan. M. Gerisburg & Co. SU.68 About 30 per cent lump. 1 week Under. 30 hours Fair Natural ... Fair Sq.ft. 286.60 Knott. 10.73 939.2 90 4,113.3 Kobe, Japan... Geo. J. Perry &Co. 11.94 About 25 per cent lump. Directfrom steamer. -do 68 hours -do . do ..do 286, 60 9.06 749. 62 90 4, 040. 8 Boeton Chemulpo, Korea. M. Gerisburg* Co. 13.54 About 30 per cent lump. Abont 6 months. .-.do 48 hours ..do ..-do Good 286.6 10.25 1,145.83 120 3,708.01 Bustun __ Nagasaki, Japan. ...-do 11.45 About 40 per cent lump. About 5 months. —do 64 hours, 35 minutes. —do do -.do 286.6 10.44 1,149.60 120 3,954.5 "Miantouomoh 2li0 \ Key West, Fla- Eugliehsteamer " Restormel." 3.87 Appeared to be weath- ered. Not known. From hold of vessel. 10 days, whileon blockade. Fair, tubes scaled. do Fair From 246. to 266.5. No rec- ord ; on block- ade. No rec- ord; on block- ade. No rec- ord. 1,600 Monocacv.... •229 Shanchai, China L.Chenler&Co. 9.55 Fair . do Under. 10 days, anchoring nights. Clean — —do -do 19 feet in each furnace. Steam- ing up Tangtse 600 No auxil- iaries. 2,398 Mouocacy do do 9.06 do -—do ..do do ..do do ..do -do —do 600 ..do 2,398 Monocaiy.___ 1....0 ......__. 11.08 ....do 3 weeks — . ..do 6 days, anchoring nights. Good —-do —do 266 -do 689 None 3,360 JTi.nocftcj- do 10.25 do -do -.do .- do - - ..do do ..do 266 ..do 689 .-do 3,360 Paymaster 12.25 Good propor- tion of lump. Unknown - Not 16 hours ..do -—do —do 315 7.3 3,217 W. I. CLEARFIELD. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. Increase in weight at 250° F. Phosphorus. 0.831 1.019 17. 969 70.036 8.729 1.416 0.481 0.005 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Average I.H.P. of main engines. Estimated H. P. of iliaries. Pounds of coal con- sumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. MTiere received. From whom. • Price per ton. General ap- pearance as to lump aud slack. How long in store. From under cover or not. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate Buriace. Average speed. Alliance Aiiiphitrite — Tom. 169 250 1,795 Navy T'd, New York. Tompkinsville. League Island, Pa. •Clearfield Coal Co. *G. S. K., Navy Y'ard, New York. G.S.K 82.00 2.00 1.63 Slack 65 per cent slack. Fair per cent lump. Direct from mines. Unknown . Direct from Direct from Not ..do 12 houre 28 hours 24 hours Good Clean ... Good and clean. Natural do ....do Good Fair .... Good Sq.ft. 96.3 378 467 Knoll. 4.4 8.7 10.8 102.1 658.2 2, 660. 09 None 36 177 1,000 3,316 8,614 mines. *FroTn Empire Big Vein Mine. Knots per ton of coal consumed j for all purposes. Coal Bumed per H.P. cent of refuse. Dry. CARDIFF. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Is this!j,-^5J^ /??',jheat- Ho suited . „ „.. for I '"g ^^'f- — 'f„I.„L' "f dock ,^0"^?' smoke I*™** '-stack? long out of Estimated Condition of' ^.T^ct of ship's bottom. ^„j^i7^' upon speed. 5.58 5.02 6.18 6.614 (•) Steaming against current. 47.4 44.0 48.09 47.'8 6.037 11.82 14.45 0.993 Easily dissipated. Not large. Easily dissipated. ._do No__ No.. Every 60 hours -. Tes _| No ! Every 48 hours No do' Every 60 hours Every 3 days do No.. Once in 24 hours.. No do Nol. No_-_' do No.. No..! Once in 48 hours., 62 days. 76 days. 230 days Slightly foul. ...-do Foul No 6 days No__ 21 months. Cle . do Fair *Ship lying-to a larf;e portion of the time, and speed variable. CLEARFIELD. BOILER TESTS M.\DE AT NAVY YARD, NEW YORK. Coal furnished by- Dura- tion of test. 1 Coal per Water 1 „ , hour per evaporated [ '"" square (calcu- I „ .", foot of lated). j™'""^' grate j surface. Water evapo- rated per pound of coal. lent evsp- from and at SliO per pound of coal. Refuse. Steam pressure per gauge. Tem- i.*!^!!'!".- Temperature 'feed' ofSptake. water. Date. Lump coal. Bemarks. II. Duncan A- Son Hr«. Lbn. i lbs. 24.66 77.874 ' 11.400 U>. i Lb,. 12. 165 ! 6.831 Lhi. Per cent. 7. 454 16. 03 Lb,. Lead fused Aug. 9, 'ii3 Per cent. 5 Burned freely. Moderately long yellow flame. Cakes and breaks into small pieces. Clinkers large. Dark-gray ash and lead-colored smoke. Soot black and in large grains, evidently large per cent of carbon. Lumps contained traces of iron pyrites and earthy matter. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of main engines. Coal ii^'cenrof ^% refuse. per- K^' hour. Character of smoke. Quantity of clinkers. Was work- ing of fires sive? Was soot How often were tubes swept ? Is this coal suited for forced draft? Any uudue heat- ing of smoke stack? How long ship out of dock? Condition of sbip'sbottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 9.86 5.38 2.87 . Lbs. 33.3 1 9.8 52.6 4.88 67.2 1 3 10 8.5 Not hoisted out reg- ularly. Dense, dark Considerable and small. Yes.. NO.. No.. Yes.. No.. No._ Every 12 hours Once iu 24 hours Not during trial — Not deter- min- ed. No data. No trial. No__ No.. No.. 4 days 5 mouths About 130 days. Good Little or sipated. Dark brown, eas- ily dissipated. Not excessive Slightly foul. No effect .. Steaming in squadron. 26 CLEARFIELD— Continued. SHIPS- TESTS, ALPHABETICALLY ARRANGED— CoNTI^• Ap- Name of ship. | proxi- I cu|)ac- i ity. I General ap- Price pearance ae to per ton. lump aud slack. From HiSV -' uDder Tried with forced or natural draft. I Pounds Average Estimated' of coal Average; I. H. P. I H.P.of speed, of main I aux- sumed engines.' itit hour. Navy Yd, New *MorriBdaleCoal| SI. 90 York. Co., Mine I No. 3. 1 do '*ClearfieId Coal Massachusetts Massacbusetts . Massacbu sts . New Orleai Newport _ I do New Y'ork *MorrisdaIeCoal Clearfield Coal Yankee 1,000 Fresh from i 24 h ours. . Slack and im- pure, largt per cent. 1.901 Fair, very lit- ' tie lump. 1.00 Large pro- portion of slack. No impurities observed. Clearfield Coal 2.00 SmaJI pe Poor, fine, a good deal of slack. Rec'd frum 24 hours Good, Excellent 4 hours Good 10.68 12,833.5 13.2 10.27 1,491 267. 61 3,300; no iudi- cator. *From Empire Big Vein Mine. t Received from i>artially discharged llghte COALBROOKE VALE. 627 Lisbon, .\becassir Bro8-l 22 ehil- 40 per cent From 10 hours ' Clean ___| Forced Fail lings. lump. ship. 563 12.9 Est. 75 COMOX. CHEMICAL ANALYSIS MADE AT N'AVT YARD, WASHINGTON, D. C. Moisture. NoncombuBti- ble volatile matter. Combustible volatile matter. Fixed carbon. .^h. Increase in Sulphur. weight at 1 250° F. Phosphorus. 0.745 1.6a5 22.717 58.400 15. 867 0.666 0.830 0.021 27 CLEARFIELD— CosTliOJED. SHIPS' TESTS, ALPHABETICALLY ABBASGED— CoxT (Knots per •o„^„^„ consamed | «,»;« ^«'' »" I engines. purposes. '^ Per cent of refuse. Dry. ?oal '"'E AT NAVY YARD, 'n'ASHINCrTON, D. C. Moisture. Noncombusti- Combustible ble volatile , volatile matter. matter. Fixed carbon. Ash. Sulphur. weight at 260° F. Phosphorus. 1.062 0.978 15.115 78.145 4.406 0.2M U.277 0.015 SHIPS' TESTS, ALPHABETICALLY ABRAMGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Pounds of coal con- sumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. Average I.H.P. of ain engines. Estimated H. P.of iliaries. Marion Tom. 129 Panama do Jiqnilisco Bay, San Salvador. Panama K. R. Co. .—do —.do $9.85 9.85 9.85 No lumps.— Small per ct. lump. ....do No infor- mation. 3 months.. No data-- Not... ..do ... No data. 18 hours 71 hours 59 hours, 34 minutes. Good Clean Natural ... do Fair -do Good .... Sq.A 128 128 160 KmU. 1,317 1,374 1,783 5. 81 409 35 DtrCKENFIELD (AUSTRALIAN). BOILER TESTS MADE AT NAVY YARD, MARE ISLAND, CAL. Colli furnished b)- Dura- tion of test. Water evaporated (calcu- lated). Coal sumed. Coal per Water hour per evapo- square rated foot of per grate pound surface, of coal. Equiva- leDt evap- Steam fr|^ Refuse. P"-"'' per pound gauge, of coai. Tern- trr^oV^ Temperature fted "f-P"-"- water. Date. Lump coal. Remarks. J. W. Holihan, P. A. Engioeer, ir.s.N. Hrs. 12 Us. 23, 650 Us. 4, 1'i'i Uh. i Us. 15.28 [ 6.733 Lhs. iPer cent.' Lbs. 6.717 12.59 42.3 69.2 Aug. 8, '98. • SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all puri)0se8. Revolu- tions of engines. Coal sumed per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing fires exces- sive? Was soot sive? How often were tubes swept? Is this cual suited for forced draft? Any undue heat- 'of smoke stack? How lODg ship out of dock? Conditiou of ship's bottom. Estimated effect of and sails upon speed. Remarks. 7.23 12.23 4.12 88.8 S. 167. 47 P. 107. 63 167.6 77.1 Us. 3.36 3.29 2. ,56 14.4 15.7 16.8 Dense, dark in color. Dense Burned to a heavy ash. ftloderate Not large Yes. Yis_ No-. Yes. Yes, very. No-. Once in 12 hours with steam. Tubcscleaned every 12 hours with steam; every 4 hours with air jet and blowers. Once a day No.. Not suited for forced ornat- ural. Yes. Yes. Yes- No.. 2 mouths, 16 days. 7 mouths. 20 days Fairly clean; thin coat- ing of bar- nacles. Probably foul, jndg- i u g f I'om speed rela- tive to rev- olutions. .25 knot per hour. No effect „ This coal burned with a long flame, leaviug a light coke that burued rapidly, and with a thick layer of ash. (J) Last two daysof run draft poor owiugtowiiid beiug astern. Dark JThe coal reported upon above was poor in quality and formed an excessive quantity of soot. The air jets were used every watch, the steam Rweeper.s linutes of each watch at a high speed to clean the tubes, but their combined use failed to keep the tubes clean and the draft from becomiug choked. ELK GARDEN. BOILER TESTS MADE AT XAVY YARD, NEW YORK. Coal furnished by- Dura- tion of test. Water evaporated (calcu- lated). Coal sumed. Coal per hour per foot of grate surface. Water evapo- rated per pound of coal. Equiva. lent evap- frcm aail atiliO per pound of coal. Refuse. Steam pressure per gauge. Tem- pera- ture of feed Temperature of uptake. Date. Lump coal. Remarks. Davis Coal and Coke Co. Davis Coal and Coke Co. Hrs. 24.5 24.75 Us. 86, 909 87, 243 Us. 11,280 11,400 Us. 12.116 12,12'J • Us. 7.7047 7. G53 Us. 9.02 8. 9.18 Per cettl. 10.3258 11.36 Us. 39.96 37.11 70 72 683.2 Zinc fused- — Oct. 27, '94 Aug. 7, '93 33percent- 5 per cent . Burned freely. Short orange flame. Caked well and re- quired very little labor. Clinker insignificant. Small quantity brown smoke. Soot, small amount and gray color. Breaks readily. Irregular fracture. Lustrous and dull black. Burned freely. Medium long bright-yellow flame. Cakes moderately. Clinkers small in size and amount. Lead- colored smoke. Boot moderate, light-gray color. Crum- bles in handling. Shows signs of pyrites. SHIPS' TESTS, ALPHABETICALLY ARRANGED. 11.7 10.2 40.9 39.9 46.74 Coal sumed 3.34 3.35 Per cent of refuse. Dry. Not dense; easily dial Dark Was soot How often were tubes swept? Once per day . Every day 90 hours Any undut heat- How long ship out of dock. Condition of ship's bottom, 15 months. lOJ months 16 months. Fairly clean. Foul Somewhat foul. do 36 EVBEKA. CHEMICAL ANALYSIS MADE AT NAVT YARD, WASHINGTON, D. C. Moisture. NoncombuBti- ble vclatile mutter. Combustible j volatile Fixed carbon. 1 Ash. matter. Sulphur. Increase in weight at 250° F. Phosphorus. 0.479 1.651 20.054 71.632 4.3i4 1.960 0.702 0.005 SHIP.S' TESTS, ALPHABETTCALLY ARRANCED. Coal. Length of trial. Condition of boilers. Tried with forced o.- natural draft. Kind of draft. Area of grate surface. Average speed. Average I. H.P. ofinain Estimated H.P. of iliar'ies. Pounds of coal con- sumed per hour. Nameof t-hip. Ap- proxi- mate bunl^er capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. Alliiiuce Detroit Dolphin Tons. 159 340 273 1,697 8110 8.TO St. Thomas, W.I. Key West, Fla. New York Tompkinsville, N. y. St. Thomas, P. W. I. Bronsted & Co. Schooner "Pat- terson." G. S. K J5.80 3.00 2.63 2.70 12.15 Very slack- Good look- ing, GO per cent slack. One-half Black. Notkilown. 8 days 3 weeks — Not___ Under. Not... 20 hours 55 hours 3 hours 27 days 41 hours____ Clean .__ Fair ..do Good ..do Natural ... -__-do —-do do Fair — _ ..do Good Fair Good Sq.ft. 04.2 172.32 133. C 300 Sil.O Ktioti. 4.2 8.2 13.3 8.983 13 6.32 201. 85 740.5 781.0 2,229.3 1,338 50 30. 68.5 156 935 2,884 2, 700 5, 2:i7. 6 4, 900 New Orleans-. Bronsted & Co _ do About 3 weeks. No data Not ... No data. j FEBNDALE MERTHYB. Buncroft ' 203 Ilorta, Fayal, Azore Islands. P. P. Beusaude &Co. 6.69 Good, clean; moder ate amount of lump. About 9 mouths. Under. 35.6 hours — Good Natural — Good 87.75 10 310 35 942 Boston 495 Hongkong, China. F. Blackhead &Co. 10.03 Good, about one-quarter lumps. 1 month... -.do — 85 hours, 49 minutes. ..do do Fair 286.6 12.61 1,218.71 120 3, 998. 51 Concord 401 Yokohama, Japan. Carroll & Co 11.205 Good Not known .-do -.. 4 hours Clean — .—do Good 165 11.2 962 40 2,750 340 11.65 Good, clean, andof excel- leut quality. Unknown . 176 10.77 Shanghai, China E. Charles & Co. 9.37 Fair per cent lump. —-do ..do ... 35 hours ..do Natural — Good 218.16 12.65 1,354.71 30 4,000 D.-troit Nagasaki, Japan. N. Ginsbury & Co. 11.30 ....do ..-do —do — 73 hours-.. ..do —do ..... ..do 209.6 14.6 1,879.97 30 4,720 Hongkong, China. F. Blackhead &Co. 9.78 Good per cent lump. do -do ... 117.2 llOurS- -do do —do 200.5 13.41 1,410.6 30 4, 120 Off Bangkok, Siam. PaymaBter W.L.Wilson, Macbias. 11.84 do ....do Un- known. G4.4hours— ..do ...-do ..do 223. 66 12.3 1,111.30 30 3,130 Detroit Singapore, S. S. McAllister* Co 8.62 Large per ceattump. 1 week Under- 127.7 hou^S- ..do do ..do 218.46 12.34 1,102.16 30 3,105.2 Colombo, Cey- lon. Krawehl Coal Co. 7.42 Good per cent lump. Unknown - -do .-. 19^..8hourS- —do ....do Fair 136.6 10.07 760.49 28 2,718.6 Machi.'is 292 Chefoo, China.- Ferguson 4 Co. 10.80 Fair propor- tion of lump. 10 months. Under mats. 24 hours Fair . do ..do 120 7.5 320.15 22 1,230 ''"cm'J.""" F. Blackhead &Co. 8.77 ....do. 2 weeks Under- do ..do -..do — do 120 11.3 625 30 2,340 37 ETTKEKA. BOILER TESTS MADE AT NAVY YARD, NEW YORK. Coal furnished by- Dura- tion of test. Water evaporated (calcu- lated). Coal Bumed. Coal per hour per square foot of grate surface. Water evapo- rated per pound of coal. Equiva- lent evap- from and ptr pound of coaL Refuse. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. Berwind-White Coal MiniDg Co. 24.83 Lhs. 84,109 as. 11,300 Lbs. 11.997 lbs. 7.443 ii.. 8.694 Percent 10.87 Us. 36.56 72 Zinc melted _ Aug. 4, '93 AboutSO per cent. Burned freely. Moderately long yellow flame. Clinkers small in size. Gray ash. Dark lead-colored smoke. First lot, 4Hons. Crumbled iu handling. Second lot, li tons. Considerable force to fracture. Traces of slate and sulphur. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of engines. Coal sumed per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of fires sive? Was soot sive? How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated efl'ect of wind, sea, and sails upon speed. Remarks. 10 7.3 11 3.13 6.94 32.5 83.8 66.6 S. 391910 P. 391769.2 Us. 4 3.18 3.3 2. '28 7 20.3 6 7.47 13 8.75 Yes_ No.. Xo__ No._ No.. Yes- No.. No-. No- No.. Every watch No.. Yes. Yes. Have not tried it. Not tried. No.. No— No__ No.. No.. 7 months.. 209 days_.- 7 months.. 14 months. ITnknown . 2 months, 19 days. Fair Moderat e 1 v foul. Fair Noknowl- edge. Clean; bottom sheathed. Good Diminished i knot by wind and sea. 4 knot Increased speed about 2 knots. Dark Dark brown Moderately dense, dark,audeasily dissipated. Dense, black Not large Small Not large —-do Once every 3d or 4th day when steaming. Once a day Speed was increased by strung wind aft with smooth sea. Nil No data On arrival at port — FERNDALE MERTHTR. 2-3.7 145 2.62 9.1 7.0(H 62.3 2.979 8.97 9 103.7 2.74 7 10.47 2.72 10.5 7.05 107 2.9 11.4 6.93 122 2.5 10 7.25 111.4 2.6 8.6 8.58 103.2 2.41 • 13.2 8.9 102. 72 2.41 9.8 8.79 112.7 2.9 9.7 16.25 117 3.6 13.8 10.8 144 3.5 15.3 Light, easily dis- 1 Not large I No _. eipated. Easily dissipated. Moderate amount, Xo __ ^ily removed. do : No. Dark ia color, Large not easily die- 1 Easily dissipated- Not large.. Once in 48 hours— Once in "2 hours— Not ewepf during Once iu GO hours... Once in 72 hours Ouce in GO hours Onci 72 hours — Not tried. No.. Yes.. No.. Yes.. No.. Yes.. No.. Yes.. No.. Yes.. No.. Yes.. No.. Tee.. No.. TeB__ No.. No.- Tee- Yes— No.. uths-_ Clean;scoured jtoiknot i by current favorable. in Tagu River. . do . Fair -. 3 monthe, 7 days. 4 months. Clean Slightly foul. Partly foul do .do A sample of the above coal was tested before leaving port and the evaporative power found to be 9.33 pounds of water (from and at 212°) per pound of coal burnt. Sea smooth and moderate; sail. Sea smooth; no sail. Light winds; sea smooth; 38 FERNDALE MERTHYR— Continued. SHIPS' TESTS, ALPHABETICALLY ABRANGED— Continued. , Where received. Machias- Macbias. Mac bias .. Uacbias- 292 Bangkok, Siam Macbiaa_. Oljmpia.. Olympia— Olyinpia— Olympia.. Olympia. Olymi.ia- Olympia. Olynipia- Olympia. Olynipia. Olympia. Petrel ... Baleigh 460 Singapore, Straits Settle- ments. .do. Hongkong, China. Hongkong, China. Yokohama, Japan. do do Borneo Co., Ltd. W. C. Hale & $10.30 10.04 Ferguson 4 Co. [ 12.87 Guiaburg & Co. 10.94 Blackhead & Co : 7. 81 McAllister* Co 7.79 Krawebl Coal Blackhead * Co. .do _do L. Charles 4 Co. Ponta Delgada. Bensaude & Co. Shangbai,Cbii L. Charles 4 Co. 7.30 11.01 11.61 11.61 General ap> pearance as to How long lump and | in store, slack. Fair propor- tion of lump. 1 week 1 year Good, fair proportion of lump. Bright, fair proportion of lump. All lump; impurities impercep. 11.11 11.11 11.11 11.11 8. 69 40 per cent— 5.47 A clean look .Sri Normal for U S.gold this type of coal. From under cover or not. Dire*;t from collier. Direct from do _ 8 weeks ! do 15 hours Direct from Direct 4 days . S. S. Algo- from S. S.AIgo- 14 hours... 12 hours 82.9 hours. 82.9 hours. 10 hours.. 80 hours.. 108.75 hours Tried with forced or natural draft. Natural . . do__. do do -.do.. Good. ning slowly -do. .do. -do do, .do _-do_ .do....— Fair- Area of grate surface. 120 11.2 404 15.26 494 15.84 494 and 329.6 12.07 577 17. 12 Pounds ; Estimated ' of coal H.P.of sumed iliaries. hour. 15.34 16.29 15.6 15.0 9.65 6.16 4,050 >, 140.8 352. 45 10 10.7 il,n75 30 FERISTDALE MERTHYR— Continued. SHIPS' TESTS, ALPHABETICALLY AKBAKGED— CONTIXCED. Knots per ton of coal consumed 15.5 12.3 16.53 3. 851-, 3.373 4.647 3.1G 3.08 3.01 4.72 3.32 4,77 18.74 1.983 2.430 2.53 2.19 cenl of refuse. Dry. S. 507690 (98.4) 3.10 3.23 3.25 7.17 8.25 Easily dissipated. Dark, easily dis- sipated. Thin and of a brown color, easily dissipated. Quite thick, of a brownish color, not easily dis- sipated. Light brown and easily dieisipated. 7.25 7.25 7.25 11.26 Not large do . do . do Large Not large Large erate. I erate. do ...do Light lirown do do Easily dissipated. Dark and easily Easily dissipated. Not dense do ...do Thin, but -on- siderable in quantity. Small, but con- siderable in quantity. Small, hut fair quantity. Once in 48 hours do do No sweeping on run. Once in 96 houiB Once ia 48 honre... Once in 24 hours Yes__ How long ship out of dock? do . do No- Ina slight degree No_. No- No.. No-_ Great, but not No- Xu.. No- No — No.. No — No.. Once in 72 hours.. do . do Once in 4 days Good as far Tea— No__ j Yea, 'appar- ently. Once in 6 days. Not swept on run Not necessary dnr ing the run. No_. do do Cle do _.__do Good . do_ Clean. ncrcaseof speed 8 knots. 2 mouths . do do No — 3 months __ No _-' 1 month-.. Burosvery freely with moderate amount of slack, and is suit- able for use under forced draft. One engine only was in u during the trials reported o do_ Fair__- } u rn s freely and quickly. Cokes readily. Moderate to rough sea ; niodera squalls on port bow and beam. Dead calm. The coal was "run of the smooth sea. mine." The per cent of slack coal was normal for this type I but proved uselessaafuel and unburoable. The coal sepa- rated from the slack was of I about the average value. * This coal was part of a cargo shipped from Cardiff, January 15, 1897, in steamer •* Knight Templar," to Singapore and then transshipped in steamer "Saiwan Mam " to Yokohama. 40 GEORGES CHEEK. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. NnncombuBti- ble volatile matter. Combustible volatile { Fixed carbon. Ash. matter. , 1 Sulplmr. iDcreaae in weight at 260° F. PhopphoruB. 1.077 0.843 10.467 76.964 6.407 0.262 0.009 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Ap- proxi- mate I bunker| capac- ity. Where received. Annapolis Bancroft . Baucroft Navy Yard, Portsmouth, N. H. Newport, R. I.. Key West, Fla. Hamilton __. Hamilton __. !MarbIehead . - do Consoli dated Coal Co., Bal- timore, Md. Bark "James A. Wright." Brig " Balti- cs. K Schr. "Wm.H, Swan," from Philadelphia General ap- pearance as to lump and slack. Dull, very lit- tle luster; a b u t 35 and fair amount of Not known; ly- ing at Key West on board schooner. t Natural draft 2()U hours. Forced draft 47gg h< 4 Iiours 14 hours 68 hours- 4 hours. _ 53 hours.. 132 hours. 48 hours.. Good_ Fair _ Tried with forced or natural draft. . do (t) Natural _ 63.9 53.9 268. 76 10.1 10.02 dicator. -do — 76.4 265.3 782. 92 1,882 1,326 41 GEOBGES CHEEK. BOILER TESTS MADE AT NAVY TARD, NEW YORK. Coal furnished Dura- of test. Water evaporated (calcu- lated). Coal sumed. Coal per hour per square loot of grate surface. Water evapo- rated per pound of coal. lent evRp- from and at 2120 per pound o£ coal. Refuse. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Keuiarks. Davis Coal and Coke Co. Hrt. .24.25 LU. 81,073 Lhs. 10.800 i6«. 11.134 Its. 7.5 8.72 Per ceiit. 14.03 Lbs. 43.02 69.25 Sept. 30, '95 Coal burned freely with a long, white, yellowish flame, when first tired emitting a small quantity of dark-gray smoke ; it did not coke, but caked slightly. The firing necessary with this coal was quite arduous by reasrm of the great quantity of fine coal falling through the bars, and the evapo- rative result undoubtedly was much higher than could be obtained on board ship by ordinary firing ; also, the per- centage of refuse was much lower than would result from ordinary firing. SHIPS' fESTS, ALPHABETICALLY ARRANGED. Knol8pei ton of coal consumed for all purposee. 22.3 19.5 22.4 42.3 6.27 119.1 37.0 Easily tJis8ip«t(^(l, Not large 18.75 Dark ExccBsive: small 2U.1 16. 21 Not very dense, nor easily dissi- pated. do . do Not very large. .do Rather email do Yea,- Once in 8 hours.. Tuhes choked with soot after 50 hours. . do Once in 4 dai Not during trial . Once in 48 hours.. Every fourth day _. Any undue heat- How long ship out of dock? 6 mouths, 1 month do ,do Clei 5 weeks 6 weeks.- 10 months *Fires have to be cleaned very often; after 4 hours' steaming the fires beer: arly all the contents of the furnace in order to clean the tire, and much is lo fh any degree of rapidity. The use of forced draft improved the burning to t Hard to keep steam, hard work for firemen on account of large amount of clinkers and aeh. Tube BWeepiug has to be carried on constantly; had to use five boilers to make the speed usually made by four easily. 1 knot re- ded last 24 very dirty, and after 6 hours' steaming the grate becomes bo filled with a small clinker that it is necessary to i y tliis frequent cleaning. The coal does not bum freely, but has to be worked continually in order to get it to burn do ._ do __ Vessel blockading. 42 GEORGES CREEK— Continued. SHIPS' TESTS, ALPHABETICALLY AKEANGED— CoNTlNtJED. Coal. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Pounds of coal sumed per hour. Namt* of Bhip. Ap- proxi- mato bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump anU Black. How long in store. From under or not. Length of trial. Condition of boilers. Average Estimated I.H.P. H.P.of engines, iliaries. Solace Terror Yankee Tom. 8U0 250 1,000 Guantanamo ._ Philadelphia .. Gaunta name Bay, Cuba. Coal Bchr. "Sa- rah Palmer." Madeira, Hill 4 Co. Schr. "Franks. Palmer." Un- known. $2.07 No invoice. Small lumps and slack. Good p r - portion of lumps. Poor _- Unknown _ .— do About 2 weeks. In schoon- Un- known, shipped by boat. From hold of schr. Ill houra,__ 16 hours 4 hours Good Fairly clean. Good Natural — Natural, assisted. Natural — Good Fair to good. Good Sq. ft. 3liU 315 450 KnolK. 12. a 7.15 13.7 2,700 638.8 3,520 Est., no indica- tor. 175 99.05 276 5,596 2,818 6,631 GREAT WESTERN NAVIGATION. Bancroft 203 Smvrna, Asia Minor. C. Whittal & Co. 4.19 Good ; large amount of lump. Less than a month. Under. 72 hours Good, clean. Natural -- Good.... S7.75 7.39 218 30 844 do 4.19 Good ; large amount of lump; free from slack. HI hours ..do -...do ..do 43.87 5.3 92 6 683 Bancroft ....do do 5.35 Good ; large amount of lump. About 1 month. Under. 6 hours Good do ..do 87.75 7.42 230 35 760 Bancroft ...-do do 5.96 ...-do ., 2 weeks ..do 69 hours ..do do ..do 87.76 8.39 223 38 780 Boston 495 Chefoo, China.. Fergusson it Co 12.29 About 20 per cent lump. 8 months — .-do 20 hours Fair do ..do 286. 5 11.99 1,281.13 90 3,160 Ci..cinnati 460 Smyrna, Asia Minor. Whittal *Co.. 4.25 60 per cent lump. 20 days ..do 12 hours Good ....do ..do 337 9.5 973 60 3,800 Minneapolis.. 1,891 Smyma,Tnrkey C. Whittal A Co. 4.20 Large pro- portion of slack. 44 days .-do 2 days Clean do ..do 541.44 8.22 1, 216. 8 60 4,643 Minneapolis.. .-.do do 4.16 Considerable slack. 32 days -do — 48 hours -.do do -do 336 8.55 1,176 60 4,633 Minneapolis Gibsiltar Turner >t Co... 4.66 Fair propor- tion lump. 25 days —do ... 42.316 hours —do ....do Fair — 560.1 9.467 1,484.1 66 4,395.4 Minneapolis.. __ „„ .-..do 4.66 do do -do 96.10 hours. -do do -do 660.1 10.22 1,647.8 55 5,162.83 Minneapolis.. .-..do -...do 4.56 do —.do —do 62.71 hours. ..do ....do -do 560.1 10.25 1,625.46 65 4, 864. 2 San Francisco. 027 Smyrna, Asia Minor. C. Whittal & Co. 4.25 Fair propor- tion lump; no slate. Just ar'v'd on steamer Theodesia. -do 32 hours ..do ....do Go.«l 276.6 9.9 1,575.4 72 4,281.2 .San Francisco- do . do 4.19 -—do About 16 to 20 days. From cargo of steamer Theodesia. —do 24 hours Fair .... ...-do -do 276.5 9.13 1,369.60 72 3,900 .San Francisco. do ..-.do 4.16 -.-.do About 24 days. -do 24 hours, 17 minutes. Fairly clean. do —do 276.5 9.64 1,265.80 72 3,560.2 43 GEORGES CREEK— Continued. SHIPS' TESTS, ALPHABETICALLY ARRANGED— Continued. Knots per ton of coal consumed for all purposes. Per cent of refuse. Dry. Light in colo easily disE pated. Easily dissipatod, Few, but large. Not large Large How often we Once in 24 hours-. Is this suited Any undue heat- How long ship out of dock? Fair I None. Slightly foul. % knot Smooth sea wind favoF' able to draft, no sail, wind ahead and m starboard GREAT WESTERN NAVIGATION". 19.5 126. 05 3.4 10.08 Thin, easily dis- sipated. Not large in size or quantity. No„ No.. Every 48 hours.... Yes.. No.. 7J months. Very fonl None 20.3 84.5 6 12.1 Liglit in color on,i quuntity. Not large No.. No_. Once in 24 hours Yes.. No.. 3 months. _ Fair Nil The coal burns freely, with longtlame; requires but lit- tle working. 20 129.9 2.83 10 Thin, easily dis- Bipated. Small in size and quantity. No.. No - Not tried. No__ do Dirty -—do ,\ good, clean steaming coal. 24 129.5 2.98 11.6 Thin, light in color. No.. No_. Once in 24 hours... __do- No.. 2 months.. 8. .107 62.99 2. 305 8.83 Easily dissipated. Not large No.. No_. Every 60 hours Yes-. No__ 163 days... Slightly foul. None 6.0 69 3.9 14 Not dense and brown. No.. No.. Yes- No.. 6 months.. Fair do Lari-o Yes.. No 60 days 90 days Foul 4.12 53.23 3.74 13.8 Sloderate Large in size and quantity. Yes.. No__ 4 days (•)... No.. Foulinplace» 4.819 65 2.855 8.3 Very dark brown and dense. Small in size ; considerable quantity. No_. No.. Once in 4 days No trial. No._ 6 weeks.... Clean None Til is Great Western Navigation is generally of dull fracture, though some fractures have quite a luster. Is a soft va- riety of bituminous coal. 4.443 60 3.026 13.6 do ..._do .___ No.. No._ ..-do -do . No.. 6 weeks ....do L -—do 4.72 CO 2.894 9.1 -...do .—do No__ No.. ___-do -do. No.. do ....do ...-do ,"^.23 68 2.60 10.8 From gray tinged with brown to very dark gray; easily dissipated. Very few and small. No.. No.. do No__ 7 months, 26 days. Foul do sumed rapidly. Smoke was dense only during coaling of fires; at other times no smoke or very little. 5.25 64.67 2.72 10.82 From gray to very dark gray, easilyjtssipated. Not large No.. No__ do ..do . No.. 7 months, 27 days. .-..do Burns very freely and is con- sumed rapidly. Smoke was quite dense during coaling of fires; at other times none or very little. 6.08 62.56 2.65 12.06 Graytodark gray; easily dissipated. do No.. No.. Not swept __do_ No- 8 months.. do None - This coal burns freely and is rapidly consumed. Smoke dense when coaling fires; at other times there is very lit- tle or none. ^ Can be used, but is not of best quality. 44 HENRIETTA. CHE5IICAL ANALYSIS MADE AT XAVY YARD, WASHINGTON, D. C. Moisture. NoncombuBti- ble volatile matter. Combustible volatile matter. Fixed carbon. Asb. Sulphur. weigbt at Phosphorus. 250° F. 0.783 2.417 14. 707 77.222 4.207 0.664 Trace. Ap- I proxi- Inmker capac- i ity. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Where received. Annapolis 225 i Key West, Fla- Columbia Coal : S3. 05 j ' Miniug Co., Philadelphia, Montgomery- 3411 Naval Station, G. S. K. Key West, Fla. General ap- pearance as t< lump and slack. Montgomery .: do Newport 238 do do 3.05 do 3.05 5 weeks ' do ties observed. 19j hours Hi hours- 36 hours Tried with forced or natural draft. do . do . Area of 13.58 8.75 1,955.4 315.83 Estimated H.P.of aux- iliaries. HOOD'S MERTHYR. Minneapolis 1,891 Piraejs, Greece Geo. Casanova _ 4.62 Good propor- tion of lump. 30 days.... Half under; balfnot. 61.780 hours Clean ... Natui-al Good to fair. 560.1 11.62 2, 950. 93 66 6,582 Minneapolis — - do do 4.62 do do -do 59.680 hours ..do — do — do 560.1 10.52 1,449.6 56 4, 872. 5 Minneapolis __ do do 4.62 —-do do -.do 158.083 hrs . -.do do ..do 522.7 10.25 1, 663. 73 55 5,324 Raleigh 460 do Glamargan Coal Co., Limited. 4.50 A fair amount of lump. 43 days Under. 22 hours Some leaks; fair- ly clean. ..-do Fair 342 8.6 922 7 4,100 Sin Francisco- 627 Naples, It.aly .. VolpicelliiCo. 3.59 Fair propor- tion of lump. 2 weeks Not — 60 lioura Clean Assisted draft,J"to8" pressure. Good 276.5 10.25 1,098 72 3,220 HOSKINS & LLEWELLYN'S NO. 1 COLLIERY, SCREENED LARGE STEAM i WELSH). 159 Queens town, Clyde Shipping I 4.92 Good propor- 1 About 10 Under. 10 hours (iood Natural .__ Fair 96.; I Ireland. | Co. \ tion lump. ' days. I ! 126 Xoue 1.320 LEWIS MERTHYR. Abecassis Bros. Good, large amouut of lump. Under. 95.4 hours Good ' Natural ... 45 HENRIETTA. BOILER TESTS MADE AT NAVY YARD, NEW YORK. Coal furnished by- Dura- tion of test Water i „„„, evaporated ^™' Coal per hour per square foot of grate surface. Water | Eqciva- evapo- lent evap- rated j^»'»lio"i, per i''.°'?,r„'' pound p,,r pound of coal, of coal. Refuse. pressure ^^^„f Temperature of uptake. Date. Lump coal. Remarks. Alleghany Co., Washington, D.C. Hra. 12 Lbs. 42,389 4,980 Lhe. 12.2 Lht. Lb,. 8.5 9.94 Per cent. 11.2 Lbt. ° 42 72. 2 July 14. -'.n Bums with long yellowish flame ; smoke of light-brown color. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of main engines. Coal Bumed hrur. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of fires Was soot How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated eflect of wind, sea, and sails upon speed. Remarks. 26.9 Average 7.47. 6.12 17.7 lOO 109.7 125.8 97.5 Lbs. 2.56 3.01 2.46 3.42 6.5 9.18 7.25 10.75 Dark Brown, easily dis- sipated. _— do Dark Not large Very few ; small _ do Not large No.. No__ No-. No.. No- No.. No.. No.. Once in 20 hours... Once in 96 hout« — ....do Not swept during period reported on. Yes- Nc. Yea-' No. - Yes.- No.. Yes- ' No - 3i months. 60 days 55 days 1 month Clean do —do do None do do Speed de- creased. 15 knot. The coal is friable ; large pro- portion of slack probably due to rehandling ; fine coal co- heres in coking ; forms con- siderable quantity of ashes, not much clinker, and no glassy slag. HOOD'S MERTHYB. 3.92 4.83 4.315 4.75 7.02 73.88 60 CO. 95 64. 5 62 2.182 3.238 3.2 4.2 2.75 12 11.6 10.0 13 11.4 Not dense, light brown, easily dissipated. — do ....do .Easily dissipated- Not large No.. No-. No.. No — No.. No.- No._ No.. No.. No- Not swept No trial; prob- ably is. ..do No.. No- No.. No.. No- 1 month — 6 to 7 weeks 4 months— 63 days Clean ....do do Not very foul- Clean None do Probably one-half to three- fourths. Different trials of same coal. The first is for 61 hours, 47 minutes; speed, 12 knots, approximately; smooth sea. The second is for most eco- nomical speed for thi.s coal; ..do. revolutions 60, 61, and 62; sea rough part of the time. This coal is quite a hard variety of bituminous coal, ha.s quite a brilliant luster Not during run Not tried. Yes- probably answer well for forced draft, it being not so soft as some other coals. HOSKINS & LLEWELLYN'S NO. 1 COLLIERY, SCREENED LARGE STEAM (WELSH). Dense Considerable and large. Yes.. Every 12 ho LEWIS MERTHYR. torn scoured by current in Tagus River. An excellent steaming coal. 46 liOCKITTS MERTHYR. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Are^ of grate surface. Average speed. Average I. H. P. of main engines. Estimated H.P. of iliaries. Pounds of coal sumed per hour. Name of sliip. Ap- proxi- mate biiDker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and Black. How long in etorB. From under or not. Detroit Macbias Tom 340 292 Chefoo.Cl.ina-- ....do Fergusson&Co. -—do 810. 80 13.00 Small percent lump. Bright in ap- pears nee, lumpy. Unknown _ 1 month Under. — do 24 hours 48 hours Clean .._ Good Natural _„ do Fair -do Sj-. fl. 260.32 120 Knols. 11.11 10.7 1,536.76 492.75 35 26 3,690 1,350 MARINE MERTHYR. Bancroft Bancroft Raleigh Sail Francisco. 203 Beirut, Syr: CarBtantine Fargialla. Good, fair amount of lump. Good, large amount of lump. 1 month... Under. ...do ..do... 1 month, 27 days. .-do... Unknown . Not 24 hours. 7 hourB— Natural Good do L_ do Good Natural andl Good. I assisted draft. 87.75 7.48 146 87.75 8.01 175 27B. 5 9.57 958 MIDVALE. PcDsacoIa, Fla . G.S. K., Navy Y'd, Pensa- cola. Very email per cent lump. Not known Not 10 ho MILLDAUE. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. weight at 260° F. Phosphorus. 0.080 1.200 27.430 69.230 1.770 0.284 0.007 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Average I. H. P. of main engines. Estimated H. P. of iliaries. Pounds of coal sumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. Marblehead .. Montgomery . Montgomery Toiw. 340 340 Fensacola, Fla. do -—do G. S. K Carey & Co — do $2.85 2.85 2.75 Small percent ^ of lump. Nearly all slack. 16 per cent lump. 2 days Not known Not Not known. 48 hours 28 hours 18 hours Clean ... __do Good Natural -. do do Fair __do Good Sq.ft. 178.8 203. 26 296. 58 Knols. 7.9 9.75 14.1 511 964 2,291.5 40 62 62 1,900 2,645 8,317 Knots per ton of coal consumed for all purposes. LOCKITTS MERTHYR. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Per ceut of refuse. Dry. exces- sive? - Any * undue ,1 heat- How long ship out of dock? Condition of ship's bottom. 136 I 1.3G 15 Easily dissipated. Large Not Once in 24 hours.. No -- Once in 48 hours i Yes__ No __ 7 months, Foul _ 23 days. 110.4 ' 4.31 117.87 ' 3.59 MARINE MERTHYR. 11.4 Little smoke, thin, light in color. 7.33 I Little smoke, j lightcolor, eas- ily dissipated. (*) 3.10 I 11.3 I Easily dissipated _ Large in size and Yes__l Yes. I f quiintity. ' I Not swept __do _ No _ 3 weeks— Clean No effect __l The coal burns freely withovit working. The coal requires little work- ing and burns freely. Ko — 51 days Fair . ^ S. engine uncoupled ; P. engine running 70 revolutions. MIDVALE. Moderately dense, Not large- dark, not eas- : ily dissipated ; | dark-gray color. L., No -J 2 months I than I Poca- j I hon- MILLDALE. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots iier ton of coal consumed fol all purposes. Coal uZfoi 1 ™°-'' main J'" engines. p„- hour. Per cent of refuse. Dry. Character of smoke. Was "j°*"i Was Quantify of „? 1 soot j sive ? How often were suited "^f =f- „?i°^„,',°°ff tubes swept? for 1 '"S ship out of forced "f. '<^^- A^^ft-t smoke *™"'jstack? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 9.2 8.26 80 93.3 127.4 3.4 2.60 2.32 10 8.40 S Dark and moder- ately dense. Dark Gr.iv, easily dis- Not large -—do No_. Ko.- No._ No J. No__ No__ Not swept Tes- yes__ Yes__ No__ No__ No- 3 months __ 116 days 131 days- Fairly clean- Very foul None 5.9 gines, boilers, and weather, all favorable for economical steaming, so that this may be oousidered the best that can be done with Milldale coal. The small speed was wholly due to condition of the Iwttom. sipated. S. Doc. 313, 59-1 - 48 MORMSDALE. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. 1 J Moisture. Xoncombusti- ble Tolatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. Increase iu weight at 250° F. Phosijhorus. 0.593 1.347 14. 197 77.320 6.077 0.466 0.853 0.012 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Ap- * of ship -I proxi- I mate bunker capac- I "y- ! j General ap- | Prii-e i»earance as to How lo ' per ton. lump and \ in stor J I Conditiool Tri^^l;!? Aroonf | AveraRe! Estimated, of coal forced or | Kind of ' ^5^*° Averagei I. H. P. . H.P. of I con- Alliance Toil". 150 Tompkinsville, S. I. Morrisdale Coal Co. SI. 90 Slack 1 1 96 hours i Under. out of 20 hours Good Natural --- Good Sq.ft. 96.3 Knots. 4.8 98 None 1,140 Araphitrite___ 2">0 New York New York, N. Y. 1.90 Just re- Not — ceived. 44 hours Clean do -do 252 6 525 25 3,539 Anuapolis 225 Navy Y'd, New- York. W.C.Barber 1.90 Good From rail- do road cars. 2 hours Good do Poor 98 10 557 8 1,600 New Y'ork Navy Y'd, New York. -—do 1.90 1.90 Slack 30per cent lump. Traces of sulphur. 8 hours 120 hours — ill) — do — llO -—do Good Fair 98 223. 66 8.6 9.7 350 725 8 85 1,100 340 Not known, as it was K. cars. Not.- 3,000 Indiana 1,.597 Tompkinsville, N.Y. Warren C.Bar- ber. 1.90 Fair Direct from mines. -do — 24 hours Clean do Good 552 10.1 2,549.2 80 8,270.8 Slarblehead -_ 340 Navy Y'd, New York. W. C. Barber, cou tractor. 1.90 Good when inspected. Loaded in- do tolightel-s direct from cars. ' 27 hours— -do — do Good to fair. 1T8. SO 9.9 784.39 40 2,461.7 Montgomery _ 340 -—do G. S. K., Navy Yard, New York. 1.90 25 per cent lump. Taken from --do — 8 houi-s Good do Fair 291.58 14. o 1,873.2 62 4,964 Montgomery _ —-do .— do 1.90 — do flo do--- 48 hours — do do -do 208.26 11.58 917.62 62 2,990 New York 1,290 — do Morrisdale Coal Co. 1.90 A'ery poor__. Direct from mines. — do — 16 hours Excellent — -do-— Good. 494 10.9 1,750 117 5,902 Terror - 250 — do- W.C.Barber 1.90 A fair propor- tion of lump. Unknown-- Tn- known. 4 hours Fairly clean. Assisted draft. -do 378 9.05 1,183.3 110 4,313.75 New York Navy Y'd, New York. -—do G. S.K 1.90 1.!'0 do do No data— -do No data 20 hours 24 hours Clean Good Natural -— — do Good Fair 315 398.7 8.24 8.8 701.2 1,213 110 28 3,500 5,515 850 i New York City G. S. K., Navj- Yard. 1.90 Poor, niurli slack. do — do — 3 days -do .,-dO — -do 398.7 9.37 1,065 35 5,744 Wilmington — 3U0 JacksonTille, Fla. J.K.Munneslvn Gen'l Mngr. Southern Fuel & Supply Co. 4.25 Fair 20daj-8 Not — do — do do Good to poorand poor to fair. 105 7.3 •i,333 49 MORRISDALE. BOILER TESTS MADE AT NAVY YARD. NEW YORK. Dura- Coiil furnished tion by — of I test. CoalpeFj Water „ , hour peri evapo- EqUlVJ Water evaporated ^"n' \ square I [surface.! of coal. T of coal. rated foot of ; per grate j pound p// pound Lbs. Lbs. Lbs. Lbs. T Lbs. ' Per cent. 41,509 I 5,470 11.4 7.58 8.87 13 ture of water. Sept. 4, '97 Chiefly lump The sample furnished consisted chiefly of lump coal. Fire was started with wood and eteam was raised to 40 lbs. Then coal fire was started with wood embers. SHIPS' TEST.S ALPHABETICALLY ARRANGED. too oS ttoos'of consumed ! ,„„:„ for all I en"jn"g purposes, i ° Is this coal suited How long ihip out of dock? Estimated effect of wind, sea, and sails upon speed. 16.24 7.23 55.1 66.7 3.05 3.16 Dark Dense Dark gray_, Not large. Moderate Ni Considerable in size and quan- tity. Dark in color-., 14.7 13.77 18.8 15.2 Dense and dark. .__-do . do Not large. Large Not partic ularly Yes - No — Not ually Yes . Slight- Every 12 hours . Every 12 hours - Every 8 hours __ Once in 48 houre At end of triaL Wind favorable, Very difficult to keep steam with this coal, and exhaust- ing on the tiremen, who are required to work the fires constantly. Yes _ Yes No__ No. Yes _l No _ 9 months,, 76 days- Foul None. Two or three tin Not necessary to sweep tubes dur- ing time reported Once in 48 hours.. On arrival in port- Once in 24 hours No — None 1 month and 14 days. 46 days 8 months., Fairly clean, Foul Variable Poor in quality, dirty, larg^ percentage of ashes; does not supply steam sufficiently. About a Wionths. Good ' do. Not clean I -|-.2 " No. Running at too slow speed to necessitate excessive work. ^ Above the average for good coals. MOSHANNON CREEK. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. 0. Moisture. NoucombuBti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. lucrease in weight at •2-10° F. Phosphoi-us. 0.430 1.310 21.951 67. 968 7.251 1.090 0.003 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Average I. H. P. of main engines. ! Pounds Estimated of coal H.P.of con- aux- 1 Bumed iliaries. 1 per i hour. 1 Name of ship. 1 proxi- backer ^•l-—"-"- Fro„..l.„„,. capac- , 1 Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. Length of trial. Condition of boilers. Newyoik.... Tom. 1,290 Tompkinsville, G. S. K., Navy ' N.V. Yard, New York. $2.00 - Nearly all slack, dirty. Ereshlv mined. Not.__ 16 hours Clean ___ Natural ___ Good Sq.ft. Knots. 659 13.34 14,345.76 1 117 |10,063 NANAIMO. CHEMICAL ANALY'SIS MADE AT NAVY YARD, WASHINGTON, D. C. 1 [ Noncombueti- Moisture. ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. weight at i Phosphorus. 250° F. ' 3. 352 1.998 33.76i 46.001 SHU'S' TESTS, ALPHABETICALLY ARRANGED. Ap- e of eliip. I proxi- I mate bunker capac- ■ ity. IJeiiningto 3Ionterey_ Where received. From whom. General ap- Price pearauce as to per ton. lump and Honolulu, H. I- Consul General . do San Diego, Cal_! Spreckles Bros. U. S. collier Brutus, Guam, Ladronelel'ds. X'. S. S. Brutus. Fair Lumpy Good. . do 2 months. 3 mo nth B- Under. Not__. CO hours.. 97 hours.. Good_ Fair _ Tried with forced or natural draft. Natural __. . do imated P. of Pounds of coal sumed arics. per hour. 0.0 ! 1,405 76.75 12, 940 40 2,567 90 2,857 90 2,874 51 MOSHANNON CREEK. BOILER TESTS HADE AT KAVY YARD, NEW YORK. foal furuished by- Dura- tion of test. Water evaporated (calcu- lated). Coal sumeJ. Coal per hour per square foot of grate surface. Water evapo- rated per pound of coal. lent evap- oration from and at2)-20 per pound of coal. Refuse. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Kemarks. Clearflrfd bitu- minous Coal Corporation. Hn. 24 lbs. 89, 168 Its. 11,360 Lbs. 12.16 lbs. 7.856 Us. 9.173 Per cent. 11.9 Ub. 39.16 72.44 Zinc slightly fused. July 28, '93 50 per cent- Burned freely. Long yellow flume. Cakes very slightly. Clinkers small in amount and size. White ash. Light lead-colored smoke. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per jjevolii- tonofcoal S"° "j consumed ,„„:„ for all „ " j'" purposes. ^ Coal Eumed per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkere. Was ^"■■''■l Was ■°f 1 loo. "'■^''stvc-r sive? How often were tubes swept? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of and sails upon speed. Remarks. 2.97 85.63 Lbs. - Large clinkers that stick close to the bat^. Yee._ Tes__ Not swept during run, but dirty at end of trial. No trial. i'oul _ r; *This coal, jier se, is of good quality. It is, however, of a low commercial grade, mostly slack, up through the smoke pipes with only a moderate draft. In the bunkors this coal tends to heat, and sive, and involves a large coal consumption. NANAIMO. BOILER TESTS MADE AT NAVY YARD, MARE ISLAND, CAL. Coal per Coal I'lou'-per Water ivapomted : "™' I square {caicu- ; .™"", foot of lated). j ='""'=*■ grate surface. Water evapo- teyap- Steam i* and' Refuse. P"!^"'*^ Tem- pera- ture of fei-d water. Temperatur of uptake. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumeJ for all purposes. Revolu- tions of main engines. Coal sumed per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of fires sive? Was eoot sive? How often were tubes swept? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Estimated Condition of ^^"l^ "^ ship's bottom. ^„j'^i,3' Upon speed. Remarks. 10.8 2.25 6 6.26 6,1 43.38 75 81 80 78 lbs. 5.1 4.1 3.2 3.64 4.5 9.8 24 13 16 22 Very dense Dense Dark brown Dense, dark; not easily dissipated. do Yes.. Yes_. Tes_. Yes.. Yes.. Yes.- Yes.. Tes.- No__ No.. Every other watch. Tubes swept before and after trial. 12 honrs No.. No.. No.. For mod- erate draft, yes. ..do . No.. No — No__ No.. No.. 'K„n„ do Large in size and quantity. 4 months.. 8 months.. 20 days.... 2 months.. Foul Very foul Clean do Inappreci- able. 2 koots Retard about i knot. Very alight A substance of a tarry appear- ance melted from coal, coh- ered grate and hung down in strings in ash pita, be- tween grate bare. Every 12 hours do NANTYGLO. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Pounds of coal sunied per hour. Nanieof 6bi]». Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. Geueral ap- pearance as to lump and slack. How long in store. From under or not. Area of grate surface. Average speed. Average Estimated I.E. P. 1 H.P.of of main 1 aux- engines.l iliaries. Detroit Raleigh Tom. 340 460 Gibraltar Gibraltar. A. Uateos & Sous. A. Mateos & SODE. $4.74 4.31 Fair per cent lump. About 30 per cent lump. Unknown _ Direct from Under. From collier. 24 hours 9 hours Clean ... Not very clean and leaking. Natural ... do Good Fair Sq. ft. 172.32 394 Knots. 10.826 10 886. 28 1,080 28 60 3,023 5,006 NATIONAL MEBTHYR. Bancroft ' 203 ; Alexandria, Egypt. Sfin Francisco. 627 Havre, France. E. Barber & Son. .5.23 Good, con- siderable lump. 1 week Under. 42 hours..-. Good Natural Good 87.75 7.83 162 40 769 I. Rud & Co 4.01 60 per cent lump. Not known. From covered barges. 24 hours ..do Both Fair .... 276.5 11.4 1, 296. 25 70 3,733.3 NEWCASTLE. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- Combustible ble volatile volatile Fixed carbon, matter. matter. Ash. Sulphur. Increase in weight at 250° F. Phosphorus. 13.69 7.992 3.32 3.598 28.99 48.32 25. 433 63. 806 5.78 8.023 0.164 1.148 3,78 Trace. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Kind of draft. Area of grate surface. Average speed. Average I. H.P. ofmaiu engines. Estimated H. P. of iliaries. Pounds of coal sumed per hour. Same of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearauce as to lump and slack. How long in store. From under or not. Condition of boilers. Tried with forced or natural draft. Tons. Alert 190 Bennington .. 403 Navy Y'd, Mare Island. Jiquilisco Bay, San Salvador. G.S.K Puget Sound, Cen'l Ameri- can S. S. Co. SS.88 90 per cent lump. 1 13.00 1 Lumpy i ! 2 months.. Brought in ship from mines. Under. From ship's hold. 13 hours 64 hours, 36 minutes. Clean ..do Natural — do Good Fair .... Sq.ft. *63 165 Knots. 7.45. 8.08 261.65 801. 18 None in use. 38.9 1,081 3,250 *One boiler ouly — h;ilf boiler powe NEWCASTLE (BOWLEB). Good ; about 1 i 30 per cent lump. Under 72 hours Fair 280 53 NANTYGLO. SHIPS' TESTS, ALPHABETICALLY ABRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of engines. Coal sumed per bour. Per cent of refuse. Dr,-. Character of smoke. Quantity of clinkers. Was of 1^-°^ ^^^^Isive? sive? How often were tubes swept t Is this coal suited for forced draft? Any undue heat- ing of smoke stack ? How long ship out of dock! Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 8 4.46 87. G 70 Ms. 3.4 4.4 9.8 16' Dark gray Eather smoky ... Not large -.-.do No .. No ._ No ! No .. Once in 24 Lours About every 48 hours. Yes. Not tried. No.. No — 6 months, 19 days. 4ff months _ Foul Some what foul. The coal burns well but very rapidly. During the time this coal was being used, the expenditure per day was very large in proportion to the distance covered. NATIONAL MERTHYE. fiG.l 2.73 17 : Easily dissipated. Not large. No Not necessary Appa- No.. 1 rent- | ly;not| tried. : No Not swept Yes . No .. 12 days Good. NEWCASTLE. BOILER TESTS 5I.\DE AT NAVY YARD, MARE ISLAND, CAL. Coal furnished Dura- tion of test. Water evaporated (calcu- lated). Coal sumed. Coal per hour per square foot of grate surface. Water evapo- rated per pound of coal. Equiva- oration from and al21!= per pound of coal. Refuse. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. Brs. 12.11 lis! 24,456 Lbt. 4,100 15.14 Lha. S.965 Lhl. 6.996 Per cent. 10.5 ils. 43.6 69 Lead and tin melted. Sept. 14. -97 Hard semibituminous coal, uot easilybroken.andof agrayish- black color, with a dull luster. Burns with long, reddish- yellow Hanie, but takes several minutes after throwing fresh coal on fire before it beconies thoroughly ignited. Moderate amount of brownish-gray smoke, easily dissipated. Swells but little, aud does not cake. Moderate amouut of clinker. uu-ut Co. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots Iter ton of coal consumed fur all imrposes. Revolu- tions of engines. Coal sumed H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was '•\°'^-'. Was 'o"f ! -/^ exces-'^^^™^ Isthis coal How often were suited tubes swept ? j for forced 'draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sen, and sails upon speed. Remarks. 15.43 5.57 48.5 83.88 Us. 4.13 3.8G 23 12.97 Dark gray, great volume, dense, not easily dis- sipated. Dark brown in color. Large both in size and quantity. Not large Yes-. Yes__ Yes__ Yes__ Intervals of 8 hours. No__ Yes._ No.. 40 days.... 5 months __ Clean Foul None Inappreci- able. (t) fThis coal, Newcastle No. 4, is entirely unsuited to naral purposes, being \evy inferior in quality, difficult to fire, and forming largo quantities of soot. Tliis latter igniting in uptakes aud smoke pipes results in excessive heating of, and serious injury to, those parts. X This coal makes a very dirty fire, excesssive quantity of soot causing the tubes to foul very soon. Burns freely but makes no body. Is an expensive fuel, from greatly increased expenditure required to do the same work, compared with Cardiff or Comoi. In cleaning fires the whole fire is practically removed, due to its dirty condition. Altogether, would not call it an efficient or NEWCASTLE (BOWLER). 4.7 13 54 NEW RIVER. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carboD. Asb. 1 ' Increase in Sulphur. 1 weight at Phosphurns. 1.018 0.834 18.933 71.064 7.976 ' 0. 185 0. 631 0.089 SHU'S' TESTS, ALPHABETICALLY ARRANGED. Ap- Name of ship. pro.\i- I mate bunker I capac- ity. Where received. 159 Newport News, 203 Boston, Ma Price per ton. C.iO.R.E.Co.' . do I Castine 292 Columbia ' 1,670 Newport News, Va. do Bermuda—. I I Newport Ne Va. .| do ___ . do St. Georges Coal do - $2.75 2.08 2.25 2.25 7.79 2.76 1,795 ' do . 896 ' do_-_ G. S. K Massachusetts 1,597 Newport News, I C. & 0. K. R 1 Va. Newport 238 i Boston E.B.Townsend Newport New York New York New York R;ileigh do I do General ap- pearance as to lump and slack. Nearly all slack; 3 per cent lump. No lump.. Fair Tried with forced or uatural draft. Direct from From Taken from . barge same day. Fresh from Direct from Unknown 24 hours — Area of grate snrface. I Founds Average Estimated of coal Average I. H. P. H.P.of con- aux- I Bumed liaries. per hour. In open cars and lighters. Un- known. Not „ 4 hours. _. 8 hours__. 48 hours-. 12 hours_. Clean — Good — 24 hours.. 24 hours.. 40 hours I Cla 63 hours I Good _ .do 120 .do 1,008 Fair . ...do .do Medium . 472.5 472. 5. 12.83 10.18 390 26 I 360 I 40 4,342.05 90 1,607.45 50 3,241.87 40 I I 3, 356. 43 40 1,569.5 I 62.78 1,200 16,065 4,853 8,600 8,750 6, 259. 3 3,692.13 160 ! 7,600 ,1,817.3 177 Poor 430.38 11.6 2,952 < 360 6,978 Fair , 183.76 9 600 50 ,1,963 414 8.96 1,871.8 ! 60.2 Large pro- portion impurities. . do Not stored.' Delii 10 hours 16 hours do. ..*. do 1 Good. .do do 78 7.1 404.7 ; 9.3 8. 98 198.66 6.84 I 1,100 2.75 ....do Direct from . do Not ..do... do I do Key West, Fla.| G. S. K 2.08 3.20 Good Fair 8 months..! Under. 20 honrs... 4 hours 48 hours 19 hours Fairly clean. Clean .. do Jo. do do I 987.97 7.64 7.58.24 117 4,071 18 9,296.51 191 18,147 329 : 7.48 930 117 4,240 392 10.9 1,400 100 5,986 55 NEW RIVER. BOILER TESTS MADE AT NAVY YARD, NEW YORK. Dura- Coal furnished tiou by- of test. Water evaporated (calcu- lated). Coal per Water | Equiva- Coal •■""nH-r evapo- '«»> «™P- surface, of coal, of coal. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. • Lump coal. Remarks. Hrlt. Chesapeake & 24.42 Ohio R. n. 1 Us. 87, 367 11,200 Lbs. Lbs. 12.07 ! 7.800G Lbs. 'Percetit. 9.179 1 6.288 Lbs. 39.88 64.88 Lead and tin melted. Oct. 11, '93 lu bags Burned freely. Long yellow flame. Cakes quickly. Small amount of coke fell through bars. Clinkers small and hard. Light-gray ash. Dark-colored smoke. Crumbles slightly in handling. Traces of blatc. SHIPS' TESTS, ALPHABETICALLY ARRANGED, '^!}°'^^I, Revolu- of COftl )U6unied fur all purposi's. 5.04 2.63 2.44 2. 33 4.20 2.22 3.95 3.G1 2.57 3.86 cent of refuse. Dry. Dark Not larg do ' do __ Not very dense i None. except w i t h I Ptrong draft. 4.65 1.91 4.05 Easily disBi'pated-j Not large Dark, not easily do- dissipated. Dark- _ Dark brown ' do _ I I Easily dissipated-' do_ Not dense, dark, do__ easily dissipated. 13.3 12.3 9.95 Medium do Easily dissipated do Yes. Not as received ; lump of same grade would be. f No ; rate of consumpti Not excessive- work- ing of fires exces- sive exces- sive? How often wei tubes swept? 1 Any 'undue , beat 24 hours Once in 24 bours_, do Not swept - (t)- No. Largi quan- tity, No. Once in 24 hours... . do Once in 48 hours— Not during trial— trial ._do - Not swept during time reported on. Yes„ None How long ship out of dock? 8 months. - C months 23 days_ 64 days. Condition of ship's bottom. Fair _. Clean . Foul -. .._.do- 12 monthe. 5 months. - Not clear Foul * effect of wind, sea, and sails upon speed. Little 01 No effect . No_- 1 moDth... Clean ' Speed de- I creased 2 ] knots. do Speed iu- c r e a 8 ed 1,2 kuots. Not swept No None trial. Not necessary do do u aays. No__ Not at all do do _ 2 months, Clean 1 None. Once in 24 houri per hour was too small to cause excessive work. t No opportunity to hoist and weigh ashes during trial. 56 NEW RIVER— Continued. SHIPS' TESTS, ALPHABETICALLY ARRANGED— CosTlNUI Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Average I. H. ['. of main engines. Estimated H.P.of iliaries. Pounds of coal sumed per hour. Name of ship. Ap- proxi- mate buuker capac- ity. Where received. From whom. 1^^"™^ General m)- pearanceasto How long lump and iu store. Black. From under or not. Solace Tons. 800 Newport News, Va. Guantanaino Bay. Newport News, N.N.S.iD.D. Not Co. known. Schr, "Wm.Ii. Un- Palmer." known. C.&O.R.E.Co S2.76 G.S. K.- Navv 1 3.45 In lumps; very few impurities. From cars direct from mines. Unknown Not — Under- Not de- termin- able. No data. Not.._ -do _._ -do — ..do -. 81.76 hours. 48 hours.... 3G hours 24 hours 36 hours 2 hours, 48 minutes. 3 hours 4 hours Excel- lent. G««l.... .-do ..do Clean ... ..do ..do Good Natural ... .—do ....do ....do Forced J" pressure. Forced to ^" water pressure. ....do Natural _._ Good ..do ..do ..do Sq. .ft. 3iiO 360 531.6 398.7 150 146. 25 146.25 460 luwts. 12.2 13 7 10.4 13 15 14.6 13.5 2,500 2, 050 No data. 1,288.9 Est. 900 Est. 1,.'325 Est. 1, 300 3,300 Est. No indi- cator. 176 180 No data . 25.7 16 25 25 276 i 6, 786 ' 5, 646 4,370 Texas 860 very few ' impurities. Very little Not dcter- lump. minable. l.'i2 Yard.' i lumps. Nearly all Black. Good; princi- pally slack .—do Poor, fine; a good deal of Black. 2 days About 2 months. —do Fresh from mine. Vesuvius- . & Co. 3.85 3.85 1.75 Good -do ..do Vesuvius Yankee 1,000 ria. -—do Navy Yard, ■ New York. ....6on's Warnes Co Hongkong, ] Carlowitz & Co. 4.25 6.87 4.74 4.74 Good, fair amount uf lump. ties ; lump and Black equal. 11.80 Good, fair proportion of lump. Said to have been un- dercov- 14 hours 39 hours Fair..... Clean aud 24 hours Good 24 hours Fairly — do ..do Good 87.75 8.20 226 Fair 64.2 5 Not in- dicated. Good 120 11.00 4a3. 047 ..do 120 11.3 611.286 Fair 280 8.9 580 Good 495 10.8 1,460 35 815 26 1 1,380 1,380 3,760 OCEAN MERTHYB. Bahia, Brazil .. do 8.62 8.15 Large propor- tion of lump. 9.73 do.. Unload- ing from vessel. Unload- vessel. Fresh 89 hours 20 from minutes. steamer. Good 120 8.7 468 .do 120 9.46 446.7.^ .do..... 120 10 Est. 483. 17 Fair 120 7.62 483.63 Good 120 7.09 . 462.02 40 1..300 40 1,450 40 I 1,641 40 1, 540 57 NEW RIVER— Continued. SHIPS' TESTS, ALPHABETICALLY ARRANGED— Contini Knots per ton of coal consumed for all purposes. Revolu- tions of engines. Coal sumed per hour Per rent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of fires sive? Was soot sive! How often were tubes swep? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated efiect of wind, sea, and sails upon speed. Remarks. 6 5.3 3.6 .1.8 17.3 71.8 73.4 67.0 70.6 150. 1 184.7 183.1 03. G L6». 2.2 2.25 No data. 4.6 1.89 15 14 8.4 11 14 R Very light Easily dissipated- Dark in color Dark Small and few Few, small clink- Not large do No.. No.. No- Not ally No.. No — No — Yes.. No.. No.. No- No.- No.. No.. After 10 days' run— 10 days When ship arrived in port. On arrival in port.. Yes.- Yes.- Yes— Not tried. Yes— Yes.. Yes- No- No- No- No.- No.. No — No.. No.. Yes.. 1 month — 3 months.. 2 months, 25 days. 5 months, 23 days. 2 months,. 6 months— —do About 7 moDtiis. Clean Good do Ordinary Reduced J knot for 24 hours. None Variable — Easily dissipated. Not very dense; not dark; easily dissipated. —-do Easily dissipated. Small Very large Docked Aug. 18, 1897, but fairly clean. Fairly clean- Foul Practically nothing. .2 or .3 of a knot. Wind favor- able to draft; sea smootb ; no sails. 1.8 14 Est.; of weigh- ing. No 4.5 Very thick. Every 24 hours NIXON'S NAVIGATION. 129.8 3.13 11 38 12 140.7 3.57 8.6 14.1 2.1 10 63 5.8 20 79.5 3.6 16 pated. Light bro WD _ Small in size and quantity. Medium Not large. No.. No. No.. No — No.- No — No — No.- Con- No. sider- able. No- No.- Once in 24 ho Not on run __ Not tried. NO.. Yes - No.. Yes - No.. Yes . No.. Not tried. No — Not if speed No.. quired 2 montht:, 10 days. ' 13^ knotu— I This kind of coai is of an I j cellent steaming quality. The steering engine, the ven- tilating engines, and dynamo engine were shutdown much of the time, which accounts forthe economy shown. The coal lies dead on the grates and when thefiresareworked rnna through like sand. OCEAN KERTHYR. 227.23 j 2.67 255.21 I 2 7 120 2 2.9 10.26 UC, 11.8 j Easily dissipated- Not lai*ge. i do do __'_do Small. No.. No — No- No.. No.. No — No.. No.. No — No-. Once in 24 ho .. Once in 48 ho Yes.. No.. Yes- No- Yes-. No.. Yes- No- Yes- No_- 1 month 24 Fai 58 OCEAN MERTHYR— Continued. SHIPS' TESTS, ALPUABETICALLY ARRANGED— Co.NTlNVED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Average speed. Pounds of coal sumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Wliere received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. .Average I. H.P. ofmaiu engines. Estimated H.P. of iliaries. Castine Detroit Tout. 292 340 326 Pernambuco, Brazil. Port Said.Egypt Montevideo, Uruguay. Wilfon Sons & Co., Ltd. Port Said and Suez Coal Co. T. H. Mudd & Co. S9.24 4.86 7.17 8.51 9.48 9. .36 7.78 11.15 5.10 6.35 (*) (*) (•) 15.00 15.00 11.75 11.75 6.35 20 shil- lings. One-half lump. Fair per cent lump. About 1 month. Unknown . 2 months— 9 days Direct from ship by lighter. 51 days 6 days 5 months — 2 weeks — 2 days Not known do —-do do -—do do do Arrived in the day b( purchase. Under- Covered Under. 81 hours 40 minutes. 136.6 hours - Good Natural — Clean ! du Fair Variable Good &;. fl. 120' 130 294 294 147 A"ho(s. 7.63 9.2 8.5 8.35 4.5 7.65 9.4 10.2 10.5 11.3 14.6 12.2 13.32 11.10 12.87 12. 34 9.29 10.9 427. 72 664. 64 40 25 1,838 2,350 do Direct from ship by lighter. Not ..do _ do Montevideo, Uruguay. Chefoo, China _ PortSaid.Egypt Under. ..do -do -do -do -do -do..- ..do ..do- ..do ..do collier fore the do Machiae Machias 292 Ferguson & Co_ Suez CoalCo... Fair propor- tion of lump. Lumpy, very little slack. — do Fair do. —-do Lump and slack. — do - — Slack chiefly- Slack Good; about 30 per cent lump. 25 per cent good. 24 bonis -—do -—do 4 days 9 hours 4 days 97.42 hours. 118 34 hours 171.41 hours 122.69 hours 140 hours 20 hours- -do do Natural — do Good -do -do ..do 120 120 120 414 552 652 312 312 312 312 24 hrs., 298; 67 his., 254: 49 hrs., 394. 276.5 700 698. 92 469.07 26.37 6, 180. 85 3,440 2,139 1,441 1,974 1,886 920 1, 433. 6 Est. 30 25 25 140 250 140 30 30 30 30 76 75 1,480 1,840 1,380 7,357 17, 614 9, 211 4,638 3, 820 4,600 5,150 3,957 f, .53(1. 6 Macbiiw -_ Good do do ' do Oregon Oregon Oregon Pliiladelphia . Pliiladclphia - Pbiladelpbia . Philadelphia _ Raleigh 1,594 1,085 460 627 Sons. Callao, Peru Grace & Co -—do do -—do - do -—do Port Said, Egypt Gravesend, Eug Grace Bros. & Co. do — do — do Port Said and Suez Coal Co. -do — do -do — do -do — do Fair .... draft, \i" pressure. Natural — Both ....do do do Natural — -—do Good ..do -do — do — do Fair — -do *S15 delivered on board, $13 delivered alongside. PARDEE. CHEMICAL ANALYSIS MADE AT NAVT YARD, WASHINGTON, D. C. Moisture. Noncombusti- blo volatile matter. Combustible volatile matter. Fixed carbon. -ish. Sulphur. Increase in weight at 260° F. Phosphorus. 0.598 1.342 18.248 72.993 6.309 0.509 0.003 59 OCEAN MERTHYR— CONTIXTED. SHIPS' TESTS, ALPHABETICALLY ARRANGED— Costinced. 1 Coal Knots per p„p.i„ [ con- ton of coal i>"° "; sumed conBumed I ™^in per f"--"" en^ties. ^-^ purposes. ^ per hour. 11.12 8.78 6.25 12.5 3.01 6.M 9.27 6.30 5.34 5.26 117.6 78.6 107.3 91.7 74.34 65.61 72. 93 71.80 3.22 2.57 2.57 2.09 2. 1-'O Per cent of refuse. Dry. Dark gray r Medium volume, light brownish color. Easily dissipated. Moderate in size and quantity. Xot dense, but Thin but very dark in color, not bad. easily dissipated. Dark I Large Not large, sipaieti. do do Not dense, dark, easily dissipated do Light Not dense _ Not dense _ Moderate in amount and easily dissipated. Easily dissijiuted. . do Small Not large Very large. Large Not large- How often were tubes swept? Once in 48 hours.. Once in 60 hours.. Once in 48 hours.. _do_ Once in 24 ho Is this suited Once in 24 hours No - Any undue! heat- 1 How long ship out of dock? Yes; due to imper- feet Once in 24 hours.. In 4 days Once in 2 days Each 48 hours I 16 hours.. 48 hours Y Yes.. Tcs.- No.. 4monthsl3 days. 6 months 5 2 yeare 4 mouths. 3 years. 3 years 4 months. 6 months 10 days. 9 days 2 months . . do. ...do 13^ mouthi 2 months. do Covered with grass. Covered with . do Good Fairly clean . do . do Estimated effect of wind, sea, and sails upon speed. This coal burned out a good many grate bars, but other- wise was very good. PARDEE. BOILER TESTS MADE AT NAVY YARD, NEW YORK. Coal furnished by- Dura-i Water tion 'evaporated of 1 (calcu- test. 1 lated). 1 Hrs. LhK. 12 1 44,281 I 1 Coal sumed. Lbs. 5,400 Coal per hourper square foot of grate surface. Water evapo rated per pound of coal. Equiva. from and per pound of coal. Refuse. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. David Duncan 4 Lbf. 11.25 Us. 8.2oni Us. 9.5797 Per cent. 11.296 Lhi. 40.75 72.626 Aug. 10, '96 Good coal for ordinary natural draft. The coal is bitumi- nous. No clinker. Antimony placed in front connection was intact. Son. zinc melted. 60 PARDEE— COXTIXTED. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. 1 Pounds of coal sumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From uuder or not. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Area of grate surface. Averaee speed. Average Estimated I.H.P. : H.P.of engines, iliaries. Amiihitrite.-- Toiw. 2oO Savy Y'd.Xew York. G. S. K 52.63 Fair Unknown _ Un- known. 12 hours Fair Natural _.- Fair Sq.ft. 2.12 Knots. 6.6 699 40 3,260 Annapolis ■225 Key West, Fla _ Peale, Peacock & Kerr.* 2.85 Slack 5 days Under. 4 hours Good— . do Good 49 6.6 141.6 6 550 292 U. S. Naval Station, Key West, Fla. G. S. K Two -thirds slack. 9 days -do ___ 8 hours ..do do -.do - 120 8.4 Not indi- cated. 40 1,320 Columbia i.ljTO Navv Y'd.New York. David Duncan & Sou. 2.63 Fair Direct from mines. In open lighters. 21 hours -.do ....do —do 672 11.3 2,251 80 6,214.7 Iowa 1,795 do Duncan & Son, 1 Broadway, New York. 1.90 Fair percent lump. Fresh from Not— _ 16 hours Clean and good. ....do -do 378 9.3 2,(M3.4 177 S,.'<32 Texiis 1 850 Dry Tortngas, Fla. David Duncan & Son, Phila- delphia, Pa. 2.95 Fair Not known. Bill of la- ding Jan- uary 17. Under- 34 hours Good ....do Fair 398.7 10.7 1,288.6 51.4 6,629.7 PARDEE PATTON. CHEUICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Noncombusti- Moisture. ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Increase in Sulphur. weight at Phosphorus. 2o«o F. 0.606 1.344 13.901 74.163 9.291 0. 693 0. 644 0. 000 SHIPS' TESTS, .VLPHABETICALLY ARRANGED. Coal. '..P-' ' I 1 I Name of ship, proxi- ' General ap- i mate i ,r-i • i r i. Price pearanceasto How long 'bunker^^^"*''"'""'^^- ^J^^m whom. L„»„„ < i..,„,. ,....1 I .„ st^r*. I capac- I I ity. ! Tons. I I Indiana I 1,597 | Off Tompkins- D. Duncan & I ville, N.T. Son,l Broad- i ] way, Xew I ' York. Mostly slack- 24 hours Largely slack, Direct from Mas^chusetts 1 1,597 do_ "dmT' ■"■'"■ r^^^'- Pounds .\verage Estimated of coal Average I. H. P. H.P.of con- 1. of main aux- . sumed liaries, per hour. I I S'J. ft. , Knots. Full speed. ' Good Natural— Good 552" I Bv pat- 2, 906. 66 44.54 Natural I ent log, 1 draft ; 24 I j 9.46 ; hours. I bv bear- iings,8.9. do...' Iday ' Cleanand do !..do 430.38 I 12 3,138.20! 400 I I At 20 pounds steam per H. P. per Massachusetts Montgomery _ 340 Texas 850 9.21 !2,058.6 Dry Tortugas ' 2. 95 Navy Y'd, New G.S.K ! 2.63 About o York. I half lump, i Not known Not 97 hours.. Good Natural-— I Good 252. New York City- Duncan 4 Son.' 2.63 i No data — No 3 c 60 61 , PARDEE— Continued. SHIPS' TESTS, ALPEIABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes, 4.64+ 26.4 15.8 4.09 4 4.26 Revolu- tions of main engines. Coal Bumed per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing of fires exces- sive? Was soot s'ive? How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated eftect of wind, sea, and sails upon speed. Remarks. S.48.7 P. 48.1 70 119.5 71 59.7 69.6 its. 52 + 3.8 2.33 2.69 4.2 10.1 13 15 11 U 11.25 Dark Not large ....do do Not excessive Not large No — No._ No.. No — No.. No.. No__ Yes_. No.. No-_ No.. No.. No__ No__ No-_ No- No__ No-_ 4^ months _ 8 months __ 1 month, 16 days. 1 week 8 months, 20 days. 27 days ....do Dark, but easily ditjSipatcd. Dark, easily dis- sipated. -.-do Dark . Every 12 hours Once in 72 hours Yes.. Yes.. Not tried. No trial. Not tried. Good- _ One Fair None Not during run Not swept up to end of time reported Foul No effect __ verse. PARDEE PATTON. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of main engines. Coal sumed per H.P, per hour. Per cent of refuse. Dry. Character of , Quantity of smoke. i clinkers. Was work- fires sive? Was soot eive? How often were tubes swept? 8>i°red '"^'"" ^"^ '""S J _ ! ing ship out of ,""^j of dock? f"™", smoke 'I"'"' stack? i Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 2.36 4.02 2.64 2.3 8.23 3.6 P. 83.1 S. 83. 3 84.96 S. 78. 19 P. 78. 22 S. 87.45 P. 87. 43 S. 96. 32 P. 96. 34 Lbs. 3. 03 1.8 3.02 2.68 3.2 4.12 11.5 9 10.12 13.43 8,42 16 No 1 No Not time to deter- No- Yes— Yes- No - Yes- Nat- ural draft, forced draft, yes. No — 9 months — 4 months.. Supposed to be foul. Good Moderately foul. Very foul Clean dense. Dense, dark, and not quickly dis- sipated. Medium Dense, dark Dark ...-do Small Not large Medium No.. No.. No — No- No.. No- Yes- No- No effect — A fairly good coal. Although there was a fair amount of lump . Maine 890 New Orleans,La Texas 850 do W.G.Coyle&Co ....do $2.55 2.65 Run of mine. About40per cent lump. t About slnyun- months covered from mine. ' boat. 4 days 3 days Clean and good. Natural Good Sq. ft. 358 631.6 Knolt. 9.3 9.5 1,382 400 4,400 63 PATENT FUEL, ANCHOR BRAND. SHIPS' TESTS. ALPHABETICALLY ARUAXGED. Knots per ! ton of (.oal consumed for all ! ' purposes, j cent of refuse. Dry. Was soot esces- How long ship out of dock? Estimated Condition of I ,fj^f ship's bottom. I 3^^37,*;' upon speed. Moderate in amount and not very dark. PRINCE BRAND, PATENT FUEL (BRiaUETTES). 117.8 1 5.16 12.4 I Thick and dark, Small in Bize,mod-, Ye8__ Yes._| Everj' 12 hours i Not JKo_ not easily dis- j erate quantity. 11 tried. Bipated. PENRIKYBER NAVIGATION. 27.6 2.28 S. 140. 2 1'. 140.1 110.73 2.41 2.38 13.2 10. C Dark iu color Easily dissipated. Moderate in size and quantity. Not large No.. No.- No_. Once every 4 boars with air; once every 24 hours with eteam. Not tried; prob- ably not. fes-. No__ No._ Between 5 and 6 mouths. 47 days.... Probably good. None (t) *Yes; considerably more than "Albion Cardiff.'" fThe trial above reported was uuler same conditions as trial IV in report dated February 9, 1898, on Albion Cardiff coal, received at San Francisco, Cal., January 3, 1898, except that there was during the trial now reported about 90 tons more coal in bunkers. .\ comparison shows about 11 per cent more coal per H. P. per hour necessarv with this coal. In trial III, report of February 9, a mean of 160 revolutions and a mean speed of 9.5 knots was made for 47.6 hours with ono boiler. An attempt to do the same with this coal was unsuccessful aud very severe on grate bars. PENLLYN MEBTHYB.. 18.8 124.2 2.6 8.1 Dark, easily dissi- pated. Not large No_ - No .. .\lteniate days _: Tcs- No_. 5 months, 13 days. Fair None 19.07 133.6 2.5 12 -...do ....do No- .NO.. do -1 Yes . No.. 7 days Good ....do 9.78 167. 14 3.4 13 do do No_ _l No — Once in 48 hours .. - Yes. No.. 2 months, 8 days. Foul, slightly PITTSBTJKGH. .SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of engines. Coal sumed per H. P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- 'o"f fires sire? Was soot Bive? How often were tubes swept? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, aud sails upon speed. Remarks. 4.65 3.8 66 Lbs. 2. a 5.49 11 14.8 Dense, dark and slowly dissipa- ted. Not large No-. No.. Not well suited No.. 6 months.. Smonths and 13 days. Fair Noue This coal is free burning, mod- erately caking and easily worked. It burns with much flame, and if pressed with forced draft, heatiog of smokestacks and uptakes would be expected. S. Doe. 313, 59-1 o 64 POCAHONTAS. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. NoncoDibuBti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. Increase in weight at 250° F. Phosphorus. 0.430 1.337 ' 0.590 ' 0.S83 13.593 13.650 80.103 78.980 5. 147 5.250 0.137 0.200 0.0O4 Trace. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Ap-. , proxi- , mate bunker I capac ity. Where received. General ap- pearance as to lump and slack. From ander cover or not. Tried with forced or Kind of natural draft, draft. 1 I ' Pounds Average Estimated of coal Average! L H.P., H. P. of con- of main aux- Bumed engines. UiarieB, per hour. Alert Ampbitrite^ Amphitrite_ Amphitrite _ Amphitrite . Amphitrite _ Annapolis.. Ban I- roll _.. Honolulu, H.I. Norfolk, Va __. Charleston's. C. -do Norfolk, Vt Lamberts Point 225 ! Guanica.P. R- do Castner & Cur- S8.10 2.75 3.te 3.05 2.75 No information obtainable. voice re- ceived Castine 292 Caatine Castine Dolphin as Hamilton Iowa 1,795 Marblehead .. 340 Marblehead .. Norfolk, Ya St. Lucia — do Charleston.S. C. Cbarleetou.S. C. Portland, Me-. G.S.K Peter i Co. . do 2.75 4.37 4.25 Bright, lus- trous; about 55 per cent lump. 9 months — Unknow 1 month Unknown _ Just mined. Under. Not__. Under. Not —do .do Under. 72 hours 41i( Freeh from Not known Unload- ^ ingfrom vessel. Invoice not re- ceived. Not yet voiced. 2.63 Good coal, fair per cent lump. Charleston.S. C. 6 hours 95 hours 30 hours C0.42 hours 6 hours Fair 315 .do I Good 371 do do 21 hours 22 hours.. 24 hours.. 41 hours.. 3 hours.. Good. ..do -. 72. 3honrs..!..do . ..do ..do _do Fair _. du Good do 1 do .do Fair 9.4 943.02 40 10.72 1,535.32 45 7.74 l_.do 7. 26 ; 686 3,189 2,978 10 : 498 9.6 I 474. e I 10.1 662.6 13.3 1,450 1,711 472.5 8.7 1,601.5 177 756 11.3 4,339 155 12.3 I 1,300 60 273 10 850 , 50 65 POCAHONTAS. BOILER TESTS MADE AT NAVY YARD, NEW YORK. Coal furnished by- Dura- tion of test. Water evaporated (calcu- lated). Coal sunied. Coal per hour per square foot ot grate surface. Water evapo- rated per pound of coal. Equiva- lent evap- from and per pound of coal. Refuse. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. Nuvy Yard, Nor- folk. Hrs. 24.66 Lbi. 89, 729. 75 Lbs. 11,280 Lbs. 12.034 Lb,. 7. 9648 Lbs. 9.38 Percent. 8.39 Lbs. 40.04 62 Tin partly fused. Mayl6,'94 Practically all lump. Burned freely. Short flame. Did not cake. Small coal fell through bars. lusignificant amount of clinker, and that of friable nature. Small amount of brown soot. Breaks readily. Irregular lustrous black fracture, somewhat slaty appearance. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. 5.6 6.429 4.90 5.34 5.5G 16.8 13.3 Revolu- tions of main engines. 45.2 81.9 122.7 125.2 2.43 No data .do _. 4.83 2.8 cent of refuse. Dry Dark gray, dense. Easily dissipated. Not ; do fi I Light and easily Easily dissipated Not deuse; dark gray, easily dissipated. Easily dissipated, . do_ Easily dissipated Medium... Not large.. .do Not dense or dark, easily dissipated. Not dense, niod- '«rate color, eas- .lly dissipat'-d. _do Intervals of 20 hours. Not during trial ._. Once in 24 hours_. Once in 36 hours.. Once in 24 hours.. . do Once in 96 hours-.. Any undut heat- Ye Yes__ Y'es. Yes_ Yes.. Not necessary dur- Not during trial __ Not during run Not swept Not done _ Condition of ship's bottom. 1 niontli 2i months. 4 months. 6 months. 2 months. 13 months. 2 weeks I month IJ^ month. II days.... 9 months-. No of de- termi- ning. No__ Not dcter- ble. No.. No trial. No- No trial. No_- Yes; very well. No.. Yes: fairly No.. months. 334 weeks Good __. Slightly foul. Cle; Slightly foul- Very foul Clean ... his coal burns with a long flame, the only working necessary at the fires being an occasional breaking up of the fires by means of a slice bar. This coal is very well suited for steaming purposes with any kind of draft. This speed is for three succes sive hours, and is highei than is generally obtained. 66 POCAHONTAS— Continued. SHIPS' TESTS, ALPHABETICALLY AEKANGED.-CoNTlNrED. Ap- Nanie of sliip. proxi- mate ttn.„™, capac- 1 ity. I veJ. , From Avbom. Tom*, j Marblehead _. 340 I Marl'lehead ' ' Massachusetts 1,697 Massachusetts | I I Maseachueetts Michigan Michigan Xew Orleans XewOrleaus__[ I New York I 1,290 New York Key West G. S. K Portland, Me .. Randall* Mc Allister. Boston, Mass — ' Currau & Bur ton. Portland, Me.. Randall & Mc Allister. Detroit, Mich.. Stanley B. ; Smith & Co. Chicago, 111 _.. F. G. Hartwel Petrel _ Terror . Terror . Terror . Terror . Terror . Texas _. 200 Sewells Point, Va. Key West, Fla. 410 Portland, Me. Norfolk, Va 800 Boston, Mass.. G. S. K.,Navy Yd., Norfolk, Va. G.S. K., Naval Station, Key ■West, Fla. coal pile. E. McAllister. SS.O.'i 3.65 3.35 3.45 3.20 3.36 4.15 2.33 ceived 8.10 Steam collier Un- " Massapequa. " known 2.50 Lamberts Point, Wm.Lamb From Lighter at Navy Yd., Norfolk, Va. Norfolk, Va Charleston. S. Key West, Fla Off Cardenas.. Port Guanica . Mole St. Nicho- las, Hayti. 850 I Newport News, Johnson & Co. Naval Station- Naval Station.. Collier " Pom- pey." Un- Collier "South- Collier "Hanni- 3.50 Un- known. General ap- pearance as t< lump and slack. Good ___ .___do -. Good, fair anit. of lump. 2 months.. 3^ months. Tried witl forced or natural draft. Natural do Area of grate surface. G.od. ..do Fresh from . do Unknown. Not ..do ._. Under. -do 37 hours 116 hours 72 hours 12 hours.-. do 27. 3 hours. good. Clean . Good -. -do. do — . do — 10.34 12. 15 91 I 9. 81 12.66 Not known, taken from scboone Under open 475 hours do - 72 hours I Excellent . 24 hours Good . days, 10 Clean. 620 1, 7:i9. 2 3, 650 926. 80 350.66 325.06. 1,2.30 995 24 hours Good . Good appear- ance, fair proportion of lump. Good propor- tion of lump. U n- Fair propor- tion of lump. .do-.. 2.25 do .- . do-- 48 hours-. 24 hours— 12 ho 48 ho Natural -do.. .do.- .do.. . Good . .-.do--. -.do 360 Fair 252 Good — do ..do -do-. Fair—. ..do Poor Fair... .-do — ..do—. In tow . by "Nia- gara." 48 hours 24 hours ..do- ..do. 7. 4 1, 735. 1 67 POCAHONTAS— CoxTLNUED. SHIPS' TESTS, ALPHABETICALLY ARRANGED— Continued. ton uf coal for all purposes. Per cent of refuse. Dry. 18.8 17.87 87.5 6.2 I 81.5 4.03 43.81 3.06 i 43.2 51.5 50.35 2.89 2.49 2.82 4. CI 4.27 2.95 3.46 3.69 12.8 11.9 11.5 Light gray, eas- ily dissipated. Uediun Light . Gray, easily dis- sipated. .do 1.. Dark, easily dis- sipated. Light, easily dis- sipated. Medium Deose Easily dissipated. Not dense or dark, easily dissipated. .___do Light smoke Easily dissipated. Not large . do . do . do do fires exces- sive? Large quantities large lumps. Not large,. soot exces- sive? How often wer tuhea swept ? Is this' *°>' coal r°'i'"= suited' '\"'*- for ! '°S forced "', "^''^rck? Moderately deose-l do Dark , do._ , do do ___ do ___,.. do do do No._ No„ Not any this time.. Once in 3 days 2 and 3 days Not often 2 days Once in 24 hours—, . do Ouce in 48 hours. _. Once Not at all Not during trial- Tee. Ye8__ Yes, Yes. Yea. Yes. Not tried.I think No_, No.. How long ship out of dock? Ouce in 48 houra_. , do — do do do do On arrival in port- Yes Yes - 43^ months 5)^ mtSbtha 1 month, 26 days. 7 weeks 3 month 8,1 1 days. 8 months 10 months. Unknown . - do 2 months, 25 days. Condition of ship's bottom. Clean, bot- tom sheathed. . do_ Clean _ Foul __ Clean . Not known, presumably very fair. No__ No_ No__ No_ 48 days. 52 days 103 days__. 121 days--. 130 days—. 191 days. 195 days™ 235 days.. 237 daya_. Estimated effect of wind, sea, and sails upon speed. None Very little. Decreased speed 5 knot per ho Fairly clean do 'hree boilers in use; two would have been sufficient for the speed. . do Fair Nothing- Variable . * This coal was stored in a with water improved its burning exposed to sun and rain. The coal coked readily but the fires had to be carried heavy and worked constantly. Dampening the coal 68 POWELI, DTJFFBYN. SHIPS' TESTS, ALPHABETICALLY ARRANGED. CoaL Condition of boilers. Tried with forced or natural draft Kind of draft. Ap- Kame of ship. ' proxi- mate buDker . capac- ity. Where receired. From whom. Price per ton. General ap- j From ^f^^°^ pearaDcea£to How long nnder iriai. lump and in store. cover slack. or not. Area of grate surface. Average. Estimated of coal Average I. H. P. H.P.of con- speed, of main 1 aux- ' snmed engines, iliaries. per hour. Tow. $11. 79 • Sq.ft. 265.82 KnoU. 11.9 1,403.-18 1 of slack. - . POWHATTAN i KEYSTONE). CHEMICAL ANALYSIS MADE AT SAVT YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. weight at 250° F. 3.13 1.38 1.06 86.67 1 7.56 0.331 1.11 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Name of ship. Ap- proxi- mate banker capac- ity. Where received. From whom. 1 General ap- Price pearanceasto per ton. Inmpand elack. How long in store. From ander or not. Length of trial. Condition of boilers. Tried with . „. . forced or Kind of -^i^'' natural draft. .J^'* draft. surface. Average Average I. H. P. speed, of main !engine9. Estimated J of coal H.P.of con- anx> 1 sumed iliaries. per hour. Wantonomoli. Toiu. 260 League Island Navy Yard. Madeira, HmJt Co. SI. 70 Clean, fair Notknown. proportioD | of lump. 1 1 1 Not j 6dayssteam- known.| ing with gines. Fairly clean. Natural Fair Sq.ft. 246 Knots. Varied rrom3i to 7. 650 50 3,200 PRATT. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Noncombusti- Combustible Increase in Moisture. ble volatile volatile Fixed carbon. Ash. Sulphur. weight at \ matter. matter. 250° F. Phosphorus. 0.360 1.740 25.773 68.351 , 3.703 0.073 0.079 SHIPS' TESTS, ALPHABETICALLY ABEANGED. 1 Coal. Condition of boilers. Area of grate surface. ! Ap. Name of ship, proxi- mate bunker capac- 1 "^■ Where received. From whom. Price per ton. General ap- pearance as to lump and slack. From How long under in store. cover or not. Length of trial. Tried with forced or Kind of natural draft, draft. 1 Average Average I.H.P. speed, of main engines. Estimated H.P.of iliaries. of coal con- sumed per hour. Tom. Detroit.. .. 340 1 Mobile, Ala Gnlf City Coal Co. 82.26 Bich, clean, 80 percent lump. Not 38houis,56 minutes. Fair Natural — Fair Sq.ft. 223.66 Knott. .10.4 988.71 85 3,844.50 69 POWELL DTTFFRYN. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knolsper o„,..|,, ) Coal sun.pd per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Qnantity of clinkers. Was work- ing of fires Was soot sive? How often vere tubes swept? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of and sails upon speed. Remarks. n.eg Lb!. 3.19 15.3 5 months This coal had evidently beeu mined a long time. POWHATTAN (KEYSTONE). BOILER TEST.S MADE AT NAVY YARD, NEW YORK. Dura- Coal furnished | tiou by — of test. evllrted Coal Coal per hour per square foot of grate surface. Water evapo- rated per pound of coal. Equiv.- leol evap. Steam f^'^d 1 Refuse. P'^--^ at 2130 j ' V^^ per pound' I gauge, of coal. ! [ 1 Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. Madeira, Hill & Hrs. Lbs. Lb>. 5,400 11.25 16.. 7.47 £6.. 8.896 Percent. Lbt. 10.4 40.1 44 Feb. 15, '98 About 40 percent. Light-brown smoke. Moisture in coal 2.38 per cent. Co. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. ReToIu- tions of main engines. Coal sumed per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- 'of fires sire? Was soot How often were tubes swept ? Is this coal suited for forced draft ? Any undue heat- smoke stack? How long ship out of dock ? Condition of ship's bottom. Ksti mated effect of wind, sea, and sails upon speed. Re murks. *3.9 44.9 Lbs. 4.65 12 Not dense, but not easily dis- sipated. Large in size and numerous. No.. No.. Every two days NO, No__ About 20 montfaB. Kot kDOWD, presumably clean. This coal is of fair quality. * The weather during tive days of the time covered by this report was bad, so that the knots per ton of coal is by 3 true as to speed that may be made under favorable conditio PRATT. SHIPS* TESTS, ALPHABETICALLY ARRANGED. Knotsper tun of coal consumed for all purposes. Coal Kevolu- „™'''j ! Per tions of i ™™™ 1 cent of main rf p [ refuse, engines, | ^^^^ \ Dry. hour. 1 Character of smoke. Quantity of clinkers. Was work- ing fires sive? Was soot How often were tubes swept? Is this', ^°y fo*- 1 o7 ^°:"*; smoke ^■^"^t- stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, eea, and sails upon speed. Remarks. C.706 S.IOO p. 98 Lbs. 3.34 20.5 Dense, brown Moderate Mod- erate. Mod- erate. Every 36 hours Doubt- ful. No__ 219 daya Moderately foul. Minus 1 knot. A rich, clean, good-looking coal, resembling Newcastle in its cubical fracture. About 20 per cent stack. Makes a dense brown smoke, and after firing about 12 hours a troublesome clinker forms on the bars and clogs the air spaces, necessitating considerable labor to clear. RESERVE, CAPE BRETON. SHIPS' TESTS, ALPHABETICAIiLT ARRANGED. Coal. Tried with forced or Kind of natural ' draft, draft. j Area of grate surface. Average Average I.E. P. speed, of main engines. Pounds Estimated of coal H.P.of con- aux- sumed iliariee. per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. ^f^t^. pSS" 1 slacls. How long in store. From under or not. Length of trial. Condition of boilers. Tom. Marhlehead ..1 340 1 i Cbarlottetowo, Peake Bros P.E.Id. • 83.07 Fair 1 month Under, 12 hours Clean __. Natural — | Fair I Sq.ft. 183.75 9.7 1 600 1 60 2,535 ! REYNOLDSVIIXE. SHIPS' TESTS, ALPHABETICALLY ARRANGED. ; Coal. Kind of l^J^^f Average speed. ' Ap- Name of ship, proxi- mate hunker ' capac- ity. Where received. , Fnjm whom. 1 General ap- Price pearance as to How long per ton. 1 lump and in store. ' slack. 1 From under or not. Length of trial. Condition ^^^r"" boilers. -;-»• Average! Estimated of coal I. H. P H. P. of Con- or main aux* snmed engines, iliaries. per hour. row. Montgomery _ 340 Montgomery Port Tampa, FlautSteam- Fla. ship Line do Plant S. S. Co.. i 85.60 About one- fourth lump. 4.20 ! 30 per cent - lump. Not known Not — ..do 20 hours 19 hours Fairly clean. Fair Natural ... ««. ft. Fair 165. 72 —do 256.88 i Knots. 9.7 11.4 920 62 1, 110 60 2,950 ' 3,543 STANDARD BIERTHTR. FranguliBros. 4.1 Good, fair 3 weeks . amount of . lump. Natural— Good... WALLSEND. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. ■ Sulphur. Increase in weight at 2.50° F. Phosphorus. 2.540 3.392 2.160 3.768 28.731 23.281 60.393 56.014 6.001 13.161 0.175 0.384 Trace. 0.003 71 KESERVE, CAPE BRETON. SHIPS' TESTS, ALPHABETICALLY ARRANGED. i Kaots pel ton of coal consumed for all purposes. Revolu- tions of main engines. Goal sumed per H, P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing fires sive? Was soot sive? How often were tubes swept? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 8.6 90 1 Lbs. 3.9 j 6 t Dense and dark- Very clinging clinker, mod. erate quantity. No.. Yes.. Once in 24 hours No.. No.. 1 month — Clean None Coal very light and much lost up stack. Clinkers hard to clear from bars. Quick burning but too light for for'-ed draft. REYNOLDSVILLE. BOILER TESTS MADE AT NAVY YARD, NEW YORK. Coal furnished by- Dura- tion of test. Water evaporated (calcu- lated). Coal per Sn' l'-^.-" surface. Water evapo- rated per pound of coal. E,»i..- lent evap- oration al21-20 per pound of coal. , Steam Refuse. P'^^^^'"''' ' gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. Hrs. LU. Lbs. i Lbs. Lbs. Lbs. 9.125 Per cent. Lbs. 9.6278 41.7916 44 Co. were melted in uptake. per cent. * Coal suitable for ordinary forced draft. Used 1,^80 pounds of wood to raise steam. Weather cloudy and rainy. Coal has bright fracture and burns very rapidly, with red-yellow flame ; forma heavy black smoke when firing, and considerable all the time; requires to be frequently charged into furnaces. Slice bar not required. Steam pressure fluctuating and difficult to control. Soot formed mostly in tubes. Zinc and antimony placed iu the front connection remained intact. Clinker, 83 pounds ; soot, 88 pounds. SHIPS' TESTS. ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. ' Coal engines. ^'J' hour. I Per cent of refuse. Dry. f haracter of Quantity of smoke. clinkers. 1 Was work- ing of fires sive? Was soot sive? How often were tubes swept? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. ! ... 8.2 5.72 (t)- No.. No__ Not at all Yes.. Yes No.. No 104 days... 170 days__- Very foul Foul Inappreci- able; slip of screw 16.8 per cent. (t) 103.5 3.03 easily dissipated. Not necessary dur- ing rnn. t Work heavy on account of insufficient grate surface. X On February 3, 1897, when the bottom was clean, the ship averaged for ten hours 11.8 knots ; 97.8 revolutions per minute ; I. H. P. 795, and the mean draft exactly the same, viz: 14' 5". Slip rew 4.3 per cent. By comparison of the two runs it is obvious that the difference of speed of 2.1 knots is wholly due to the condition of the bottom, and is not due to the quality of the coal. The amount uf coal per H. P. is due to the insufficient grate area used. STANDARD MEBTHYR. mall iu siz e ; Fre- quantity co n- quent siderable. clean- ing neces- sary. Yes.. Every 12 hours . 10 days : Cle ! Sknotsad- A poor steaming coal. WALLSEND. BOILER TESTS MADE AT NAVY YARD, MARE ISLAND, CAL. Coal furnished by- Dura- Water tion evaporated of (calcu- test. lated). Coat per Coal •>"">'?<"' ™' square surface. Water evapo- rated per pound of coal. Eqaiva- lent eval>- from anil per pound of coal. Refuse. Steam pressure per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. Hrs. Lbs. 12 25,361.7 Lbs. 3,635 Lbs. 13.46 Lbs. 6.977 Lbs. 8.17 Per cent. 13.94 Lbs. 42.4 70. 9 Tin and lead melted; zinc did not. Sept. 15, '97 Co. 72 WALLSEND— Continued. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Kind of draft. Arra of grate surface. Pounds of coal suuied per hour. Nameof ehip. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price pertoD. General ap- pearance aa to lump and slack. How long ia store. From under or not. Average speed. Average I.E. P. of main Estimated H.P.of iliaries. Tnufi. San Diego, Cal_ .___do — _„-.do .„_do S8.00 8.50 8.60 8.00 165 200 3U7 Kiwis. 7.H 10.46 8.26 7.94 788.30 929.82 38. B 80 2,712 3,676 4,297 Benuington 403 250 236 SprecbleB Bros. Comm. Co. -—do Moderate amount of lump. Fair; little Black. Good Unknown _ 3 mouthB-. 2 moDthB— open coal pocketB. Under, -do Not — 24 hours, 19 minutes. 8 hours 61 hours Clean — Good -_do Natural _— ....do Both Fair Good -do WELLINGTON. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Noncombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. Increase in weight at 250° F. Phosphorus. 2.09 1.821 2.05 1.979 36. 85 27. 927 46. 16 52. 602 12.85 15. 007 0.563 0.664 1.22 0.009 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Kind of draft. Area of grate surface. Same of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. Condition of boilers. Tried with forced or natural draft. Average speed. Average I. H.P. of main engines. Estimated H.P.of iliaries. of coal sumed per hour. Concord Toil*. 401 Treadwell City, Alaska. Sitka, Alaska .. Honolulu, H.I. -...do Alaska Tread- well G.M. Co. U.S.F.S."Alba- U. S. consul gen- eral. U.S. consul- $10.00 9.92 10.75 13.26 Good; no im- purities. Not known Under. 4 houre Cleau Natural Good Sq.fi. 166 Kiwh. 11.33 962.6 43 2,620 Mohican Monterey 160 236 Free from slack and fairly lumpy. Good 6 hours 60J^ hours.. Clean — Fair Natural -.- ..do_ Good ...do_-. 160 292 10.2 8.15 695.66 697 3 90 2,166 2,677 Not known Under. 73 WALLSEN D— Continued. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of main engines. Coal Bunied per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- 'oT fires sive? Was soot sive? How often were tubes swept? Is this coal suited for forced draft? Any undue heat- 'oT smoke stack? How long ship out of dock? Condition of ship's bottom. Eetiniated effect of wind, sea, and sails upon speed. Bemarks. 16.48 8.03 5.53 4.14 Lbs. 3.3V 3.28 3.49 15 (About.) 11 16.33 (Wet.) 12 Considerable amount ; dark gray, almost black. Dark brown, dense, not eas- ily dissipated. Very dense, flame came out of top of emoke pipe. Dense and dark__ Trial not long enough to deter- mine. Once in 24 hours Once in 8 hours Every watch 3 months- _ 35 days 5i montba. 7 months-- Probable Blight ma- rine growth. Clean 96.5 90.3 50 to lOO 88. Save. Not large No.. Tee.. No_. Yes.. Yes.. Yes.. Yes-. No__ No.. Yes- Inappreci- able. Not large -—do - Retarded J knot. Steamed in company with the "Monadnock," and speed so constantly varied that no fair estimate of I. H.P. can be given. On account of the large amount of soot this coal is not adapted for use on this ship, with or without forced draft. *Heating cracked all paint on afterside smoke pipe, and carried away one guy. WELLINGTON. BOILER TESTS MADE AT NAVY YARD, MARE ISLAND, CAL. Water evaporated (calcu- lated). Coal sumed. Coal per hour per square foot of grate surface. Water Equiva- evapo- lent ^''ap- rated oi-at'on, I'^^, I at2I!?o pound per pound of coal. I of coal tureof feed water. 3,640 I 13.48 Tin and lead melted, zinc did not. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of main engines. Coal sumed per H.P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- ing tires sive? Was soot exces- sive? How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 10.07 104 Us. 2.61 7.1 Small in size and quantity. No.. Tes.. Once in 12 hours... Not well adapt- None with natu- ral draft. 5 mouths and 10 days. Fair None Ship was making inside pas- sage fronk Juneau, Alaska, to Sitka, Alaska. The day's run was short and tubes were swept and fires cleaned while at anchor at night. The smoke wm dense. Coal burned quickly, and steam and revolutions were kept practically constant with 10.5 6.1 49.6 80 3.6 3.3 14 17 Easily dissipated. Dense, dark, not easily dissipated. Not large No_. Yes.. Yes„ For mod- erate draft, yes. - poses. No.. Every 12 hours .... No__ 1 month- Clean Added }4 kuot per hour. high-pressure cylinder, .70 in low-pressure cylinder; vac- uum 25 inches, both cylinders developing an equal amount of power. Coal good. 74 WEST HARTLEY. SHIPS' TESTS, iLPHABETICALLY ARRANGED. j Coal. Length of trial. Area of grate surface. 1 Pounds Average Estimated of coal Average I.H.P. H.P.of con- speed. 1 of main atix- i sumed engines., iliaries. 1 per i hour. 1 '- i Name of -hip. J proxi- bnnker ^ •>*''* received. From whom, capac-' ity. Price per ton. General ap- pearanceas to lump and Black. How long in store. From under cover ornot. Condition of boilers. Tried with forced or natural draft. Kind of draft. 1 1 Tom. Fair percent 8malt lump, clean. Received from 8teamer. 1 Natural .._ Good Sq.fi. 128 Enolt. ! Co. 1 WESTMINSTER BRYBIBO. Alert 190 Corinto, Nica- ragua. E. PalazioiCo. 18.00 40 per cent lump. 3 months Not__ .' 14 hours Good Natural __ _ Good__ . 100 6.66 355 None in 1,248 Alert ___.do —.do 18.00 do 4 months.. ..do-_ _ 48 hours Fair do - Fair .. - 126 6.30 475 do__. 1,600 WESTPORT, NEW ZEALAND. CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. Moisture. Koncombusti- Combustible We volatile volatile matter. matter. Fixed carbon, i Ash. Sulphur. Increase in weight at Phosphorus. 250° r. 1.630 1.020 S4.929 ' Trace. SHIPS' TESTS, ALPHABETICALLY AKRAKGED. i -^P" I ? of ship. , proxi- mate I buDkeri capac- 1 ity- Where received. 250 do John I». How- I Oregon Imp. j Co., Contrac- I tore,G.S. K., I Blare Island. Monterey 236 i Sausalito Oregon Imp San Francisco G. S. K., Navy Yard, Mare Island. General ap- pearance as to lump and slack. From ! under cover or not. Condition of boilers. Tried with forced or natural draft. Area of i grate j surface. Averagt Average I.H.P. speed, of main ' engines. 7.25 ' Clean and fair Just re- From ceived. ship's hold. Taken di- Taken rect from direct vessel. from vessel. Under Ship dis- Taken charging direct at S. F. from ship. Moderate forced — ^ inch in ash pit. Gross 1,250. Net 1,200. 75 WEST HARTLEY. SUIPS' TESTS, ALPUABETICALLY AKRAKGED. Knots per ton of coal consumed for all purposes. Eevolu- tions of main enginee. Coal " cent of J% refuse. per hour. Character of emoke. Quantity of clinkers. Was work- ing of fires Give? Was soot How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship'sbottoni. Estimated effect of wind, sea, and sails upon speed. fiemarks. 12.07 38 Lbs. 3.88 6 Dark brown Not large No_. Con- sider- able. Twice per day No_. N"o__ 13 months. Clean None WESTMINSTER BRYMBO. 11.95 I 56.13 3.51 I 8 Light gra.v, easily : Not large I dissipated. 8.82 i 58.68 3.36 11 Gray, easily dissi- Large ___ No__ 80 days Yes I 132 days ! Very foul WESTPORT, NEW ZEALAND. BOILER TESTS 3IADE AT NAVY TARD, MARE ISLAND, CAL. Coal furnished by- Dura- tion of test. Coal per Water Eqniv»- "Water : p , hourper evapo- lent evap- evaporated V'°„ ' square | rated oration «ilcu- '^- foot of! per f'/.V^"" lated). 1™™^''- grate : pound pJ^'pLd surface, of coal, of coal. Refuse. Steam Jem- ""^r'' tSrcot Temperature of uptake. Date. \ Lump coal. Keinarks. Oregon Imp. Co_ HrB. 12S? Lbt. Ut. 1 Lbs. Lbt. Lbt. 26,691.878 3,250 1 11.25 8.212 9.76 Percent. 4.27 Lb8. 42.7 64 1 resulted from hauling the fire only, together with a small quantity of soot. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Coal "rs'of 1 ^"»°"'i main ' P" engines. "-^f- hour. Per j cent of 1 Character of refuse. ; smoke. Dry. Quantity of clinkers. Was work- ing of fires Was soot sive? How often were tubes swept ? ^c^::r'-si'e suTted !'■-'- for 1 '"8 f-7,'; smoke ''"'f" stack? How long ship out of dock? Conditiou of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 12.091 6.7 4. 50 20.62 Lbs. GO 40 3.17 None ' No No__ No__ YeB-_ Mod- erate. Daily . Not No _ 156 da.v8 1 month — 4 months __ roui___ Clean None 57.1 96 S.188.5 P. 188.1 4.06 1.8 16.7 10 (About.) 6.6 easilydissipated. Not large No_. No__ Con- sider- able work to keep grates clear. tried. No Very dense and dark. Under natural draft dark and dense, under forced draft moderate. Every watch— Forefiiciency,anest was swept every watch. No __ Yes.. No__ No Fair Should bo None- This coal ignites quickly and A thin tenacious clinker on grates. burns freely. In a run of a day or longer it would be necessary to sweep tubes of- tener than once a watch. With a strong draft the up- takes of the Ward boiler on this vessel would become un- duly heated. With the exception of a thin clean. and light winds on quarter. tenacious clinker on the grates, requiring consider- able work to keep them clear, the coal gives good results under a light forced draft ; attempt to use it under natu- ral draft was not satisfactory. 76 YOTTGHIOGHENY. CHEMICAL AN.\LTSI.S M.\DE AT N.WY YARD, WASHINGTON, D. C. Moisture. NoDcombusti- ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. Sulphur. Increase in neight at 250° F. 1.51 1.58 0.90 1.20 29.69 26.76 64.96 62.26 2.9* 0.024 8.20 0.022 0.359 0.318 SHIPS' TESTS, ALPHABETICALLY ABBAKGED. Coal. Length of trial. 1 1 Ap- Name of ship, proxi- bSr'^-"-^^'"'^- capac- ity. General ap- ^ , Price pearanceasto From whom, per , on. lump and slack. How long in store. From under or not. Condition of boilers. Tried with . ,»„ „r forced or Kind of ■''^^^°' Average Estimated of coal Average I. H. P. H.P.of con- speed, of main aux- eumed engines. iUaries. per hour. Tom. Michigan 125 Duluth, Minn.. Pioneer Coal 82.68 Good Co. Fresh from Not ... 6 hours Good Natural Good 1 Sq. ft. Knott. 91 1 9.2 1 328.39 None in 1,260 HIGHLAND (ANTHRACITE). 1, 290 Tompkinsville, Anthracite Coal Not Uniform pea N.Y. Operators' As- known. size and no sociatioD. dirt. Some Proba- 12 hours Good. months ; bly not. was the last of a large pile. Natural— Fair 493.98 LEHIGH (ANTHRACITE). Marblehead 340 Port Tampa, Plant system... 6.85 } Good About 3 Not — : 14 hours...- Clean — Natural ... Fair 358.17 13 1,932.92 60 . I Fla. weeks. . I I.I MOREA (ANTHRACITE). CHEMICAL ANALYSIS MADE AT NAVY YARD. WASHINGTON, D. C. 1 Soncombusti- Moistnre. ble volatile matter. 1 Combustible 1 ' i Increase in volatile Fixed carbon. Ash. Sulphur. I weight, at matter. ^ 250° F. i 1 1 1.115 1.285 10.473 76.192 10.763 0.172 1 SHIP.*' TESTS, ALPHABETICALLY ARRANGED. Coal. Condition of boilers. Tried with forced or natural draft. Kind of draft. Ap- Name of ship, proxi- mate bunker capac- ity. General ap- ^•berereceived. Fromwhom. ' ^^'^ /?-- LT slack. How long in store. or not. Area of grate surface. Average speed. Average I.H.P. of main engines. Estimated H.P.of iliaries. of coal sumed per hour. Tons. Montgomery . 340 Raleigh 460 Naval Station, G.S.K ' 85.46 I Nearly all Key West, I lump. Fla. j ; 25 days Direct from 1 Under. 32 hours ..do 24 hours Cleap Numerous Natural ... ....do Strong... Fair Sq./l. 241.96 393 Kuolx. 9.76 8.8 847 720 62 80 4,116 5,988 leaks. 77 YOTJGHIOGHEinr. SHIPS' TESTS, ALPHABETICALLY ARBANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of engines. Coal sumed h".". per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was '".'"'^- Was ^°f soot How often were fires ;«f;f/( tubes swept? Is this coal suited for forced draft? Any undue heat- 'of smoke stack? How long sbip out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Eemarks. 16.3 17.8 3.83 10.8 Dense and d«rk__ Not large No __ Ye3__ Once in 12 hours___ Tes._ No__' R months.- Clean None HIGHLAND (ANTHRACITE). 18.322 Very little smoke- i^ and Ke- No - LEHIGH (ANTHRACITE). 21.8 1 No smoke | Not large No.. No.. About days. MOREA (ANTHRACITE). SHIPS' TESTS, ALPHABETICALLY ARRANGED. KnotR per ton of coal consumed for all purposes. Revolu- tions of engines. Coal ^"-^^1 cent of Ti T> refuse. 1,er- I"-^- hour. Character of smoke. Quantity of clinkers. Was work- ing of fires give? Was soot sive? How often were tubes swept ? Is this coal suited for forced draft? Any undue heat- ing of smoke stack? How long ship out of dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 6.3 3.3 94 62.9 Lbs. 4.53 7.48 12.5 17.5 Very light No smoke Not large Ex- sive. Tes-. No soot. No-. Not at all Total- ly un- fit. Not tried. No.. No-_ 38 days..- 5 months, 28 days. Clean Foul Reduced speed 1 knot. Unimport- ant. Once in 72 hours (*) * The coal was screened, steamboat size. It ignited readily, made some clinker and much ashes. The inferior economic results obtained are in part due to the condition of engines and boilers, and in part to the inexperience of the firemen, who had never before fired with anthracite. 78 NATALIE (ANTHRACITE). CHEMICAL ANALYSIS MADE AT NAVY YARD, WASHINGTON, D. C. NoncombuBti- Moisture. ble volatile matter. Combustible volatile matter. Fixed carbon. Ash. 1 Increase in Sulphur. weiglit at 250° F. Phosphorus, 1.739 1.461 2.099 79. 244 15.239 0.218 0.024 SHIPS' TESTS, ALPHABETICALLY ARRANGED. Coal. Length of trial. Condition of boilers. Tried with forced or natural draft. Rind of draft. Area of grate surface. Average speed. Average I. H. P, of main engines. Estimated H. P. of of aux- iliaries. 1 Pounds 1 of coal sumed per hour. Name of ship. Ap- proxi- mate bunker capac- ity. Where received. From whom. Price per ton. General ap- pearance as to lump and slack. How long in store. From under or not. .\lliance .Annapolis Detroit Montgomery - Montgomery . Toils. 159 225 340 340 Key West, Fla. do do do Naval Station, Key West. G. S. K 85,40 John Miller, 5.40 Wash., D, 0. Naval Station.. 5. 40 G. S. K 6.40 -.-do 5.40 Anthracite __ Lump; an- thracite. Dull, deteri- orated ap- 5 per cent slate, 10 per cent slack. ...-do 9 months.. 7 months, 10 days. Freshest outflmos,; remainder years. Not known Under. -.do —do Cover . „do ... 24 houre 6 hours 72 hours 24 hours 41 hours.... Good __do Clean ... Fair -do Natural ....do Both natu- ural and assisted. Last hour forced draft. N.atural ... Good ..do ..do Fair ..do Sq.ft. 96.3 98 269,5 252. 88 256,88 Knots. 6.3 9.2 8 11,8 11 123 223,63 677, 91 1,021 868,98 None 8 75 62 62 1,0.35 666 4,776 3,396 4,110.5 SCRANTON EGG (ANTHRACITE). D.L.& W.Coal 4 hours 1 Fair , Natural —I Poor 64,2 79 NATALIE (ANTHRACITE). BOILEK TESTS MADE AT NAVY YAKD, NEW TORK. Coal turniahed by- Dura- tion of test. Water evaporated (calcu- lated). Coal sumed. Coal per hour per square foot of grate surface. Water evapo- rated per pouud of coal. Eq»ivs- lent evap- at91-iO per pound of coal. Steam Refuse, ^"^r" 1 per gauge. Tem- pera- ture of feed water. Temperature of uptake. Date. Lump coal. Remarks. Hrs. 12 Lbs. 40,379.5 Lbs. 5,652 Lbs. 11.7 Lbs. 7.14 Lb.. 8.68 Per cent. Us. 20.5 41.66 41 Jan. 30, '97 Coal delivered contained 10 per cent Inoisture. Burns very freely with short yellow flame and no smoke. Easily worked. cite Coal Co. SHIPS' TESTS, ALPHABETICALLY ARRANGED. Knots per ton of coal consumed for all purposes. Revolu- tions of engines. Coal sumed per H. P. per hour. Per cent of refuse. Dry. Character of smoke. Quantity of clinkers. Was work- flres sive? Was soot sive? How often were tubes swept? Is this coal suited for forced draft? Any undue beat- ing of smoke stack? How long ship out of . dock? Condition of ship's bottom. Estimated effect of wind, sea, and sails upon speed. Remarks. 13.6 30.6 3.75 7.82 5.96 40.4 90 S. 79. 94 P. 80. 08 Av. 80. 01 103.1 98.4 Lhs. 8.4 2.8 6.34 3.32 4.42 18.8 5 25 17.3 11.5 Small in size, but considerable. Not large Yes.. No.. Yes.. Yes.. Yes.. No.. No_. No.. No.. No__ Every 4 days Once in 24 hours... Once in 7 days 24 hours do Not No 8 months.. 3^ months- 143 days_- Fair Clean Moderat e 1 y foul. 1 to IJ knots None 2 knots Easily dissipated. No smoke Not dense or dark; easily dissipated. deter- mined Yes-. No.. Yes.. Yes.. No_. No.. No.. No_. (*) Not large __..do 158 days,__ Foul * This coal is weatberwurn and deteriorated ; after being ignited, it makes an intense local heat of short duration, breaks up, lays dead with a dull-red heat and runs into clinker and ash. It required an assisted draft with the blowers ; required about 2 tons of it to do the work of 1 ton of ordinary bituminous. Caused several bulges in the back connection sheets of boilers A and C, and is totally unfit for use on naval steamers. SCR ANTON EGG (ANTHRACITE). Not large No.. No— Once in 2 weeks j Yes__ No.. 20 days CI S. Doc. 313, 59-1- REPORT OF BOARD ON INVESTIGATION OF THE SPONTANEOUS IGNITION OF GOAL. Navy Yard, Washington, D. C, January 27, 1898. Sir: 1. In obedience to your order, dated December 9, 1897, and the inclosed instructions, we have investigated the subject of the spontaneous ignition of coal and its jarevention, primarily with the view of ascertaining the causes of fires in coal bunkers of ships and in coal piles on shore, and respectfully submit the following report. 2. We have considered the details of these instructions, especially those of the Assistant Secretary of the Navy, as an outline of suggestions rather than as a specific order to examine exhaustively every item mentioned therein, both on account of verbal supplementary instructions and because we found that to procure reliable information with respect to some of them would necessitate making experiments involving an expenditure of time and money which we were informed were not contemplated. We have, however, endeavored to investigate every item mentioned, and, in general, to carry out the investigation of the subject as thoroughly as possible. 3. To this end we examined all the literature on the sxibject of spontaneous ignition which a careful search disclosed (a list of these authorities being appended, marked B), and made application to professional men who were likely to have investigated it to secure their cooperation, either by references to reports or by a contribution of their own exjierience. The various Bureaus and the Office of Naval Intelligence were consulted and letters were addressed to the Commander-in-Chief of the North Atlantic Station, the naval attaches, numerous coal operators, agents of steamship lines, consulting engineers, chemists, engineers of gas works, and other works handling large quantities of coal, notifying them of the object of the Board and requesting their assistance. We have also carefully investigated every case of spontaneous ignition in the bunkers of our naval vessels, and in coal piles at the navy yard of which reports could be obtained, and have consulted many officers of the service. It may be remarked in the beginning that the consideration of the siibject of spontaneous ignition is confined to bituminous or "soft" coal, inasmuch as we have not learned of a case of fire due to this cause in anthracite coal on shipboard, and all the printed discussions of the subject refer to bituminous coal. FIRES IN COAL BUNKERS. 1. The Report of the Royal Commissioners of Great Britain on fires in coal cargoes, published in 1876, and the paper of Prof. Vivian B. Lewes, of the Royal Naval College, Greenwich, published in 1891, are most important contributions to the literature of this subject. These reports are in practical accord on the important points, and, in our opinion, as a result of careful study, give the true explanation of spontaneous ignition of coal. The paper of Profes.sor Lewes was reprinted by the Bureau of Equipment in 1897, in the back of " Report on the Efficiency of Various Coals used by U. S. Ships, 1895-96," and a copy is to be found on all ships in commission, and at all navy yards. 3. According to Professor Abel, Dr. Percy, and Professor Lewes, the causes of spontaneous ignition of coal are : 3. First (and chiefly) : The condensation and absorption of oxygen from the air by the coal, which of itself causes heating, and this promotes the chemical combination of the volatile hydrocarbons in the coal and some of the carbon itself with the condensed oxygen. This process may be described as self -stimulating, so that, with conditions favorable, sufficient heat may be generated to cause the ignition of portions of the coal. The favorable conditions are : A moderately high external temperature ; a broken condition of the coal, affording the fresh surfaces for absorbing oxygen ; a supply of air sufficient for the purpose but not in the nature of a strong current adequate to remove the heat ; a considerable percentage of volatile combustible matter or an extremely divided condition. 4. Second : Moisture acting upon sulphur in the form of iron pyrites. 5. The heating effect of this second cause is very small, and it acts rather by breaking the coal and presenting fresh surfaces for the absorption of oxygen. 82 6. While the condensation and absorption of oxygen is always going on to a limited extent, the general immunity of our bunker coal from spontaneous ignition shows that there must be some exciting cause, sufficient to stimulate the action to greater rapidity when fires do occur, and this we believe to be due chiefly to external heat. The analysis of the bunker fires on our own naval vessels indicate this very strongly. 7. In former days, when ships were under steam only part of the time, when steam pressures were lower, when there were no protective decks and bunkers over the boilers, and there was ample circulation of air around the boilers, cases of spontaneous ignition were almost unknown in bunkers ; but modern war vessels have all these conditions changed, and for some bunkers there is sure to be, when adjacent boilers are in use, a sufficiently high external temperatiare to cause the spontaneous ignition of any coal at all lia- ble to that phenomenon. 8. It should not be inferred, however, that spontaneous ignition is a frequent occurrence, even under the more favorable modern conditions. The total number of fires due to this cause, in the last three and one-half years, counting the fire in each bunker as a separate fire, is only 20 on 10 ships, and when we re- flect that during that time there have been at least 40 ships in commission, averaging probably 40 bunkers each, which have probably coaled an average of 20 times, the pei'centage of bunker fires is seen to be very low. 9. While it is desirable, if possible, to eliminate bunker fires altogether, yet if the precautions neces- sary to this end require great expense or are undesirable for other good reasons, we must adojjt such rea- sonable expedients as commend themselves to practical considerations, and to the need of each particular case. 10. In a modern war vessel, great coal-carrying capacity is one of the first considerations, and ready access to the coal from the fire rooms is almost as important. Both compel the construction of the coal bunkers in close proximity to the boilers. Moreover, the structure of such a vessel from necessity prevents any general circulation of air sufficient to prevent a considerable elevation of temperature near the bunkers. We have data of cases where such temperatures have attained 200° Fahr. Professor Lewes recommends provision for a water wall between the bunkers and boilers or uptakes in such cases, but there are several practical objections to such a plan which we consider conclusive. A double bulkhead with air circulation involves practical objections which will be obvious on consideration, so that, in our judgment, except as stated in the next paragraph, we do not recommend any structural changes. 11. There are some bunkers in which a fire would involve great danger, namely, those adjacent to maga- zines, while in others the loss of the coal would be a serious matter if the ship had a small bunker capac- ity and was making a long passage, and in time of action such a fire, calling for extra work on the part of the engineer's forces, would be a serious matter. On the JVeio Yorli and on the Cincinnati there were fires in bunkers next to the magazines which caused the charring of woodwork in the latter, and if they had not, fortunately, been discovered in time, there might have been in each case a terrible disaster. For such cases, we do consider .structural provision as absolute necessity, and that no magazine should ever be separated from a coal bunker by a single bulkhead only. There should always be a double bulkhead with at least 4 inches between the walls of the bunkers and magazines and with provision for a good circiilation of air to carry off any heat that may come from the bunker. In order to avail ourselves of expert opinion on the structural qiiestion, we requested the views of the Chief Constructor of the Navy, and find from his reply that he had anticipated this important point, and j^rovision is made in the new battle ships on practically the plan which we recommend, while the Board on Construction had recommended the fitting of an addi- tional bulkhead in the bunkers of the Neiv York and adjacent to the magazines, with provision for air cir- culation. The precautions considered necessary to prevent fires and to discover and extinguish them in bunkers not adjacent to the magazines are presented further on. With regard to fires in bunkers, we submit the following recommendations : 1. No magazine should be separated from a coal bunker by a single bulkhead only, but in all cases there should be a double bulkhead with efficient air circulation, artificial if necessary. 2. The temperature of spaces near bunkers, where it is likely to be high, should be observed, and where it will be sufficiently great to be likely to cause spontaneous ignition, there bunkers should be kept normally emjjty if the total coal capacity is sufficiently great. If they must be kept filled a coal should be chosen which is least likely to give trouble. On our eastern coast, anthracite coal fulfills this condition completely, as diligent inquiiy has not developed a single instance of spontaneous ignition of anthracite in such sizes as come on board ship. In Europe and many foreign ports, this condition would be met by briquettes or "patent" fuel. This is composed of bituminous slack bound together by tar, pitch, or flour paste, and from its nature and method 83 of manufacture has not the conditions for absorbing oxygen. Where neither of these is attainable, a semibituminous coal with a low percentage of volatile combustible matter should be chosen and stowed in large lumps only. With respect to the temperature likely to cause ignition, Professor Lewes states: "If the bunker coal next the bulkhead be kept at 120° F., an}' coal with a tendency to absorb oxygen will run a great chance of igniting within a few days." He assumes this as a probable temperature if that outside the bulkhead is 200° F. This is a point that can only be settled by experience, as the data available to us do not warrant a definite limit being assigned. Where bunkers are exposed to such great heat they should be examined, if practicable, at regular intervals, to ascertain if the temperature rises or if vapor or smoke is emitted. 3. There should be as much space as practicable between the bunkers and boilers or uptakes. This is a question of design and no hard and fast rule can be laid down. We would recommend, however, a minimum space of 10 inches from the shells of cylindrical boilers, and at least 18 inches from uptakes and the casings of water tube boilers where the latter really serve as uptakes ; and, if practicable, there should be air circulation. i. Lump coal of large size and as free from small coal and slack as possible is to be preferred. In the ordinary purchase of coal, some slack is inevitable, but where there is room for choice, other things being equal, large lumps should be chosen. If practicable to get it, coal that was screened before shipment should be preferred. 5. Coal with a very high percentage of combustible volatile matter should be avoided when possible. Tables of the analyses of various kinds of coal are usually readily obtainable, so that the percentage referred to can be found. When a coal is offered of which there is no record in accessible tables, the per- centage composition can probably be obtained from reputable coal dealers, and, we may add, in our opinion, contracts should be placed only with such dealers. 6. The coal should not contain a large amount of pyrites. 7. In choosing coals, the "Coal Efficiency Reports" will indicate the relative values of those that have been used at home and abroad, and the Admiralty list will also aid in the selection on foreign stations. In any case, coals of established reputation should be chosen, even at a higher price. This is authorized by law, and the practice is sti'ongly urged. A standard coal is apt to be freer from slack and pyrites than coal of poor quality, and not only less liable to spontaneous ignition, but also cheaper in the end. The reports show that the Philadelphia can steam 7,170.G knots, using Albion Cardiff coal, at a total cost of $7,282.8, and that it would cost $7,433.7 using Comox coal, although the former costs S7.14 a ton and Comox $5.65 a ton. 8. With respect to moisture, we consider it preferable on every ground to take the coal on board dry ; but, when necessary to take it on board wet, such coal should be used first if jjracticable, and the bunkers in which it is put examined at regular intervals. 9. In general, recently mined coal should not be taken. The authorities already cited explain this fully. The fresh coal is more greedy of oxygen than after the absorbing process has proceeded for some time. Ordinarilj' our ships on foreign stations can not get freshly mined coal, so that they avoid this risk. The coal should be at least a month from the mine. 10. Precautions should be taken to i^revent waste or oil from getting into the bunkers, and old coal should be iised before that recently received. 11. With respect to the extinguishing of fires in bunkers, the means now provided appear the best practicable. The Bureau of Steam Engineering provides a steam pipe to each bunker in order that, in case of fire, an atmosphere of steam which will not support combustion may drive out the air. The reports show that these have been employed effectively; but it has been suggested that, if the pipes for admitting the steam were placed on the bottom of the bunker instead of the top, the system wo\;ld prove more efficient. Otherwise the steam escapes through the bunker exhaust pipes. The bunkers can always be flooded through the coal scuttles if that Jje found necessary. As a rule, the coal should be removed from the bunker after it has once fired. The facility of removal depends on the location of the bunker and the total amount of coal on hand. With the extensive water-tight subdivision now carried out, and the inevi- table restrictions on design in war vessels, we are not aware that any change could be made to facilitate the emptying of bunkers when a fire has occurred. Before leaving the subject of bunker fires, we may mention briefly one point, to make our report com- plete, namely, why, if anthracite coal is absolutely free from danger of spontaneous ignition, it should not be used exclusively. 84 The practice of the Navy Department in using bituminous coal exclusively for the past fifteen years after a previous extended use of anthracite is sufficient to show that there are good reasons for preferring bituminous coal, and we give some of them: 1. The slower rate of combustion of anthracite with natural draft, thus involving greater weight and space for boilers to give same power. 2. Greater cost of anthracite than bituminous. 3. Practical impossibility of procuring anthracite except on our own Atlantic coast, so that bituminous coal would have to be used everywhere else. 4. Greater difficulty in firing anthracite than bituminous. It thus appears that anthracite is, on the whole, distinctly inferior to bituminous for naval use except in the freedom from spontaneous ignition, and the comparative rarity of this phenomenon on our ships shows that we could not for a moment allow this advantage to outweigh the numerous and important dis- advantages. FIRES IN COAL PILES. For this part of the subject we could find very little literatiire, although it is touched on by the Royal Commission, and Professor Lewes makes some suggestions. At our request the Bureau of Yards and Docks very kindly asked for information from all the navy yards on the number and circumstances of all fires that have occurred in coal piles as far as recorded. The replies received disclose that the records only show five or six fires in coal piles as having occurred in an indefinite period, which may be considered as at least twenty years, so that it is a very rare occurrence in our navy yards. Information has been kindly furnished bj"- a number of firms using large quantities of coal, but most of it was of a negative character, as they had never experienced spontaneous ignition in their own coal piles. A report by Assistant Engineers Nulton and Danforth to the Commandant of the New York Navy Yard (Commodore Erben) as a result of investigating the experience of the large gas works in Brooklyn shows that these concerns had been free from fires for long periods. The Pacific Mail Steamship Company informs us that they had trouble in their coal piles, biit found it due to sulphur, and after assuring the absence of this ingredient had no further trouble, whether the coal was wet or dry. Other firms have stated that in the rare cases of spontaneous ignition in coal piles, within their experience, they believed them due to the presence of sulphur. Professor Lewes' recommendations on coal storage are as follows: "The coal store should be well roofed in, and have an iron floor bedded in cement; all supports passing through and in contact with the coal should be of iron or brick; if hollow iron supports are used, thej^ should be cast solid with cement. The coal must never be loaded or stored during wet weather, and the depth of coal in store should not exceed 8 feet, and should only be 6 where possible. Under no condition must a steam or exhaust pipe or flue be allowed in or near any wall of the store, nor must the store be within 20 feet of any boiler, furnace, or bench of retorts. No coal should be stored or shipped to distant ports until at least a mouth has elapsed since it was brought to the surface. Every care should be taken during loading.or storing to prevent breaking or crushing the coal, and on no account must a large accumulation of small coal be allowed. These jsrecau- tions, if properly carried out, would amply suffice to entirely do away with spontaneous ignition in stored coal on land." It is recommended that these precautions be taken, particularly at Key West and Honolulu, where the coal would otherwise be exposed to the sun for long periods with a temperature at times, at Key West, as high as 130° F. In siich cases the roof, if of corrugated iron, should have a lining of wood separated from it by an air space. From all that we can learn, it appears that when a coal pile has ignited the best way to extinguish the fire is to remove the coal, spread it out, and then use water on the burning part. The incandescent portion is invariably in the interior and, when the fire has gained any headway, iisually forms a crust which efi:'ect- ively prevents the water from acting efficiently. ^ Before concluding our report, we would call attention to the fact that no experiments to determine, beyond question, the exciting causes of bunker fires have ever been made. The researches of the eminent chemists already mentioned, and a study of the conditions when bunker fires have occurred, enable con- clusions to be drawn which we believe correct, and ou these our recommendations have been based. The fact remains, however, that the very conditions which seem to have been the cause of a bunker fire on one ship have existed on many others without causing trouble. 85 Apparatus which would reproduce almost perfectly the conditions of the bunkers ou board ship could be made at moderate cost, and then every condition supposed to be provocative of spontaneous ignition could be reproduced, carefully tested, and adjudged. The outcome of such a series of experiments would be absolute knowledge of the conditions and exciting causes of spontaneous ignition, and consequently of the means to be employed to prevent its occurrence. The entire cost of such a series of experiments, including the apparatus, would probably not greatly exceed $5,000, and we respectfully recommend its consideration at the Department. We desire to place on record our appreciation of the kindness of those gentlemen Avho have assisted us by advice and information. Very respectfully, (Signed) Thomas D. Griffin, Lieutenant, U. S. N. (Signed) W. M. McFarland, Passed Assistant Engineer, U. S. N. (Signed) Tos. Westesson, The Secretary of the Navy. Chemist. APPENDIX B. LIST OF WORKS TREATING OF THE SPONTANEOUS IGNITION OF COAL THAT WERE CONSULTED BY BOARD, OR THAT WERE MEN. TIONED BY CORRESPONDENTS. Report of the Royal Commission of Great Britain on the Spontaneous Combustion of Coal Cargoes, l>i1G. Lecture by Prof. V. B. Lewes, on Spontaneous Combustion of Coal, published in all technical English papers in latter part of 1891, and reprinted in pamphlet of Bureau of Equipment, entitled Efiaciency of Various Coals, published in 1897. Spontaneous Combustion, Journal of Industries for 1890, p. 386, by V. B. Lewes. Journal Society of Arts. pp. 352-65, March, 1892, by V. B. Lewes. Nature, vol. 48. p. 626. by V. B. Lewes. Story of American Coals, Philadelphia, 1896. p. 333, by W. J. Nichols. Franklin Institute, vol. IT. p. 16, 1834: vol. 21, p. 424, 1836. Franklin Institute Journal, 1882 and 1885. Overland Monthly. N. S., vol. 12, p. 585. by W. J. Eastman. Popular Science Monthly, vol. 20, p. 717. Scientific American Supplement, vol. 4, No. 81, by C. W. Vincent. Eel. Eng., vol, 17, p. 515, by C. W. Vincent. Journal of Society of Arts, vol. 25. p. 711. Engineering, January 30. 1886. Practical Engineer, March 20, 1892. Practical Magazine, vol. 6. p. 280. American Arch., vol. 23, p. 248. Doring. Colliery Guardian, vol. 69, p. 16. 1895; vol. 71, p. 63, 1896. Institute of Naval Architects, vol. 31. p. 204, 1890; vol. 35, p. 276, 1894. Practical Engineer, vol. V, p. 29, 1891. Engineering Record. 1891, p. 197, vol. 23, December 6, 1890, to May 30, 1891. Scientific American, vol. 74, p. 275, 1896. Journal of Iron and Steel Institute, vol. 2, p. 171, 1891 ; vol. 2, p. 351, 1892. Transactions of the Institute of Federated Mining Engineers, vol. 3, pp. 789 to 794. Engineering for 1897, vol. 63. p. 431. Causes of Spontaneous Combustion of Coal, London, 1894, by M. V. Jones. Coal Dust, an Explosive Agent, London, 1894, by D. Staurt, M. D. The Origin and Rationale of Colliery Explosions, London, 1895, by D. Staurt, M. D. Stahl and Eisen vol. XII. p. 309. Perry, Metallurgy of Fact and Metals. Finely Divided Organic Substances and their Fire Hazard, by C. J. Hesamer. Journal fuer Gasbeleuchtung, 1897. Chemie der Stein Kohle, F. Muck. Chemiker Zeitung, 1893. Halpke. Chemisches Reportorium, 1892; 1893. Percy s Metallurgy of Fuels, p. 298. Dingler's Journal, vol. 195, pp. 315, 499; vol. 196, p. 317. Wagners Jahres-Bericht for 1870, vol. 16, pp. 758, 778. T. W. Bunning, "On the Prevention of Spontaneous Combustion of Coal at Sea." Transactions of the North England Institute of Mining and Mechanical Engineers, vol. 25, p. 107, 187.5-76. Spontaneous Combustion. Journal of the Society of Chemical Industry for 1890, p. 1112. The Transactions of the American Institute of Mining Engineers, vol. 4, p. 60, 1876. The Transactions of the American Institute of Mining Engineers, vol. 8, pp. 211. 217. Return ordered jirinted by the House of Commons, August 14, 1878 (366). Coal Cargoes (Spontaneous Combustion, etc.). Memorandum relating to Spontaneous Combustion of Coal and Explosion of Coal Gas on Board Ship. etc. , by Thomas Gray Assistant Secretary of the Marine Department of the Board of Trade. England. Collection of Statistics connected with the Coal Fields of the British Islands, by Richard Meade, Assistant Keeper of Min- ing Records, published by Cro.sby, Lockwood & Co., London, 1881. LIST OF COALS BOUGHT FOR THE BRITISH NAVY AND KNOWN AS ADMIRALTY COALS. [arranged in two classes.] Practically all in each class may be taken as equal in quality, altliougli slightly varying in hardness and other points. COLLIERY SCREENED AT TIME OF SHIPMENT. Class 1. Ferndale. Nixon's Navigation. Albion Merthyr. Harris Deep Navigation. National Merthyr. Class 2. Cambrian Navigation. Ocean Merthyr. Cory's Merthyr. Hood's Merthyr. Locket's Merthyr. Powell's Duifryn. Dowlais Merthyr. Hills Plymouth Merthyr. Standard Merthyr. Cyfarthfa. (87) EEPORTS OF COMMANDING OFFICERS UPON MOST DESIRABLE COAL In the month of August, 1898, the Bureau sent the following circular letter to the Commanders in Chief of the different squadrons on the Atlantic Coast . Navy Department, Bureau of Equipment, Washington, D. C, August Si, 1898. Sir : 1. The Bureau requests that you will dii-ect the commanding officers of each of the naval ships under your command to address an official letter to this Bureau, stating the trade name of the American coal considered the most desirable for use on board of their respective ships for steaming and other purposes, with reasons f<;)r the selection made, so far as possible. 2. No further report is desired from ships which have already made a similar one. Very respectfully, (Signed) R. B. Bradford, Chief of Bureau. One hundred and twenty-three (123) answers were received as follows: One hxmdred and seventeen (117) preferred Pocahontas coal. One (1) preferred anthracite on accoiint of type of boilers (Almy water tube). One (1) gave no trade name, preferring bituminous or semibituminous coal. One (1) preferred Cumberland. One (1) had only tried New River and Georges Creek, and preferred the former. And the other two classed Pocahontas and New River as equal generally, stating, however, that the former made less smoke and of a lighter color. The principal reasons given for preferring Pocahontas coal were as follows : 1. It gives best results in speed per ton of coal consumed. 3. It contains the smallest percentage of ash. 3. Less smoke is given off in combustion. 4. It requires less working of fires to keep steam pressure uniform. 5. Better suited to forced draft. 6. Reqxiires less sweeping of tubes. 7. Clinkers to less extent than some other coals (89) COAL. j:quipmp:nt expenses abroad, 1 002. [Extract from report of the Chief of the Bureau of E(|uipinent to the Secretar^^ of the Navy, 1902, pages 47-71.] EQUIPMENT EXPENSES AKKOAD. There was expended during the fiscal year, under the direction of commanders in chief of fleets and com- manders of ships, the sum of $225,000 for supplies and servnces for equipment purposes, not including the amount expended for coal. This amount is approximate only, full returns not having been received. COAL. A total of 382,040 tons of coal, costing S2,:^20,211.09. at an average of -fo.Sl per ton, was purcha.sed during the fiscal year. The following table indicates the amount of coal purchased for steaming purposes since 1892 and the cost thereof: 1 Fiscal year ending June 30 — 1 Quantity. Total cost. .\veraee cost per ton. 1 1 Fiscal year ending June 30— Quantity.! Total cost. Average cost per ton. Tons. 1892 1 73,467 $550,451.35 449,065.27 640,355.96 $7.49 6.69 (L7« Tons. 1 J4.68 1893 1 67,054 1894 .1 94,336 1900 1 228,395' 1.572,652.97 1901 ' 324,108 2,273,111.81 1902 1 382,040 2.220,211.09 6.88 1895 1 98,615 527,590.25 5.35 620,131.38 5.30 655,921.72 4.7."! 1896 . . ! 116,903 5.81 1897 138.318 DOMESTIC CO.\L. Of the total amount purchased — viz, .382,040 tons — 293.438 tons, costing, with the transportation thereof, the sum of -$1,543,869.35, at an average of $5.26 per ton, were purchased within the limits of the United States. The following table indicates the amount of coal purchased within the United States for steaming purposes since 1892 and the cost thereof: Fiscal year ending June 30 — Quantity. Total cost. Average cost per ton. Fiscal year ending June 30— Quantity. Total cost. 1 Average cost per ton. 1892 Tons. 38,450 33,257 42,190 50,630 55,162 82,051 $221,918.66 147,999.04 178, 163. 58 181.985.89 196,795.40 280.091.09 $5.77 4.45 4.22 3.59 3.57 3.41 Tons. 378,437 195,216 141,921 219,042 293,438 $1,520,119.75 1.238,355.40 1 834,527.34 1,379,433.51 1,543.869.35 1893 . 1899 1894 1900 1901 1902 1895 1896 1897 FOREIGX COAL. The balance of the 382,040 tons — viz, 88,602 tons — were purchased by paymasters of ships, mostly abroad, costing the sum of $676,341.74, at an average of $7.63 per ton. The following table indicates the amount of coal purchased by ships for steaming purposes since 1892, with the cost thereof: Fiscal year \ nding June 30 — Tons. 35,017 I 33,797 I 52,146 47,985 61.741 ' 56.268 Average! otal cost. cost per 11 ton. '\ '1 $298,948.55 $8.53' 301,066.23 8.91 i 462,192.38 8.86 336,183.47 7.00 423,335.98 6.85 375.840.63 6.68 Fiscal year ending June 30 — 1899 1900 1901 1902 Toms. 74,111 85,953 86,476 105.066 88.002 ! Average I cost per ton. $601,885.53 441, 155. 15 738, 125. 63 893.677.81 676.341.74 $8.12 5.13 8.S3i 8.50 7.63 94 The amount of coal used during the fiscal year was nearlj- f S per cent greater than during the preceding year; it was 67 per cent greater than during the fiscal year ending June 30, 1900. It will be seen by the foregoing table that the amount of coal used in the Navy for steaming purposes has increased more than five times during the past ten years. The cost of coal during the fiscal year was $1.20 or 20 per cent less per ton than during the preceding fiscal year. The average cost of coal purchased in the United States during the fiscal year was $1.04 per ton less than during the preceding year. The average cost of coal purchased by ships during the fiscal year was 87 cents per ton less than during the preceding year. The chief reasons for the above-mentioned reductions were due to a decreased cost of Welsh coal at Cardiff, Wales, and very' low freights. During the last half of the fiscal year coal freights reached an unprecedentedlj' low figure. While they have since advanced a certain amount, they are still much below normal rates. As stated in the last annual report of the Bureau, the price of the best coal mined in the United States was advanced on the 1st of April, 1900, more than 50 per cent of its former price. Since that time it has not been advanced, and at present, generally speaking, the Navy is being supplied with the best coal obtainable at about $2.50 per ton f. o. b. at the tidewater outlets of the mine. The varj'ing prices of coal shown in the foregoing table, which, for the most part, include the cost of transportation, are due not only to the fluctuating cost of coal itself at the point of shipment and the fluctuating cost of transportation, but to the locality where purchased. For instance, ships on our own coast and in the West Indies can be supplied with coal at very reasonable rates; but in the Pacific, where good coal is scarce and brought a very long distance, and in the Orient, the cost is twice or three times that in the above-mentioned localities. Ships must go wherever their presence is required, which can not be foreseen when preparing estimates, nor can the ever-varj-ing cost of coal or freight be foreseen. It is gratifying to report that while the total amount of coal consumed by the Navj- during the fiscal year was increased 18 per cent the amount of foreign coal purchased was decreased 16 per cent and the amount of domestic coal increased 34 per cent. The following table indicates the price of the best Welsh coal f. o. b. at Cardifl, Wales, from May, 1899, to date: Prices of best Cardiff coal at Cardiff, Wales. Date. Price per ton. Date. Price per ton. Date. Price per ton. Date. Price per ton. 1899. May ! J3. 12 to S3. 24 1900 $0.43 to $7. 20 5.76 6.00 5.40 5.76 5.04 5.52 5.28 5.64 5.28 5.52 1901. S4. 80 to So. 04 4.44 4.56 4.32 4.44 4.20 4.32 5.04 5.28 4.56 4.68 5.04 5.16 5.04 5.16 4.80 4.92 4.32 4.38 4.08 4.32 4. 20 4. 32 1902. $4. 14 to $4.26 3.78 3.90 3.12 3.18 3.12 3.24 3.12 3.24 3.18 3.36 3.30 3.42 4.80 5.04 March 3.60 3.72 .\pril 3.60 3.78 Q^ l' ' Mav May 3.96 4.08 r» t hp June.......:.: 3.90 4.02 November 5.28 5.52 July- July 4.08 4.14 5.76 6.00 6.48 6.96 6.12 6.48 4.92 5.16 4.44 4.68 3.84 3.90 • 3.96 4.02 CONSUMPTION OF COAL. Of the total amount of coal used in the ships of the Navy 35,458 tons were consumed on board of colliers, torpedo boats, tugs, etc., from which no reports are made of the specific object of expenditure. Of the balance 52 per cent was consumed for steaming purposes; 45 per cent 'or distilling, pumping, heating, ventilating, and lighting; 2 per cent for cooking purposes, and 1 per cent for steam launches. Especial attention is invited to the large amount of coal used in sliips for auxiliar}' purposes, viz, 48 per cent of the entire consumption. TRANSPORTATION OF COAL. The Bureau has continued the policy of supplying the best domestic coal olitainable for use on shipboard. Tliis pohcy necessitates the transportation of coal to many ports of the world, where it can not be obtained at reasonable rates. During the past fiscal year a total of 153,000 tons of coal were shipped to various foreign and domestic ports, the greater amount having been sent to the Asiatic Station. Of this amount 84,000 tons were sent in chartered vessels, mostlv foreign, and 69,000 tons in naw colliers. 95 The following table will indicate tlie fluctuating rates of freight on coal from the Atlantic coast to the port of Manila : Fiscal year. Average rate per ton. Fiscal year. • .\verage i rate per ton. ! $6.99 1901 $8.63 5.83 . J 7.90 1902 At present the Justin In the opinion of the The freight on coal from the Atlantic coast to the Pacific ports remains at a liigh figure. Cardiff coal can be purchased at San Francisco, duty paid, for considerably less than coal can be sliipped from the Atlantic coast. The average price of Admiralty Cardiff delivered at San Francisco during the past fiscal 3-ear was $7.83 per ton; during the preceding year it was $9.29 per ton. The average price paid for the best Admiralty Cardiff delivered at Honolulu during the fiscal year was SS..57 per ton: during the preceding year. S9.S7 per ton. But few American vessels are offered for coal freight, although it is gratifjdng to note that the number for coastwise and West Indian ports is increasing. TRANSPORTATION OF COAL BY NAVY COLLIERS. There are tliirteen nav^' colliers in commission, manned by merchant crews, as follows: Ajax. Nero. Sterling. Justin. Alexander. Hannibal. Lehanon. Xanshan. Brutus. Leonidas. Saturn. Pompey. Caesar. The Saturn, Justin, Nanshan, and Pompey are attached to the Asiatic Squadron, is used as a station ship at Guam; she will, however, soon be relieved by the Supply. Bureau the Xanshan and Pompey are sufficient for the distribution of coal from Manila, where a large amount is kept in stock. The small coal depots throughout the Pliilippine Islands are now well stocked. It is recoimnended that the Saturn be sent to the Mare Island Navy-Yard and held for service on the Pacific; also that the Justin, when relieved b}' the Supply, be sent to the same place. The Hannibal, Leonidas, Sterling, and Lebanon are used to stock coal depots on the Atlantic and Gulf coasts and in the West Indies; also to supply the fleet at points where no depots exist. When used for the latter purpose they perform the important function of exercising tjie crews of battle ships and cruisers in supplying coal to their sliips under war conditions. The Ajax. Alexander, Brutus, Csesar, and Nero are used for the transportation of coal to the Pacific and Orient. The Bureau again calls attention to previous reconunendations advising the construction of two large steam colliers capable of carrA'ing 10,000 tons of coal as cargo and 1,000 tons in bunkers, with accommodations for a naval personnel and liberal amount of stores, and a secondary' battery. Such sliips would be very useful in time of peace or war. They should be capable of making 12 knots when fully loaded and be economical in making long passages at a speed of S or 9 knots. Your attention is in\nted to the statement in the last annual report of the Bureau on this subject. COAL TESTS. Tests of coal have been continued during the year, as in past years. Evaporative or boiler tests are made the New York and Mare Island na\n>'-yards. on all samples of 12 tons each, delivered free of cost to the Government. A chemical analysis is made at the Wasliington Na^y-Yard on all samples of not less than 4 pounds delivered to the Bureau free of cost. Exhaustive tests were made durmg the early part of the year by the torpedo-boat flotilla at Norfolk on Georges Creek coal, from the Consohdation Coal Company, Baltimore, Md.; Pocahontas coal, from Castner, Curran & Bullitt, Norfolk, Va., and New River coal, from the Chesapeake and Oliio agency at Newport News, Va., in order to determine, if possible, wliicli kind was best adapted for the use of torpedo boats. The result showed little difference when the coal was carefully selected in the three varieties. S. Doc. 313, 59-1 7 96 The following tables contain the result of the chemical analyses of the various samples received. The samples are arranged in the order of the amount of fixed carbon theA** contain: Chemical analysis of samples of coal at the Washington Navy-Yard, Washington, D. C [Arranged in order «f percentage of fixed carbon. Sample selected officially is noted by an asterisk.*] BITUMINOUS COALS. Commercial name. Location of mines. Volatile matter. Increase Sulphur, in weight at 250° F. Powhatan Canraore* I'enrikyber Smokeless Steam. . Albion Cardiff* Ledyob Camnore * Bonanza Tug River Albion Cardiff * Old Victor Coal Creek* Georges Creek Big Vein Cum- berland. Hartford Albion Cardiff • Bonanza - Elk Garden Big Vein Cumlwr- land. Bonanza Lloydell Pocahontas * Tug Uiver* Argyle* Pocahontas* Lloydell Eureka 12 Rockhill Pocahontas* Durham Tug River * Argyle * Pocahontas * Pocahontas * Powelton Pocahontas * Cameron Loyal Hanna Sonman New River Miller Vein * Tug River* Elk Garden Big Vein Cumber- land. Atlantic No. 1 Pocahontas Acme Smokeless ■ Fairview Yellow Run Listie Smokeless Steam Pocahontas * Tug River* Davis Steam Elk Garden Big Vein Cumber- land. Macdonald Colliery * Pocahontas * Russelville Spartan Albion Cardiff * , Pocahontas * Georgo.i Creek Big Vein Cum- berland.* Argyle Elk Garden Big Vein Cumber- land. Georges Creek Big Vein Cum- berland. Elk Horn Davis Steaming Prairie Creek or Huntington. . . Macdnnald Colliery * Pocahontas * Pocahontas * Sonman Morrisdale * Vinton Henrietta * Pocahontas* Elk Garden Big Vein Cumber- land. Pocahontas Fairview Elk Garden New River Pocahontas * Pocahontas * Georges Creek Big Vein Cum- berland. * Pocahontas * Thomas Steam or Cumber- land * Georges Creek Cumberland Big Vein. Irvona, Clearfield County, Pa 575 miles east of Vancouver, British Columbia. County *of Glamorgan, Wales.; Tilamorganshire, Wales 575 miles east of Vancouver, British Columbia. Bonanza, Ark McDowell County, W. Va Glamorganshire, Wales Coal Creek, Tenn Allegheny County, Md.- Sebastian County, Ark. . Wales, England Bonanza, Ark Mineral County, W. Va. Bonanza, Sebastian County, Ark. Lloydell, Cambria County, Pa McDowell County, W. Va Dunlo, Cambria County, Pa. Lloydell, Cambria County, Pa. Robertsdale, Huntington County, Pa Virginia and West Virginia. Tazewell and McDowell counties. Durham, Lookout Mountain, Georgia McDowell County, W. Va Dunlo, Cambria County, Pa Cameron, Ind. T Westmoreland County, Pa Stony Creek Mine, Hooversdale, Somerset Ci Fayette County, W. Va., near Thurmond. . Cumberland County, Pa Listie, Somerset County, Pa , Virginia and West Virginia, Tazewell and McDowell counties. Mineral County, W. Va. Fayette County, W. Va Majestic Mine RusselviUe, Ark Rendville, Fayette County, W . Wales, England McDowel 1 County, W. Va .\llegheny County, Md Allegheny County, Md. Lew'is County, Wash . . . Huntington Ark Fayette County, W. Va Virginia and West Virginia, Tazewell and McDowell counties Stony Creek Mine, Hooversdale. Somerset County, Pa. Morrisdale, Clearfield County, Pa '. ... Vintondale, Pa Dunlo, Cambria County, Pa Majestic Mine Mineral County, W. \'a Somerset County, Pa Mineral County, W. Va Fayette County, W. Va._. McDowell County, W. Va. Alleghany County, Md. 86. 670 86.367 85.960 85. 169 84.700 84. 610 84 520 82.780 82. 446 82.207 82.140 81. 95.'? 81.680 81. 490 80.740 80.668 80,610 80.590 80.580 80.540 80.493 80.390 80.370 80.318 80.280 80. 103 80.068 80.040 79.977 79.890 79.830 79.820 79. 780 79. 760 79. 677 79. 497 79. 470 79.384 79.300 79.260 79. 174 79. 162 78. 940 78.900 78.850 78.790 78.750 78. 640 78. 510 76.900 76.139 75. 890 75. 890 75.760 75. 600 75.400 Upper Potomac. Lonaooning, Md . 1.060 9.710 9.540 8.646 10.100 12.400 12. 397 14.320 2.530 11.070 13.070 I 15.010 14. 590 11.681 ' I 14,100 12.500 12. 340 15.180 10. 078 12. 840 14.680 14.280 13.380 13. 593 14. 694 l.D.TO 14. 170 1.090 11. 408 l.SU 12.600 .740 13. 430 1. 490 12. 520 .000 4.740 .310 12. 107 1.740 12. 019 1.849 18.000 .570 10. 951 2.107 14. 090 1.110 12.800 1.170 10.850 1.520 15. 240 .590 9.050 .903 10 427 1.170 14.140 1.660 13. 760 .810 13.650 .583 10.020 .780 11. 540 .700 13.040 .610 17.230 1.020 14.200 1.790 11.020 .830 17. 440 1.420 16.700 .930 13. 150 .780 14.856 1.490 15. 277 .803 15. 115 .978 12. 850 1.230 1.036. 1.940 15.010 .950 14.030 1.180 18.110 1.150 16.970 .700 15. 300 1.590 10. 540 .270 14. 197 1.347 17.510 .190 14.707 2.417 13.420 2.130 15.330 1.170 15. 470 .840 12. 859 1.039 16.700 .750 20.230 1.170 17.220 .970 16.800 .230 16.460 .740 17.010 .270 17. 411 .891 17.380 1.070 3.130 .730 .590 ..352 .300 1.500 1.460 1.720 ■ 9. 730 1.010 1.320 .640 1.220 1.330 0.830 .960 2.570 1.270 1.381 1.260 .980 1.110 1.410 1.090 3.237 12.920 3.290 3.147 2.210 13.000 1.330 1.800 2.870 6.451 3.410 3.720 5.000 2.400 4.078 4.170 3.390 4090 3.420 5.147 2.922 3.770 5.068 4 380 1.330 5.251 4 540 5.720 1.920 4120 9.690 7.597 4 619 5.070 5.250 3.330 7.890 6.540 2.120 5.160 8.500 1.310 3.190 6. 370 4 676 4 756 17. 526 5.220 5.630 2.270 3.760 2.880 4 600 6.077 4070 4 207 6.260 5.510 5.520 8.134 6.400 1.730 4 940 5.960 6.310 .060 .133 .234 .199 .260 .603 .085 .108 .324 .066 .251 .062 .121 .092 .364 .240 .274 .294 .502 .235 .463 .358 1.330 .,357 0.126 0.270 .431 .180 .280 .214 .173 .203 .466 .853 .981 .211 .664 97 icdl analysis of samples of coal at the Washington Navy-Yard, Washington, D. C. — Continued. BITUMINOUS COALS-Continued. Commercial name. Volatile matter. Increase in weight at 250° F. Big Bend* Pardee Tug River* Big Vein Cumberland Pocahontas* Eureka 22 Mount Vernon* Patton Pocahontas * Pardee Pearson Warrior Crows Nest New River* Crows Nest Davis Steaming Pearson Warrior Pocahontas * Standard Eureka * Thomas Steam or Cumberland, Albion Merthyr New River New Pardee Indiana Spartan Gazzam Pocahontas Lump Labuan Sloss Glenwood Clearfield Enipire Big Vein* . . Albion Cardiff Comox * Reynoldsville Pratt MiUdale Montezuma Toms Creek* Pratt Comox Metropohtan Albion * Moshannon Creek Toms Creek * Cahaba Indianola Lump West port Twin Rocks, Cambria County, Pa. Patton, Cambria County, Pa McDowell County, W. Va Elk Lick, Somerset County, Pa Iloutzdale Clearfield County, Pa Patton, Cambria County. Pa Virginia and West Virginia . Tazewell and McDowell counties. Patton. Cambria County, Pa Near Birmingham, Jefferson County, Ala Femie, British Columbia Fayette County. Va Fefnie, B rit ish Columbia Near Birmingham, Jefferson County, Ala Majestic Mine Berwind-White Co.'s mines, Clearfield County, Pa. Upper Potomac Glamorganshire, South Wales Fayette County, Va Patton, Cambria County, Pa Glen Campbell, Indiana County, Pa UendviUe, Fayette County, W. Va Gazzam. Clearfield Count v, Pa Poteau, Ind. T ". South Bum* Toms Creek* Toms Creek* Osborne Wallsen. Crows Nest Loyal Hanna*... Dorchester Coal Creek Youghiogheny. . . Philippi Meriden, Cumberland * Toms Creek Toms Creek Mingo Cahaba * Red Jacket Mount Kembla Black Diamond * Loonev Creek South "Bulli* Southern Express No. 1 Cripple Creek Battleship Pocahontas (Washington) . Black Diamond Pittsburg (mine No. li Toms Creek* Blue Canyon * Fraterville Flemington Battleship , Kaiping No. 5 Lump *. . . Shawmut (mine No. 1) . . Fairhaven Bumwood Colliery Youghiogheny (Ocean No. 1). Gravitv Creek Hettori* Mingo Pinesville Gamble Shawmut (mine No. 2) . Kaiping Jellico* Westport * Shawmut (mine No. 3) . Pardee* Philippi* Coalburg, near Birmingham, Ala Glen Campbell, Indiana County, Pa Clearfield County, Pa Glamorganshire, South Wales Union, Vancouver Island, British Columbia Jefferson County, Pa Pratt Mines, Jefferson County, Ala Milldale, Tuscaloosa County, Ala Near Fairfax, Pierce County, Wash Wise County, Va Pratt Mines, Jefferson County. Ala j Union, Vancouver Island, British Columbia 27 miles from Sydney, New South Wales Glamorganshire, South Wales Gazzam Mines. Clearfield County, Pa Wise County, Va Blockton, Bibb Countv, Ala No. 3 Shaft, Poteau, Ind. T Beulah River, BuUer County, Nelson Province, South Island, New Zealand. South Bulli, New South Wales Wise County, Va -do lUawarra district. New South Wales. . . Fernle, British Columbia Westmoreland County, Pa Dorchester, Va Briceville, Anderson County, Tenn Ocean Mine No. 2, Fayette County, Pa. Stonega, Va Philippi, W. Va West Virginia Wise County, Va .do. Claiborne, Coimty, Tenn Blockton, Bibb County, Ala Matewan, W. Va lUawarra district. New South Wales Coalcreek, Tenn., Black Diamond Coal Co. Looney Creek. Va South Bulli, New South Wales Briceville, Anderson County, Tenn Coalcreek, Tenn Palmer, King County, Wash Coalcreek, Tenn Pittsburg Consolidated Coal Co., McDonald Station, Wash- ington County, Pa. Wise County, Va Blue Canyon Coal Co., Whatcom County, Wash Coalcreek Coal Mines, Tenn '. Flemington, W. Va Black Diamond mine Kaiping, 50 miles northeast from Tientsin, China " Horton Township, Elk County, Pa Skagit County, Wash Near Newcastle, New South Wales Fayette County, Pa Near Westport, New Zealand Bullock Island, opposite Newcastle, New South Wales, Aus- tralia. Claiborne County. Tenn Pinesville Ky..". Alabama Horton Township, Elk County, Pa Kaiping, 50 miles northeast from Tientsin, China Campbell County, Tenn.. and Wheatley County, Ky Beulah River, Buller County, Nelson Produce, South Island, New Zealand. Horton Township, Elk County. Pa Patton, Cambria County, Pa Meriden, W. Va 75.010 74.922 74.900 74. 870 74. 810 74.429 74. 198 74165 74.150 72.993 72. 764 72. 090 72. 640 72.500 72.130 72.030 72. 020 71. 632 71. 287 71.268 71.054 70.860 70. 740 70.700 70.618 70.500 70.340 70.311 70. 118 70.036 69.920 69.750 69.590 69. 327 69. 236 69. 010 68.380 68. 351 68. 255 68.170 68.111 67.968 67. 720 67.430 67. 110 66. 920 66. 910 66.690 66.540 66, 110 66.000 65.838 65. 660 65. 419 64.960 64.780 64.760 64. 710 64.688 04. 510 64. 368 64.329 64.230 63.940 03. 797 63.700 63. 640 63. 620 63.420 63.150 63. 070 63. 036 63. 010 «2.890 62. 744 62. 720 62.720 62.680 62.420 62.400 62. 395 62. 270 62.088 62.070 61.960 61.920 61.920 61.868 61. 798 61.070 61.664 i 61. 480 i 15.980 15.814 16.060 16.114 17.630 19. 410 17. 404 13.901 12.264 18. 248 18.953 19. 010 18.200 18. 610 19. 060 23.960 10.900 20. 054 21.213 19. 940 18.933 17. 453 22. 070 18.560 20. 279 19. 020 7.270 24. 197 23.639 17.969 14.910 19. 270 23.460 20.271 27. 430 20.090 25. 870 25. 773 16.301 16.250 15.091 21.951 25. 630 24.940 21.000 29. 150 20.040 27.030 26.590 16.840 15.920 22.966 28. 520 27. 220 29.690 30.650 26. 120 24.780 28.787 29.204 30.226 25. 705 28. 030 18.680 30.800 31.510 23.150 28. 830 30.040 29.780 27.050 30.409 30.120 29.210 29.649 31. 470 31.750 31.950 30.080 29.450 20.175 29.400 26.760 27.966 33.590 24. 670 27.000 22. 890 31.559 34.929 32.060 28. 846 25.100 1.330 1.289 1.344 1.517 1.342 3.920 1.820 .210 1.720 1.040 1.840 1.550 .830 1.290 1.621 1.240 11.480 2.000 1.011 1.019 1.170 .920 1.960 1.230 1.740 8.290 1.310 1.290 3.130 1.260 1.580 1.250 .870 2.661 1.900 1.170 .980 1.413 1.430 .950 .910 1.290 2.420 1.240 2.090 1.400 1.250 ' 3.710 1.020 1.000 3.399 1.200 1.360 .310 .751 1.620 1.100 1.020 1.110 .360 .871 .310 .610 1.320 1.140 1.510 1.370 1.060 1.000 .860 .630 .949 1.320 1.650 1.020 .497 1.400 1.070 1.050 1.770 2.351 1.770 .572 6.660 4.904 7.130 7.320 5.920 4.390 5.645 9.291 10. 844 6.309 3.283 6.110 0.080 0.570 12.380 8.960 3.970 2.321 5.924 13.560 13.509 17.190 7.886 3.460 4.000 2.940 2.370 6.580 7.340 4.150 3.804 1.656 6.695 4.920 14. 380 3.297 1.960 11.190 5.590 3.340 2.651 7.010 3.618 2.750 3.850 3.679 3.440 3.970 2.030 4.110 5.200 14.885 5.490 8.200 4.666 1.090 10. 590 3.590 3. 4S4 10.730 .147 1.316 .815 .140 .431 .310 .282 .433 .121 1.690 1.400 .425 .413 .218 .159 1.416 .077 .530 .671 .191 .463 .250 .284 .391 .084 .073 .173 .383 .359 .091 .099 .101 1.090 .280 .192 .111 2.430 .741 .401 .282 .200 .727 .020 1.280 .209 .157 .200 .092 .073 .859 .060 .483 .201 .416 .024 .119 .894 1.060 .125 .359 .551 .650 .400 .162 .140 .051 .685 .059 .214 .649 .208 .225 .190 .712 .427 .199 .401 .429 .392 .314 .165 .227 .417 .172 .021 .308 .300 .550 .299 1.400 .248 .026 1.760 .145 .790 .609 .752 .166 .534 .097 .022 .453 .753 .701 .318 .113 1.740 .129 .435 1.960 .594 .314 .603 .423 .340 .301 .424 .278 .320 .702 1.480 .390 98 Chemical analysis of samples of coal at the Washington Navy-Yard, Washington, D. 0. — Continued. BITUMINOUS COALS— Continued. Commercial name. Location of mines. Paint Roclc A. & A. Co New Chum* Kaiping Blaclc Diamond * Swanlaank* Los Cerrillos Hetton Laurel County Killingworth ' Wallsend Denniston Quanta * Stockton Wickham and Bullock Island. New Swanbank * Hetton Kaiping, 50 miles northeast Tientsin Coalcreek, Tenn., Black Diamond Coal Co Pinkerlja. Queensland, Australia Santa Fe, N. Mex Bullock Island, opposite Newcastle, New South Wales, Aus- tralia. Pittsburg, Laurel County, Ky Near Newcastle, New South Wales .do. Near Westport. New Zealand Naricual, near Guauta, Venezuela. . Near Newcastle, New South Wales. -.do. Fairhaven Sneddon Dudley Lambton Burke's or Bogside Cape Breton * Kanawha Waratha Corona Wallarah* Cooperative Killingworth Lota* Sunnyside Duckenfield * Carrington Duckenfield American Cardiff. . Comox* Zunbunna Wear Lump Outtrim Manchester Philippi* Coal Valley Whitwood* Lambton Colliery Sunnyside * Duckenfield Nort hem Extended Franklin Newcastle Wallsend Monongahela Gas Coal. -Australian Cooperative Mc.\lester Hetton New Winning. . . New Vancouver* Wickham and Bullock Island Wilkeson * Providence Pacific Cooperative F ranklin * Wellington * Tagawa '. Blaek Diamond Wallsend* Muke Flemington Wallarah Coal Valley Corona * Wallsend * Yokos)iima* Richmond Vale Takashima * Seahan Tagawa Roslyn Brown's Duckenfield Kemmerer Hokoku Newcastle Kokoku Roslj'n* Greta Kemmerer Kanada Lump Coal Creek Rock Springs Kanada Ohnoura Lump South Prairie* Davis Mine Kemmerer* Welhngton * East Greta Ocean Lump Brisbane River, Queensland, Australia Bullock Island, opposite Newcastle, New South Wales, Aus- tralia. Skagit County, Wash New South Wales Near Newcastle, New South Wales .do- Pinkenba, Queensland Reserve mines, Cape Breton Kanawha County. W. Va., near Charleston. . Near Newcastle, New South Wales Corona, Walker County. Ala Northumberland County, New South Wales. Plattsburg, New South Wales West Wallsend, New South Wales Lota, Chile Sunnyside, Utah Australia Near Newcastle, New South Wales Union, Vancouver Island, British Columbia Victoria Colhery , 73 miles from Melbourne Pittsburg, Crawford County, Kans Outtrim, Victoria, 76 miles from Melbourne Altamont, Ky Meriden, W. Va Coal Valley, near Birmingham, Ala Bundanba, 18 miles from Brisbane River, Queensland, Aus- tralia. New South Wales Utah- Brown's Colliery, near Newcastle, New South Wales Near Newcastle, New South Wales Near Seattle, Wash Northumberland County, New South Wales First Pool Mine, Monongahela Gas Coal Co., Willack Station, -Allegheny County, Pa. Stewart, Klightlej', New South Wales Wallsend, Newcastle, New South Wales Alderson , Ind . T Carrington, New South Wales , Newcastle, New South Wales Southfield Pit, near Nanaimo, Vancouver Island, British Columbia. Carrington, New South Wales Pierce County, Wash Providence, Ky Near Newcastle, New South Wales , (McKay vein) near Seattle, Wash Wellington, Vancouver Island, British Columbia Moji. Japan , Near Seattle, Wash Newcastle, New South "Wales, Australia Kutchinatsu, Japan Flemington, W. Va Catherine Hill Bay, New South Wales Coal Valley, Walker County, Ala Corona, Walker County, Ala Near Newcastle, New South Wales* Nagasaki, J apan Northumberland County, New South "Wales Nagasaki, Japan West Wallsend, New South Wales Bujen, near Kokura Roslyn, Killetas County, Wash Near Newcastle, New South Wales Mine No, 4, Kemmerer, Uinta County, Wyo Moji, Japan Near Seattle, Wash Bujen, near Kokura Roslyn, Killetas County, Wash Near Newcastle, New South Wales Mine No. 1, Kemmerer, Uinta County, Wyo Tagawa, Bujen , near Kokura Korumburra, Victoria Rock Springs, Wyo Moji. J apan Naokata, Chikujen. near Kokura Pierce County, Wash Near Tacoma, Wash Kemmerer, Wyo Wellington, Vancouver Island. British Columbia Near Newcastle. New South Wales Mineral County, W. Va Volatile matter. ei. 440 GI.390 61.380 61.280 61. iSl 61. 220 61.180 61. 051 61.000 60.570 00.393 00.420 60.240 60.170 60.170 59.960 59.850 59. 790 59.550 59.520 59.350 59.230 59. 170 59.080 58.940 58.890 58.760 58.750 58.680 58.570 68.530 58.450 58.400 58.320 58.230 58.210 58.160 58.090 68.084 68.020 67. 910 67. 890 57. 870 57.750 57.580 57.650 57.500 87.350 57.350 57. 340 57.290 57.110 56.948 56.920 56. 895 56. 740 56. 490 56.400 56. 400 66. 130 56. 084 56.014 56.000 55. 760 65.760 55. 750 55.650 55.380 55. 220 65.080 55.040 54. 940 54.560 64.660 64.610 54.210 53.910 53. 806 53. 720 53.656 53. 640 53.610 63. 580 53.280 63.270 53.250 53. 180 S3. 010 62. 760 52. 740 52.602 52.690 52.350 28. 110 31. 470 29.190 27.290 31.985 24. 220 26.600 30.481 31.500 31.620 28. 731 34. 210 36.410 33.800 29.640 26.380 32.990 33.030 34.680 32. 010 28.540 24.980 30.132 30.930 31.990 30.930 30.620 25.400 30.860 32.620 34.620 29.220 32.780 31.290 31.650 22.717 25. 240 29.600 31. 130 35.600 22.430 28. 968 27.730 23. 990 34. 690 30.160 30.000 33.860 33. 170 32.880 35.030 30.480 32.380 29.000 31.060 34. 075 29.040 22.505 30.600 30.800 36.084 25.300 36. 080 31.246 23.281 31.560 32.900 29.020 31.220 31.212 29.060 36. 860 33.060 33. 980 33. 270 35.460 32.040 31.490 34. 730 36. 020 25.433 36.010 30. 824 35.580 37. 170 34.030 33. 720 33. 970 38.100 35.600 32. 9.50 25.610 38. 140 27. 927 39. 9.50 32.650 2.590 1.020 2.160 1.500 1.070 1.020 1.350 1.060 2.150 2.139 1.170 1.070 1.870 .950 .900 1.605 1.650 2.960 1.250 1.470 1.320 3.190 .920 1.080 1.040 1.860 1.030 3.170 6.970 1.110 5.320 3.768 .890 1.169 .810 2.800 1.220 1.210 2.450 1.050 1.130 .910 .970 1.510 1.120 2.340 1.060 1.970 1.320 2.430 1.210 1.830 2.560 1.230 1.979 1.883 2.050 2.460 2.540 1.760 1.490 1.980 2.250 3.630 1.820 2.980 1.980 2.100 2.670 1.940 2.781 2.150 1.920 .720 3.900 2.400 2.710 1.650 2.300 1.860 .745 4.380 .730 4.390 2.610 1.510 1.220 3.710 2.520 2.310 2.290 2.620 3.260 2.390 1.060 2.100 2.480 2.300 2.450 2.540 1.040 2.730 .700 4.040 2.790 1.300 1.603 2.910 3.040 3.392 .770 .601 3.400 1.180 1.230 2.350 1.440 2.660 1.190 2.570 2.720 2.050 2.6,50 3.680 2.800 7.920 2.500 1.4.50 1.670 3.000 2.710 7.210 6.650 2.870 2.110 1.660 2.430 5.400 4.090 6.420 9.630 4.695 10.680 7.020 4.492 2.860 4.330 6.001 3.800 2.010 2.«50 6.190 8.040 11.380 4.262 4.920 5.790 6.090 7.590 12.080 6.930 7.150 15. 867 10. 410 8.480 5.020 2.260 16.650 8.218 9.620 14.620 8.650 3.800 6.420 7.670 4.210 8.670 7.000 10.450 8.080 6.665 10.230 18.716 6.760 8.890 2.884 9.520 3.770 4.166 13.161 10. 780 9.580 11.010 6.650 9.612 12.000 5.030 8.150 8. 660 8.310 6.290 6.850 10. 230 5.140 6.380 8.023 7.710 11.944 3.960 4.290 4.620 8.180 11.690 16. 750 4.100 15.007 4.510 11.910 Increase in weight at 250° F. .104 .375 1.330 .606 .124 .443 3.400 .627 .455 .274 .564 .222 .754 .116 .977 1.630 .308 .200 .715 4.880 .656 .071 .739 .461 1.050 1.980 .212 .535 .795 .892 .521 .637 .678 .220 .761 .187 .158 .097 1.610 .154 .677 2.880 .406 .240 .231 4.530 .344 .201 1.502 .823 .400 .468 1.230 .252 .440 .752 .145 .807 1.170 .584 .465 .162 .207 .107 .403 .144 .384 .630 .201 1.880 .203 .204 .491 2.400 1.176 .417 .398 .086 .774 .406 ..500 .186 .258 .111 .434 .038 .250 .106 .402 .307 .495 .414 .703 .117 .662 1.148 .082 .327 .156 .373 .193 .414 .825 .067 1.190 .002 1.482 .399 .502 .073 .370 .126 .992 .221 .340 .160 None. .284 .343 .664 99 Chemical analysit: nf samples of coal at the Washington Navy-Yard. Washington. D. C. — Continued. BITUMINOUS COALS— Continued. Commercial name. Location of mines. Volatile matter. Black Diamond * Beaver Hill East Greta Richmond Vale. Castle Gate Ida Lump Yubari Oilman Yubari Lump... Labuan Akaike* Yoshinotani Mlike Pillar Ochl* Koinatsu* Kakoiwa Kakoiwa Lump. Roslyn* Yoshinotani *..- East Greta Wallsend Yaniano Thurber Yaniano Yoshinotani Hikweangi Montevallo Namazutu Castle Gate (A sample) Newcastle Komatzu Kishima* Comox* Newcastle * Ohnoura Franklin Bryant Wellington Greta Nanaimo* Hondo Newcastle * Nanaimo * Yubari Cececapa Cook Iniet Pikesville Canaval Near Seattle, Wash West tiaitland, New South Wales. Yubari County, Ishikari P Labuan Island, Borneo Tagawa Gun Bozen, Japan Karatsu, Hijen Chekugo, near Kokura Kacatsu, Japan Moji, Japan Earatsu, Hijen .do. Roslyn, Killetas County, Wash Karatsu, Japan East Greta, near Newcastle, New South Wales, .do. Moji, Japan No. 7 Shaft, Texas and Pacific Coal Company, Thurber, Tex. Yaniano, Chikuyen. near Kokura Karatsu, near Hijen Whangario. .\uckland. New Zealand Aldrich, .\la Koho Gun Chikuzen Castle Gate, near Helper, Carbon Coxmty, Utah Outcroppings, .\leutian Islands, .\laska No. 4 Vein, near Seattle, Wash Tarawa Gun Buzen Moji, Japan No. 4 Vein, near Seat tie. Wash Moji, Japan Near Seattle, Wash Issaquah, Kings County, Wash Welhngton, Vancouver Island, British Columbia. Greta, Northumberland County, Newcastle Nanaimo, Vancouver Island, British Columbia. .. Kurate Gun Chikuzen No. 4 Vein, near Seattle, Wash Nanaimo, Vancouver Island, British Columbia. . . Yubari County, Ishikari Province, Japan State of Vera Cruz, Mexico Cook Inlet, Alaska , Pikesville, Kv Poteau, Ind.'T 52.022 51.984 51.970 51.940 51.940 51.910 51.420 51.321 51.110 51.100 51.090 51.000 50.850 50.810 50.600 50.510 50.260 50.109 49.950 49.800 49. 710 49.590 49.430 49.340 49.320 49.290 48.990 48.960 48.630 48.320 48.320 47.980 47.800 47.610 46. 815 46.800 46.668 46. 274 46.160 46.050 46.001 44. 310 44.289 44.122 43.650 39.100 38.120 36.530 3.'). 350 30.272 33.165 32. 150 34.200 33.000 35.150 40.600 27.550 39.790 36. 710 28.020 35.520 37.000 36.390 35.400 37.310 34.700 30.633 37. 450 37. 040 37.400 35.380 32. 930 37. 520 38.390 36. 710 34.850 32.480 38.660 31.020 28.990 31.680 40.110 22.010 29.798 32. 150 30.310 27.330 36.850 35.010 33. 762 29.070 35.232 35.383 35.600 30.070 35.200 42.110 41.296 2.050 5.090 1.590 2.740 1.040 1.270 1.230 2.370 2.690 1.390 1.330 1.070 1.050 2.420 3.320 1.210 .820 1.940 3.047 1.150 3.191 4.000 2.050 .860 1.998 1.420 2.997 1.980 1.440 3.590 4.650 1.180 1.569 5.356 7.101 2.070 2.100 I 2.840 ' 2.530 2. 718 2.520 2.010 1.540 2.720 3.350 2.430 1.960 15.630 9.110 26.480 7.317 17.600 15.080 8.349 12.850 14.920 14.322 21.610 5.172 15.682 17.830 9.770 4.430 19.540 18.506 .039 .601 1.050 3.180 .672 .263 .200 .070 .164 ANTHRACITE COALS. Mahanov Schuvlkill, colliery No. 2." Morea Middle Lehigh Kohonoor, colliery No. 1 Mahanoy Schuylkill, colliery No. 2. Shenandoah Schuylkill Wyoming Mine Bryn Blaen Otto Mine Lykens Valley Wilkesbarre Kaska William Lackawanna Natalie Schuylkill County, Pa. Lehigh County, Pa do Schuylkill County, Pa. Wyoming Mine, Pa Glamorganshire, Wales. Pennsylvania Dauphin County, Pa Wilkesbarre, Pa Glyn Neath.. Wilkesbarre. Chimbote Lackawanna County, Pa Shamokin district, Schuylkill County, Pa., Buck Mountain vein. Glyn Neath, Glamorganshire, Wales Wilkesbarre, Pa Near Chimbote, Peru 93.990 1.114 90.227 1.540 87.966 1.863 86.854 .901 85.250 1.060 85.185 7.128 84.600 7.400 84.575 4.859 84. 343 5.192 83.971 3.668 83.441 .614 81. 716 6.793 79.236 11. 134 78. 328 14.250 77.122 1.611 71.560 None. 2.910 2.960 1.773 2.700 4.401 ID. 370 2.633 0.133 3.793 .133 7.190 .203 6.694 .137 8.491 .184 11.810 1.080 6.778 .439 6.050 .198 9.538 .228 9.622 .163 8.637 .254 12.294 .121 8.012 .349 9.023 .127 4.576 .240 15.331 .576 7.630 .370 ABRANGEMENTS FOR SXTPPIiYING COAL TO NAVAL SHIPS IN FOREIGN PORTS. The Bureau has made agreements in sixty-one foreign ports to supply sliips of the Xavy with coal at below current rates. This method, inaugurated tlu-ee 3-ears ago, has proved not only convenient but economical, and is generally adopted for all large navies of the world. COAL AND WATER BARGES. Extended reference was made in the last annual report of the Bureau to the necessity of providing ample coal and water barges for \ise at various naval and coaling stations, in order to insure suppljang ships rapidly witli coal and water. The first coal l)arge acquired for naval use was in February, 1S9S; at present there are, built and building, a total of 69 coal barges and S water barges. 100 NAVAL COAL DEPOTS. The Bureau in its annual report for 1S99 fully discussed all previous efforts of the Department to establish depots for supplyin--yard, Warrington, Fla. They are still in a crude condi- tion, with shoal water at the coal pier and inefficient means for rapidly handling coal. The Bureau has recently improved these conditions by constructing a bin for open-air storage near a deep-water pier. As Pensacola Bay is a favorite resort for ships of war of moderate draft for winter exercises, the demand for coal here is con- siderable. It is also an excellent site for storing a reserve supph' for the Gulf. Naval station. New Orleans, La. — No progress has been made during the past year in establishing a naval coal depot at this station. An appropriation for the purpose, under the cognizance of the Bureau of Yards and Docks, has already been made. NAVAL coal depots ON THE PACIFIC COAST A chart is appended showing the location of proposed coal depots for naval purposes on the Pacific coast. Dutch Harbor, Amaknak Island, Alaska. — ^Since the last annual report of the Bureau a considerable tract of land, 600 feet deep from north to south and extending entirely across the island from the harbor to the sea, containing about 20 acres, has been formally transferred from the Treasury' Department to the Navy Department, by Executive order dated June 10, 1902, for use as a naval coal depot. The site is an admirable one in everj' respect for the purpose intended. There is an abundance of fresh water easily accessible, the water is deep, and the shore bold. Preliminary plans for a wharf and coal depot, with a. capacit}- of about 5,000 tons, have been prepared. Sitka, Alaska. — The contract for a coal depot at this port, referred to in the last annual report of the Bureau, has been completed. The plant consists of a house with a capacity' of 2,500 tons, a Hunt elevator, and an automatic shuttle cable railway. The present wharf was built before the coal depot was established and is unsatisfactory, being large enough to accommodate barges only. Capt. J. H. Pendleton, U. S. Marine Corps, in command of the marine guard at Sitka, had charge of the construction work of the new depot and performed this duty in a manner highly satisfactory to the Bureau. In the opinion of the Bureau the capacity of this station should be increased eventually to 10,000 tons. Owing to chmatic conditions all coal must be stored under cover for its preservation. The Bureau supphes a Report for 1902. 104 coal to other departments of the Government at this station. The wharf should be increased in size sufficiently to accommodate ships alongside. Plans have been prepared for doubling the present capacity, making it 5,000 tons, also for enlarging the present wharf. The correspondence on the subject of establishing coal depots in Alaska will be found in AppendLx V. The arguments of the Bureau in favor of establishing naval coal depots in Alaska have been prepared with considerable care, and your attention to them is respectfully solicited. They are intended to deal with the subject not only from a military but from a commercial point of view. Alaska produced, during the past summer, more than $20,000,000 of gold; her commerce is increasing with great strides; her fisheries, timber, and minerals are of immense value; yet she has not a single cannon mounted for defensive purposes, nor other warlike stores within her borders. The War Department, however, has signified its intention of fortifying Sitka and Dutch Harbor, and coal depots for these harbors have been recommended by many officers who are familiar with Alaskan waters. Naval station, Puget Sound, Washington. — The Bureau in its last annual report stated the neces- sities of this naval station in the waj' of coal storage. It desires to repeat and emphasize this statement. It is gratifying to report that work is now in progress, under the cognizance of the Bureau of Yards and Docks, on a coal-storage plant located at the navy-yard with a maximum capacity' of 20,000 tons of coal. The Bureau has frequently called attention to the fact that there is no good coal obtainable on the Pacific coast, and that it is necessary to transport it about 15,000 miles by water. Under these circun^stances, it will be readily under- stood that if the country is to be reasonably well prepared for emergencies a large storage of the best quality of coal must be constantly on hand, not only at Puget Sound, but elsewhere on the Pacific coast. Naval station. Mare Island, Cal. — The coal sheds at the Mare Island Navy- Yard, originally designed for a capacity of about 7,500 tons, have been completed during the past j^ear. Foundations have been pre- pared for an additional storage, which will make the total capacity about 20,000 tons. It is hoped that the facilities at Mare Island may be gradually increased so that 25,000 tons of coal can be stored under cover. At present there is one Brown conveyor for handling coal; it is necessary that another should be installed. An appropriation is available for this purpose. San Francisco Bay, California. — A full account of the eft'orts of tliis Bureau to establish an adequate naval coal depot in San Francisco Bay will be found in its annual reports for the past three years. There has been no change in the status of Mission Rock since the Bureau's last annual report, the question of title thereto having been in the supreme court without action in the meantime. The Bureau has prepared pre- liminary plans for a coal depot on Mission Rock and is ready to push the work as soon as the cjuestion of title is settled. It is much to be regretted that a place so important as San Francisco Baj' can not be provided with a large stock of coal for naval purposes without delay. At present, oil is very largely used for fuel on this coast; this and a poor qualitj' of coal are the only fuels found west of the Rocky Mountains. Most of the fuel used for industrial purposes, previous to the advent of oil, outside of that mined on the Pacific coast, has been brought from Australia and New Zealand. Wliile better than Pacific coast coal, it is not sufficiently good for ships of war. Onlj^ the best coal mined on the Atlantic coast and Welsh coal are suitable for naval pur- poses in the Pacific. It is therefore self-evident that a large storage capacity is necessary in this bay in order that the Navy may be assured at all times of an adequate supplj^. Mission Rock was recommended as a site for a large naval coal depot by a board of which Capt. Louis Keinpff, U. S. Navj-, was president. The board was convened by order of the Department June 16, 1898, and sent in its report on Jul}" 13, 1898. A copy will be found in Appendix VI. " San Diego, Cal. — Reference is made to the last annual report of the Bureau for a statement concerning the advisability of locating a naval coal depot in this harbor. Also an account of the transfer of land from the War Department to the Na\'3" Department by Executive order for this purpose. Recently the Bureau discovered that Congress had, in the sundry civil bill, transferred 63 acres of the most valuable portion of this same land to the Treasurj- Department as a site for a marine hospital. This matter is at present being con- sidered by the two Departments. The Bureau in the meantime has prepared complete plans and specifications for a naval coal depot at this port. The plans contemplate a pier of steel construction, with cylindrical concrete supports, carrying an elevated pocket with a capacity of about 3,000 tons; two loading towers; a pier approach similar to the main pier in construction, carrj'ing a steel trestle; and a storage and handling plant on shore with a maximum capacity of 25,000 tons. The construction of a coal depot at this port has been contemplated by the Department for some time. On June 19, 1902, the Bureau requested authority to advertise for bids for a coal-storage jilant in accordance with the designs above mentioned. Copies of the correspondence on the subject will be found in Appendix V." a Report of 1902. S Doc SIS 59 1 105 IXSULAR NAVAL COAL DEPOTS. A chart is appended showing the location of naval coal depots, completed, building, or proposed, on the insular possessions of the United States. Naval station, San Juan, P. R. — This continues to be a ven" useful coal depot and supplies coal and water to a large number of ships of the Navy, particularlj- during the winter months. The storage of coal in the past has been circumscribed, owing to the small space available for the purpose. Recently, hj Execu- tive order, the area of the naval station has been much enlarged, and the Bureau has, therefore, been enabled to increase the amount of coal in stock. All coal is stored in the open without cover. A small wooden pier affords means of coaling one ship at a time; the coal is transported in baskets, and, owing to the large popu- lation available for such work, ships are coaled very rapidly. The accommodations for water supply should be improved. The Bureau supplies coal to all other bureaus of the Department at tliis station and to the War Department. There are two completed coal Ughters for use at tliis depot, and two more are under construction. This will enable more than one sliip to be coaled at the same time. It should be borne in mind that San Juan can only be used by ships of small and medium size, large ships being prevented from entering the harbor bj- reason of shoal water. It is therefore much to be regretted that the United States possesses no other coal depot in the West Indies. Naval station, Hawaii, H. T. — The coal depot at Honolulu has been fully described in the former annual reports of the Bureau. It has recently been much improved by grading the grounds, planting shade trees, etc. The artesian well affords an abundance of water for irrigating purposes. The storage capacity has been increased to .30,000 tons. The piers are much used by army transports and merchant ships. As it will be some j-ears before a naval station is established in Pearl Harbor, the depot at Honolulu should be kept in good condition. The land, buildings, slips, and piers are now very valuable. The Bureau has supplied large amounts of coal in the past from tlois depot to army transports, and also to other departments of the government. On the occasion of a coal famine at Honolulu several mail steamers were supplied with coal that would otherwise have been obliged to lay up; also sugar plantations where the cane crop would otherwise have been ruined. The value of this coal depot will soon be much enhanced by cable connection with the Pacific coast. The Bureau has reason to believe that the great utility of Honolulu as a coal depot during the Spanish war largely influenced Congress in its decision to annex the Hawaiian Islands. Naval station, Tutuila, Samoa. — A steel coal shed of 5,000 tons capacity and a steel pier, both of modern construction and excellent design, which have been under construction at this naval station during the past three years, and referred to in the annual reports of the Bureau, have been completed, and the depot is now stocked with coal. As Tutuila has advanced from a naval coal depot to a naval station, public works there are now under the cognizance of the Bureau of Yards and Docks. That Bureau has an appropriation for extending the capacity of the coal depot and has already secured land lor the purpose. The extension will include better appliances for handling coal rapidl}^ than now exist. In the opinion of the Bureau the capacity of this depot should not be less than 2.5,000 tons. The port of Pago Pago, where the above-mentioned naval station is located, is the most valuable in the South Pacific Ocean, and should be fortified. It is already a port of call for the line of steamers between Australia and San Francisco, and is rapidly increasing in importance. It should be borne in mind that the authority of the Department for establishing a naval coal depot at this port is the act of Congress approved March 2, 18S9, as follows: For the purpose of permanently establishing a station for coal and other supplies for the naval and commercial marine of the United States, on the shores of the bay of harbor of San Pago Pago, on the island of Tutuila, Samoa, for the erection of the necessary buildings and structures thereon and for sucli other purposes as may, in the judgment of the President, be necessary to confirm the rights of the United States under article second of the treaty of eighteen hundred and seventy-eight, between the United States and the King of the Samoan Islands, and the deed of transfer made in accordance therewith, the sum of $100,000. The establishment of a coal depot at the island of Tutuila was further approved bj^ the Department and the naval war board during the Spanish war. Naval station, Guam. — Since the acquisition of the island of Guam at the conclusion of the Spanish war the Bureau has set forth in its annual reports in detail the great value of the island as a port of call for coal and other supplies for ships en route between the Pacific coast and the Philippine Islands. In the last annual report of the Bureau reference was made to a commission which, under a law of Congress, visited this island and, after a most careful and detailed survey, made recommendations and estimates for the improvement of 106 the nort of Sail Louis d'Apra, the harbor of Guam, both for naval and commercial purposes. The report of this mixed commission, composed of nav^' and army officers, was published and copies supplied to the naval and commerce committees of congress. An appropriation of $150,000 for the improvement of this harbor passed the Senate, first, in the river and harbor bill, and, second, upon the nonconcurrence of the House, in the naval bill; as the House nonconcurred in the latter the result was nil. It is evident that much interest is taken in this port by the upper House of Congress, and it is only a matter of time when appropriations will be granted for its improvement. The sum of $40,000, asked for by this Bureau for the acciuisition of land, was granted by Congress. On August 9, 1902, the Bureau requested your authority to purchase the land desired and to commence work on the construction of a naval coal depot. To this end it is first desired to dredge a channel into a natural basin in order to secure the necessary protection from violent storms. All coal used at this station, for whatsoever purpose, is supplied by tliis Bureau. In the opinion of the Bureau a storage capacity of 25,000 tons should eventually be secured with adecjuate means for handling rapidly. With the completion of a transisthmian canal this will undoubtedh" become an important mercantile port of call. The retention of Guam as an American possession after its capture, as provided for in the peace protocol at the close of the Spanish war, was for the express purpose of establishing a naval coal depot. Naval station, C.wite, P. I. — Considerable space has been devoted in former reports of the Bureau to the question of supplying and storing an adequate .supply of coal for the Asiatic Squadron in the Philippine Islands. The situation at present is, briefly, as follows: A contract has been awarded during the past year to the Atlantic, Gulf and Pacific Company, of New York and San Francisco, for the erection of a modern substantial coal depot at Sanglej- Point, near the Cavite Naval Station. In general terms this contract provides for the construction of the following: A steel coaling pier, with cylindrical cast-iron supports, filled with concrete, which in turn are supported on wooden piles, 408 feet long and 75 feet wide. An elevated steel coal pocket of a capacity of about 3,000 tons, located on the pier, so arranged that coal maj' be discharged by gravity into ships and lighters with great rapidity. Two coal sheds of steel and concrete construction, each 192 by 144 feet. These sheds will be constructed with overhead automatic railway tracks in monitors for filling purposes, and with elevated concrete floors, through which coal will be discharged into cars by means of numerous valves for supplying ships and lighters. Handling machinery, consisting of two steel discharging and loading towers, operated by steam and running on tracks along the pier, and 12 automatic railways for filling the sheds. In addition, 34 surface tracks for use in transporting coal from the sheds to the pocket on the pier or to ships and lighters. A pumping plant with elevated tanks, for fire purposes. A straight channel, 500 feet wide on the bottom and of a uniform depth of 20 feet at low water, to be dredged from deep water to e. point 100 feet beyond the coal pier. The contract provides that the depot shall be completed by August, 1903. It will have a capacity for storing under cover about 30,000 tons of coal. It is intended to provide for storing a large additional amount in the open. In addition to the naval coal depot at Cavite, Manila Bay, the following subdepots have been estabhshed in the archipelago : Polloc, Mindanao. Port Isabela, Basilan. Port Cebu, Cebu. Iloilo, Panay. Olongapo. Luzon. Sual, Luzon. Port Salomague, Luzon. The first four are of considerable importance and are being greatl}^ improved. All are supplied with coal from Manila by the fleet colliers. Additional subdepots, particularly on the east side of the archipelago and near the Straits of San Bernardino, will probably be required in the near future. The Bureau supplies all of the coal used by other bureaus at the naval station, Cavite. Reference is made to Appendix VII" for interesting reports in connection with the establishment of a naval coal depot at Manila. FOREIGN NAVAL COAL DEPOTS. The establishment of naval coal depots in foreign waters involves diplomatic considerations of the highest order, and, manifestly, should not be discussed in a report of a public character. a Report of 1902. COA_L. EQUIPMENT EXPENSES ABROx\D, 1 0O3. [Extract from report of ihe Chief of the Bureau of Equipment to the Secretary' of the Navj', 1903, pages 55-67.] EQUIPMENT EXPENSES ABROAD. There was expended during the fiscal year, under the direction of commanders in chief of fleets and com- manders of ships, the sum of about $310,000 for supphes and services for ecjuipment purposes, not inchiding the amount expended for coal. COAL. A total of 487,036 tons of coal, costing 82,435,168.37, an average of -So per ton, was purchased during the fiscal year. The following table indicates the amount of coal purchased for steaming purposes since 1S92 and the cost thereof: 1 Fiscal year ending June 30— | Quantity. Total cost. Average cost per ton. Fiscal year ending June 30— Quantity. Total cost. Average cost per ton. 1892 Tons. 1 73,467 67,054 94,336 98.615 116.903 138,318 $550,451.35 449.065.'27 640.355 96 527,590.25 620, 131. 38 655,921.72 $7.49 6.69 6.78 5.35 5.30 4.75 1898 Tons. $2,122,003.23 1,679.510.55 1,572,652.97 2,273.111.81 2,220,211.09 2,435,168.37 1893 1894 1895 1890 1897 1899 1900 1901 1902 1903 281,169 228,395 324.108 382.040 487.036 5.97 0.88 7.01 5.81 5.00 DOMESTIC COAL. Of the total amount purchased, viz, 487,036 tons, 385,017 tons, costing, with the transportation thereof, the sum of .11,731,064.69, at an average of $4.50 per ton, were purchased within the limits of the United States. The following table indicates the amount of coal purchased within the United States for steaming purposes since 1892, and the cost thereof: Fiscal year ending June 30— Quantity. , Total cost. 1 -\verage cost per j ton. 1 Fiscal year ending June 30 — ' Quantity. 1 Total cost. Average cost per ton. 1892 Tons. 1 38,450 $221,918.66 $5.77 4.45 4.22 3.59 3.57 3.41 Tons. $1,520,119.75 1,238,355.40 834,527.34 1.379,433.51 1,543.869.35 1.731.064.69 1893 33,257 42,190 50,630 55,162 82,051 147,999.04 178, 163. 58 181,985.89 196. 795. 40 280.091.09 1899. 1 195,216 1894. 1900 141,921 1901 219, 042 1902 293,438 1903 385,017 1 1895 1896. 1897 FOREIGN COAL. The balance of the 487,036 tons, viz, 102,019 tons, were purchased by paymasters of ships, mostly abroad, costing the sum of $704,003, at an average of $6.90 per ton. The following table indicates the amount of coal purchased by ships for steaming purposes since 1892, with the cost thereof: Fiscal year ending June 30 — Quantity. 1 Total cost. Average cost per ton. Fiscal year ending June 30— Quantity. Total cost. Average cost per ton. 1892 Tons. 35,017 33.797 $298,948.55 301,066.23 462, 192. 38 336, 183. 47 423,335.98 375.840.63 $8.53 8.91 8 86 7.00 6.85 6.68 1898 Tons. 74,111 85,953 86,476 105,066 88.602 102,019 $601,885.53 441,155.15 738,125.63 893, 677. 81 676,341.74 704,003.68 $8.12 1893 1899 5.13 1894 1900 1901 1902 1903 8.53J 1895 1896 1897 1 47.985 1 61,741 8.50 7.03 6.90 1 The amount of coal used during the fiscal year was 27 per cent greater than during the preceding _year. The cost of coal during the fiscal year was 81 cents, or 16 per cent less per ton than during the preceding year. The average cost of coal purchased in the United States during the fiscal year was 76 cents per ton less than during the preceding year. 109 110 Tho average cost of coal purchased by sliips (luring the fiscal year was 73 cents less per ton than during the preceding year. While the total amount of coal purchased for the NavA' during the fiscal year was 27 per cent greater than during the preceding year, the amount of foreign coal was 21 per cent as compared with 23 per cent the year before, and the amount of domestic coal correspondingly increased. The following table indicates the price of the best Welsh coal f. o. b. at Cardiff, Wales, from Ma}', 1899, to date: Prices of best Cardiff coal at Cardiff, Wales. Date. ' Price per ton. 1899. May J3. 12toJ3.24 June 3.12 July I 3.12 3.18 August I 3.12 3.24 September 3.12 3.24 October i 3.18 3.36 November | 3.30 3.42 December 4.80 5.04 Date. Price per ton. 1900. January... February . , March ..".., April May June July August September, October... November. December. $6. 48 to 5.76 5.40 5.04 5.28 5.28 5.28 5.76 6.48 6.12 4.92 4.44 $7.20 6.00 5.76 5.52 5.64 5.52 5.52 6.00 6.96 Date. 1901. January. . February. March April May Price per ton. I Date. $4. 80 to 4.44 4.32 4.20 5.04 4.56 6.04 $5.04 4.56 4.44 4.32 5.28 July August ' 6.04 September 4.80 October I 4.32 November ] 4.08 December 4.20 Price per ton. February . March April June July August September. October Novemljer. December.. 3.78 3.60 3.66 3.96 3.90 4.08 3.84 3.96 4.32 3.90 3.72 Date. Price per ton. 1903. January . . . February . . March ..... .\pril May June July August September. 3.42 3.42 3.66 3.78 3.78 3.90 3.48 3.48 .3.72 3.90 3.84 3.96 3.90 CONSUMPTION OF COAL. Of the total amount of coal used in ships of the Navy, viz, 346,587 tons, 30,116 tons were consumed on board of colliers, torpedo boats, tugs, etc., from which no reports are made of the specific object of expenditure. Of the balance, 54 per cent was consumed for steaming purposes; 43 per cent for distilling, pumping, heating ventilating, and lighting; 2 per cent for cooking purposes, and 1 per cent for steam launches. Notwithstanding the great scarcity of bituminous coal in the United States during the past fiscal j'ear, frequently delaying the departure of trans-Atlantic mail steamers and otherwise paralyzing the business of the country, and the verj^ great increase in cost, the Bureau was able to supply all the coal required by the fleet without exceeding the regular appropriation for this purpose, and at an average price per ton less than that of any year since 1898. The Bureau also supplied, in numerous instances, other Bureaus of the Department at various naval stations, notably at the Naval Gun Factory, navy-yard, Washington, D. C. In several instances the shops at naval stations would have been obliged to cease work had it not been for equipment coal. The naval maneuvers in the West Indies proceeded as outlined and in no instance, so far as known, was the Department obliged to change its programme for want of coal. The Bureau was greatly indebted during this emergencj- to ilessrs. Castner, Curran & Bullitt, of Phila- delphia, Pa., general agents for the sale of Pocahontas coal, and to the Consolidation Coal Company, of Balti- more, Md., miners of Georges Creek coal. Both of these firms continued to supply to the Navy a large percen- age of their output of coal at the regular price named to the Bureau April 1, 1902, for the following year, viz, about $2.50 per ton f. o. b. at the tide-water outlets of their mines. These firms steadfastly adhered to their agreement with the Bureau, although constantly importuned for coal bj' powerful industrial companies. They were frequently threatened with legal proceedings and in some instances actually sued for damages. The ruling prices for coal were at this time three and four times the sum which they received from the Government. The interests of these firms in the future are commended to your consideration. The Bureau would not have been able to achieve the above-mentioned results had it not carried a large amount of coal in stock. There were 60,000 tons in store at Manila alone; this was reduced one-half before additional supplies could be sent there. Other' coal depots were largely depleted, l)ut are now, as a rule, well supplied. On April 1, 1903, the large coal companies advanced the rate of coal from $2.50 to about $3.35 per ton. This rate can hardly be maintained any great length of time, and will prevent the export of American coal beyond the West Indies with the present price of Cardiff coal. TRANSPORTATION OF COAL. The Bureau has continued the policy of supplying the best domestic coal obtainable for use on shipboard when practicable. During the past fiscal year 226,650 tons of coal have been shipped to foreign and domestic ports, the greater amount to the Asiatic Station. Of this amount 130,017 tons were sent in chartered vessels, mostly foreign, and 96,643 tons in navy colliers. Ill The following table will indicate the fluctuating rates of freight on coal from the Atlantic coast to the port of Manila. 1 Average Fiscal year. \ rate per j ton. 1 Fiscal year. Average rate per ton. 1902 S5.83 4.84 1900 1 -.90 1901 8.63 1903 TRANSPORTATION OF COAL BY NAVY COLLIERS. There are fourteen navy colliers in commission, manned by merchant crews, as follows: Ajax. Hannibal. MarceUus. Saturn- Alexander. Justin. NansJian. Sterling. Brutus. Lehanon. Nero. Caesar. Leonidas. Pompey. The Ajax, Alexander, Brutus, NansJian, and Pompey are attached to the Asiatic Station in attendance upon the fleet. The Justin has been continued as station collier at Guam. The Caesar, Sterling, MarceUus, and Lehanon are in attendance upon the North Atlantic fleet. The Nero and Saturn, are in attendance ujion the Pacific fleet. Although the Hannibal and Leonidas are unassigned, they are frequently used to attend upon the fleet in home waters, but when not engaged on this duty are used by the Bureau for the purpose of transporting coal to various coaling stations. The greater part of coal transportation is now by chartered vessels. The Bureau renews its recommendation for the construction of two large steam colliers, as indicated in the annual report of last year. COAL TESTS. Tests of coal have been continued during the fiscal year, the methods having been fully described in previous annual reports. The following table contains the results of chemical analyses made of various samples received during the year. These samples are arranged in the order of amount of fixed carbon they contain: Chemical anabjses of samples of coal at the navy-yard, Washington, D. C. [Arrangpd in order of percentage of fixed carbon. Sample selected officially is noted by an asterisk (*) .] BITUMINOUS COALS. Location of mines. Fixed carbon. Volatile matter. Moisture. .\sh. Sulphur. Increase Commercial name. Combus- tible. Noncom- bustible. in weight at 250° F. 82.04 81.14 81.13 81.06 80.56 80.62 80.42 80.34 80.19 79.56 79.06 78.19 77.52 76.68 74.56 65.16 59.35 51.60 56.60 53.10 51.90 51.42 43.18 11.50 11.12 13.12 15.94 11.16 13.34 11.53 10.82 12.32 11.26 9.56 9.16 13.24 13 9.03 28.74 30.93 30.96 34.60 39.20 36. 4S 40.60 31.11 0.657 1.320 .334 .500 1.720 1.760 1.650 2.720 1.270 1.920 2.570 3.020 1.050 .810 .910 1.170 2.650 2.360 3.340 1.860 4 020 2.050 4.930 0.843 1.020 .906 .640 1.040 .600 .780 .920 .880 .800 1.710 1.020 .630 1.080 .820 1.250 2.150 2.710 2.540 1.640 5.230 1.350 14.100 4.96 5.40 4.51 1.86 5.52 3.78 5.62 5.20 5.34 6.46 7.14 8.61 7.56 8.43 14.68 3.68 4.92 6.37 2.92 4.20 2.37 4.58 6.68 0.676 1.104 .429 .653 .876 .590 .627 .963 .407 .632 1.560 .467 .906 2.390 .214 Trace. .007 .107 .267 .218 .082 Trace. .074 0.076 .198 do .072 Thin-veined Pocahontas, Big Sandy mine. .266 .140 Thin-veined Pocahontas, Tug River mine. .231 Clearfield County. Pa .022 do .064 .062 Do * do .430 do .122 Do.* do .258 Moukden, Manchuria Webster County, W. Va .578 .524 .207 ANTHRACITE COALS. ■ven 1 88.14 86.38 86.20 0.79 3.98 1.98 2.230 .850 .630 1.720 1.830 3.170 7.12 6.96 8.02 0.009 .544 .653 0.170 .116 S. Doc. 313, 59-1 8 112 ABKANGEMENTS FOR SUPPLYING COAL TO NAVAL SHIPS IN FOREIGN PORTS. The Bureau has made agreements in sixty-six foreign ports to supply ships of the Navy with coal at below current rates. These agreements have been referred to in previous annual reports and have proved both con- venient and economical. COAL AND WATER BARGES. Continuing its policy of providing, so far as possible, all necessaiy appliances for rapidly suppMng sliips with coal and water, the Bureau has increased the number of coal barges from 69 to 105 and water barges from 8 to 11. NAVAL COAL DEPOTS. The Biu'eau in its last annual report discussed extensively the subject of naval coal depots. The opinions of boards and officers were freely cfuoted, the necessity for their existence fully explained, and progress in the past illustrated and described. The previous reports of the Bureau also contain much information on this subject. In consideration of these facts the Bureau will confine itself in this report to a statement of progress during the last fiscal year. Your attention is respectfully invited to the fact that no new depot has been authorized by the Department during the past year; also to the fact that an appropriation for coal depots was omitted in the last naval appro- priation bill, after a yearly grant for a considerable period. XAVAL COAL DEPOTS OX THE ATLANTIC AND GULF COASTS. The location of these depots was illustrated in the last annual report of the Bureau. They consist of a total of fourteen, built, building, or projected. Frenchman B.\y, Me. — This depot is completed and has a capacity of about 10,000 tons. It has been improved during the past j-ear by an ice breaker and a coal pocket: the latter has a capacity of 600 tons and is for coaling small craft rapidly. The water-supply system, including a standpipe containing 250,000 gallons, has also been completed. Four coal barges, carrjiug 250 tons each, have been added to the ecjuipment of the depot. During the naval maneuvers of the past summer the sliips of the fleet coaled at this station and were also supplied with water. The fleet required 19,000 tons of coal, indicating that the capacity of the depot should be increased. The Bureau has been much gratified at the praise bestowed upon tliis depot by the officers of the fleet. A captain of one of the battle ships, in writing of the depot, says, "It is the best I have ever seen." Again, "I went to the station in company with ten other ships, and all were coaling within an hour after arrival." Xav.\l station, Portsmouth, X. H. — The construction of the coal storage and handling plant at tliis station, appropriated for March .3, 1899, is under the cognizance of the Bureau of Yards and Docks. It is now in process of erection and about 40 per cent completed. Its capacity will be about 10,000 tons. Naval st.\tion, Boston, Mass. — The construction of the coal storage and handling plant at this station, appropriated for under the acts of July 9, 1898, March 3, 1899, and ^larch 3, 1901, is imder the cognizance of the Bureau of Yards and Docks. The foundations have been completed and the material has all been delivered. The process of erection has just commenced. Its capacity when completed will be about 12,800 tons. Six coal barges are under construction for this station. The Bureau renews its recommendation of last year that a coal depot in the near vicinity of Boston, inside the fortifications, with a capacity of 50,000 tons, be established; tlie reasons for this recommendation are fully stated in the above-mentioned report. Narragansett Bay, R. I. — The coal depot on tliis bay was fiUly described in the last annual report of the Bureau, and is nearing completion. A water-supply service, with a standpipe of 260,000 gallons capacity, located sufficienth- high to supply water for fire purposes, has been completed. Twelve coal barges are under const mction for this depot. During the fiscal year the Bureau advertised for bids for an increase in the storage capacity of tliis plant, to a total of 40,000 tons. Mr. Augustus Smith, the contractor for the plant nearing completion, being the lowest bidder, was awarded the contract. It is anticipated that the extension will be completed in about two 3^ears' time. When finished it will probably be one of the most complete coal depots, for its capacity, in the world. Natal station. New London, Conn. — The coal depot at this station has done efficient service during the past year. No changes or extensive repairs have been made. Naval st.\tion, New York, N. Y.— The acts of March 3, 1899, March 3, 1901, and July 1, 1902, appro- priated a total of §260,000, under the cognizance of the Bureau of Yards and Docks, for the construction of a coal storage and handling plant at this station. 113 The pier on wliicli the coal shed is to be erected has been completed. The shed itself is in process of con- struction, and it is hoped that it will be ready for use by November 1; its capacit}- will be about 9,000 tons, an amount totally inadequate for a first-class naval station. About .30,000 tons are used for yard purposes every year, and as battle ships and first-class cruisers now carry from 1,.500 to 2,000 tons of coal in their bunkers, and as a reserve supply should always be on hand, it will readily be seen that a much larijer depot should be constructed. In this connection, the Bureau renews its recommendation of last year, that at some point in the lower baj" or in the Hudson River a large depot capable of storing not less than 50,000 tons of coal be established. Naval station. League Island, Pa. — There are no facilities for storing coal under cover or for handling coal rapidly at this station. The Bureau renews its recommendation of last year that facilities be provided at this station for storing a large reserve supply of coal for shipment. Naval station, Washington, D. C. — The small storage shed of 3,000 tons capacity- at this station, referred to in the last annual report of the Bureau, has been of much service during, the past year. The appliances for handling coal have been used for unloading and transporting to cars many thousands of tons of coal for the shops of the gun factory. Naval station, Norfolk, ^'A. — No improvements in storing or handling coal have been made at Norfolk or its vicinity during the year. The recommendations in the last annual report of the Bureau are renewed. Some attention has been paid to selecting a favorable site for a large storage of coal in this general locality. It is believed that York River furnishes the most favorable conditions for this purpose; it is considered expedient that a storage of at least 50,000 tons should be provided for in the vicinity of Yorktown with as little delay as possible. Naval station. Port Royal, S. C. — Attention is invited to the recommendations of the Bureau in con- nection with this station in the report of last year. These recommendations are renewed. There is an excellent wharf at the Port Royal Naval Station, which may be utilized for coaling purposes, and with other appliances already constructed, accommodations for a large amount of coal can be established at small expense. Of the two ports. Port Royal and Charleston, the former is considered more desirable for a coal depot. Naval station, Charleston, S. C. — As coal is always required for yard use and for ships at a nav>'-yard, it is recommended that appliances for handling and storing 10,000 tons be established at this station as soon as practicable. The distinction intended to be made between Charleston and Port Royal is, that the latter shall be used to supply sMps in need of coal wliile in this localit}' and the former to provide for local consumption only. Naval station, Key West, and Dry Tortugas, Fla. — A large amount of coal has been .supplied from Key West to ships of the Nay\' and vessels belonging to other departments of the Government during the year. Pier A of this depot, built in 1881, is in need of repairs, but there are fimds available under the cognizance of the Bureau of Yards and Docks for this purpose. A depth of 26 feet alongside of pier B has been obtained by dredging. The coal-handling appliances are in good condition and ver}' efficient. The coal storage and handling plant at Dry Tortugas, which has been fully described in preceding reports, is nearing completion, under the supervision of the Bureau of Yards and Docks. It will probably be ready to receive coal in November, 1903. Dry Tortugas having been placed under the cognizance of the Bureau of Equipment by the Department for a coal depot, the Bureau has from time to time made small repairs upon the cjuarters, in order to make them habitable and sanitarj' for the marine guard and others stationed there. Naval station, Pensacola, Fla. — No change has taken place at this station during the past year in reference to accommodations for handling and storing coal. The presence of the fleet in Pensacola Bay during the past winter emphasized the necessity of greatly improved conditions for rapidly supplpng sliips of war with coal, and attention is invited to the statements of the Bureau in preceding reports on this subject. Naval station. New Orleans, La. — The act of March 3, 1901, appropriated $150,000, under the cogni- zance of the Bureau of Yards and Docks, for a coal-storage plant at tliis station. So far as the Bureau is aware, no steps have been taken to erect the necessary appliances for the above-mentioned purpose. It is understood that the matter has been delaj'ed in order that additional land may be obtained. The coal found in the market at New Orleans is, as a rule, of an inferior quality, hardly suitable for use by ships of war. The best coal can only be obtained by carr^-ing it in stock, and the necessary appliances for so doing should be erected as soon as practicable. The distance of New Orleans from the mouth of the Mississippi River, and the difficult navigation of the latter, render it desirable that* a coal depot should be established near the sea, but inside the line of fortifications. The Mississippi River and the harbor of Pensacola are the onh* two ports in the Gulf of Mexico that can be entered by heavy ships under any circumstances. Both may be easily closed b}' obstructions. It is there- fore desirable to have ample appliances at both places for .supplying ships with coal, water, ammunition, waste, and such other stores as are constantly needed by ships in time of war. 114 NAVAI- COAL DEPOTS ON THE PACIFIC COAST. Reference is made to a chart in the last annual report of the Bureau showing the location of Pacific coast naval coal depots, consisting of a total of five, either built, building, or projected. Dutch Harbor, Amaknak Island, Alaska. — As stated in the last annual report of the Bureau, a site for a coal depot at this port has been obtained and is now the property of the Navy Department. No progress, however, has been made during the past year toward establishing the depot thereon. In the opinion of the Bureau Dutch Harbor should be fortified, not only as a means of defense of naval supplies, but in order that it mav be used as a place of refuge for American merchant ships. This harbor is located on a commercial route, over which treasure and valuable cargoes are constantly passing to and fro. The Alaska Commercial Fur Company has offered its extensive plant at Dutch Harbor, including a coal wharf, coal-storage houses, and other buildings, for sale to the Government for $150,000. The Bureau has asked for an inventory of this propertj', and is of the opinion that the ofl'er is worthy of serious consideration. Sitka, Alaska. — Since the last annual report of the Bureau a contract has been awarded for the construc- tion of an additional coal-storage house at this port, with a capacity of 2,500 tons. This will give a total capacity of 5,000 tons for the depot. The work is being done by ^Ir. George E. James, who built the original plant, which has proved satisfactory. In addition to doubling the storage capacity of the depot, the small lighter wharf formerly used is now being widened and lengthened sufficiently to permit vessels of considerable size to discharge cargo or take coal on board alongside. The construction and custody of the above-mentioned coal depot have been in charge of Capt. J. H. Pen- dleton, U. S. Marine Corps. All work at the depot is done by the marine guard, without expense to the Depart- ment. This duty has been performed in a manner highly satisfactory to the Bureau. Naval station, Puget Sound, Washington. — The coal-storage and coal-handling plant located at tliis station is under construction by the Bureau of Yards and Docks, and is nearing completion. It will have a capacity of 20,000 tons, and should be ready for use by January 1, 1904. Arrangements have already been made to stock this depot with the best coal obtainable. Naval station, Mare Island, Cal. — Coal sheds have been constructed at this station with a capacity of 20,000 tons, when stored at a depth of 12 feet. By increasing the latter additional supplies may be accom- modated. These sheds are constructed with transverse axes parallel to the water front, and the coal is handled by Brown convej'ors. Four wooden barges of 250 tons capacity each and two steel barges of 550 tons capacity each have been added during the year to the coal-handling appliances. San Francisco Bay, California. — Reference is made to former reports of the Bureau for a full descrip- tion of the efforts made by the Department to establish a naval coal depot of large dimensions at this port. In this connection especial attention is invited to the question of title to Mission Rock Island, which has been recommended in the past by various officers, boards, and the Bureau as a site for the large depot above mentioned. This matter has been in litigation for a number of years, and was appealed by the company in possession to the Supreme Court. Since the last annual report this court has rendered a decision to the effect that the original land above water is the property of the Department, and that the surrounding area made by filling in is the property of the company; in other words, that title is divided. The superficial area given to the Department, however, is small. The company offers to cjuitclaiin its right and title to the island for the sum of $250,000, a sum .S50,000 greater than its former price when claiming ownership to the entire property. The warehouses on the islands owned by the company are dilapidated wooden structures, and are practically of no value to the Department ; there is remaining, therefore, only the land on which they are situated, amounting to about 4 acres. It is located along the fairway of the water front of the harbor; nearby are dangers to navi- gation, and the tidal currents in this vicinity are very strong. Owing to the nature of the bottom and sloping sides of the island, the construction of a depot there will be very expensive. Having in mind these facts, the Chief of Bureau recentl}' visited San Francisco Bay with a view of finding some other locality that was acceptable. A site consisting of 50 acres, located in Marin County, commonly known as California City Point, was offered for sale to the Department for .$100,000. The anchorage off this site is excellent, the currents are moderate, the depth of water desirable, and the holding ground good. An entire fleet can anchor there in formation. Coal can be taken on board rapidly from piers, lighters, or from both. The Bureau is at present investigating the character of the bottom, water supply, and other matters necessary before reaching a decision as to the advisability of acquiring this site. At present the Bureau is very favorablj" disposed to substituting the California City Point site for the Mission Rock site. San Diego, Cal. — No progress has been made during the past year in establishing a naval coal depot at this port. The former reports of the Bureau give a complete history of previous attempts, and the present status of the matter may be described as follows, viz: That the desirable portion of the land obtained by the Coaling StatJons of the Umted States S Doc /-> 5P 1 *.." • AtSm Coaling Stations of Great Britain S Doc -■• / 3 59 1 115 Navy Department from the War Department for this purpose having been transferred by act of Congress to the Treasury Department, for use as a quarantine station, the entire matter is held in abeyance for further action of Congress. The work accomphshed thus far in estabUshing naval coal depots on the Pacific coast may be summarized as follows : At Sitka, Alaska, storage built and building for 5,000 tons; at Puget Sound Xavy-Yard, storage building for 20,000 tons; at Mare Island Navy-Yard, storage practically completed for 20,000 tons; total storage, built and building, for 45,000 tons, where there should be at all times in stock not less than 200,000 tons. INSULAR NAVAL COAL DEPOTS. Attention is invited to a chart appended to the last annual report of the Bureau showing the relative locations of the insular naval coal depots built, building, or projected for the use of ships of the Navy. Naval station. Sax Juan, P. R. — This depot has been used constantly during the past year, having supplied a large amount of coal to ships of the Navy. No change has occurred in this station since the last annual report, with the exception that the Bureau has concreted a large portion of the open space where the coal is stored in order to prevent foreign substances from being taken up with the coal when it is supplied to ships. GuANTANAMO, CuBA. — A naval coal depot is projected at this port, but no steps have yet been taken toward its construction. Bahia Honda, Cuba. — A naval coal depot is projected in this harbor. It is necessary to make a thorough hydrograpliic survey of the port before a suitable site can be selected or other steps taken toward its construction. Naval station, Hawaii, Hawaii. — This coal depot is in excellent condition and has performed efficient service during the past j'ear. No changes or repairs of any extent have been made during the year. Naval station, Tutuila, Samoa. — Reference is made to the last annual report of the Bureau for a full statement concerning the naval coal depot now existing at this port. No change has taken place in its status during the past year. Naval station, island of Guam. — During the past year the purchase of the necessary land for a naval coal depot in the harbor of San Luis d'Apra has been consummated. A report of the land obtained and its cost has not j-et been received. The latter will, however, be considerably less than anticipated. Attention is invited to the full statements in previous reports in connection with the island of Guam. Immediate action with a view of establishing at this island a fortified base and coal depot is respectfully urged. Naval station, Cavite, P. I. — The Bureau continues to supply American coal for the use of the Asiatic fleet. A coal depot with a capacity of 30,000 tons is now under construction at Sangley Point, near the naval station, Cavite, and was fully described in the last annual report. At present this depot is about 85 per cent completed. Coal is aiso kept stored at the following Philippine ports, \'iz: Isabela de Basilau. 1 Cebu, Cebu. Polloc, Mindanao. I Olongapo, Luzon. These small depots and ships are supplied from Cavite by navy colliers. Upon completion of the depot under construction, the facilities for supplying coal to the fleet will be greatly improved and the expense of handling much reduced. The capacity of the coal storage liouses, however, should be doubled as soon as practicable. It is necessary to carry at least 50,000 tons in stock at this station. Of the seven insular naval coal depots, four are now provided with indifferent facilities for storing a verj^ moderate amount of coal. The remaining three have no facilities whatever. FOREIGN naval COAL DEPOTS. The establishment of United States coal depots for naval use in foreign waters, owing to diplomatic con- siderations, is not discussed in this report on account of its publicity. The Buieau will add, however, for the information of the Department, that no progress whatever in this direction has been made during the past year. There are submitted herewith, in connection with the subject of naval coal depots, two maps of the world. On the first is shown, by a heavy black border, the seacoast of the continental limits of the United States, and by black dots the coal depots built, building, or projected of the United States located outside of these limits. On the second map the same information is depicted in connection with the United Kingdom of Great Britain. A comparison of the two is instructive. CHEMICAL ANALYSES OF COAL AT NAVY- YARD, AVASHINGTON. D. C. CHEMICAL ANALYSES OF COAL AT NAVY-YARD, WASHINGTON, D. C. Navy Department, Washington, March 6, 1906. Sir: Referring to your letter of the 23d ultimo, requesting copies of reports of analyses of coal made under the direction of the Bureau of Equipment since those given in its annual report of 1902, and to this Department's letter of the 1st instant, advising you that steps had been taken by the Bureau concerned to prepare the desired data, I have the honor to forward herewith a copy of the Annual Report of the Bureau of Equipment for 1903, which contains, on page 59, a number of analyses made under the direction of that Bureau, together with a typewritten list of analyses made since the publication of the 1903 report, which have not yet been published by the Bureau. It is requested that^ if practicable, 500 copies of the document which it is proposed to have published by the Committee on Interoceanic Canals, be furnished this Department for distribution. Ven' respectfully, Charles J. Bonaparte, Secretary. The Hon. John T. Morgan, United States Senate, Washington, D. C. (Inclosures.) Chemical analysis of samples of coal at the Washington Navy-Yard, Washington, D. C. [Arranged in order of percentage of fixed carbon. Sample selected officially is noted by an asterisk (*). Commercial name. Nixon's Navigation Banff Smokeless Semi-Anthracite. Nixon's Navigation Pocahontas (Miltrena, sample No. 5).. Nixon's Navigation Pocahontas Pocahontas (Miltrena, sample No. 3).. Nixon's Navigation Pocahontas Pocahontas (Miltrena, sample No. 4) Pocahontas Eureka : Pocahontas Do.. New River. Pocahontas Thin Vein Pocahontas, Big Sandy Mine.. Pocahontas Elk Garden Big Vein, Georges Creek Pocahontas Eureka Pocahontas Steam Pocahontas Thin Vein Pocahontas, Tug Pocahontas Georges Creek Pocahontas Eureka Do. Do. Location of mines. Wales Banff, Alberta, British Columbia . Wales Virginia and West Virginia. West Virginia Wales Virginia and West Virginia. Fayette County, W. Va Virginia and West Vii^nia. West Virginia Virginia and West Virginia Somerset and Cambria counties, Pa . Virginia and West Virginia Somerset and Cambria counties, Pa. , McDowell County, W. Va West Virginia Virginia and West Virginia. McDowell County, W. Va. .. Virginia and West Virginia. Mineral County. W. Va Virginia and West Virginia. Sorherset and Cambria counties, Pa. West Virginia Virginia.and West Virginia McDowell County. W. Va Vii^inia and West V'irginia Allegany County, Md Virginia and West Virginia Somerset and Cambria counties, Pa. , Pocahontas Virginia and West Virginia Do I do Eureka ! Somerset and Cambria counties, Pa a Far below permitted limit. Fixed Volatile Ash. .Sulphur. Increaae carbon. matter. ture. weight. *87.00 10.98 0.62 1.40 0.72 0.20 86.20 8.23 .83 4.74 .42 .17 *85.96 11.86 .60 1.58 .94 .30 *84.72 12.90 .80 4.60 .89 .10 84.66 13.58 .56 1.30 .35 .28 *84.56 10.29 .65 4.50 .93 .064 *84.44 11.44 .60 3.52 .85 .15 *84.28 11.42 .71 3.59 .90 .27 »84.12 13.45 .19 2.24 .60 .18 84.02 13.62 .74 1.62 .52 .51 *83.32 11.26 .82 1.58 .84 .34 *83. 14 12.96 .46 3.44 .65 .20 *82.48 12.76 .62 4.14 .49 .14 *82.44 14.65 .57 2.34 .71 .32 *82.38 13.70 .48 3.44 .88 .04 *82.36 14.14 .54 2.96 .64 .13 82.31 15.46 .61 1.62 .60 .22 *82.24 14.22 .74 2.80 .60 .14 * 82. 18 13.67 1.03 3.12 .72 .14 *S2.06 13.38 .54 4.02 .69 .16 *81.98 12.37 .33 5.32 .74 .06 * 81.96 14.48 .42 3.14 .59 .21 81.64 14.37 .51 3.48 .90 .28 *81.60 14.81 .63 2.96 1.14 .08 *81.54 13.70 .36 4.40 .81 .30 *81.44 13.96 1.04 3.56 .71 .10 *81.40 12.84 .50 5.26 .82 .60 *81.34 12.92 .80 4.94 .68 .10 81.24 15.98 .52 2.26 .55 <.") 81.18 16.21 .27 2.34 .67 .20 •81.14 14.19 .56 4.11 .56 .15 *81.12 14.62 .32 3.94 .81 .43 *81.08 14.11 .45 4.36 .56 .20 81.06 15.94 .64 1.86 .653 .266 ♦81.00 14.46 .66 3.88 .63 .05 *80.92 14.85 .21 4.02 .95 .12 *80.76 14.56 .80 3.88 .80 .05 *80.73 14.80 .49 3.98 .70 .10 *S0.70 16.22 .50 2.58 .71 .30 * 80. 62 13.64 .76 4.98 .85 .02 83.58 15.10 .38 3.94 .65 .35 * 80. 52 14.81 .73 3.94 .53 .25 80.52 13.34 .60 3.78 .59 .231 *80.50 15.34 .82 3.34 .69 .10 *80.42 15.85 .47 3.26 .85 .13 80.38 15.86 .40 3.36 .56 .25 *80.38 14.83 .41 4.38 .72 .22 *80.38 14.28 1.02 4.32 .81 .17 *80.34 14.65 .91 4.10 .68 .40 *S0.32 14.53 .27 4.88 .68 .11 *80.30 15.56 .40 3.74 .68 .30 *80.24 13.57 .57 5.62 ..53 .16 *80.22 14.14 .70 4.94 .92 .10 119 120 Chemical analysis of samples of coal at the Washington Nai'y-Yard, Washington, D. C. — Continued. Commercial name. Location of mines. weight. Pocahontas.. New River Pocahontas New River Smokeless, Sugar Creek Pocahontas Pocahontas, Greenbrier-Louisville Mines. Eureka Standard Eureka Not named Elk Garden, Big Vein Cumberland Pocahontas Georges Creek Pocahontas Nompariel South Fork New River Smokeless, Macdonald Pocahontas Georges Creek, Washington Mine No. 2 ... Eureka Pocahontas Do. Georges Creek . Pocahontas Eureka Georges Creek . Pocahontas , South Fork Eureka , Standard Eureka. Georges Creek. Do.. New River Smokeless, Scarbro Georges Creek Eureka Georges Creek New River (Rend Mines) Pocahontas Georges Creek Georges Creek. Elk Garden Elk Garden, Big Vein George's Creek Pocahontas Georges Creek South Fork Pocahontas Georges Creek Pocahontas New River (Miltrena, Collins' Colliery). New River ."... Eureka Pocahontas South Fork Pocahontas New River New River (Rend mines) New River (Miltrena, Whipple Colliery) Eureka * . . Elk Garden, Big V'ein, George's Creek. . New River (Rend mines) Georges Creek New River Do. New River Smokeless, Stuart Colliery. South Fork .". . New River Georges Creek Elk Garden Georges Creek, Washington Mine No. 3.. Georges Creek Virginia and West Virginia. Blueflelds, W. Va South Fork, Pa Blueflelds, W. Va Virginia and West Virginia. .do. Fayette County, W. Va Virginia and West V'irginia Fayette County, W. Va Virginia and West Virginia , McDowell County, W. Va Somerset and Cambria counties. Pa. .do. Republic of Panama Elk Garden, W. Va Virginia and West Virginia .\llegany County. Md ^'irginia and West Virginia Cambria County, Pa South Fork, Pa Fayette County, W. Va Virginia and West Virginia Allegany County, Md Somerset and Cambria counties. Pa. . Virginia and West Virginia .do. Fayette County, W. Va Virginia and West Virginia. -\llegany County. Md Virginia and West Virginia Somerset and Cambria counties. Pa. . -\llegany County, Md Virginia and West Virginia South Fork, Pa Somerset and Cambria counties. Pa. -\llegany County, Md. .do. Fayette County, W. Va .-Vllegany County, Md Somerset and Cambria counties, Pa. -Vllegany County. Md Fayette County, W. Va Virginia and West Virginia .\llegany County. Md Elk Garden, W." Va Mineral County, W. Va Virginia and West Virginia Allegany County, Md South Fork, Pa". Virginia and West Virginia , Allegany County, Md Virginia' and West Virginia , Fayette County, W. Va .do. Somerset and Cambria counties. Pa. Virginia and West Virginia South Fork, Pa Virginia and West Virginia Fayette County, W. Va Somerset and Cambria counties. Pa. Mineral County, W. Va Fayette County, W . Va .\lleganv County, Md Fayette County, W. Va -\llegany County, Md. . . Mineral'County,' W. Va. Allegany County, Md. . . New River (Peerless) . Georges Creek Do. Fayette County, W. Va. Allegany County, Md. . . New River (Rend mines) . New River Steam Georges Creek Pocahontas South Fork *.. .\ Fayette County, W. Va. Do. ■ River (Peerless). New River Eureka Georges Creek .\llegany County, Md Virginia and West Virginia. South Fork, Pa Fayette County, W. Va. Somerset and Cambria counties. Pa. Allegany County, Md South Fork New River (Rend mines) Georges Creek Georges Creek, Big Vein Cumberland. South Fork Not given South Fork, Pa Fayette County, W. Va .411eeany County, Md South Fork, Pa . . [......... V"/.V "////. ../. Sample furnished by Bureau of Equipment . 14.14 IB. 02 14.90 13.32 12.73 10.26 17.28 17.68 17.07 17.35 17.68 13.49 14.02 12.49 11.90 15.46 16.56 14.90 18.24 16.74 13.64 18.58 15.88 15.81 13.70 16.46 16.00 17.47 16.44 16.82 14.84 16.65 14.02 16.00 15.47 10.00 14.70 14.00 14.32 15.55 15.66 14.05 13.03 15.19 15.58 19.48 13.80 13.48 14.42 20.00 15.56 16.01 15.56 16.16 14.96 15.51 14.23 20.97 16. 62 16.07 19.94 18. 08 17.54 16.37 18.37 16.48 20.50 20.29 20.59 14.28 15.05 20.58 16.10 20.26 19.32 21.00 10.80 18.35 10. 48 15.95 14.92 13.31 16.31 16. 15 18.34 16. 12 15.33 20.47 16.82 16.56 17.12 14.95 18.58 20.19 20.38 17.68 16.70 15.56 16.87 18. .53 19.65 18.75 14.08 10. 71 15. 58 0.44 .35 1.10 5.22 2.95 3.88 5.76 6.50 3.02 2.34 2.06 1.66 7. .58 .67 4.;«i .91 3.22 .71 4.7(1 .81 1.86 1.56 3.44 1.21 6.22 1.85 1.04 .42 4.62 .70 4.22 1.05 6.114 1.13 3.S4 .03 3.40 .47 3.:«i .69 ■i.m .47 3.9(1 .58 ,1.08 .88 3. 22 1.26 6.64 1.13 4. i8 .83 ,5.28 .87 4.9(1 1.03 ,5.78 1.15 ,5.78 1.57 6.24 .81 .5.62 .05 .5.34 1.13 6.:<2 1.16 V.06 .62 .5. 72 .78 6.02 .88 1.22 .48 7.24 1.07 7.40 1.26 7.12 .94 1.7(1 .54 6.26 .52 .5.88 1.22 6.16 .1.20 5.38 .93 .5. OS .99 6.04 .69 1.98 .70 3.38 .71 4,9« .75 .5.88 .68 4.(18 .59 .5. .58 .51 ■f (Kl .66 2.48 ■ .58 1.78 .69 V.86 .90 7 60 .92 2.24 .88 6. .52 .74 2.90 .55 3. 26 .02 1.00 .56 5 9S 2.08 4.32 52 6 46 .90 6..50 1.19 7,86 1.01 «.:« 1.16 6 44 1.04 6. .58 .86 4 00 1.33 7.06 .92 7 34 1.20 2.46 .79 6(r2 .94 6.36 1.18 0.14 .72 6.36 5.34 3.72 5.06 9.40 6.32 7.72 1.57 1.07 1.59 121 Chemical analysis of samples of coal at the Washington Navy-Yard, Washington, D. C— Continued. Commercial name. South Fork (Miller Vein) Georges Creek New River .\dniiraltv, Caperton Colliery New River .". New River < Rend mines) New River Do. New River (Rend mines) Georges Creek South Fork Elk Lick New River Smokeless, Stuart Colliery, Shalt No. 2, middle. New River (Rend mines) South Fork Georges Creek New River (Rend mines j New River New River Smokeless, Stuart Colliery, Shaft No. 2, top. Standard Eureka Big Vein Cumberland South Fork, Miller Seam New River (Rend mines) New River Georges Creek New River Georges Creek South Fork New^ River New River Smokeless, Stuart Colliery, Shaft 2, bottom. New River South Fork Georges Creek New River DaWs Big Vein Cumberland Georges Creek Davis Big Vein Cumberland Do. • ( Rend mines) . Pocahontas New River Somerset Southern South Fork, Miller Seam. South Fork Do. New River. Do. South Fork, Miller Vein . . Empire War Eagle New River (Rend mines) . Comox, Mine No. 7 South Fork Do. Greensburg Greenwich, Mines No. 4 and No. 5. War Eagle (Pappoose Mine) Imboden Steam Delagua, No. 4 iline Low Banner G reensburg Hastings, No. 2 Mine lite Creek Do. Delagua, No. 5 Mine Mill Run Eenova -• Carbonado Richmond, PelewMain. Black Diamond Franklin Lawson Improved Block Fuel... Location of mines. South Fork, Pa Allegany County, Md. New River district Fayette County, W. V New River district Fayette County, W. V{ Allegany County, Md. South Fork, Pa Somerset Countv, Pa. Fayette County^ W. Vs South Fork, Pa Allegany County, Md Fayette County, \V. Va. Somerset and Cambria counties. Pa . Thomas, W. Va South Fork, Pa Fayette County, \V . Va -do. Allegany County, i!d. . . Fayette County, W. Va. .Mlegany County, Md South I'ork,Pa Fayette County, ^V. Va. South Fork, Pa Alleganv Countv, Md. Fayette Countv, W.V: Thomas, W. Va Allegany County, Md. Thomas, W.Va .do. Fayette County, \V . Va Virginia and W'est Virginia. Fayette County, \V. Va Somerset County, Pa South Fork, Pa Fajette County, W.Va. .do. South Fork, Pa Clearfield County. Pa War Eagle. Mingo Countv, W.Va Fa.yette County, W.Va Union, Vancouver Island, British Columbia. South Fork, Pa .do. Westmoreland Countv, Pa. .do. Mingo County, W. Va Tacoma, W. Va Colorado Stonega, W. Va Westmoreland County, Pa Colorado Buller County, province of Nelson, New Zealand. ....do Pierce County, Wash New South Wales, .Australia. Kings County, Wash *75.54 *7o.50 75.46 *75. 42 75. .W *75.36 *75.12 75.04 75.02 *74.66 *74.62 74.58 *74. 50 74.42 *74. 36 *74. 16 *74.06 *74.04 *73.94 *73.94 »73.92 *73.S6 73.84 *73.72 Manufactured in Wilkes-Bar 16.71 21.25 22.06 21.76 19.26 20.00 21.19 16.81 21.27 20.19 21.66 20.60 22.56 22.36 18. (je 17.78 19. C« 22.57 22.34 17.06 21.03 16.10 19.15 20.98 22.03 12.90 20.03 18.96 24.22 18.36 19.20 16.46 18.24 23.07 16.14 22:27 17.51 20.38 20.88 22.82 22.26 21.40 23.28 23.62 27.88 20.18 24.12 24.10 24.41 25.75 26.19 29.06 29.22 32! 91 30.81 .30.77 38.78 39.20 31.11 36.88 38.48 38.10 42.08 41.05 40.80 42.60 16.94 1.30 1.30 1.14 1.11 2.44 2.40 2.10 4.75 4.06 2.76 3.90 6.92 2.04 1.50 2.14 4.38 4.14 2.28 7.36 4.54 2.66 4.00 2.02 1.56 6.72 6.60 6.00 2.50 2.60 8.30 4.62 9.54 6.32 4.40 7.S2 3.24 2.76 3.96 8.93 6.20 5.86 4.04 4.40 6.26 4.58 5.00 1.46 9.62 6.34 6.90 6.77 5.64 5.64 2.90 5.18 6.78 2.94 5.36 7.45 .26 .10 7.76 2.50 2.02 6.32 4.60 3.94 5.06 6.12 43.24 2.66 1.15 2.23 2.18 o l^^^ us^ 0^^"^ I ■ O !■ CT ■ W