WAR DEPARTMENT,

OFFICE OF THE CHIEF OF ENGINEERS,

Washington, May 1, 1919.

From: The Chief of Engineers, United States Army.
To: The Secretary of War.

Subject: Preliminary examination and survey of St. Paul Harbor,

Minn.

1. There are submitted herewith for transmission to Congress report dated June 25, 1917, by Lieut. Col. Edward H. Schulz, Corps of Engineers, and report dated January 24, 1919, with map, by Mr. George W. Freeman, assistant engineer in charge, on preliminary examination and survey, respectively, authorized by the following item contained. in the river and harbor act approved July 27, 1916:

Saint Paul (Minnesota) Harbor, with a view of determining whether the channel of the Mississippi River can be changed to or near the bluffs on the west side thereof. As a part of the examination which the Secretary of War is hereby required to make, he is directed to report whether access to the river at Saint Paul Harbor, by persons and shippers desiring to use the same for the purposes of transportation or travel thereon, is so completely dominated by private control as to materially impede or burden traffic originating or terminating there; and, if he shall so find, he is further directed to report what steps are necessary to free said landing place from such improper control or obstruction, and also if, in his opinion, it is advisable for the United States to acquire the fee simple to the said landing place and the approach thereto, by condemnation or otherwise.

2. The improvement proposed at St. Paul is the shifting of the river bed about 200 feet to the westward in order to make room for needed terminal expansion on the east or left bank. This is purely a terminal project, to be undertaken by and at the expense of local interests, under Federal supervision and inspection. The district engineer considers it doubtful whether the changes contemplated should be undertaken at this time, but, if authorized, he recommends that certain conditions be imposed in order to insure the speedy accomplishment of the project and protect the interests of the public.

3. These reports have been referred, as required by law, to the Board of Engineers for Rivers and Harbors, and attention is invited to its report herewith, dated April 8, 1919. The board states that the city of St. Paul desires to increase its terminal facilities, and it believes that the United States should give encouragement to such efforts. It therefore recommends that the city of St. Paul be authorized to undertake the improvement outlined by the district engineer, or such modification of said plan as may be recommended by the Chief of Engineers and approved by the Secretary of War, subject to the general provisions proposed by the district engineer.

4. After due consideration of the above-mentioned reports, I concur in the views of the Board of Engineers for Rivers and Harbors.

W. M. BLACK,
Major General.

REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS ON SURVEY.

[Third indorsement.]

BOARD OF ENGINEERS FOR RIVERS AND HARBORS,

April 8, 1919.

The CHIEF OF ENGINEERS, UNITED STATES ARMY: 1. The following is in review of the district engineer's reports authorized by the river and harbor act of July 27, 1916, on preliminary examination and survey of:

Saint Paul (Minnesota) Harbor, with a view of determining whether the channel of the Mississippi River can be changed to or near the bluffs on the west side thereof. As a part of the examination which the Secretary of War is hereby required to make, he is directed to report whether access to the river at Saint Paul Harbor, by persons and shippers desiring to use the same for the purposes of transportation or travel thereon, is so completely dominated by private control as to materially impede or burden traffic originating or terminating there; and, if he shall so find, he is further directed to report what steps are necessary to free said landing place from such improper control or obstruction; and also, if, in his opinion, it is advisable for the United States to acquire the fee simple to the said landing place and the approach thereto, by condemnation or otherwise.

2. The portion of the river included in this examination is 3.66 miles in length, the center being at or near the Robert Street Bridge in the city of St. Paul. This reach is included in the general project for the improvement of the Mississippi River above the mouth of the Missouri River, which provides for a depth of 6 feet at low water. This depth now exists generally in the vicinity of St. Paul, and above as far as the mouth of the Minnesota River, about 4.6 miles above the Robert Street Bridge.

3. The existing harbor line on the left bank extends from the Chicago, St. Paul, Minneapolis & Omaha Railway Co.'s bridge to Indian Mound Park, 3.7 miles, and on the right bank from the same bridge to the city limits at Annapolis Street, 5.6 miles. The improvement contemplated is in effect the shifting of these harbor lines and the river channel to the westward for the purpose of securing more space on the left bank for terminals, the cost of the work involved to be borne by the city. Several plans of varying extent have been considered, including complete diversion to or near the bluffs on the west side.

4. Four questions are propounded in the item of law quoted above, viz:

(a) Whether the channel can be changed to or near the west bluffs.

(b) Whether access by persons or shippers to the river at St. Paul is so completely dominated as to materially impede or burden traffic.

(c) If so impeded, what steps are necessary to free from such improper control. (d) Whether it is advisable for the United States to acquire fee simple to said landing place and approach by condemnation or otherwise.

These subjects are treated in detail by the district engineer in his report on preliminary examination and the following conclusions reached:

(a) On account of the legal, engineering, and financial difficulties, especially the latter, it is not deemed advisable to change the channel of the Mississippi River at St. Paul from its present position to one at or near the west bluffs.

(b) Access to the river is dominated to such an extent as to materially impede and burden traffic.

(c) The necessary preliminary st ps to free the river front from improper control will be secured by the final modification and adoption of certain agreements referred to, subject to approval of the War Department.

(d) In view of the tentative agreements referred to in (c) which it is believed will secure the required municipal control, it is not advisable at present for the United States to take steps to acquire the fee simple by condemnation or otherwise.

5. The general plan of improvement proposed contemplates shifting the channel about 200 feet, cutting away the right bank and filling on the left bank to that extent, the banks to be protected by either a vertical wall or a riprapped slope, thereby giving a greater width on the left bank for the city to construct terminal facilities to meet the needs of both rail and water transportation. Due consideration has been given by the district engineer to the discharge, slope, and corresponding cross section required. Alternate plans are given ranging in cost from $2,260,092 for both banks riprapped throughout, to $4,486,447 for both banks protected by vertical wall. Various combinations of wall and riprap on different sections are also given, the estimates falling between the above. As the city is to do the work and pay the cost, it is stated that it should be allowed to choose any of the methods outlined. The estimates do not include cost of terminal improvements, such as proposed belt lines, paving, driveway, warehouses, sewer extensions, etc., but do include the cost of Federal supervision and inspection, estimated at $10,000.

6. The district engineer states that the city is now extending its municipal dock and he believes the accommodations thus to be afforded will be sufficient for several years to come. He considers it doubtful whether the changes contemplated should be undertaken at this time. If, however, the change is authorized, he recommends

that

The work be done under the immediate supervision of this office; that a bond be furnished by the city in amount sufficient to guarantee the commencement, prosecution, and completion of the work within a reasonable time; that all responsibility for damages that may occur to any private property be assumed by the city of St. Paul; that proper evidence be furnished of the acquisition by the city of all riparian rights where changes in the harbor lines are made; that plans and a description of the methods of doing the work also be furnished by the city, stating the points of beginning, the amount proposed to be done each year, and the methods to be employed to protect the completed sections against injury by floods. All to be submitted for approval before any field work is begun, the idea being that the change, if undertaken, must be considered as a project embracing the whole stretch and not a section here and another there with no change in the intervening portions.

The division engineer concurs in the views and recommendations of the district engineer.

7. The improvement contemplated herein is essentially a terminal proposition. Both the rail and river terminals are on the left bank of the river and there is no room for expansion. The city desires to increase its facilities to meet the requirements of both river and rail commerce and apparently is willing to make large expenditures for this purpose. It is now generally recognized that one of the prime requisites in connection with successful navigation is adequate terminal facilities, and, as the United States is now endeavoring to revive navigation on the Mississippi River, it is believed that it should give encouragement to the coordinate work of furnishing suitable terminals where rail and water commerce may meet. The improvement is to be made at local expense in accordance with plans to be approved and supervised by the Federal Government, whereby the

public interest will be protected. The board therefore recommends that the city of St. Paul be authorized to undertake the improvement outlined by the district engineer or such modification of said plan as may be recommended by the Chief of Engineers and approved by the Secretary of War, subject to the general provisions proposed by the district engineer.

8. In compliance with law, the board reports that except as contemplated by the above recommendations, there are no questions of terminal facilities, water power, or other subjects so related to the project proposed that they may be coordinated therewith to lessen the cost and compensate the Government for expenditures made in the interests of navigation.

For the board:

PETER C. HAINS,

Major General, United States Army, Retired,
Senior Member of the Board.

PRELIMINARY EXAMINATION OF ST. PAUL HARBOR, MINN.

From: District Engineer.

UNITED STATES ENGINEER OFFICE,
St. Paul, Minn., June 25, 1917.

To: The Chief of Engineers, United States Army

(Through the Division Engineer).

Subject: Preliminary examination on change of channel of Mississippi River at St. Paul, Minn.

1. In compliance with department letter of August 4, 1916, I have to submit the following report on the preliminary examination ordered by Congress in the river and harbor act of July 27, 1916, of:

Saint Paul (Minnesota) Harbor, with a view to determining whether the channel of the Mississippi River can be changed to or near the bluffs on the west side thereof. As a part of the examination which the Secretary of War is hereby required to make, he is directed to report whether access to the river at Saint Paul Harbor, by persons and shippers desiring to use the same for the purposes of transportation or travel thereon, is so completely dominated by private control as to materially impede or burden traffic originating or terminating there; and, if he shall so find, he is further directed to report what steps are necessary to free said landing place from such improper control or obstruction, and also if, in his opinion, it is advisable for the United States to acquire the fee simple to the said landing place and the approach thereto, by condemnation or otherwise.

Briefly the examination includes:

Whether the channel can be changed to or near the west bluffs.

(b) Whether access by persons or shippers to the river at St. Paul is so completely dominated as to materially impede or burden traffic.

(c) If so impeded, what steps are necessary to free from such improper control. (d) Whether it is advisable for the United States to acquire fee simple to said landing place and approach by condemnation or otherwise.

There are two maps herewith, viz:

No. 1 is a map of the locality under examination, showing the city of St. Paul and the Mississippi River, including previous proposed harbor line changes.

No. 2 is a map of the river along the business front of St. Paul, and shows the tentative harbor line changes now under consideration.

I Not printed.

2. Description of the locality.-The Mississippi River has its source in the northern part of Minnesota, its origin being traced to Lake Itasca. It flows in a southerly direction for about 2,500 miles into the Gulf of Mexico. The portion included in this examination is about 3 miles long, its center being about at the Robert Street Bridge in the city of St. Paul, Minn., which is about 1,937 miles above the mouth of the river. (See U. S. Geological Survey map of Minnesota, scale 1:500,000; also Mississippi River Commission chart No. 187.) The drainage area of the river above St. Paul is about 35,700 square miles. The Lock and Dam No. 1, now about completed, is located about 8.3 miles above Sibley Street, St. Paul, and about 4.8 miles below the wharf at Washington Avenue Bridge, Minneapolis.

3. Physical characteristics.-The summer discharge at St. Paul varies from 3,500 to a maximum flood of 100,000 cubic feet per second. Extreme low water (as low as 1,700 cubic feet per second) occurs in January and February, and high water usually in May and

June.

4. Slopes and gauges.-The river in the section from the Dam No. 1 to the Terminal Bridge, St. Paul, has an average projected low-water slope of 0.58 feet per mile, and a minimum width below Robert Street of 650 feet. The gauge at St. Paul, known as the Weather Bureau gauge, is a chain type and is located on the Chicago Great Western Railway bridge at Robert Street. The zero of this gauge, with latest correction, is 684.16, sea level datum. Zero of the gauge is one-half foot below zero of Rock Island office or engineer gauge. This latter gauge has its zero at low water of the present proposed project, which is to provide a 6-foot depth.

5. Discharges and gauge readings. The maximum flood discharge as measured by meter on April 5 and 6, 1916, was 74,300 second-feet, the Weather Bureau gauge recording 16.56; the mean velocity was 3.77 feet per second. The smallest discharge at St. Paul was not metered but was estimated on December 7, 1912, with a Weather Bureau gauge of 1.0 (at 1,750 cubic feet per second). The maximum gauge at St. Paul during 1917 was 16.2 on April 8. The highest gauge recorded since 1872 was 19.7 on April 29, 1881. The flood stage or danger line is reckoned to be 14 on this gauge. Other high stages have been April 16, 1875, 18 feet; April 6, 1897, 18 feet; and June 29, 1908, 16.83 feet. The estimated discharge for a gauge reading of 18 feet is 85,000 second-feet.

6. Present projects.-Mouth of Missouri River to Lock and Dam No. 1: This section is in charge of the engineer office at Rock Island, Ill. The project depth from the mouth of the Missouri River to Lock and Dam No. 1, about 8.3 miles above St. Paul, is 6 feet at low water. This depth obtains fairly well in the vicinity of St. Paul and above as far as the mouth of the Minnesota River, at the foot of Pike Island, about 4.6 miles above the Robert Street Bridge. Dredging is under way from this point to Lock and Dam No. 1, a distance of about 3.5 miles, and it is intended to dredge a channel on this stretch 340 feet wide, with a 6-foot depth and a slope of about 0.88 foot per mile at low water. This width, depth, and slope are subject to future modification.

From the foot of Pike Island to the Chicago, St. Paul, Minneapolis & Omaha Railway Co.'s bridge, 2.6 miles, a project width of 400 feet and a low-water slope of about 0.34 foot per mile will prevail. The