These are Harbor Island, two bars at Drum Shoal, Piney Point Shoal, Yellow Shoal, and Bell's Shoal. The bar of Beaufort Harbor has from 12 to 15 feet at low-water. This depth is sontetimes temporarily increased by storms. It has always preserved the advantage over the other inlets of having deeper water after the outside bar is passed. The earliest maps represent the direction of the channel to be southwest. It is now southeast. Lawson, writing in 1708, represents the depth on the bar as less than at Ocracoke. It has been observed that the harbors on the coast of Carolina which are protected by capes have the greater depth. This is the case with Hatteras, Ocracoke, Beaufort, and Swansborough, and the mouth of the Cape Fear River. We learn from reliable sources that no material changes in the condition of the sounds and inlets in question have occurred since the date of Colonel Abert's report. Hatteras and Ocracoke Inlets are constantly subject to slight changes both as regards location and depth of water; but, by a careful study of various maps of different dates, we see that the aggregate cross-sectional area of water-way through the two passages has remained very nearly constant. The inlet at Beaufort seems to be less subject to such fluctuations. It will be observed that Colonel Abert is of the opinion that the deepening of Core Sound would, by the increased flow of water throught it, diminish the depth of water at Ocracoke and Hatteras, and, perhaps, even result ultimately in their complete closure; and that the same cause might have a disastrous effect upon Beaufort Inlet. Our reports upon surveys, and our estimates of cost of routes south of Pamlico Sound, will demonstrate, I think, that if Beaufort Inlet is desired as a passage to the ocean for vessels from the North, the Clubfoot and Harlow Canal route would be more desirable and much less expensive to establish and maintain than the route via Core Sound, and this, even if a through route to the Cape Fear were not contemplated. The possibility of disastrous effects upon the inlets referred to above would also be averted by not attempting to deepen the channel through Core Sound. SURVEYS SOUTH OF PAMLICO SOUND, NORTH CAROLINA. The trial lines of levels which were run between the Neuse and the Northeast Branch of the Cape Fear River, and which are referred to in this report under the head of "Work of field parties," together with the maps and notes of previous surveys, give a pretty thorough idea of the general elevation of the section of country to be passed over, and indicated the lines which should be more thoroughly surveyed. The line known as the "Kearney line," between Slocum's Creek (a tributary to the Neuse River) and a point on the Northeast Branch of the Cape Fear River, near what is now known as "Bannerman's," about 47 miles below Wilmington, N. C., was surveyed by the late Col. James Kearney, of the Topographical Engineers, in the year 1837. The same general line was afterwards surveyed under the direction of Colonel Abert, during the year 1875. His report, together with a copy of the previous report of Colonel Kearney, may be found in the executive document referred to before in this report (Senate Ex. Doc. No. 35. Forty-fourth Congress, 1st session). The reports of each of these officials show that they encountered a crest of not far from 50 feet above tide-water, which would have to be overcome (either by a summit-level or by a through cut) in order to connect by this route the waters of the Neuse with those of the Cape Fear. Both Colonels Kearney and Abert suggested that a lower summit could probably be found by following a line farther to the south than their own. A study of our own plotted trial lines and the ordinary maps of this section of country brought us to the same conclusion, and it was accordingly determined to thoroughly survey two lines to connect the Neuse with the White Oak; the one by the way of the Trent River, the other by the way of the old and now disused Clubfoot and Harlow Canal, and Newport River; to survey a line across from the White Oak River to the New River, seeking an available route for a through cut, and then to cross the divide between the New and the Northeast Branch of the Cape Fear, taking up a line farther to the south (or nearer to the ocean) than those followed by Colonels Kearney and Abert. The line from the Trent to the Northeast Branch of the Cape Fear River, and which may be designated as the inland route, in contradis tinction to the shore route, to be hereinafter referred to, is described, in detail, in the accompanying report of Mr. Frost. The line leaves the Trent at the mouth of Mill Creek, near the town of Pollocksville, crosses to the White Oak at tide-water at a point near the mouth of "Mirey Branch," a distance of about 113 miles from the initial point upon the Trent. Highest point reached between the two streams, 40 feet above tide. Leaving the White Oak, the line crosses to the New River at tidewater at a point a short distance above Snead's Ferry, a distance of 47 miles from the Trent. Highest point reached between the White Oak and New rivers, 44 feet above tide. Crossing and leaving New River at Snead's Ferry the line crosses to the Northeast Branch of the Cape Fear River, intersecting the latter at a point known as "Lane's Ferry," at a distance of 87.2 miles from the initial point on the Trent River. The highest point reached on the line between the New and the Northeast Branch of the Cape Fear was 72 feet above tide, with an average elevation of 60 feet for a distance of about 15 miles. The distances given above are by the line run by transit. A canal route located upon this general line would probably not exceed 60 miles in length. Leaving for the present the consideration of the inland route, we will now consider the line from the Neuse River to the White Oak, by way of the Clubfoot and Harlow Canal and Newport River, which is a section of what we will designate as the "Shore route." This line follows the course of Clubfoot Creek a distance of 4.37 miles, until the Clubfoot and Harlow Canal is reached, a narrow and shoal cut which is now practically abandoned, is 2.88 miles in length, and connects with Harlow Creek, a tributary to Newport River. The distance from the southern terminus of this canal to the railroad bridge at Newport, via Harlow Creek and Newport River, is 12.7 miles. From the railroad bridge at Newport, we have a distance of 16.86 miles to the channel of the White Oak River, off Pettiford's Creek, at Swansboro'; total distance from the Neuse to the White Oak, via Newport route, 36.81 miles. The route across from Newport to Swansboro' is mainly overland, but the courses of Newport River and Pettiford's Creek are taken advantage of, as far as practicable, in locating it. The route as located has a summit of 31 feet above tide-water. The principal objection that has heretofore presented itself to a canal route from either the White Oak or the New River to connect with the Cape Fear River by the way of the intermediate sounds is this, viz, the difficulty in crossing the peninsula from Masonboro' Sound to the Cape Fear. Our line across from the New River to the northeast branch of the Cape Fear was so unpromising at the very outset, that a portion of the party, under the immediate supervision of Mr. Frost, was detailed to seek a practicable route across the peninsula in question. Mr. Frost succeeded in finding a line across, with a crest of only 28 feet, with a distance of but 2 miles from the tide-water of the sound to the tidewater of the Cape Fear. This line is located about 3 miles below the city of Wilmington, and connects Purveyan's Creek on the sound side with Barnard's Creek, a tributary to the Cape Fear. It appears to be perfectly practicable. A canal can be constructed upon it at a comparatively moderate cost, and but one lock would be required to overcome the difference of level of the tidal waters which it is proposed to connect. I have, therefore, abandoned the idea of making estimates of the cost of an inland route from the Trent to the Cape Fear, especially as Colonel Abert gives in his report full estimates of the cost of a canal via the Kearney route, which is shorter and has a lower summit than our own. I will add that the section of country between the Neuse and the Cape Fear has now been quite thoroughly intersected by lines of levels, and that a study of the same indicates that it is not at all probable that an inland route can be found which possesses more natural advantages than the general line followed by Colonel Kearney over 40 years ago. The objections to an inland route having become manifest, our attention has naturally turned to the question of the practicability of a shore route from the White Oak to the Cape Fear by the way of the intermediate sounds. The main objection to this route had been removed by the result of the survey of the line across the peninsula, below Wilming ton; and while time and means available did not permit us to make a careful survey of these sounds. yet tracings from the original planetable sheets of the United States Coast and Geodetic Survey-enabled us to make estimates of the cost of the shore route-estimates which may be considered closely approximate, as that portion of the proposed route from the White Oak to Purveyan's or Whisky Creek, will consist simply in an open cut, without locks or other structures, excepting a considerable amount of diking which will be required at exposed points. The distance from the channel of the White Oak off Pettiford's Creek to the mouth of Purveyan's Creek by the shore route, as indicated upon our maps, is 58.08 miles. The route appears to be perfectly practicable. It follows the general course of the mainland; it passes for a considerable portion of the way through marshes and islands, which are covered with a heavy growth of grass, and it is protected by a belt of low sand islands, known as "the banks," between it and the ocean, which is at an average distance of about 3 miles from the proposed cut. Several inlets are to be found through the banks, and opposite these it is proposed to protect the canal by means of a dike on the sea side. As these inlets are constantly changing their positions, we have made a liberal estimate for the diking, having provided for it the entire distance, except where the route is already protected by interior islands. The estimates of the cost of the dike appear to be ample, as the excavated material would of course be used in its construction. The dike would have a foundation of rough timber and brush, which can be obtained along the whole route at a mere nominal cost outside the expense of cutting it. In case of a foreign war, the canal by the shore route could be as easily defended as one further inland, and I am inclined to think that it would be less liable to be injured by an enemy, since there would be no locks which might be destroyed or disabled by a raiding party. In estimating the cost of a canal, via the shore route, from the Neuse to the Cape Fear, the same dimensions of channel-way and locks have been taken as those adopted by us for the canal routes north of Albemarle Sound, viz: Canal 80 feet in width at the bottom, and 9 feet in depth at on ordinary low-water stage; locks, 220 feet by 40 feet. Four guard-locks would be required upon this route: one upon the Clubfoot and Harlow Canal; one at each terminus of the cut across from Newport River to the White Oak; and one upon the cut across the peninsula, below Wilmington. The total distance from the Neuse to the Cape Fear River by the way of the shore route is 102 miles; and the total estimated cost of a canal, including locks, dikes, and other necessary structures, is $5,695,000. The estimates in detail will be found in the accompanying report of Mr. Frost. I would respectfully call attention to the following named reports. which, among many others that have been published, seem to bear particularly upon the subject of water routes south of Norfolk Harbor, Virginia, viz: Colonel Abert's report on "survey of a line to connect the waters of the Cape Fear and Neuse Rivers, and for a connection by water between Norfolk Harbor and Cape Fear River." (See report of the Chief of Engineers for 1876, part 1, page 376.) In the same report will be found embodied a copy of the report of Col. James Kearney, Topographical Engineers, upon routes between Norfolk and Cape Fear, dated May 21, 1838; report of Col. J. P. Craighill, Corps of Engineers, upon a survey of the Elizabeth River, Virginia. (See report of the Chief of Engineers for 1872, page 715.) Report of Colonel Craighill upon the "condition and prospects" of the Dismal Swamp Canal. (See report of the Chief of Engineers for 1872, page 750.) The accompanying report of Mr. Frost includes the separate reports, which have been made from time to time, as different sections of the survey were completed. The 37 sheets of maps, profiles, &c., referred to before in this report, are transmitted herewith, as are also all the fieldnotes of the survey. In concluding this report, I desire to express my sincere thanks to Mr. F. W. Frost, assistant engineer, my principal assistant, for the energy, zeal, and ability which he has constantly displayed in the execution of his work upon this survey. In his own report he has given his thanks to the assistants under his immediate orders, and I will only add that all connected with the survey have also my thanks for having performed their duty faithfully and to the best of their abilities. I am, general, very respectfully, your obedient servant, CHARLES B. PHILLIPS, Captain of Engineers. The CHIEF OF ENGINEERS, U. S. A. REPORT OF MR. FREDERICK W. FROST, ASSISTANT ENGINEER, UNITED STATES ENGINEER OFFICE, CAPTAIN: I have the honor to submit this report of the survey of water routes from the harbor of Norfolk, Va., to the Atlantic Ocean, south of Hatteras, and to the Cape Fear River, North Carolina. In pursuance of your orders these surveys were commenced in the month of September, 1878, two parties of twenty men each being placed in the field to survey and examine two canal routes, viz, the Albemarle and Chesapeake and the Dismal Swamp, extending from the harbor of Norfolk, Va., to the Albemarle Sound. One of these parties, in charge of Mr. William G. Williamson, assistant engineer, after completing the survey of Currituck Sound and the North Carolina Cut, which form two divisions of the Albemarle and Chesapeake Canal ronte, was by your direction transferred to other examinations and surveys of rivers in the State of North Carolina. The second party prosecuted the surveys of both routes north of the Albemarle, completing the same in the month of February last, and then being placed under my immediate supervision was directed to continue the work south of the Neuse to the Cape Fear River, North Carolina. The entire field-work was finished in the month of April of the present year. Since the 1st of May a number of the engineer assistants have been engaged in this office in constructing maps illustrating these surveys and reducing to proper form the information gathered in the field. This work having been completed, it becomes my duty to report to you the results of our labors and to submit estimates (made in accordance with your project) for the improvement of the routes surveyed. Accompanying this report and forming a very important part thereof are the following maps, which have been carefully projected by the assistants engaged in the fieldwork, and finished by competent draughtsmen of this office. List of maps illustrating the surrey of water routes from the harbor of Norfolk, Va., to the Atlantic Ocean, south of Hatteras, and to the Cape Fear River, North Carolina, Description. Scale. General map, Norfolk Harbor to the Cape Fear River. General map, north of the Albemarle Sound Albemarle and Chesapeake Canal, Virginia, and North Carolina (tracings) 10 Dismal Swamp Canal, Virginia, and North Carolina (tracings) 1 North Landing River, Virginia, and North Carolina outlet of the Albemarle and Ches- 1 Currituck Sound, North Carolina, Albemarle and Chesapeake Canal route. North River, North Carolina, Albemarle and Chesapeake Canal route. 1 North River, North Carolina, Albemarle and Chesapeake Canal (tracing) 1 Pasquotank River, North Carolina, outlet of the Dismal Swamp Canal, A, B, and C 3 | Pasquotank River, North Carolina, outlet of the Dismal Swamp Canal (tracings) | Lake Drummond, Virginia, Dismal Swamp Canal route Profiles of Albemarle and Chesapeake Canal Profiles of Dismal Swamp Canal. Map and profile, Trent River to the northeast of Cape Fear United States Coast Survey sheet, showing Clubfoot and Harlow Canal Newport River, North Carolina, railroad bridge to mouth of Narrows (tracing) 16s to Whisky Creek (below Wilmington). This report will have two divisions, viz: First, north of the Albemarle Sound; second, south of the Neuse River. FIRST DIVISION, SURVEYS NORTH OF THE ALBEMARLE. These surveys embrace the Albemarle and Chesapeake and the Dismal Swamp Canals, and their connecting waters, with these exceptions, viz, the southern branch of the Elizabeth River, Virginia, with which both of the canals connect (further examination of this seemed unnecessary since it was surveyed under your direction in 1874), and all that portion of the Pasquotank River, North Carolina, below Bluff Point No. 2, and North River, North Carolina, below Dixie Island; those sections of these two rivers have been compiled from charts of the United States Coast and Geodetic Survey. The surveys in this division actually made under the appropriation for the survey of water routes may thus be stated: The North Landing River, Virginia and North Carolina, from the Virginia ent of the Albemarle and Chesapeake Canal to Currituck Sound; Currituck Sound to the North Carolina cut of the same canal; North River, North Carolina, from the southern terminus of the last mentioned cut to Dixie Island; the Pasquotank River, the outlet of the Dismal Swamp Canal, from Joyce's Creek to Bluff Point No. 2, and the two canals previously mentioned; also an examination of North River Bar. The results of the survey of Currituck Sound have been given you by Mr. William G. Williamson, assistant engineer, the assistant in charge. From his notes we have carefully prepared a finished map to accompany this report, drawn to a scale of 406, uniform with the maps of the rivers. The reports of the surveys of the several rivers have been prepared at different times during the present year. That of the North Landing River by Maj. J. B. Shinn, assistant engineer in charge of that survey, and my reports of the surveys of the North and Pasquotank rivers properly form a portion of this, and the same are herewith submitted. Reference should be made to general map No. 2, which illustrates all of our surveys between the harbor of Norfolk, Va., and the Albemarle Sound. By inspection of the map a good idea of the direction of the two canals and their connecting waters may be obtained. |