ascertain how much cause there may be for this apprehension surveys have been made; and besides the several inspections of the harbor and its approaches, experiments have been made to determine the directions and velocities of the tidal currents. I forward herewith a rough sketch of the harbor, upon which is laid down, as nearly as possible, the results of these experiments, in order to render a written description more plain. The islands at the mouth of Black Rock Harbor (marked A) seem to have been a part of the main land formerly, but were were left in their present state by the breaking through of the sea, probably during a heavy storm. From half ebb to extreme low water they are still connected with the main land by a low sandy beach, (marked B.) Captain John Brooks seems to be of the opinion that from high flood tide until about half ebb the large body of water filling the extensive creeks and inlets running inland from Black Rock Harbor sweeps over this beach, and turning northerly meets and partially counteracts the powerful current which sweeps out of the Gut channel, (marked C,) and which performs the important office of scouring and keeping open the approaches to the harbor of Bridgeport. Had this idea of Captain Brooks been justified by actual experiment it might have been advisable to shut off this outlet for the waters of Black Rock Harbor. However, this particular tidal current does not run far enough up towards the harbor of Bridgeport to have any material damaging effects, and our attention is therefore directed to other points in order to determine the causes and meet and counteract the effects which have been apprehended. Long Beach (marked D) is very much exposed to the attacks of the sea during all storms coming from the southward, and is composed mainly of loose sand and shells. The more important of the tidal currents flow about as follows: starting at extreme low water the tide sweeps westwardly on Long Beach, turns abrubtly around the point of the sand spit (marked E) and flows up the Gut, filling all the extensive creeks and inlets leading from the Gut channel. From about half flood until extreme high tide the water flows into the Gut over the sand spit, and close around the western extremity of Long Beach, (marked F.) From extreme high tide until about half ebb this large body of water pours back through the Gut, sweeping around over the sand spit, and from that time until low water it flows around it and in a direction more towards the mouth of Bridgeport Harbor. It is by this powerful current that the approaches to Bridgeport Harbor are kept open, and it is the loss of this current from the closing up of the mouth of the Gut channel, involving the destruction of the harbor, which is feared. Careful inspection of the north shore of Long Beach, (marked H,) leads to the conviction that it has remained from year to year essentially unchanged. There is no doubt, however, that the north shore of the Gut channel, (marked H,) opposite Long Beach, is continually wearing away, and it is probable that some portion of the sand is left upon the sand spit. I think, however, that the growth of this sand spit is due mainly to the following cause: During every gale from the southward, the Long Beach, from Pointno-Point (not shown on the sketch) to its western extremity is exposed to the unchecked action of the waves, which dash in upon it with such terrible effect that at one time within the past few years the sea broke entirely through near Point-no-Point and flowed freely into the Gut channel. Within a comparatively short period afterwards the succeed ing storms had carried in sand and filled up this break in the beach, but the spot where it occurred is still plainly marked. To the eastward of Point-no-Point the character of the beach is such that there can be no serious abrasion. The sand which is washed away by these storms is carried successively by the heavy rollers, as well as by the ordinary action of the flood tide, which sweeps along this beach, further and further toward the western extremity of Long Beach, and is finally deposited upon the sand spit. I send herewith a sketch of this sand spit, (drawn to a scale of 1) which exhibits the low-water mark of 1866, (in black ink,) and that of 1868, (in red ink,) which may aid in forming an opinion as to the nature and progress of the change now going on. Therefore I believe that the object in view, viz., to guard against the future injury, and perhaps destruction, of the present harbor of Bridgeport will be accomplished, simply by preventing any further growth of this sand spit. This, I think, will be cheaply and effectually done by a few piers or jetties of loose stone or strong rows of piling, at suitable points, (to be hereafter selected,) between Point-no-Point and the western end of Long Beach. I think six of these will be amply sufficient, and they should extend from a little above high-water mark to extreme low-water mark. The north shore of the Gut channel can be easily secured from further change by a low wall of loose stone, placed somewhat below high-water mark, at the most exposed points, or by enrockments at those points. I also forward herewith a sketch of the Gut channel, with the various creeks or inlets spoken of, and give below an approximate estimate of the length, depth and width of each, with a view to show as nearly as possible the amount of water stored up by each flood tide to be used during the ebb in scouring the approaches to the harbor. The difference between high and low water mark is about six feet. A. Mill Creek.-About one-fourth of a mile wide at high water; average depth seven feet; about one-half of a mile in length. B. Eagle Nest Creek.-About one-half of a mile in width; average depth seven feet; about one and one-fourth miles in length. C. Preston Creek.-About three hundred feet wide at high water; average depth about seven and one-half feet; navigable for vessels of sixty tons; length about two miles. D. This creek is about one hundred feet in width at the mouth, narrowing gradually to its inland extremity; average depth about six feet; length about one-half of a mile, with tributary creeks. E. About one hundred feet in width at its mouth, narrowing gradually; average depth about seven feet; length about one mile. F. Fresh Pond Creek.-Filling at high tide a wide field of water, rather difficult to estimate. Its length is about one and a half mile, and its average depth is about six feet. The eastern outlet of the Gut channel then runs through Neck Bridge to Stratford, but a very small portion of this water escapes in this direction. It will be perceived by taking the difference between high and low-water mark that nearly all of this water is poured out through the Gut channel, in the direction of Bridgeport Harbor, during the ebbing of the tide. Very respectfully, your obedient servant, Bvt. Col. D. C. HOUSTON, A. H. HOLGATE, Captain Engineers. Corps of Engineers U. S. A. CUSTOM-HOUSE, BRIDGEPORT, District of Fairfield, November 19, 1868. SIR: Your favor of the 14th was duly received, and in answer to the first question I reply: Question 1. What is the number of the custom district to which Bridgeport belongs?—I am unable to reply precisely. I find in the finance report of 1866, published by the Secretary of the Treasury, it stands No. 33, it is known, however, as the district of Fairfield, of which Bridgeport is the port of entry for the district, but whether the above number is the correct one I cannot tell. Question 2. What is the nearest port of entry?—The nearest to this is New Haven. Question 3. What is the amount of commerce and navigation to be benefited by any improvement of the harbor?-The number of vessels arrived in this port of Bridgeport during the fiscal year ending June 30, 1868, from foreign countries was seventy-one; their tonnage amounted to 9,242 tons; the number of vessels cleared for foreign countries during the same period was sixty-seven; their tonnage amounted to 8,793 tons; the value of merchandise imported in the above vessels from foreign countries amounted to $100,000. The number of vessels arriving and departing, as near as I can ascertain, engaged in the coasting trade or coastwise, during the same period, is about 2,000; their tonnage about 140,000 tons. The value of the merchandise coming in and going out of the harbor, by this class of vessels, is from $180,000,000 to $200,000,000, when you take into consideration that Bridgeport is the terminus of two important railroads, the Housatonic and also the Naugatuck, the great manufacturing valley. This railroad pays a dividend semi-annually of five per cent. on the stock, leaving a large surplus. The value of steamboats engaged in the commerce of this place is about $300,000; the value of sail vessels engaged in this coastwise may be estimated at about $6,000,000; these vessels of course are not all owned here, nor in this district. For the fiscal year ending June 30, 1868, the amount of duties collected from imports... Amount of tonnage tax collected.. Total amount paid into the treasury of the United States. $34, 515 19 3, 430 47 37, 945 66 In making up the above statistics I have endeavored not to overstate, but rather come below the actual valuations, number and valuations of vessels. If there is any other information you may require, it will be a pleasure for me to render you any assistance in my power. Very respectfully, yours, D. C. HOUSTON, Col. U. S. A. Engineers. JOHN BROOKS, NOTE. It is probable that the value of merchandise estimated by Captain Brooks at from "$180,000,000 to $200,000,000" should be stated at from $18,000,000 to $20,000,000, which would correspond more nearly to the means of transportation stated. D. C. HOUSTON, APPENDIX S. BOSTON, MASS., September 8, 1869. GENERAL: I have the honor to make the following report of progress made in the works of river and harbor improvements under my charge, during the fiscal year ending the 30th of June, 1869, and of the probable progress during the present working season. IMPROVING HARBOR AT BOSTON. The dredging at the southwest point of Lovell's Island has been steadily carried on by the contractor, Mr. A. Boschke, with only a short interruption during the winter months. During the fiscal year ending the 30th of June, 1869, 66,909.54 cubic yards of material have been removed; the channel has been widened thereby to about 600 feet at the sixteen-feet curve, and an average depth has been produced, over the dredged area, of 16 feet at mean low water. A new and powerful machine is now at work to level the ridges on the dredged area and to carry the excavation to the full depth of 23 feet at mean low water, as required by contract and the interests of navigation. At the close of the season it is expected that the width of the main ship channel at this point will be increased to 600 feet, with a least depth of 23 feet at mean low water, thus giving 235 feet more channel-way than previous to the commencement of dredging operations. The total of dredged material removed so far, (June 30, 1869,) amounts to 159,808.54 cubic yards, leaving yet a balance of 217,801.46 cubic yards, according to the original estimate, to be removed. A portion of this, say about 70,000 cubic yards, will probably be removed during the present working season, which will consume the balance of the amount allotted to this work. At the Upper Middle Bar the contractor made several attempts to carry out his agreement for the removal of 30,000 cubic yards from this bar, with a new and powerful machine expressly built for the purpose. If not entirely successful, he at least practically proved that with this machine he was able to excavate the material of the bar, (hard pan,) to the desired depth. About 450 cubic yards of material have actually been removed; the work is temporarily suspended, and the amount heretofore allotted for this work has been transferred to the works at Lovell's Island. No further steps have been taken to prosecute the work during the present working season, as it was deemed preferable to use the available funds at the works at Lovell's Island. Blasting and removing Corwin Rock. This rock, reported last year as being blasted down to an average depth of 213 feet at mean low water, has been entirely removed, as also an adjoining ridge of rock to the depth of 23 feet at mean low water. There have been altogether 1,356 tons of rock blasted, 1,192 tons of which were hoisted and deposited on shore, and 164 tons in small fragments were left in deep water along side of the rock. Total number of cubic yards of rock blasted and removed 6083. By the removal of Corwin and Lower Rocks, the main ship channel, formerly between these rocks about 250 feet in width, has been widened to over 600 feet. Blasting and removing Barrel Rock.-A careful survey of this rock has been made, and an agreement entered into for its removal, with Mr. George W. Townsend, the same contractor who successfully removed Lower and Corwin Rocks. The moorings for the vessel from which the blasting operations will be conducted have been established, and otherwise all the necessary preparations made for immediately commencing work. This rock it is expected will be entirely removed by the 1st of September, when all further operations in this line will be suspended, unless the Chief of Engineers consents to the removal of Kelly's Rock, situated in the main ship channel near the Narrows. This rock, in my opinion, should be removed at once, as its situation is a source of great danger to the navigation of the channel. Sea-wall at Point Allerton.-Except making some preliminary surveys and investigations having reference mainly to the location of a wharf, nothing could be done, as the question of the title to the land to be occupied by the proposed sea-wall is not yet fully settled. As soon as the title to the land for the position of the wall (forwarded in January last) has received the approval of the Attorney General of the United States, proposals will be invited for the construction of the same. If this approval can be obtained during this fall, contractors may prepare the stock during the winter, and the work be pushed with vigor early in the spring. Sea-wall for the preservation of Gallup's Island.-The necessary preparations having been previously made, its construction was taken in hand by the contractor, Mr. James Andrews, in July of 1868, and steadily continued, except during the winter months. A deviation from the general plan had to be made, for a distance of several hundred feet, by lowering the foundation two feet, and adding another course of stone to more effectively guard against the under wash by eddy waves. The extent of the wall built during the fiscal year ending June 30, 1869, is as follows: Of foundation, lineal feet.. Of wall proper, (stone courses,) an average of lineal feet. Amount of excavation for above wall, cubic yards. Amount of filling, (back of wall,) cubic yards. Concrete masonry, cubic yards. Granite masonry, cubic yards 558 456 1,369 329 1,817 558 It is proposed to continue in force the contract with the present contractor during this working season, and to push the work with vigor so as to complete about 1,100 feet of wall by the end of the season. Sea-wall for the north head of Long Islands-This work has not yet been commenced. The county court, upon an act passed by the legislature of the Commonwealth of Massachusetts, has determined upon the amount to be paid to the owners of the land required for the site of this work, and for the military defenses to be erected on Long Island; and the title may be vested in the United States upon deposit of the sum in the hands of the judge of the court. The papers relating to the case were forwarded, some time since, to Washington; should the title be approved and the money deposited in court during the season, proposals will be invited at once and all necessary preparations made for commencing operations early the ensuing spring, Amount on hand and in treasury July 1, 1868..... $211, 234 40 Amount expended during the fiscal year ending June 30, 1869, on the works for the preservation and improvement of Boston Harbor: For dredging southwest point of Lovell's Island.. For dredging Upper Middle Bar.. $40, 929 07 610 47 |