Hempstead Bay; and from the village a shoal and narrow creek winds through the marsh to the more open waters of the bay. The contour of this section of Long Island is such that it divides into many small watersheds, each draining down to the salt marsh on the shore in an independent creek, which then cuts a channel for itself through the marsh to the open bay. These creeks are all too crooked and shallow to have much commercial value, but with the rise of the tide enable small craft to reach the upland at certain points along the shore. During recent years the water-supply department of Brooklyn has been extending its system through this section, drawing off the supply of fresh water from most of these creeks for miles. The result has been to raise the beds of the creeks and to diminish their usefulness. Seaford Creek has an advantage in location over most of them; it reaches the bay near the head of Great Island Channel, connecting with Jones Inlet after a course of about 6 miles, and with depths nowhere less than 5 feet mean low water, being thus readily navigable to vessels of about 150 tons. At the time of the examination a brick schooner of that capacity was lying at the head of the channel, lightering her cargo up the creek. The creek proper is about three-fourths mile long, 30 feet to 50 feet wide, with a depth of less than 1 foot at mean low water; the mean rise and fall of the tide is about 3.5 feet. Between the mouth of the creek and the head of the channel, distant three-fourths mile, there are two reaches of bay water, 400 feet wide, a mud flat, barely covered at low water, through which winds a narrow drain from 1 to 2 feet deep. At the head of the creek there are two coal yards and one lumber yard, dealing also in building material. A small amount of salt hay and manure is brought up the creek. One 10-ton sloop belongs in the creek and is apparently the largest boat that can reach the docks. It is reported that 500 tons of coal, 100,000 brick, and 1,000,000 feet of lumber were handled at the docks last year, together with the catch of 20 oyster and clam boats having landings along the creek. Large tracts in the village are being improved and divided up into building lots; at present its development is behind that of adjoining towns, where private parties have obtained possession of land along the creeks and improved them at their own expense. It is not likely that the creek could be improved to such an extent as to draw off any considerable amount of freight from the railroads. The chief benefit would be as a convenience to small boating, adding to the oyster industry and drawing people to the town for the summer or for settlement. * * * I have therefore to report that Seaford Creek is not worthy of improvement. Respectfully submitted. Brig. Gen. THOMAS L. CASEY, Chief of Engineers, U. S. A. THOS. L. CASEY, Captain, Corps of Engineers. (Through Col. Henry L. Abbot, Corps of Engineers, Division Engineer, Northeast Division.) [First indorsement.] NORTHEAST DIVISION, ENGINEER OFFICE, Respectfully forwarded to the Chief of Engineers. For the reasons stated by Capt. Casey, I consider that Seaford Creek, Long Island, is not worthy of improvement by the General Government. HENRY L. ABBOT, Colonel of Engineers, Brt. Brig. Gen., U. S. A., F 17. PRELIMINARY EXAMINATION OF CHANNEL CONNECTING FREEPORT WITH GREAT SOUTH BAY, NEW YORK. [Printed in House Ex. Doc. No. 65, Fifty-second Congress, second session.] OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., December 5, 1892. SIR: I have the honor to submit herewith a copy of report, dated September 23, 1892, by Capt. Thomas L. Casey, Corps of Engineers, of the results of preliminary examination of channel connecting Freeport with Great South Bay, New York, made to comply with provisions of the river and harbor act approved July 13, 1892. Capt. Casey is of opinion that the channel is worthy of improvement by the General Government. The division engineer, in transmitting the local officer's report, states that he does not regard Freeport Channel as worthy of improvement by the General Government. I concur in the opinion of the division engineer. Hon. S. B. ELKINS, Secretary of War. THOS. LINCOLN CASEY, Brigadier-General, Chief of Engineers. REPORT OF CAPT. THOMAS L. CASEY, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, New York, September 23, 1892. GENERAL: I have the honor to submit the following report upon a preliminary examination for a channel connecting Freeport with Great South Bay, as called for in the river and harbor act of July 13, 1892: Freeport is a village of 3,000 inhabitants situated on the south shore of Long Island, back of Hempstead Bay. From the upland a narrow creeks flows through the salt meadow to the bay. Hempstead Bay is merely a network of passageways separating into isolated patches the marsh land back of the ocean beach. The term "Great South Bay" is usually confined to the open water to the east; as used in the wording of the act authorizing this examination it is applied to the entire locality between the upland and the ocean beach. The desire of the people of Freeport is such an improvement of the creek as will give them better facilities for reaching the navigable channels which extend to New Inlet, and thence to the open water of the ocean. An examination of the creek and bay channels was made at low water and soundings taken for a distance of about 3 miles; information as to the condition of the lower bay channels was obtained from the native boatmen and from the latest U. S. Coast Survey charts. Of the seven inlets along the beach from Rockaway to Fire Island, a distance of 30 miles, New Inlet is now in the best condition, maintaining a depth of from 6 feet to 8 feet at mean low water. Inside the inlet there is an almost direct channel to the mouth of Freeport Creek, a distance of 4 miles. On the lower reaches the depth is nowhere less than 10 feet at mean low water, and a depth of about 4 feet at the same stage is carried to the mouth of the creek. The mean rise and fall of the tide is in the neighborhood of 4 feet. A bar obstructs the entrance into the creek, having a maximum depth of 2 feet at mean low tide. From the mouth of the creek to the head of navigation is about 14 miles. For perhaps half a mile the creek runs along the upland in front of the village, giving an accessible water front. It is here essentially a canal, the fresh water from above having recently been impounded by the Brooklyn waterworks department, and is not more than 40 feet wide, running nearly bare at low water. After leaving the upland the creek increases in width and depth, the last reach being nearly 200 feet wide and from 4 feet to 5 feet deep at low tide. Under the present conditions vessels drawing more than 43 feet have to remain below and lighter up their cargo. The largest boats that enter the creek carry 40 tons. A list of vessels running to the creek has been prepared, giving name, tonnage, and draft. It includes 17 schooners with a tonnage varying from 20 to 150 tons, and draft from 3 to 11 feet; 21 sloops of 12 to 36 tons, draft 3 to 5 feet; 13 catboats of 5 to 8 tons, draft 2 feet; 2 steamers of 10 to 20 tons, 10 sloops and schooners, 20 yachts, 40 oyster boats, and 4 steamers are said to be owned in the creek, in addition to these mentioned above. The chief business on the creek is the oyster industry, employing 100 men and bringing into the creek from 30,000 to 50,000 bushels per year. The general merchandise is estimated at 1,000 to 2,000 tons of coal, 500,000 to 1,000,000 brick, 250,000 to 500,000 feet of lumber, and 100 tons of fish. There is no town or creek along the shore for a distance of 40 miles that is so favorably situated as Freeport for obtaining a practical connection with coastwise traffic. At East Rockaway Creek a longer distance must be improved before reaching the bay channels and the inlet is more obstructed. An unfavorable report upon a preliminary examination of East Rockaway Creek was made in 1888 by Capt. Derby. All the other creeks along this shore empty into a broad expanse of shoal water, requiring protection works in the exposed portions. At three such less favorable localities works of improvement have been undertaken by the Government. At others private parties have obtained possession of adjoining land and improved the creeks at their own expense, merely for the increased value given to real estate in the vicinity. The improvement desired at Freeport Creek is a channel 40 feet wide and 4 feet deep at mean low water from the mouth of the creek to the head of navigation. * * * It is doubtful if such a dredged channel would be fully maintained by the creek, especially as the flow of fresh ENG 93-72 water has been recently cut off; in fact, a deposit of mud several inches deep has already formed since the closing of the dam nearly one year ago. Still some permanent improvement could be reasonably expected. A survey would cost $500. Having in view all of the conditions above given, and especially the natural advantages and apparently flourishing state of the community to be benefited, I am of the opinion that Freeport Channel is worthy of improvement by the Government. Respectfully submitted. Brig. Gen. THOMAS L. CASEY, Chief of Engineers, U. S. A. THOS. L. CASEY, Captain, Corps of Engineers. (Through Col. Henry L. Abbot, Corps of Engineers, Division Engineer, Northeast Division.) [First indorsement.] NORTHEAST DIVISION, ENGINEER OEFICE, New York, September 26, 1892. Respectfully forwarded to the Chief of Engineers. Inasmuch as a deposit of mud several inches deep has formed since the closing of the dam about a year ago, this channel appears to be undergoing natural deterioration, and hence, in all probability, to maintain the desired increased depth will call for dredging frequently repeated. This will involve an outlay, in my judgment, not justified by the commercial importance of the place. I do not, therefore, regard the Freeport Channel as worthy of improvement by the General Government. HENRY L. ABBOT, Colonel of Engineers, Brt. Brig. Gen., U. S. A., Engineer, Northeast Division. F 18. PRELIMINARY EXAMINATION OF WHALE CREEK, NEW JERSEY. [Printed in House Ex. Doc. No. 89, Fifty-second Congress, second session.] OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., December 5, 1892. SIR: I have the honor to submit the accompanying copy of report dated October 4, 1892, from Capt. Thomas L. Casey, Corps of Engineers, of the results of a preliminary examination of Whale Creek, New Jersey, made to comply with provisions of the river and harbor act approved July 13, 1892. It is the opinion of Capt. Casey, concurred in by the division engineer and by this office, that the creek is not worthy of improvement by the General Government. Very respectfully, your obedient servant, THOS. LINCOLN CASEY, Hon. S. B. ELKINS, Secretary of War. REPORT OF CAPT. THOMAS L. CASEY, CORPS OF Engineers. New York, October 4, 1892. GENERAL: I have the honor to report as follows upon a preliminary examination of Whale Creek, New Jersey, as called for by the river and harbor act of July 13, 1892: Whale Creek is in the town of Mattawan, Monmouth County, situated between Cheesequakes and Mattawan creeks, and draining about 14 square miles. It is a tidal creek, typical of the New Jersey marsh land, narrow and winding, and would be insignificant but for the deposits of clay on the upland near its banks. The creek empties into Raritan Bay on the south shore, 14 miles west of Keyport Harbor. It is 50 feet wide at its mouth, narrowing to 20 feet at the fixed highway bridge three-fourths of a mile above. One-half mile above the mouth there are two brickyards, having a capacity of from 10,000,000 to 15,000,000 brick per annum, all shipped by way of this creek. It is here 30 feet wide and from 3 to 4 feet deep at mean low water. Throughout the lower 500 feet of the creek the width increases to 40 and 50 feet, while the depth decreases to a few inches. At the outlet in the bay it becomes bare at low water. Here there is a larger brickyard, having a capacity equal to that of the two others combined. The traffic is now confined to small schooners, sloops, and canal boats; 100 tons is the maximum cargo, and 33 to 4 feet the extreme draft that can be carried out of the creek. The passage in and out of the mouth is dangerous, and is limited to the period of high water and to the extent of tidal flow, which averages 4.5 feet. Aside from the brick shipped from the three yards mentioned, there is but little traffic on the creek. The surrounding region is devoted to garden truck farming, for which some fertilizer is brought in by vessel, and a small amount of coal enters the creek for the brickyards and neighboring farmers. The nearest villages, Keyport and Mattawan, have waterways of their own. Any possible improvement of the creek would therefore increase the general freighting but little, since Keyport and Mattawan are distant but 1 and 2 miles, respectively, with better facilities for shipment than Whale Creek can ever possess. If the mouth of the creek were opened and regulated it would be a convenience to the present brick and clay interests, would result in some reduction in freights, and no doubt stimulate business on the creek. There are two other brickyards less than a mile from the creek now shipping entirely by rail, which, with better facilities for navigating the creek, would probably make use of this method of shipment. Any large growth, however, could not be expected because of the competition from the brick and clay interests of Mattawan Creek, Keyport Harbor, and Cheesequakes Creek. Still the amount of brick now shipped is large for so small a waterway, and constitutes a considerable industry. Some statistics bearing on this have been collected by Mr. William E. Kinkle, owning one of the yards on the creek, which I believe to be a fair statement, as follows: |