Weighing these considerations, the Board prefers the Coney Island dike. Should changes in channels or other results in the progress of the work indicate the advisability of any portion of such a dike from Sandy Hook, it might then be constructed. 7. Nothing has been said thus far about improving the bar by dredg ing alone. The Board of Engineers has little expectation that anything more than temporary relief can be obtained by dredging on a bar exposed to the full force of the Atlantic, and hence cannot recommend that method for a permanent improvement. As already stated, it should be used at Flynn's Knoll. 8. Having considered the problem of improving the entrance to New York Harbor in a general way, attention will now be turned to Colonel Gillespie's project for expending the $200,000 appropriated by act of Congress approved July 5, 1881, for Gedney's Channel. While not expecting large results from dredging here, yet, as the appropriation is specifically confined to this channel, the Board recommend that an attempt be made to secure a channel there 28 feet deep, and of such width as the appropriation will pay for, by one of the numerous methods of dredging. If before the whole appropriation were expended experience should show that the dredged channel rapidly filled up, the work might be stopped by the Secretary of War, the contractor being properly remunerated. To recapitulate: The Board recommends as a general plan for improving the entrance to New York Harbor so as to give 30 feet from New York to the ocean, the construction of a stone dike running about S.SE. from Coney Island to such distance as shall be found necessary, and probably not less than 4 miles; the protection of the head of Sandy Hook; and the dredging of a 30-foot channel from deeper water near Sandy Hook to deep water below the Narrows; also the immediate dredging of a channel 1,000 feet wide and 28 feet deep through the shoal west of Flynn's Knoll, as soon as Congress shall furnish the funds; also that the existing appropriation be applied to dredging Gedney's Channel to a depth of 28 feet. The papers referred to the Board in this connection are returned herewith. Respectfully submitted. J. C. DUANE, Col. Corps of Engineers and Bet. Brig. Gen., U. S. A. HENRY L. ABBOT, Lieut. Col. of Engineers, Bot. Brig. Gen. Lieut. Col. of Engineers and Bet. Brig. Gen. Brig. Gen. JOHN NEWTON, Chief of Engineers, U. S. A. F 20. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGER ING NAVIGATION. At the close of the fiscal year ending June 30, 1884, Mr. Edward McDonald, contractor, was still at work removing the wreck of the iron steamer Nankin from the Swash Channel at the entrance to New York Harbor, his contract having been extended by the Secretary of War to January 1, 1885, and so modified that monthly payments might be made to him proportionate in amount to the tonnage of material removed. At that date it was estimated that 430 tons bad been removed by Mr. McDonald under his original contract, July 19, 1883, and its extension, the gross tonnage of the wreck in the beginning being estimated at not less than 900 tons. The progress of the contractor was quite slow and unsatisfactory during the summer and autumn, and he finally withdrew his plant for the winter on the 20th of November, after having removed about 215 tons only under his extended contract, making the estimated gross tonnage removed 645 tons. Partial payments on 587 tons were made to him, equaling $7,067.40, with a retained percentage of $1,485.60. On the 15th of December Mr. McDonald made application to the Secre tary of War for another extension of his contract to September 1, 1885. After a careful consideration of the subject an extension to August 1 was granted, on condition that the contractor should provide by Apri 1, 1885, a plant and crew of skilled men which would meet with the approval of this office. The spring was inclement and stormy, and it was not practicable for the contractor to resume work until the 17th of April. After that date he labored continuously during good weather, and landed upon the wharf at Fort Lafayette during May and June several schooner loads of iron, having an estimated gross tonnage of 100 tons. The estimated amount of iron which has been removed under the original contract and its several extensions is 805 tons; the residue of the wreck consists of 175 feet of the keel, portions of the sides and bulkheads weighted with ballast, and all embedded 5 to 8 feet in the sand. The contractor made arrangements early in June with the Atlantic Dredging Company by which he secured the services of a large grap pling dredge for the removal of the ballast and for uncovering and ripping up the sides of the wreck. These operations were quite suc cessful, and enabled the contractor to get at the wreck better than be fore, and to use his explosives to better effect. The weight of the iro unremoved is estimated at 200 tons, approximately, and that of the ballast 100 tons. It is probable now that he will complete the remova before the close of the summer, but it is expected that he will need another extension of his contract. The wreck has now 23 to 25 fee depth of water over it at mean low tide, and as it lies on the west sid of the axis of the channel it is not a dangerous obstruction to commerc so long as it is properly buoyed. The iron on hand at Fort Lafayett weighs 518, tons, approximately, and when sold will probably realiz $4,000 to $5,000. Money statement. July 1, 1884, amount available... July 1, 1885, amount expended during fiscal year, exclusive of outstanding liabilities July 1, 1884. July 1, 1885, outstanding liabilities... July 1, 1885, amount available...... F 21. PRELIMINARY EXAMINATION OF BALDWIN RIVER, AT BALDWIN STATION, TO CONNECT WITH LONG BEACH, NEW YORK. Baldwin River, known on the Coast Survey charts as Parsonage Creek, is an unimportant tidal slough communicating on the north side with the eastern end of Hempstead Bay, south shore of Long Island, New York. It lies on the west side of the village of Baldwin, 213 miles east of Long Island City, by the Long Island Railroad, and is 1 mile, approximately, in length. Within the corporate limits of the town it is closed by a timber dam to supply water-power to a saw and grist mill. From the dam the stream, which is there 12 to 20 feet wide, winds with many sinuosities through a salt marsh, which is overflowed at extreme high tides, and debouches into a somewhat enlarged estuary connecting with he bay. The bed of this stream throughout its whole length is bare at extreme ow water, except in a few places where the original course has been changed and the bed deepened artificially. The entrance is choked by wide shoal of sand which has no defined channel through it, the water being barely half a foot deep at mean low water. From the mouth of he river through Hempstead Bay to New Inlet, the sea connection between Long Beach and Jones Beach, the distance is 3 miles, approxinately, and the navigable channel is very narrow, having a variable width of 30 to 50 feet, approximately, and a depth varying from 4 to 12 eet, mean low water. The average range of tides is 2 to 3 feet; with a northwesterly wind t is reduced to 1 to 2 feet, and with an easterly wind is sometimes increased to 5 to 6 feet. No vessel drawing over 4 feet can conveniently navigate Hempstead Bay at mean low water. A sketch of the bay and the river, derived from Coast Survey charts and other surveys, accompanies this report, which contains all that is essential to a compliance with the river and harbor act of July 5, 1884. No new survey is necessary. The stream has little or no commerce, and is seldom used, except by small fishing boats of 20 tons approximately. The few fishing-boats which use this end of the bay resort chiefly to Lott's Creek, on the east side of the village, whence their clams, oysters, and fish are taken to the railroad depot for shipment to the New York market. I send herewith, also, copy of a letter from Mr. Baldwin referring to the commercial importance of the river. It appears from this letter that the country tributary to the eastern end of the bay contains 15,000 souls, and that 200 fishermen are engaged in the fishing trade. The amount of fish shipped is not given, but is surely very limited. The persons interested in the improvement desire that the river be straightened and widened throughout, and be deepened so as to afford a channel, say 30 feet wide and 3 feet deep, at mean low water, from Eldred's Dock to the bay proper. The length of the cut to be made will be 2 miles, approximately, and the width will be twice the existing width of the river. It is estimated that this improvement will require the excavation of 40,000 cubic yards of material at an estimated cost of $20,000. On the completion of the improvement it is proposed to construct a small steamboat to ply between Baldwinville and the sea beaches, and to do the general carrying trade of the bay. The bay is shoal, filled with many shoals and marsh islands, and the trade is insignificant. After carefully considering every phase of the subject, I am compelled to state, as the law requires, that in my judgment Baldwin River is not "worthy of improvement." It has no commerce, and the improve ment would but slightly change its present status. Baldwin River is in the collection district of New York. Nearest port of entry New York City; nearest light house is Fire Island light-house, 20 miles to the eastward, and the nearest fort is Fort Hamilton, New York Harbor. Respectfully submitted. G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A. UNITED STATES ENGINEER OFFICE, New York, October 4, 1884. LETTER OF MR. FRANCIS B. BALDWIN. QUEENS COUNTY TREASURER'S OFFICE, Long Island City, L. I., September 27, 18-4. DEAR SIR: You will please pardon me for my delayed answer to your letters, they were received in my absence, as I have been away some days. The length of improvement needed to Baldwin's River is about 14 miles long, or half thereof in Parsonage Cove, and at the head Hempstead Bay to Baldwin's Rive and the other half thereof to the said Baldwin's River. The cove is wide enoug but only 1 foot deep at low tide. The river is deep enough, but too narrow for vessels of 25 tons. What we need is 3 feet of water at low tide the cove, and the river made 30 fer: wide. such improvement is abort The number of people intended to be benefited 15,000. Exports are oysters, clams, fish, also farm produce, such as potatoes, cabbage. and all other vegetables and garden produce. Imports: Coal, manure, lumber, and all kinds of building materials; also all kin of goods such as general-assortment stores keep, groceries, hard aware, dry goods, & There are about three hundred men employed in the oyster bus te fishing and clas iness living with 2 miles of Baldwin's river, besides a large number of men in the business living in that vicinity. FRANCIS 23 B. BALDWIN. Maj. G. L. GILLESPIE, Brevet Lieutenant-Colonel, U. S. A. F 22. PRELIMINARY EXAMINATION OF HUDSON RIVER FROM WEEHAWKE. N TO This survey is thought to be simply an extension of the survey rected by river and harbor act, March 3, 1881, "From a point betwee Ellis Island and the docks of New Jersey Central Railroad to a poin between Robbin's Reef Light and Constable Hook in waters of Nev York Bay, New Jersey," and that directed by river and harbor act, Au gust 2, 1882, of "North River in front of Jersey City and Hoboken, te determine what is necessary to permanently deepen the channel on th New Jersey side." The report on the first survey was submitted December 28, 1887 page 719, Part I, Report Chief Engineers, 1882), and on the second, February 16, 1884. They cover that part of New Jersey shore embraced between Hoboten and Constable Point. To comply with the river and harbor act of July 5, 1884, it will only e necessary to extend previous surveys to Weehawken on the one side, nd to Bergen Point on the other, with a repetition of the cross-section oundings at stations 1 to 8 on Hudson River, between New York lity and Jersey City, to note the changes which have occurred since urvey of 1883. On account of the intimate commercial relations existing between the wo great commercial ports of New York City and Jersey City within he limits of the required survey, the river is worthy of improvement, nd the work is a public necessity. I would therefore recommend that the survey be authorized from Loboken up-stream to Weehawken, and from Constable Point westard through Kill Von Kull to Bergen Point, together with new soundigs at the eight cross-section stations in Hudson River between New ork City and Jersey City. Every description of sail and steam craft constantly uses the lower ¡ver, and the survey will in consequence be subject to many interrupons and delays, causing loss of time and entailing great expense. It is estimated that a satisfactory survey, illustrated by proper charts, ill cost the sum of $1,800. An application is respectfully made for the allotment of that sum. llotment asked for, $1,800. Respectfully submitted. G. L. GILLESPIE, Major of Engineers, Bvt. Lieut. Col., U. S. A. UNITED STATES ENGINEER OFFICE, New York, September 15, 1884. URVEY OF HUDSON RIVER FROM WEEHAWKEN TO BERGEN POINT, NEW JERSEY. UNITED STATES ENGINEER OFFICE, New York, February 27, 1885. SIR: In compliance with river and harbor act of July 5, 1884, I have the honor to submit herewith my report on the survey of "Hudson River, on the New Jersey side, from Weehawken to Bergen Point, Hudson County, New Jersey, with a view to deepening the water at the wharf on that side." As the interests centered along the shore line embraced in the survey are not everywhere identical the report, for convenience, is divided under three heads, and each will be discussed separately. (1) HUDSON RIVER, WEST SIDE, FROM WEEHAWKEN TO PAULUS ноок. Two surveys of late years have been made by the Engineer Depart$ment, covering almost the entire front of this section; one in 1874, extending from Castle Point to Bedloe's Island, and the other in 1883, in front of Jersey City and Hoboken, including a duplication of the sound |