2. SEA-WALL AT GALLOP'S ISLAND. The construction of this sea-wall was commenced in the year 1868, and continued in 1869 and 1870. The wall proper was completed about the middle of October, 1870, its total length being 1,745 feet. The operations upon this wall during the fiscal year ending June 30, 1871, were carried on until the end of April under a contract made May 26, 1868, with Mr. James Andrews, of Biddeford, Maine; and afterward by hired labor and hired machinery. The following tabular statement exhibits the condition and progress upon this work during the fiscal year, viz: Estimated cost of completion of this sea-wall is $9,500. All the work will probably be finished by the end of September, 1871, except grading the bluff, which it is proposed to defer until another season. 3. SEA-WALL ON THE NORTH HEAD OF LONG ISLAND. The construction of this sea-wall was commenced about the middle of August, 1870, by Mr. James Andrews, of Biddeford, Maine, under a contract dated May 24, 1870, and was continued by him until the 1st of June; and afterward by hired labor during the latter part of June. The length of the sea-wall as now contemplated is 2,100 feet. The following tabular statement exhibits the condition and progress on this wall during the past year, viz: Estimated cost of completing this sea-wall to its total contemplated ength of 2,100 feet is $114,700. 4. REMOVAL OF KELLY'S LEDGE. This ledge lies in the main ship-channel, directly in the line from the entrance-buoy to Spit light, and had originally only 16 feet of water upon it at mean low water. Operations to reduce it, by submarine blasting, to a depth of 23 feet at mean low water were commenced in 1869, and at the close of the season, after many difficulties, only about one-half the work on this rock was completed. In the latter part of 1870 operations were resumed but were again suspended on the 30th of December, on account of the very unfavor able weather. Owing to the unfavorable character of the rock, the progress in its removal has been very slow from the beginning. Since the 1st of July, 1870, 459 tons of rock have been removed and deposited upon the shore, and about fifty tons have been thrown into deep water near the rock, making the total quantity removed since the commencement of operations amount to 834 tons. There still remain two or three points of ledge having a depth of but 214 feet at mean low water, which should be reduced to the required level of 23 feet at mean low water, which can be accomplished in a few days of favorable weather. The removal of this rock secures a great advantage to navigators in enabling them to make one straight course from the entrance-buoy to the spit light. 5. DREDGING A CHANNEL THROUGH THE UPPER MIDDLE BAR. The contemplated plan for the improvement of this bar consists in the excavation of a channel to a width of 1,000 feet, and a depth of 23 feet at mean low water, the distance across the bar being about 2,200 feet. The operations upon this bar are reported by Lieutenant Colonel Foster, (in a special report dated January 2, 1871,) to have been as follows: The peculiar character of the material of this bar, a very hard indurated yel low clay, (hard pan,) prevented the different machines that were successively tried during the three past seasons from succeeding. During this season, however, Mr. E. R. Seward, of Albany, the contractor, (under his contract of May 24, 1870,) with the assistance of Mr. C. H. Montine, has succeeded in making one straight cut, 2,200 feet in length, entirely through the bar, to a depth of 23 feet at low water, and a width of 45 feet. This cut is marked by three spar-buoys. Eighteen thousand six hundred cubic yards of material have been dredged and dumped during the season. The contract price for this work was 85 cents per cubic yard. Operations were resumed by the contractor, in a second cut on this bar, in the spring of 1871, and were continued until the 1st of June, 1871, when the contract was closed. There were excavated in the second cut 7,520 cubic yards, making a total of 26,120 cubic yards in both cuts. Under instructions from the Engineer Department, proposals were again invited on the the 22d of June for continuing this work under the appropriation of March 3, 1871, to the extent of 50,000 cubic yards, more or less, of dredging.* The completion of this channel to a width of 1,000 feet would require the additional excavation (taking the amount excavated in the first cut as a basis) of, say, 385,000 cubic yards, which, at 60 cents per cubic yard, amounts to $231,000. *On the 29th of July, 1871, a contract was made with Mr. R. G. Packard, of Brooklyn, New York, the lowest of five bidders, for doing this work at 57 cents per cubic yard. The following is a recapitulation of the estimates for the completion of all the incomplete works of improvement named above, viz: 1. Sea-wall on Point Allerton. 2. Sea-wall on Gallop's Island... 3. Sea-wall on north head of Long Island. 4. Completing the removal of Kelly's Ledge, (say) 5. Completion of the channel through the Upper Middle Total.... Amount available July 1, 1871... Additional amount required for completing the contemplated improvements.......... Of this amount there could be expended to advantage, during the next fiscal year, the sum of...... On the several works as follows, viz: 1. Sea-wall on Point Allerton, 500 linear feet, at $100.... 4. Completing the removal of Kelly's Ledge. 5. Dredging the channel through the Upper Middle Bar to an additional width of 150 feet.... Contingencies...... Total, (as above). $92,300 00 9,500 00 114, 700 00 500 00 231, 000 00 45, 644 17 493, 644 17 78, 644 17 415,000 00 $175,000 00 50,000 00 9,500 00 60, 000 00 500 00 37,500 00 17,500 00 175, 000 00 For the further prosecution of the above works during the fiscal year ending June 30, 1872, proposals have been invited for continuing the sea-walls on Point Allerton, and on the north head of Long Island, as well as for dredging in the Upper Middle Bar,* to the extent allowed by the available balance of the appropriation for that year, and it is expected that the sea-wall on Gallop's Island will be completed by the end of September, 1871, except the grading of the bluff in its rear. V 21. BOSTON, MASSACHUSETTS, January 10, 1871. GENERAL: As the operations of the year upon the works of improvement in this harbor have closed, and as the greater portion of the work accomplished was done during the latter part of the season, and con * The following contracts have been made for these works, viz: Contract, dated July 26, 1871, with Mr. James M. Andrews for sea-wall on Point Allerton. Contract, dated July 26, 1871, with Mr. James M. Andrews for sea-wall on Long Island. Contract, dated July 29, 1871, with Mr. R. G. Packard for dredging on the Upper Middlę Bar. The estimates above given for the total completion of these works have been based upon the prices contained in these contracts. sequently not included in my report at the close of the fiscal yearJune 30-it seems to be a proper and favorable time for presenting a comprehensive report of the whole season's work; and, also being of interest in the connection, to give a brief sketch of the plans adopted for the preservation and improvement of the harbor, the progress thus far made in their execution, the results and ascertained facts, and the proper conclusions to be drawn from them. The natural boundaries of Boston Harbor include all the expanse of tide-water lying within a line drawn from Point Allerton to Point Shirley, and extending from that line westward to the shores of the mainland. This comprises a surface area of nearly 31,000 acres, from which, deducting the area of the islands within the harbor, nearly 1,000 acres in extent, gives a water area of the harbor of 29,700 acres. This large expanse is well sheltered from the ocean by Point Allerton and the ten seaward islands, among which the most important are Deer Island, Lovell's Island, and the three Brewster Islands. These islands and the adjacent headlands constitute the natural breakwaters of the harbor, through which the two deep channels, the Main Ship-Channel and Broad Sound Channel, pass in such a manner that all vessels, as soon as they are fairly within the portals of the harbor, are within easy access of well-sheltered roadsteads. Of the The large interior basin of the harbor is fortunately divided into many excellent anchorages, both for light and heavy-draught vessels, by the favorable position of the numerous islands in the harbor. eighteen of these that appear on the chart the most important, in respect to the protection they afford to shipping, are George's Island, Gallop's Island, Long Island, Peddock's Island, Castle and Governor's Islands. George's Island shelters the shipping in George's Roads from the easterly gales, and also a part of Nantasket Roads from northerly winds. Gallop's Island also affords protection to George's Roads on the north, and to the Main Ship-Channel on the west and southwest. Long Island shelters the President's Roads from the south and southeast storms, and George's Roads from the northwest and westerly gales. Peddock's Island protects Hull Basin on the northwest, and a large portion of Nantasket Roads on the south. Castle and Governor's Islands afford protection to the upper harbor, as the portion of the harbor lying west of Fort Independence is usually termed, in contradiction to the lower harbor, which comprises all the water surface eastward to the entrances. The first-class anchorages, under shelter of the above islands, for vessels of 23 feet draught, at all stages of the tide, are as follows: The above does not include the areas of the Main Ship-Channels nor the anchorages north of the Lower Middle Ground. It does include the area of the upper harbor, because it is now connected with the deep ! waters of the lower harbor, a cut having been made by dredging during the past season entirely through the Upper Middle Bar to a depth of over 23 feet at mean low water. This cut, now only 45 feet in width, it is proposed to widen during the next and following seasons to 300 feet, or more if navigation shall require it. Nearly all the islands of the harbor are now entirely destitute of trees. A few remain upon Apple Island, and a small number have been planted on George's Island by the Government since the construction of Fort Warren; yet history and tradition both agree in stating that at the time of the first explorations by the Pilgrims, nearly all the islands were well wooded. Some of them bore evidence of having been inhabited and cleared for cultivation. The new work by Hon. N. B. Shurtleff, entitled "Topographical and Historical Description of Boston," contains many interesting extracts from old records showing the impressions made upon the first explorers by the natural advantages of the harbor. One writer, in 1634, says: It is a safe and pleasant harbor within, having but one common and safe entrance and that not very broad, there scarce being room for three ships to come in board and board at a time; but being once within, there is anchorage for 500 ships. This harbor is made by a great company of islands, whose high cliff's shoulder out the boisterous seas, yet may easily deceive any unskillful pilots, presenting many faire openings and broad sounds which afford too shallow water for any ships, though navigable for boates and small pinnaces. The entrance into the great Haven is called Nantascot. This place of itself is a very good Haven, where ships commonly cast anchor until Winde and Tyde serve them for other places. From hence they may sayle to the river of Wessaguscus, Neponset, Charles River, and Misticke River, on which rivers bee seated many Townes. In any of these fore-named harbours the seamen, having spent their old store of wood and water, may have fresh supplies from the adjacent Islands, with good timber to repair their weather-beaten ships. Here likewise may be had masts or yards; being store of such trees as are useful for the same purpose. The same writer, in 1635, says: These isles abound with woods and water and meadow-ground, and whatever the spacious fertile maine affords, &c. It is not remarkable that the great value of the harbor and the advantages afforded to the anchorage grounds by the numerous islands should have strongly impressed the early explorers. Its natural advantages strongly impress at the present time all those who carefully study its physical characteristics. Professor Henry Mitchell, in a recent unpublished report, says: The great merit of Boston Harbor lies in a happy conjunction of many favorable elements, among which we may distinguish as most important the facility and safety of its approaches, the ample width and depth of it entrances, and, above all, the shelter and tranquillity of its roadsteads. Perhaps there is no other harbor in the world where the inlets from the ocean are better adjusted to the amplitude of the interior basins, and whose excellent holdinggrounds are so easy of access and yet so land-locked. I quote from the highest authority in my profession, when I declare that the primary requisite for a good harbor is that "the internal area should bear such a relation to the width of entrance as to produce a sufficient degree of tranquillity;"* and so difficult has it been to properly adjust this relation in artificial harbors, that nearly one-half of all these works may be set down as failures, because the entrances are either too narrow to admit vessels under trying circumstances, or the interior reservoirs too small to dissipate the waves that run in from the sea. In natural harbors where the primary requisite cited above is fulfilled, it often happens that the interior basin is so large that the local effects of strong winds are sources of discomfit and even danger, as in San Francisco. Boston Harbor has no such drawbacks; her interior water-space is large, but is divided by chains of islands into basins which offer sufficient room for the heaviest ships to ride freely at anchor, and sufficient tranquillity for the frailest fishing-boat. * Stevenson on Harbors. |