water, at Fortieth street, and to 7 feet at Twenty-eighth street. Formerly, the channel adopted for improvement, after reaching Fortieth street, ran northeasterly across the entrance to Gowanus Bay and united with the Red Hook Channel, which enters Gowanus Bay from the north, near the southwest corner of Erie Basin.

The project for improvement, based on the survey of 1880, provided for a channel 200 feet wide and 18 feet deep. Work was begun at the southern end, and when operations ceased in 1884 its northern terminus, near Fortieth street, was separated from the Red Hook Channel entrance to Gowanus Creek by a distance of 2,000 feet, over which the least depth did not exceed 10 feet mean low water.

By the river and harbor act of September 19, 1890, the direction which had been given originally to this channel was changed, and an appropriation of $100,000 was made for dredging and opening the channel "from a point at its junction with the Gowanus Creek Channel (near Twenty-eighth street), southerly therefrom along and in front of Gowanus Bay and Bay Ridge to a point where the said Bay Ridge Channel so to be opened encounters a 21-foot contour or depth of water, so that the channel so to be opened shall be of a uniform depth of 21 feet and width of 400 feet at low water."

The same act calls for an examination of the channel, "with a view of removing the shoal and providing a uniform depth of 23 feet at mean low water opposite the Bay Ridge shore to the 23-foot curve in the New York Harbor."

It is upon this latter special examination that this report is submitted. It is estimated that the amount available for improvement will complete one-half of the approved project; that is, will open a channel 200 feet wide and 21 feet deep, mean low water, from Twenty-eighth street southward to Sixtieth street. If the project be modified to give 23 feet depth over a channel 400 feet wide, as the act calls for, the quantity of material necessary to be removed, exclusive of the estimates for existing approved depth of 21 feet, is 294,907 cubic yards, measured in scows, allowing one-half foot overdepth and 30 per cent. increase of bulk. This computation is based upon a survey made by this office in July, 1890.

It will be noticed that provision is made in the act not only for deepening the channel, but also for "removing the shoal * * * opposite the Bay Ridge shore to the 23-foot curve in the New York Harbor." The shoal referred to lies immediately westward of the Bay Ridge shore, from which it is separated by the Bay Ridge Channel. It is 3 miles long, approximately, and has an average width of 3,600 feet between 23-foot curves. The least depth of water over the shoal is 9 feet mean low water, and the average depth about 172 feet mean low water. The quantity of material contained between the 23-foot curves is 10,171,491 cubic yards, scow measurement.

No survey of this shoal has ever been made under the direction of the Engineer Department, but the computations are based upon data furnished by the Coast Survey chart prepared from surveys made in 1885, since which time it is believed no material change has taken place. The estimates for the proposed deepening of Bay Ridge Channel and removing the shoal are summarized as follows, scow measurement:

Deepening Bay Ridge Channel to provide a uniform depth of 23 feet, mean low water..

Removing shoal opposite Bay Ridge shore to 23 feet, mean low water...

Total estimate, in addition to estimates for approved project.....

Cubic yards.

294, 907 10, 171, 491

10, 466, 398

The northern end of Bay Ridge Shoal terminates near Red Hook, and the widest part is immediately west of Gowanus Bay, to which it gives a degree of protection against high seas resulting from westerly and northwesterly storms. The upper bay of New York Harbor at this point is 4 miles wide, and if the shoal be removed the wharf owners on Bay Ridge shore will find their wharves much exposed to westerly seas, and will doubtless ask the Government to provide secure and sheltered berths for vessels at the wharves by the construction of a breakwater along the line of the existing shoal.

The main ship channel at the upper bay enbraced between Jersey Flats and Bay Ridge Shoal is 4,300 feet wide between the 26-foot contours. This width affords ample accommodation for the commerce of the port, and until Jersey Flats are improved and occupied for commer cial purposes by artificial and permanent structures located upon or near the outer margin marked by a line joining Robbins Reef, Oyster Island, and Bedloe Island, it would seem wise in an economical view not to enlarge the navigable capacity of the Upper Bay by the removal of the Bay Ridge Shoal. When the necessity arises for greater harbor capacity, it may be gotten by gradually widening the Main Ship Channel to the eastward by excavations made along the western margin of the shoal.

In regard to modifying the existing project for the improvement of the Bay Ridge Channel so as to provide 23 feet depth mean low water. it may be said that the character of the existing commerce of Gowanus Bay is such that every reasonable facility is given for its accommodation by the navigable depth of 21 feet mean low water which the ap proved project affords, and that, in my opinion, as has been, already expressed in a report upon Buttermilk Channel and Gowanus Bar channels, dated October 17, 1890, there is no prospect that any demand for a 23-foot depth mean low water in Gowanus Bay will arise in the near future.

For the foregoing reasons I do not think that the Bay Ridge Channe is "worthy of improvement" at this time to the extent of "removing the shoal and providing a uniform depth of 23 feet at mean low wate opposite the Bay Ridge shore to the 23-foot curve in the New York Harbor."

No allotment is recommended to be made for additional surveys. Very respectfully, your obedient servant,

Brig. Gen. THOMAS L. CASEY,

Chief of Engineers, U. S. A.

G. L. GILLESPIE, Lieut. Col. of Engineers.

E 15.

PRELIMINARY EXAMINATION OF CHAMPLIN'S CREEK, IN TOWN OF ISLIF. NEW YORK.

[Printed in House Ex. Doc. No. 66, Fifty-first Congress, second session.]

OFFICE OF THE CHIEF OF ENGINEERS,

UNITED STATES ARMY, Washington, D. C., December 5, 1890.

SIR: I have the honor to submit herewith the accompanying copy report dated November 28, 1890, from Lieut. Col. G. L. Gillespie, Corp gineers, giving results of preliminary examination of Champlin

Creek, in town of Islip, N. Y., made to comply with provisions of the river and harbor act approved September 19, 1890.

Lieutenant-Colonel Gillespie reports that, as there is no commercial interest involved, he does not think Champlin Creek worthy of im provement, and in this opinion I concur.

. Very respectfully, your obedient servant,

THOS. LINCOLN CASEY, Brig. Gen., Chief of Engineers.

REPORT OF LIEUTENANT-COLONEL G. L. GILLESPIE, CORPS OF EN

GINEERS.

ENGINEER OFFICE, U. S. ARMY,

New York, N. Y., November 28, 1890. GENERAL: In compliance with letter of the Chief of Engineers, dated September 20, 1890, I have the honor to submit the following report upon the examination of Champlin Creek, in town of Islip, N. Y., for which provision is made in the river and harbor act approved September 19, 1890.

Champlin Creek is at the eastern end of the town of Islip, on the southern shore of Long Island, New York, and is a tributary of Great South Bay, which it enters about opposite Fire Island Light. There is a dam across the creek, about 1 mile above the mouth, which converts the upper part into a pond used as a fish preserve. The length of the creek from the dam to the mouth is about 1 mile; the depth in the creek proper is about 2 feet, and on the bar across the mouth about 14 feet at low water. The creek is straight, and there is about 6 feet of water in Great South Bay outside of the bar, about 1,000 feet from the crest.

The town of Islip has, according to the census of 1890, a population of 8,747; it is mainly a place of summer resort, and has no manufacturing or commercial interests. There are about 25 boats, sloops, and catboats, registering from 6 to 10 tons and drawing from 3 to 4 feet of water, that would use the creek for anchorage. These boats are mainly pleasure boats. As the anchorage in the bay is very much exposed and vessels can not lie there with safety in stormy weather, it is desired by the owners of these vessels that the creek and bar be dredged to 4 feet at mean low water, so as to permit them to use the creek for anchorage.

The demand for the improvement is local, and only affects those immediately on the creek, to whom it will be simply a matter of convenience, since there is at the western end of Islip, at Great Cove, a water way with sufficient depth and safe anchorage.

As there is no commercial interest involved and no benefit will accrue to navigation other than providing a more convenient anchorage for pleasure yachts, I do not think Champlin Creek is "worthy of improvement."

No allotment is recommended to be made for a survey with the view to the preparation of estimates for improvement.

Very respectfully, your obedient servant,

Brig. Gen. THOMAS L. CASEY,

Chief of Engineers, U. S. A.

G. L. GILLESPIE, Lieut. Col. of Engineers.

E 16.

PRELIMINARY. EXAMINATION OF HUDSON RIVER AT CORNWALL FROM THE MOODNA RIVER, OTHERWISE KNOWN AS MURDERER CREEK, TO THE CHANNEL OR DEEP WATER OF THE HUDSON RIVER, NEW YORK. ENGINEER OFFICE, U. S. ARMY,

New York, N. Y., October 17, 1890.

GENERAL: In compliance with Department letter of September 20, 1890, I have the honor to submit the following report on the preliminary examination of "Hudson River at Cornwall from the Moodna River. otherwise known as Murderer Creek, New York, to the channel or deep water of the Hudson River," to comply with the provisions of the river and harbor act of September 19, 1890.

Moodna Creek enters the Hudson River at the head of a shoal bay indenting the west shore of the river immediately north of Cornwall Landing.

The West Shore Railroad crosses the bay near its head on a combined earthen embankment and trestle bridge, 2,300 feet long, approximately, which was built in 1884 without a draw opening. This embankment shuts off all communication between the creek and the Hudson River, except such as can be carried on in boats capable of passing between the bays of the trestle bridge, which are spaced at intervals of 15 feet from center to center. The trestle bridge is 350 feet long, and its height is 10 feet, approximately, above low water. The range of tides is 24 feet. From the bridge to the deep water of the Hudson, a distance of 2,700 feet, approximately, a channel 40 feet wide and 7 feet deep at low water has been dredged by private parties over a sand shoal where the origi nal depth was uniformly from 4 to 6 feet, mean low water.

From the railroad bridge at the mouth to the turnpike bridge, one half mile to the westward, the channel is somewhat obscure, and the depth varies from 4 feet to 7 feet, mean low water, except at a shoal where the depth is reduced to 1 to 2 feet, mean low water.

There are three or four old docks on the shores of the bay and creek inside the railroad bridge which have been practically abandoned for several years, but the information gained by an examination by Mr. Charles G. Weir, assistant engineer, a copy of whose report of Septem ber 26, 1890, is inclosed herewith, indicates that the creek has a moderate commercial value.

The principal industries are a paper mill and a brickyard, at which 15,000,000 brick, having a value of $75,000, were manufactured during 1889.

The brick shipped from the yard are all carried in wheelbarrows over a light trestle to the barges or schooners which are enabled to come through the dredged channel to within 50 feet of the railroad.

If the bridge were provided with a 40-foot draw, so as to permit ves sels to enter the creek with facility, a considerable commerce would doubtless be developed.

I respectfully invite attention to Captain Derby's report on this creek. being second indorsement, December 11, 1888, on letter from Mr. Henry Bacon, Goshen, N. Y., October 22, 1888, complaining that the West Shore Railroad Bridge across the mouth of the creek is an obstruction to its navigation, and petitioning for its removal.

The Secretary of War served a notice upon the New York Central and Hudson River Railroad Company, lessees of the West Shore Rail

road, February 6, 1889, directing that company to so alter the bridge as to render navigation through or under it free, easy, and unobstructed. The matter was referred to this office July 6, 1889, with directions to report what steps, if any, had been taken by the New York Central and Hudson River Railroad Company to comply with the requirements of the notice which had been served upon it February 6, 1889. My report in reply thereto was made July 15, 1889, to which I respectfully refer. The company has since built pile piers for a 40-foot span, and has delivered the necessary iron for the proposed modification, but has practically done nothing to relieve the navigation of the creek.

The foregoing statements in regard to the navigable character of the creek, and to the manner in which its commerce is restrained by the railroad bridge, seem a proper accompaniment to a report on the water way from the mouth of the creek to the deep water of the Hudson River beyond.

It is estimated that a channel 60 feet wide and 8 feet deep (mean low water) will equal all proper demands of the commerce of the creek. Existing charts, which are not of late date, indicate that such an improvement will require the excavation of 25,000 cubic yards of material, which is reported to be of a soft character and of easy removal.

I have the honor to state that I consider the proposed channel "from the Moodna River, otherwise known as Murderer Creek, New York, to the channel or deep water of the Hudson River," to be worthy of improvement, in view of the probable construction of a draw opening in the railroad bridge, and respectfully recommend an allotment of $100, "to make the survey and report contemplated by the act, including a project, with estimate of the cost of the improvement."

I respectfully inclose copy of a letter addressed to me by Mr. Charles H. Wood, postmaster of Cornwall, in relation to the improvement. Very respectfully, your obedient servant,

Brig. Gen. THOMAS L. CASEY,

G. L. GILLESPIE, Lieutenant-Colonel of Engineers.

Chief of Engineers, U. S. A.

REPORT OF MR. CHARLES G. WEIR, ASSISTANT ENGINEER.

U. S. ENGINEER OFFICE, Castleton, N. Y., September 26, 1890. COLONEL: In compliance with your instructions, I have the honor to submit the following report on the preliminary examination of the Moodna River, otherwise known as Murderer Creek, near Cornwall, N. Y., made on September 24.

The Moodna or Murderer Creek enters the Hudson River at the head of a shoal bay indenting the west shore 14 miles above the West Shore Railroad depot at Cornwall. The creek is said to extend about 30 miles inland, and drains a considerable

area.

The West Shore Railroad crosses the creek at the head of the bay on an earth embankment and trestle. The length of this trest`e is 350 feet, and height above high water about 8 feet. The bents are 15 feet apart from center to center. This effectually shuts out all navigation of the creek.

Before the construction of the railroad the creek was navigable for a distance of about of a mile above the point where the railroad now crosses. At present there is a dredged channel 40 feet wide and 7 feet deep at low water from the deep water of the Hudson River to the railroad, where in the channel of the creek the water is 8 to 10 feet deep.

For a distance of 1,500 feet above the railroad the depth of water in the channel of the creek varies from 4 to 7 feet. At this point a bar exists with not more than a ENG 91-60