The estimated cost of such improvement, made from the Coast Survey charts and a recent examination, is as follows: Dredging a channel, to be about 2,000 feet long, 100 feet wide, and 12 feet deep; 90,000 cubic yards, at 18 cents... Dredging an anchorage basin 800 by 400 feet and 12 feet deep; 140,000 cubic yards, at 18 cents Contingencies, etc Total.... A less amount than this could be expended to advantage. $16, 200 25, 200 6,600 48,000 No I am of the opinion that this locality is worthy of improvement. appropriations have been made for this important harbor, except for removal of part of a shoal lying east of the New London Northern Railroad wharf, in the upper part of the harbor. The amount expended there was $19,800, and that work was substantially completed in 1886. I would respectfully suggest that if appropriations are made for this purpose they be under the title "Improving New London Harbor, Connecticut." SIR: Replying to your letter of October 20, the board of trade wish to report the following facts, opinions, and statement of present and prospective commerce as reasons why the dredging asked for to be done in Shaw Cove by the United States Government is a worthy improvement. The board asks that a channel of 12 feet depth at low water and 100 feet wide be dredged from that depth off Chappel's Coal Dock to the drawbridge on line of New York, New Haven and Hartford Railroad and beyond it through the waters of Shaw Cove to reach the docks on north, west, and south of said cove and approximately as indicated by red dotted lines on a map of New London which is filed herewith.* Also that an anchorage basin be dredged suitable in the judgment of the Corps of Engineers to accommodate the present and prospective commerce as shown hereafter for the purpose of laying up vessels during the winter or dull season. We make the above request for the following reasons: The waters of Shaw Cove are navigable waters of the United States. The present water frontage available for purposes of commerce practically begins at the drawbridge of the New York, New Haven and Hartford Railroad and terminates at the drawbridge of the New London Northern Railroad, a distance of about 4,200 feet. The docks within these limits, now fully occupied, are traversed by railroad tracks either located directly on the bulkheads or close to approaches to the docks. Over these railroads 79 regular trains pass daily, and switching engines pass frequently in addition. All approaches to these docks are thereby rendered unsafe and the commerce of the port is subjected to great delay, detention, and obstruction in consequence. The surrounding country, supplied through the port of New London with facilities for landing or discharging cargo or reaching docks for coal, lumber, and other supplies, are particularly timid about crossing tracks to the docks. The improvement asked for would add about 3,000 feet available water frontage and provide relief from the present overcrowded and inaccessible docks, and by reference to the map it will be seen the waters of Shaw Cove may be reached on north, west, and south sides without crossing any railroad tracks. In this connection it may be stated that the population of New London has in *Omitted. creased more than 30 per cent. in the last 10 years. The commerce of the port has increased more than 400 per cent. No increase of dockage is possible without this work, and the entrance into the city of the tracks of the New York, Providence and Boston Railroad, and the reduction of anchorage area in the basin known as Winthrop Cove by these tracks, whereby the vessels accustomed to lay up therein can not now get in, have served to seriously curtail the former conveniences. The double tracking of the New York, New Haven and Hartford Railroad now going on will still further reduce the use of the water front. A numerous fleet of coastwise, fishing, and other vessels, both steam and sail, owned not only here but along both shores up the Connecticut River and on Long Island, formerly sought and now desire to use this port by reason of its safety, accessibility, and open water to lay up. These vessels are now unable to get accommodations. It is desired in these improvements to secure a larger drawbridge at the entrance to Shaw Cove, and another communication has been sent you on this subject. The amount of the present commerce of the port of New London is difficult to ascertain and perhaps not necessary to present, since it is well known this port is, after New York or Boston, one of the most important in entries, tonnage, and value of cargoes on the seaboard; all of which will be more or less directly benefited by the improvement. The present commerce of Shaw Cove is limited of necessity by the present insufficient depth of water. The statements of business now done therein by- Charles A. Bishop, lumber dealer (673,000 feet of lumber), value.. are annexed hereto. In addition the Pequot Foundry and Machine Works, whose dock at the south side of Shaw Cove can now be reached by vessels of only the lightest draft, receive 1,000 tons of pig-iron, value $20,000 4,000 800 tons of coal, value... 400 tons of molding sand, value. 1,000 The laying-up dock at Daytons and boat-building float at Captain Burdick's require more depth of channel to prosecute the business now done at them. The business done in Shaw Cove would be increased many times its present volume after the improvement is made. There are at this writing twenty-two vessels discharging cargo or lying at docks and at anchor for the winter, and following named vessels have either laid up in Shaw Cove or sought accommodation there, or would lay up there if they could get sufficient water, viz: Steamers.-Sunshine, Margaret, Osprey, Gypsey, Water Witch, D. K. Phillips, Luce Bros., Arizona, Quickstep, Clara Ellen, Emily Foote, S. S. Brown, G. S. Allyn, Amagansett, Acheesnet, E. F. Price, Geo. Hudson, J. A. Morgan, Nat Strong, Peconic, Polland. yachts.-Surprise, Fidget, Nereid, Shennecosset, Wanda, Estelle, Venture, Narwhal, Starling. Schooners.-M. M. Brainerd, Frank Butler, Madgie, Chrystal, Maria, White Cloud, Hattie Ellen, E. A. Baker, John Comstock, Ann Elizabeth, Conquest, Hattie Douglass, C. M. Harris, Empire State, Mary and Carrie, Laurel, Joseph Wolley, Nymph, George Temple, Coral, Multnomah, Olive Leaf. Sloops.-Hepsibah, Sweepstakes, Juliette, Lizzie Morse, George B., Sophia, Wild Pigeon, Diamond, Ferguson. Schooner yachts.-Lancer, Ruth, Crusader. Smacks.-E. C. Barry, C. F. Lawrence, Chapel Bros., Isabel, Admiral, Martha, S. R. Packer, Thorn, F. D. Nelson, J. T. Freeman, Kate Church, Gipsy Girl, Belle of the Bay. Of these only a few more than now in the cove can be accommodated. In addition to those named, please find the statement hereto annexed of M. Wilson Dart, deputy collector of the port of New London, showing the vessels and tonnage of vessels registered at New London 177, Hartford 84, and Stonington 113, from which number there would be many to make use of an anchorage basin. We therefore desire to ask your courteous consideration of the foregoing statements and indulge the hope of your favorable finding, and have the pleasure to be, Very truly, yours, Col. D. C. HOUSTON, Corps of Engineers, U. S. A. WILLIAM A. HOLT, President Board of Trade. JOHN HOPSON, JR., Chairman of Special Committee. LETTER OF MR. F. E. FENGAR. NEW LONDON, CONN., November 5, 1890. DEAR SIR: I have to submit the following statements regarding the amount of commerce carried on on Shaw Cove for a period of 1 year, ending November 1, 1890, viz: Statement of Charles A. Bishop, lumber dealer, 673 M feet of lumber, valued at $15,000. Statement of John Bishop, jr., lumber dealer, 600 M feet of lumber, valued at $20,000. Statement of Fengar & Higgins, coal dealers, 2,000 tons of coal, valued at $10,000. The present draft of water at the drawbridge and into the cove, say 150 yards, is 10 feet at high tide. This draft is insufficient for the carrying on of commerce to any considerable extent. Mr. John Bishop, jr., is obliged to unload 50 per cent. of the vessels consigned to him in New London Harbor and to raft the lumber to his wharf. This extra handling of the lumber entails considerable expense, to say nothing of the depreciation in value of the lumber that comes in contact with the salt water. The present draft of water acts as an embarrassment and hindrance to merchants engaged in business in the cove, as their commodities delivered at their respective places of business cost them more on account of extra expense incurred on account of the draft of water than is paid by merchants engaged in similar enterprises whose yards are located on the river front. In my opinion the draft of water should be increased to 15 feet at high tide, and a channel 100 feet in width of said depth of 15 feet should extend the length of the cove. I should have transmitted this memorandum to you before, but was obliged to wait for the statement of Mr. Bishop, jr. Respectfully, yours, Mr. JOHN HOPSON, Jr. F. E. FENGAR. LETTER OF THE COLLECTOR OF CUSTOMS. CUSTOM-HOUSE, NEW LONDON, CONN., COLLECTOR'S OFFICE, DEAR SIR: As requested will give you the tonnage and number of vessels hailing from the ports named: New London has 177 vessels, the tonnage of which is 38,906.29 gross, 34,031.40 net. Hartford has 84 vessels, the tonnage of which is 12,629.35 gross, 10,913.60 net. Stonington has 113 vessels; 5,170.28 gross and 4,614.19 net tons. If I can be of any further use to you in any way or if any assistance I can render would be of any avail I am at your service. Respectfully, yours, Mr. JOHN HOPSON, Jr. D 31. M. WILSON DART. PRELIMINARY EXAMINATION OF CONNECTICUT RIVER, FROM LONG ISLAND SOUND TO HARTFORD, AND BELOW HARTFORD, CONNECTICUT. [Printed in House Ex. Doc. No. 86, Fifty-first Congress, second session.] ENGINEER OFFICE, U. S. ARMY, GENERAL: I have the honor to submit the following report on preliminary examination of the Connecticut River, Connecticut, from Long Island Sound to Hartford, with a view to such improvements as will keep the channel from shifting its course at certain places, and Connecticut River below Hartford, made in pursuance of the river and harbor act approved September 19, 1890. It is understood that the object of the first examination is indicated by a petition to Congress, of which the following is a copy, omitting signatures: To the Honorable the Senate and the House of Representatives of the United States of America in Congress assembled: Your petitioners, whose names are hereto signed and whose post-office address is Glastonbury, in the county of Hartford and State of Connecticut, respectfully represent that the said town of Glastonbury is situated on the east side of the and adjoining the Connecticut River, a navigable river; that said river adjoining this town is a very crooked river; that the meadows adjoining said river are our most valuable lands; that said river, by constantly wearing into said meadows, has in several places changed its bed from two to more than four times the width of the river into and upon our said lands; that heretofore Congress has appropriated money for the improvement of navigation in said river; that so far as said appropriations have been expended opposite to our said meadows, instead of erecting piers and jetties to protect the river bank and hold the river to its (then) proper channel, said piers, etc., were erected on the opposite side of the channel, forcing the river more and more into and upon said meadows, until now said piers, etc., are far beyond the channel of the river; that we respectfully petition Congress to make an appropriation to protect the bank where the river is encroaching upon our meadows as stated, and thus hold the river to its present channel and improve the navigation of the river; that the erection of piers, etc., which will protect our meadows and keep the river within its present channel, will improve said river for navigation as can be done in no other way. And your petitioners will ever pray. Dated Glastonbury this 25th day of February, 1890. The Connecticut River from Hartford to Rocky Hill, a distance, of 11 miles by river and 8 miles in a straight line, including the locality mentioned in the petition, winds through meadows which are generally flooded at high water. The bed of the river is constantly changing by erosion on the concave banks and deposits on the convex banks, so that in many places the river has entirely changed its bed. It appears from the petition that this is the case at Glastonbury. A project for improving this part of the river by bank protection and dikes was prepared in 1879 and an elaborate report on the subject is printed in the Annual Report of the Chief of Engineers for 1880, pages 398-442. Owing to small appropriations, which were largely consumed in dredg ing, the only work done under this project was the construction of a dike near Glastonbury on the right bank of the river in 1881, and one at Hartford in 1883. Dredging was continued every year either by the United States or the Hartford and New York Transportation Company. In 1887 it became evident that the completion of the project of shore protection, etc., would not materially reduce the amount of dredging required each year, and it was accordingly discontinued with the approval of the Chief of Engineers. The improvement of this part of the river has since been carried on by annual dredging as being the most economical and efficient method. The matter is fully discussed in my report dated December 21, 1887, printed in the Annual Report of the Chief of Engineers for 1888, page 537. As to the effect of the dike at Glastonbury in causing the erosion on the opposite bank, referred to in the petition, I would say that the movement of the river bed has been going on from the date of the earliest records. In the report on survey made in 1867 (Annual Report of the Chief of Engineers for 1868, page 772) it is stated that Half a mile above the South Glastonbury Landing there are two piers usually called the Glastonbury piers, marked S and T on the map, and shown on sheet 6. They were built by the Union Company from the left bank of the river, the one above and the other below the entrance of Roaring Brook into the Connecticut. The channel worked around the east end of pier S about 7 years ago, and was dredged out by the steamboat company, taking off part of the east end of the pier. The surveys made in 1867 and 1879, before the Glastonbury dike was built, show that the left bank had been moved back by erosion a distance of 800 feet since 1860. A comparison of the surveys made in 1867, 1879, and 1887, before and after the construction of the dike, do not show any greater movement of the bank than would result from natural causes and not nearly so great as has taken place at other points where no works have been built; near Naubuc, for instance, the entire bed of the river has changed since 1867. About 75 feet from the left bank of the river near Glastonbury is a high bluff composed of earth and gravel. The wearing away of the bank at this point will doubtless continue until the high ground is reached, when it will probably cease. The only object of the bank protection in this part of the river is the protection of land. The cost of this from Hartford to Rocky Hill would be very great, and a continual outlay would be necessary for maintenance. Navigation would not be benefited, and therefore it is not recommended. The second examination directed in the river and harbor act refers to the entire river below Hartford. The present approved project for this improvement is as follows: Completing jetties at the river's mouth and dredging between them.. $80,000 ... 10,000 An average annual expenditure for maintaining the channel from Hartford to Long Island Sound by dredging, of...... This latter dredging has heretofore been done principally in the portion of the river above Rocky Hill, where the bars form every year. Below Rocky Hill the character of the river changes, the banks are generally high, and the channel, except at Pistol Point, practically per manent. The following work has been done in this section of the river above the mouth: At Hartford Bar a dike has been built on the right bank of the river (the concave shore), to serve as a training wall. At Glastonbury Bar a dike has been built on the right bank of the river (the convex shore). At Hartford Bar, 13 miles below wagon bridge at Hartford, Clay Banks Bar, 2 miles below wagon bridge at Hartford, Pratt Ferry, or Naubuc Bar, 5 miles below wagon bridge at Hartford, Press Barn Bar, 63 miles below wagon bridge at Hartford, Glastonbury Bar, 9 miles below wagon bridge at Hartford, Dividend Bar, 12 miles below wagon bridge at Hartford, dredging has been done nearly every year, and at Pistol Point Bar, 15 miles below wagon bridge at Hartford, Mouse Island Bar, 203 miles below wagon bridge at Hartford, Haddam Island Bar, 30 miles below wagon bridge at Hartford, mouth of Salmon River, 33 miles below wagon bridge at Hartford, Calves Island Bar, 44 miles below wagon bridge at Hartford, less frequently, to maintain a navigable channel 9 feet deep at low water. A recent examination by Mr. Henry N. Babcock, Assistant Engineer, made in company with parties interested in the petition for this examination, shows the following as the improvement desired, in addition to those included in the approved project: (1) Middletown Ferry, about 18 miles below Hartford: The ferry crosses the river between Middletown and Portland, Conn., between the lower end of Willow Island and the Air-line Railroad Bridge; a shoal making from the islands crowds the ferryboat's course down too close to the bridge, making it difficult to cross when ice is running in the river, |