nel, once opened, would rapidly decline, and would require constant dredging for its maintenance. The river and harbor act of July 5, 1884, provides for the examination of "Goose Point Channel in Plymouth Harbor to the wharf of the Cordage Company." The examination was made in August, 1884, and a report submitted by the engineer officer in charge, dated September 4, 1884 (Annual Report Chief Engineers, 1885, Part 1, page 508). The officer stated in the report that the Goose Point Channel is not a low-water channel, and the opening of a water-way by dredging 5,940 feet long, 100 feet wide, and 5 feet deep at mean low water would cost $42,000. An inspection of the chart accompanying the letter of the local officer January 30, 1884, will indicate, I think, that the improvement thereon indicated will benefit the Plymouth Cordage Company only. The shoal covered by bowlders, which projects 700 feet beyond the high-water line, at a point 1,500 feet east of the wharf of the Plymouth Cordage Company, requires the proposed channel in extension of the Goose Point Channel to be located at a distance of 1,200 feet from the general high-water line of the shore at the nearest point, thereby rendering such an improvement unserviceable to any wharf but that of the Cordage Company. Even supposing the Goose Point Channel to be extended to the Cordage Company, it would not be expedient or advisable to attempt to reach any wharf to the westward by a new extension, for such a work would but make of the whole channel, from its beginning at Goose Point, to its terminus at the last wharf, an intercepting channel of uncertain maintenance along the whole shore, executed at unreasonable cost, and furnishing but slight advantages over those already afforded by the existing deep water channel which traverses the bay. I or the foregoing reasons I do not think the extension of the Goose Point Channel "worthy of improvement." The scheme, if executed, will benefit one corporation only at an estimated cost of $40,000, and if extended to include other wbarves and other interests, the estimated cost will not be less than $75,000, for which the General Government and the local interests would receive no adequate return. Very respectfully, your obedient servant, G. L. GILLESPIE, Lieut. Col. of Engineers. The CHIEF OF ENGINEERS, U. S. A. B 20. PRELIMINARY EXAMINATION OF WEIR RIVER, MASSACHUSETTS. UNITED STATES ENGINEER OFFICE, Boston, Mass., October 27, 1888. GENERAL: In compliance with instructions contained in your circular letter of August 28, 1888, I have the honor to submit this my report of the preliminary examination of Weir River, Massachusetts, provided for in the river and harbor act of August 11, 1888. Weir River, a southern tributary to Hingham Bay, Boston Harbor, is an inlet rather than a river. At its junction with the neighboring inlet extending to Hingham, the depth is 21 feet, mean low water, and at the head of navigation, near Nantasket Beach, the depth is reduced to 91⁄2 feet, mean low water. The average width of the channel is not less than 250 feet, and the average depth is in excess of 12 feet, mean low water. This water-way has been previously surveyed and improved under the name of Nantasket Beach Channel (see Annual Report Chief of Engineers, 1887, page 517). The river and harbor act of June 14, 1880, appropriated $75,000 for improving harbor at Boston, Mass., of which sum $5,000 was reserved for application "from said harbor to Nantasket Beach." A survey of the inlet (Weir River) was made July-August, 1880, and a report with chart was submitted to the Chief of Engineers, dated October 28, 1880. The project contained in the report was for widening and deepening the channel from "World's End " (Coast Survey Boston Harbor, 1867, latitude 42° 16' N., longitude 70° 52′ W.) to Nantasket Beach, and for blasting rocks from the bed, so as to provide a clear channel width throughout 100 feet wide and 94 feet deep, mean low water. This pro ject was partially completed in 1881. The river and harbor act of March 3, 1881, appropriated $5,000 for continuing the improvement, which was applied also in dredging and blasting. From the appropriation for Boston Harbor, river and harbor act, August 2, 1882, an allotment was made of $1,750 for completing the blasting of the ledge at the Nantasket Wharf. On the completion of that work the channel had a least width of 200 feet and a least depth of 10 feet, mean low water, from the mouth of the inlet, opposite Slate Island, to opposite Hampton Hill, and thence to the Nantasket Wharf, a distance of 1,500 feet, approximately. The width was reduced to 100 feet and the depth to 9 feet, mean low water. The steamboat companies interested in the navigation of the inlet have found the channel during the past year inadequate to the demands made upon it. In the first place, it is too narrow opposite World's End (D-E of the chart 1880), and too narrow and too much obstructed by rocky ledges, opposite Planter's Hill (G-F of survey). At this last point, in a deep bend, where the channel depth varies from 9 feet, mean low water, to 22 feet, mean low water, the south side, near the apex of the curve, is obstructed by a ledge which is marked by a "dolphin." The dolphin is of great service as a guide to the steamers during the heavy fogs which occasionally prevail in summer; the captains want it preserved and the ledge on the south side removed, so that boats in coming out may be able to pass close to the dolphin without risk. The channel at this point should be widened 50 feet on the north side, and for a like width at "D.” The ledge at red buoy, opposite bench-mark "K," on Rock Bound Shore, should be examined, and an estimate made for its removal and for the widening of the channel at that point. The channel should be widened likewise opposite "H," Hampton Hill. These improvements will require, it is estimated, the removal of 10,000 cubic yards of material by dredging and of 150 cubic yards of rocky ledge by blasting, at an estimated cost of $5,500. Extensive improvements have taken place on Nantasket Beach and on the shore line to the southward since the report of 1880. The Old Colony Railroad Company has extended its tracks so that there is now an unbroken communication by rail from Hull Landing to Boston, and the many improvements which have been built upon the beach, taken in connection with the increased rail facilities along the shore, have aug. mented the number of passengers carried annually over the Nantasket Channel from 500,000 in 1880 to about 1,000,000 in 1888. The tonnage for freight has also increased, though not in the same ratio. After a careful personal examination of the river I am of the opinion that it is "worthy of improvement" in the limited degree desired, and therefore recommend an allotment of $300 for making a detailed survey of the channel from World's End to the wharf on Nantasket Beach, to enable me to prepare a project with estimates for the proposed improvement. It is estimated that the cost of the work necessary to give a satisfactory channel will not exceed $7,000. Very respectfully, your obedient servant. G. L. GILLESPIE, Lieut. Col. of Engineers. The CHIEF OF ENGINEERS, U. S. A. B 21. PRELIMINARY EXAMINATION OF STAGE HARBOR AT CHATHAM, MASSACHUSETTS. UNITED STATES ENGINEER OFFICE, Boston, Mass., October 27, 1888. GENERAL: In compliance with instructions contained in your circular letter of August 28, 1888, I have the honor to submit this my report of the preliminary examination of Stage Harbor, at Chatham, provided for in the river and harbor act of August 11, 1888. Chatham Roads is the most easterly of the harbors in Nantucket Sound, and lies at the most eastern end of the sound in the bight formed by the southern shore of Cape Cod on the north, Harding's Beach and Morris Island on the east, and Monomy Beach or Island on the south. It has 4 to 6 fathoms low stage and is a good anchorage in northerly and easterly gales, and is much resorted to by coasters and fishermen. If the gale be heavy, vessels drawing less than 8 feet may take refuge in Stage Harbor, which is inclosed by Harding's Beach Point on the west and Morris Island on the east. The entrance to this small but well land-locked harbor is obstructed by two bars, one westward and the other eastward of Harding's Beach Point, over both of which the depth is 4 to 5 feet at mean low water, the range of tides being 4 feet. The anchorage in Stage Harbor is a semicircular basin, one-half mile long, 500 to 600 feet wide, and 8 to 12 feet deep, mean low water, with good holding ground and good protection against winds for a limited number of vessels. The harbor having no backwater must rely upon the scour of the tides, impounded in two small tidal basins, for the maintenance of the channel. Harding's Beach, which shelters the harbor on the west, has on the west, south, and east sides two disconnected reaches of 8 feet depth of water on the line of usual communication between Chatham Roads and Stage Harbor, and the promoters of the survey desire that these reaches be connected and extended so that there may be formed an unbroken water-way, affording 8 feet depth, mean low water, over a convenient width from Chatham Roads to Stage Harbor. The material is sand, and the margins are largely covered with eel grass. So far as I can learn from a personal examination, the obstruc tions complained of at the entrance have not increased in area during the past fifty years, and there is reason to suppose that, if the shoals between the deep water reaches on the two sides of Harding's Beach be removed by dredging, the natural scour from the tidal basins will keep the improved channel open for a considerable period. The harbor is "worthy of improvement," in my judgment, and it is estimated that a satisfactory improvement can be made at a cost not exceeding $15,000. I therefore recommend that $425 be allotted for a survey to determine the actual condition of the shoals at the entrance and for the preparation of a project of improvement. Copy of a communication from Mr. George Eldridge, author of a "Coast Pilot," is sent herewith, which gives the commercial standing of the harbor. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. G. L. GILLESPIE, Lieut. Col. of Engineers. LETTER OF MR. GEORGE Eldridge, HYDROGRAPHER. CHATHAM, MASS., October 20, 1888. DEAR SIR: Inclosed find the number of fishing craft belonging to Stage Harbor, with the number of fishermen, together with the annual catch of cod, mackerel, and other fish, with valuation. Also the number of tons of coal, lumber, grain, and other merchandise, which is annually brought into Stage Harbor. Respectfully yours, Col. G. L. GILLESPIE. GEORGE ELDRIDGE, Hydrographer. INCLOSURE TO FOREGOING LETTER. The following is from the best authorities that can be obtained at this date, October, 1888: Number of fishing craft that belong to Stage Harbor... 80 325 Annual catch of shell-fish, including lobsters, clams, scollops, etc., valued at. $30,000 70,000 75,000 2,000 Whole value of estimated catch 177,000 The above fish are distributed or sold mostly from Portland, Me., to Philadelphia. Coal brought into Stage Harbor annually from wrecks and all other tons.. 2,000 .....feet.. 300,000 ................bushels.. 25,000 ....cords.. .busbels.. 35,000 $7,000 100 Flour, groceries, and all other merchandise, 35 tons per week, making 1,820 tons annually; the last named, flour, groceries, etc., a part of which are brought to Chatdam by railroad. The two adjoining towns, Harwich and Dennis, have no harbors; the population, therefore, which will be benefited by the improvement of Stage Harbor will be 8,808. Depth of water asked for is 8 feet at low tide, with a channel to the approaches of the harbor 200 feet wide. GEORGE ELDRIDGE, Hydrographer. B 22. ESTABLISHMENT OF HARBOR LINES AT BOSTON HARBOR, MASSACHU SETTS. OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., August 13, 188o. SIR: The river and harbor act of August 11, 1888, contains the following: Where it is made manifest to the Secretary of War that the establishment of harbor lines is essential to the preservation and protection of harbors, he may, and is hereby authorized to cause such lines to be established, beyond which no piers or wharves shall be extended or deposits made, except under such regulations as may be prescribed from time to time by him. And it appearing that the establishment of harbor lines" is essential to the preservation and protection" of the harbor of Boston, Mass., it is recommended that proper steps be taken to that end. If this be approved I have the honor further to recommend that the subject be referred to a board of officers of the Corps of Engineers, to consist of Col. H. L. Abbot, Lieut Col. G. L. Gillespie, and Maj. W. R. Livermore, whose duty it shall be to make the necessary examinations and investigations, etc., to enable them to report fully upon the matter and to indicate the lines proposed for adoption at as early a day as practicable. GENERAL: The Board of Engineers constituted under authority of the Secretary of War, by Special Orders No. 38, Headquarters Corps of Engineers, August 13, 1888, to consider the matter of the harbor lines of Boston Harbor, Massachusetts, has the honor to submit its first report upon the system of lines recommended for a part of the shore of Boston proper, East Boston, and South Boston. The Board deems it necessary to establish two lines, the pier-head line being one beyond which no pile structure shall extend; and the bulkhead line, one beyond which no solid filling shall hereafter be permitted. |