D 21. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION. WRECK İN HEMPSTEAD BAY, LONG ISLAND, NEW YORK. About midnight, August 10-11, 1888, the Bay Ridge, a side-wheel passenger steamer, 205 feet long and 32 feet beam, caught fire while lying at her dock at Glenwood, Long Island, N. Y., and parting her lines, drifted out with the ebb current and sank in about 20 feet depth of water in the channel on the west side of Hempstead Bay, after burning to the water's edge. The wreck was reported as an obstruction in September, 1888, but no action was then taken, because her owner made a private contract for her removal, which the contractor reported completed in December, 1888, so that no part was left projecting more than 2 feet above the bottom. In April, 1889, complaint was made that the wreck had been struck by passing vessels, and an examination showed that some timbers were standing at not over 9 feet depth at low tide. The cost of complete removal was estimated at $2,500, which was allotted, and the removal authorized. The wreck is now marked by a buoy placed by the LightHouse Department June 5, 1889, the notice to owners or parties interested, as required by law, was published, and it is expected to advertise proposals for removal early in the current fiscal year. D 22. PRELIMINARY EXAMINATION OF FORT POND HARBOR, MONTAUK, NEW YORK. ENGINEER OFFICE, U. S. ARMY, New York, December 10, 1888. GENERAL: I have the honor to submit the following report on a preliminary examination of Fort Pond Harbor, Montauk, N. Y., made in pursuance of the river and harbor act of August 11, 1888, and directed by letter from the Chief of Engineers, dated August 28, 1888. Fort Pond Bay lies on the north side of Long Island, about 6 miles west of Montauk Point. The following description is given in the United States Atlantic Coast Pilot: From Shagwong Point the trend of the shore is W. & S. for 24 miles to Culloden Point, and is composed for the most part of low sandy lands and many sand hillocks, covered with grass, and at long intervals a few trees. Culloden Point is somewhat higher than the land to the eastward of it, but is also sandy, bare of trees, and covered only with a sparse growth of grass. At this point the shore turns abruptly and runs S. E. for 14 miles, then sweeps with a regular curve around to the westward and northwestward, thus forming a large semicircular indentation called Fort Pond Bay. From Culloden Point the eastern shore of this bay is composed of hills of moderate height, separated by small valleys intersected by ravines, which give the land an undulating appearance. The country appears barren and desolate, there being no settlements, and the only growth a thin grass. At the head of the bay the shore is low and flat, but its western shore is higher, and shows thick groves of trees here and there. Fort Pond Bay is 14 miles wide, has a depth of from 4 to 8 fathoms, and affords excellent shelter in southerly and easterly weather. The holding ground is good, and the harbor perfectly unobstructed, it being only necessary to keep about a quarter of a mile from either shore. Rocky Point is the western point of entrance to the bay, and is 17 miles to the Louthwestward of Culloden Point. It is low and covered only with grass, with a few trees on the higher lands back of the point and a fringe of rocks along the bay shore. First Lieut. James C. Sandford, Corps of Engineers, reports as follows: Fort Pond Bay is an indentation of the north shore of the Montauk Peninsula, and is about 5 miles west of Montauk Point, the eastern extremity of Long Island. The headland at the east side of the entrance is known as Culloden Point, and that on the west side Rocky Point, Culloden Point projecting nearly a mile further north than Rocky Point. The bay is semi-elliptical in form, being about 1 miles wide (northeast and southwest), and, measuring from Rocky Point, seven-eighths of a mile long (northwest and southeast). The depth of water varies from 0 to 49 feet at mean low water, there being over an area of 420 acres a depth of from 5 to 8 fathoms. The shore on each side of the bay consists of sand bluffs, from 35 to 50 feet in height, sloping back to 60 feet in height, intersected by numerous valleys, the western shore being wooded, except in the valleys, while the eastern shore is covered only with grass. The ridges on each shore extend, approximately, north and south, joining an east and west ridge (on which the carriage road is built) near the south shore of the island. At the south end of the bay is a sand beach, from 3 to 5 feet above mean high water, which separates the bay from Fort Pond. Of the valleys mentioned above, there are four on the west side of the bay. The first valley is about 200 feet south of Rocky Point, and is about 50 feet wide, sloping gently to the rear. It descends to about 15 feet above the bay and terminates in a low bluff. The second is about 600 feet south of Rocky Point. It is about 400 feet wide at the bay, widening to the rear, 10 feet above high water at the eastern end, and 800 feet long, thence sloping gently back to a height of 40 feet. Its side-slopes rise to only about 20 feet. The third valley is about 1,200 feet south of Rocky Point. It is 150 feet wide, 10 feet above high water at its eastern end, and slopes upward somewhat rapidly to the rear. The fourth valley is about 2,500 feet south of Rocky Point. It is about 600 feet wide at the bay, widening to 800 feet and forming two branches at the rear, is about 600 feet long, sloping back and on the sides to a height of 50 feet. At the bay it is only about 4 feet above high water, and for a length of 100 to 150 feet next back from the shore has a somewhat less height. A preliminary survey for an extension of the Long Island Railroad to Fort Pond Bay was made in 1882. The line then surveyed passes near the head of the second valley, and near the mouth of the fourth. From Napeague Bay to Fort Pond Bay the line passes near the north shore of the peninsula. The grades are easy throughout, and the soil is well suited for excavations and embank. ments. Either of the two valleys last mentioned is well suited for a railroad terminus, the area of either being probably sufficient for the buildings that would be required, and having a good water front from which to build docks extending into the bay. If necessary, both valleys could be used for the terminal building, thus affording ample room for a large railroad business. Of the two valleys the one nearest Rocky Point (the second) appears to me preferable for a terminus, as its sides, being lower and less steep than those of the fourth, could be more easily excavated if necessary, and that part of the bay immediately in front of it could be more easily sheltered. The bottom of the bay consists of hard sand and bowlders from the shore to the depth of 25 feet at mean low water. Outside of this depth the bottom is of mud underlaid by hard sand. The mud is said by the fishermen of the bay, who drive stakes for pound-nets in 30 to 35 feet of water, to have a quite uniform depth of 3 feet over the deep-water area (30 feet depth and over) of the bay. It is said that the anchors of vessels anchoring in deep water in the bay often sink through the mud and bring up hard sand on the flukes. From Rooky Point outwards there are more bowlders on the bottom than elsewhere. They are said to be quite numerous here out to a depth of 35 feet. At Fort Pond Bay there is no commerce and the only demand for its improvement is by parties who propose to make it the terminus of a line of transatlantic steamers, at which passengers and freight could be transported by rail to New York. This involves an extension of the Long Island Railroad a distance of about 28 miles. This would make a saving of about 120 miles by water, but would involve 124 miles of railroad transportation and the ferry crossing the East River to reach New York City. To make this bay a safe landing place for steamers "times would involve the construction of works to protect it from from northeast to the northwest. The most economical plan which suggests itself is to construct a breakwater from Rocky Point in a direction about east-northeast and about 2,000 feet in length, and one from a point on the eastern shore, about half a mile from Culloden Point, in a direction about west and about 1,200 feet in length. These should be constructed of riprap, with the following dimensions, viz: The top to be 12 feet wide and 6 feet above mean high water, with outer or seaward slope of 1 on 2 and the inner slope 1 on 1, and the esti mated cost is as follows: Breakwater at Rocky Point, 295,000 tons of stone at, $1.40. Total... $413,000 130, 200 56, 800 600,000 In order to enable a report to be made as to whether the harbor is worthy of improvement in view of the present and prospective demands of commerce, I have addressed a letter to Mr. Austin Corbin, who represents the parties interested in the establishment of a line of fast steamers to run from Milford Haven, on the west coast of Wales, to Fort Pond Harbor; also to leading lines of steam-ships crossing the Atlantic, and to the Chamber of Commerce of New York City. Their replies as far as received are appended to this report. The advantages claimed for this route are a saving of time by the substitution of 124 miles of railroad transportation for 120 miles of ocean transportation, the avoidance of delays at Sandy Hook entrance to New York Harbor on account of tides and fogs, and greater security from accidents by avoiding the tracks of vessels converging toward New York Harbor. The saving of time due to railroad transportation would probably not exceed three hours, and this would be reduced by the time required for landing passengers and baggage, examination of the latter by the custom-house officers, and delays at the ferry over the East River. I do not think the saving of time on account of railroad transportation would be an inducement to passengers to take the Fort Pond route, with a railroad journey of 124 miles and a ferry crossing. The Government is now engaged in improving the Sandy Hook entrance to New York Harbor, with a view to obtaining a depth of 30 feet at mean low water. When this is accomplished there will be no delays on account of depth of water. As to fogs, it does not appear that they are more prevalent near New York than in the vicinity of Montauk, but it is not probable that they would cause much delay in entering Fort Pond Bay, as the approaches are of ample width and depth. For further particulars as to the advantages or disadvantages of the proposed route, I would refer to the accompanying letters. It seems to me that any advantages claimed for Fort Pond Bay exist at other points. New London Harbor has a depth of 27 feet at mean low water, and could be deepened to 30 feet at comparatively small expense. It is 124 miles by rail to New York, without any ferry. The western passage of Narragansett Bay has a depth of 30 feet up to Dutch Island, and the construction of a few miles of railroad on the western shore would connect a landing with the New York, Providence and Boston Railroad. The saving in water transportation would be greater than at Fort Pond. The experiment might be tried at either of these points without calling upon the Government. If greater saving in water transportation is desired, harbors are available further east on the New England coast. From all the information I can collect it appears that the establishment of Fort Pond Bay as the terminus of a line of transatlantic steam. } ers would be an experiment of doubtful success even if all the require ments of a harbor there were fulfilled, and in view of the great cost of necessary improvements and the absence of any general demand for them, I do not think the Government would be warranted in expending money on such an experiment. I have therefore to report that, in my opinion, the harbor is not worthy of improvement, in view of the present and prospective demands of commerce. I inclose a tracing from the Coast Survey charts of Fort Pond Bay, showing the location of works above referred to. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. D. C. HOUSTON, Lieut. Col. of Engineers. LETTER OF MR. A. M. UNDERHILL, AGENT. GUION LINE LIVERPOOL STEAMERS, DEAR SIR: I have the honor to acknowledge receipt of your circular of 25th instant. No matter how much "improvement" might be made in Fort Pond Harbor I can not conceive any practicable combination of circumstances that could possibly induce the owners of fast ocean steamers to make such a location the terminus of a line. Respectfully, yours, Lieut. Col. D. C. HOUSTON, Corps of Engineers, U. S. A. A. M. UNDERHILL. LETTER FROM MR, AUSTIN CORBIN. NEW YORK, October 6, 1888. In reply to your letter of inquiry with regard to Fort Pond Bay, I beg to say that it is important to my mind that that should be improved and opened as a port, and for the following reasons: As you will see by the map inclosed, there is a depth of water within 300 feet of the shore of not less than 30 feet at low tide. This depth gradually increases until it reaches 50 feet and upwards. The entrance to the harbor would be between Montauk and Block Island lights, and so far as I have been able to discover there are no serious objections to the route as a proper channel for passage of ships of the largest size. The size and tonnage of passenger and freight ships, as you are aware, has been very largely increased during the last ten years, until now the largest and most popular passenger ships draw so much water by reason of the weight of their machinery, etc., that it is impossible for any one of them to cross the bar in New York Harbor at low tide. Delays occur there frequently of from 12 to 18 hours. For instance, a vessel passing Montauk Point at 9 o'clock in the morning could not possibly discharge her passengers in New York with the tides in her favor before late the same evening, and if the tide was against her it would be impossible to discharge these passengers before from 1 to 3 hours after sunrise the next morning; whereas with this open port at Fort Pond, practically 150 miles from New York, every one of these large vessels could enter at any hour, discharge her passengers at once, and in two and one-half hours they would be in New York City. The object of the people I represent is the establishment of an express line of steamers for the carriage of passengers, mail and fast freight (that which pays the best prices), quickly between the two cities of New York and London. We desire on this side the use of the bay at Fort Pond and on the other at Milford Haven. The Long Island Railroad is completed to within 28 miles of Fort Pond, and the line has already been surveyed and located to cover this distance, and the company will have it constructed and ready for operation the moment this port is opened. The water transportation on this side would thus be shortened 150 miles, and the passage of these fast ships in the track of all incoming and outgoing shipping of New York avoided. They would simply cross the track of such shipping and within half an hour be in the harbor, On the other side, I am informed the works at Milford Haven are already completed; that they have in the docks at low tide a depth of 30 feet, and at the entrance to the harbor not less than 0 feet. My impression is they claim 60 feet. On that side the present route via Liverpool is a long detour to reach London. St. George's Channel is full of shipping at all hours of the day and night, and the passage from Fasnet to Liverpool, as well as that from Montauk to Sandy Hook, is considered particularly dangerous. This route of ours would strike a little south of Fasuet Light, and pass on a nearly direct line to Milford Haven. It avoids 150 miles of water transportation on that end and the dangers of the channel. I beg to hand you herewith a very simple map showing the routes on other side on a small scale. It is accurate, being reduced from a larger and standard one. I beg to copy, for your information, from a letter written two or three years ago to gentlemen in London upon this subject, which will perhaps state the case from my stand-point as clearly as I could repeat it now. Some little time ago I had examined the question of the foreign ocean steam-ship tonnage entering the port of New York, during the years 1860, 1870, and 1880, which will give you an idea of the enormous increase of this business, and the necessity of furnishing proper facilities for it, Yours respectfully, The population of the United States alone is over 60,000,000 people, and that of the United Kingdom over 36,000,000. The introduction of some means of rapid transit between these two great English-speaking nations, as well as with the continent wholly free from the inconveniences, delays, and hazards due to tides, fogs, and storms encountered in narrow and crowded water ways, and along dangerous coasts such as beset the present routes, has long been considered a growing necessity. This necessity it is the object of the present line to meet. The port of departure in Great Britain will be Milford Haven and that in the United States Montauk Bay, on Long Island, both of which are deep harbors without bars or other obstructions, and free from all the objections here enumerated. Since the commencement of steam-ship navigation the traffic between the two continents has more than kept pace with the increase of accommodation. This experience proves that the same relations of cause and effect which subsist between improvements in comfort and speed, and reduction of expense, on the one hand, and increase of traffic on the other over extended lines of railway, apply with equal certainty and force on important ocean highways. Saving one-third the time required for the delivery of mails and the transit of passengers and freight may be expected to exert an influence sufficient to nearly or quite double the correspondence, business, and travel. It is not believed that any dimunition of traffic over existing lines will result from the operation of this. On the contrary, it is believed that the increased intercourse between the two countries arising out of its establishment will more or less benefit them all. The dispatch of the royal mail through Ireland to Queenstown, instead of meeting the requirements above recited, makes the period of transit considerably longer than it would be via Liverpool, if the approach to that harbor permitted even such ships as are at present employed to sail directly from their pier at any given hour, irrespective of tides. An arrangement for existing lines to call at Holyhead to receive and discharge mails and passengers would be better than the present method, saving from five to ENG 89-47 |