eight hours in time over the route via Queenstown; but this would also fail to meet the requirements named. There would still remain the perils and delays of the tidal harbor of New York, of St. George's Channel, and of a port, the approach to which by ships of great draught would be difficult, and at times dangerous, and in which the area of deep water is limited and landing inconvenient. There would also remain the difference of nearly 300 miles in sailing distance. The importance of this difference in distance will be recognized when it is remembered that it represents more than half a day in time, and that a similar gain of 100 miles in the Mediterranean is held to justify the construction of a canal across the isthmus of Corinth. The gain in sailing distance is about 170 miles at one end of the route, avoiding the inclosed waters and currents of St. George's Channel, and 118 miles at the other end, avoiding the dangerous coasts of Long Island and New Jersey, about 288 miles in all, or from fifteen to twenty hours steaming at the rate usual in those seas. In addition to the specific and constant advantages peculiar to this route there exist extraordinary and occasional ones arising out of exemption from the dangers described in the second paragraph, dangers to which most of the accidents encountered by the Liverpool and New York lines are attributable. By the proposed route limited mail and express trains would leave London for Milford Haven at stated hours throughout the year, connecting under cover on the pier with the steam-ships lying alongside. The latter will also be timed to sail at a fixed hour, but will, in all cases, await the arrival of the trains with which they are "in correspondence." In thirty minutes they will be in the open ocean. At Montauk Bay an express train standing on the pier will await the arrival of the ship, and will start for New York in thirty minutes, or as soon thereafter as the transfer of mails and passengers can be effected. All delay, local transportation, and hotel charges at either end will thus be avoided, and a cheap fixed service established between Great Britain and America, almost as definite and regular in time, and as convenient in execution, as between London and Paris. Arrangements to this end will be made with the Milford Dock Company and with the Great Western and Long Island Railways, and it is intended to form a connection with the great railway systems running to all parts of the United States. It will then be practicable to travel from London to San Francisco, Cal., a quarter of the way round the world, without entering a hotel, calling a local conveyance, or walking more than 60 yards. Both Milford Haven and Montauk Bay carry 40 feet of water to the point of embarkation, so that the ships of this line can be of the largest size, with a draught of 30 feet. This will facilitate the attainment of greater speed than is possible to those of existing lines, which, being constructed for the tidal harbors of New York and Liverpool, have long since reached a draught of 26 feet, the maximum possible at these ports, and by giving the builder greater freedom in construction, will enable him to guarantee that an average rate of 20 knots or more per hour can be maintained, and greater steadiness of motion secured. The ships will be built in the best manner and of the best material known. Every device tending to ensure the safety and comfort of passengers, and the maintenance of schedule time will be adopted. They will be constructed in water-tight divisions, so as to render them incapable of sinking from collision or any other casualty. - Special attention will be given to improvements in internal construction, and staterooms will be arranged in suites, or with dressing-rooms attached, as well as singly, so that those requiring them can enjoy all the conveniences and privacy procurable at first-class hotels in London or New York. Provision will be made for about 500 cabin passengers. The heavy port, pilot, and other charges at Liverpool and New York are items of great expense to the present lines. At Montauk Bay and Milford Haven, these will be on a very moderate scale, and it will be easy to arrange ample accommodation for embarking and landing passengers and their luggage. The latter will be checked (registered) through from the chief cities and towns of either country to those of the other. LETTER FROM MESSRS. VERNON H. BROWN & Co., agents OF THE CUNARD STEAM- DEAR SIR: We duly received your circular bearing date of September 25, requesting us to furnish you with our views as to the eligibility of above-described place as the terminus of a line of fast ocean steamers. In reply we would say that we fail to see any advan tage to be derived from such a scheme. Fort Pond Harbor, practically, is but a harbor in name, and to make it available as a port of entry for large ships would require enormous expenditures, which the Government should not properly be called upon to do for individual interests. In approaching Fort Pond Bay there is a danger (Southwest Ledge) off Block Island, and another (Phelps' Ledge) off Montauk Point; these dangers are about west-southwest and east-northeast from each other, and distant 74 miles; both are marked, the former with a whistling buoy and the latter with a black buoy; both dangers are about east-northeast from Montauk Point. About northwest by north, 4 iniles off the same point, lies Shagwong Reef, marked with a bell-boat. A vessel bound for Fort Pond Bay must, after passing this reef, steer southwest before entering the bay. In clear weather there is not the slightest difficulty, but during thick weather there would be great risk in approaching the harbor. Fort Pond Bay is open to winds from west-northwest to north, and unless a long breakwater were built the landing with strong winds would be difficult, and during gales impossible. It has been advanced by the advocates of this measure that there was less liability to fog in approaching Fort Pond Bay than in approaching New York Bay, but we have never found a seafaring man familiar with the coast that would indorse such a statement; in order, however, to obtain reliable data on this subject, we have caused the log-books of the Cunard steamers engaged in the New York service for the past ten years to be examined, and they show that in approaching or leaving Sandy Hook, passing Montauk Point about 24 miles to the southward when west bound, and about 30 miles to the southward when east bound, there has been experienced during the eight months ending November 30, six times as much fog between the meridians of seventy-one degrees and seventy-three degrees as there was to the westward of the seventy-third meridian during the other four months; the proportion is about three to one against Fort Pond and in favor of New York. In talking with one of our most experienced captains he stated from his own observation that there is a far greater proportion of fog near Montauk Point than off Fire Island and to the westward, and that he had no hesitation in asserting that there would be much longer detention from fog alone in trying to enter Fort Pond Bay than in getting into New York. The satisfactory work done under the supervision of the United States Engineers in dredging out the Gedney Channel and in generally deepening and improving all the channels and approaches to New York, and which we are informed by Capt. Geo. McC. Derby, the able officer now in charge of this work, gives an uninterrupted channel of 274 feet from sea to dock at low water. This has remedied to a great extent the grounds of complaint that heretofore existed in that respect, and when this great and needed work is completed, giving us a continuous channel of 30 feet depth at low water, we shall have a harbor second to none on the coast, and sufficient to meet all requirements of commerce of the great State of New York. In considering the propriety of making Fort Pond Bay a port of entry, it must be remembered that this would necessitate the organization of customs, quarantine, etc., and the maintenance of a large staff of employés, all of which would have to be paid for by the Federal Government and the State of New York, making, with Greenport (almost within stone's throw), two insignificant ports of entry, when there is not business enough for one. Owing to the bleak and exposed position of Long Island, the railroads are subject during the winter months to interruptions and serious delays by storms, snow, and ice. Any attempt to run a line of ocean steamers in the winter, making Montauk Point the terminus, would not only fail from lack of patronage, but from inability to overcome the natural obstacles alluded to. The claim that passengers and mails can be landed in New York quicker via Fort Pond than by coming direct to New York is absolutely incorrect and untenable. The time required by the fast steamers to run between the point of deviation off Montauk and quarantine station at New York, would be, under ordinary circumstances, five hours. It certainly does not require much calculation to show that from the point of divergence a steamer could not get into Fort Pond Harbor, land passengers, baggage, and mails, reload them in cars, run the whole length of Long Island, and get across the ferry to New York City in equally quick time. We have not taken into account the time necessary for examination of baggage by customs, and inspection of passengers by health officer at Fort Pond Harbor, which would cause a delay to mails and passengers of about four hours, as train must wait until all baggage had been examined, whereas at New York the mails are promptly sent to post-office, and passengers may start for their homes as soon as their individual baggage is passed by customs. Yours truly, Lieut. Col. D. C. HOUSTON, Corps of Engineers, U. S. A. VERNON H. BROWN & Co. LETTER FROM MESSRS. PETER WRIGHT & SONS, AGENTS OF THE INMAN LINE. INMAN AND INTERNATIONAL STEAM-SHIP COMPANY, New York, November 3, 1888. DEAR SIR; We have very carefully considered your communication regarding the eligibility of Fort Pond Bay, Montauk, N. Y., as the terminus of a line of fast ocean steamers. We are inclined to believe that the expense of making this harbor a proper terminus for fast transatlantic steamers, which would necessarily be of the largest class, would be so great as to be out of proportion to the business likely to be attracted to that point by such improvements. We are informed that the approach to the eastern entrance to Long Island Sound is dangerous for vessels of the class referred to, and that heavy fogs are very frequent in that region. We do not think that a pilot service able to take proper care of the vessels likely to engage in the trade from Europe to Fort Pond Bay can be built up without great cost and considerable time. We can not imagine any national advantage in the establishment, at great expense, of a harbor for ocean steamers so near the great harbor of New York, upon which the Government has spent, and is spending, large sums to maintain its suitability for the business of the largest vessels afloat. Yours, very truly, Lieut. Col. D. C. HOUSTON, Corps of Engineers, U. 3. A. PETER WRIGHT & SONS. LETTER FROM MESSRS. OELRICHS & COMPANY, AGENTS OF THE NORTH GERMAN LLOYD STEAM-SHIP COMPANY. NEW YORK, November 15, 158. DEAR SIR: We beg leave to acknowledge receipt of your valued favor of 14th instant, and in reply would say that we are hardly competent to express an opinion as to the suitability of Fort Pond Harbor, Montauk, N. Y., as a harbor for large ocean steamers, With regard to the eligibility of the harbor as the terminus of a line of fast oceaa steamers, our experience as passenger and freight carriers across the ocean would qualify us to express the emphatic opinion that a line of ocean steamers landing freight and passengers at Montauk Point, instead of in New York City, would be a decided failure. We are, dear sir, yours, very truly, Lieut. Col. D. C. HOUSTON, OELRICHS & COMPANY. Corps of Engineers, U. S. A. LETTER OF MESSRS. HENDERSON BROTHERS, AGENTS OF THE ANCHOR LINE. NEW YORK, November 16, 18:8 DEAR SIR: We have your favor of the 14th instant relative to Fort Pond Harbor, Montauk, N. Y., and regret that your circular of the 25th September had been overlooked. We have seen the very full and able report made to you by the agent of the Cunard Line on this subject, and there is but little, if anything, left for us to say further than that we quite agree with, and fully indorse, the views expressed therein. Most respectfully, yours, HENDERSON BROTHERS. LETTER FROM MR. J. BRUCE ISMAY, AGENT WHITE star line. WHITE STAR LINE, New York, November 27, 1888. SIR: I beg now to reply to your circular dated September 25, with regard to the eligibility of Fort Pond Harbor as a terminus for fast ocean steamers. I think that whatever may be the advantages of the aforesaid harbor, in respect of depth of water, absence of tide, area, etc., of which I am unable authoritatively to write, it is not feasible to attempt to make it a terminus for ocean steam-ships. This, it seems to me, will always be determined naturally, and will be where freight, passengers, labor, and supplies can be obtained with the greatest facility and at least cost. In Fort Pond' Harbor all these facilities will have to be made in opposition to those already existing in New York without the possibility of any corresponding advantage. As a port of call, Fort Pond being only 120 miles from New York, it is scarcely probable that any steam-ship company would incur the necessary expense and detention required to disembark passengers and their baggage for a distance so short, with no gain of time to the passenger, and such loss and risk to the steam-ship. The additional tax on commerce and travelers would be great, and also on the revenue of the country. There would have to be a railroad, an additional customhouse, with all the numerous requirements and expensive adjuncts of a first-class port. All this expense would be for the purpose of carrying passengers 120 miles by land. Several attempts have been made to change the existing avenues of commerce by improving ports and offering facilities for ships Notably the ports of Milford and Falmouth in England, where large sums have been spent only to prove the attempts failures. I am, sir, yours respectfully, Lieut. Col. D. C. HOUSTON, Corps of Engineers, U. S. A. D 23. J. BRUCE ISMAY. PRELIMINARY EXAMINATION OF BLACK ROCK HARBOR, FOR BREAKWATER TO PENFIELD REEF AND SOUTH FROM FAIRWEATHER ISLAND, CONNECTICUT. ENGINEER OFFICE, U. S. ARMY, New York, October 30, 1888. SIR: I have the honor to submit the following report of a preliminary examination of "Black Rock Harbor for breakwater to Penfield Reef and south from Fairweather Island," made in pursuance of the river and harbor act of August 11, 1888, and directed in letter from the Chief of Engineers, dated August 28, 1888. Black Rock Harbor is on the north shore of Long Island Sound, about 3 miles west of Bridgeport, Conn. It consists of a bay about 2 miles long (north and south) by 1 mile wide; it is sheltered on the north and west by the mainland; partially sheltered on the south by Fairfield Bar, but is open towards the east except the upper part which is protected by Fairweather Island. This upper portion affords a good harbor for vessels of not over 9 feet draught. The lower portion has anchorage ground for vessels of 20 feet draught but is exposed to easterly storms through the opening between Fairweather Island and "Little Cows" (a cluster of bowlders at the north end of Penfield Reef), about a mile long. The general character of the bottom is sand near the shore and out to about 15 feet depth, beyond which it is mud; it is considered good holding ground. The mean rise of tide is 6 feet. There is a lighthouse near the south end of Fairweather Island, and another near the south side of Penfield Reef. In 1883 a survey of Black Rock Harbor was made (see Annual Report of the Chief of Engineers for 1884, page 665) under which a project was adopted for improving the channels leading into the upper part of the harbor; work under this project is not yet completed. It is understood that this examination is for the purpose of making estimates for a breakwater extending south from Fairweather Island toward Penfield Reef so as to increase the anchorage area. If extended to Penfield Reef it would entirely close the harbor. The proper course for a breakwater extending south from Fairweather Island would seem to be directly towards "the Little Cows," about 5 degrees west of true south. The most economical construction would undoubtedly be of riprap, and the exposure being about the same as at New Haven, the same dimensions should be used, viz., top 12 feet wide and 6 feet above high water, inner slope of 1 on 1, and outer or seaward slope, 1 on 2. If this breakwater were made 4,000 feet long, it would shelter from southeast storms an area of about 100 acres hav ing at least 12 feet low water depth, nearly one-half of which would be 18 feet deep or over; the area sheltered from any other quarter would be as great or greater. To make the shelter from south and southwest complete, there would be required in addition a wall of riprap or of roughly placed stone along Fairfield Bar, which rises about 3 feet above mean low water, bending near its eastern end and extending to cover "the Little Cows." Shoal water south of Fairfield Bar would to some extent lessen the force of the seas, and 8 feet top width and 4 feet above high water with side slopes of about 1 on 1 would be sufficient cross-section for this work, which would be 7,700 feet long. It would increase the degree of shelter and the area of harbor more than in proportion to the additional cost, particularly in case of southeast storms, if the breakwater were extended northeasterly from "the Little Cows" about 1,500 feet. The cost of the work above outlined would be $1,025,000. For breakwater extending 4,000 feet nearly south from Fairweather Island, 355,650 tons of riprap, estimated to cost.... $565,000 190,000 For breakwater extending along Fairfield Bar from the mainland to "the 270,000 .$1,025,000 Total estimated cost..... This would make a safe and accessible harbor whose area of 12 feet depth or over would be 250 acres, nearly half of which would have 18 feet depth, with about 60 acres 20 feet deep. The additional expenditure of $270,000 over $775,000 would increase the sheltered area 100 to 250 acres. The commerce interested in a harbor of refuge at this locality is all that which goes through Long Island Sound to or east of Bridgeport, excluding the comparatively small amount that is carried on between ports east of Bridgeport. The following estimates are based upon those presented in the annual report for 1887, for the several harbors along the Sound; they were com piled with care, and refer to the calender year of 1886; the amount of commerce increases each year. Vessels passing Black Rock Harbor in 1886, 78,500. This includes 52,592 observed to pass New Haven breakwater, and 15,939 entering Bridgeport Harbor; nearly all of these would pass Black Rock, besides others in night or thick weather which would not be observed. The amount and value of commerce at principal Long Island Sound ports east of Black Rock in 1886, was estimated as follows: Amount. Value. Thames River and New London.. Connecticut River.. New Haven Bridgeport Total.. Tons. 2,100,000 1, 195, 000 $12, 000, 009 6400,000 114.000 000 77,000,000 5,185,000 267, 000, 000 |