or southeast. The general course of the sound being east and west, it thus happens that in these cases vessels bound both ways cannot all keep on their course. Those the winds do not favor, that are deeply laden, or crippled, must run with a free wind for some shelter. What are the harbors on Long Island Sound from New London to New York, a distance of one hundred and twenty miles? On the north shore we have New Haven, fifty-five miles west from New London; a good harbor, a little out of the course of vessels, and requiring improvement. Next comes Black Rock Harbor, twenty-two miles distant east from New Haven, and very insufficient; and then there is no other on that side the sound, though they are needed. On the south side of the sound there is no want of good harbors between New York and Huntington Bay, a distance of forty-five miles. Thence eastward there is no other harbor on the south side of the sound. To open Port Jefferson to coasters would diminish the unprovided space twenty-five miles. It would then become, as far as I can see, a terminal harbor of refuge against easterly winds for all coasters going eastward from New York. Its large capacity peculiarly fits it for such a condition. This harbor would also, if available, be eagerly sought by westward-bound coasters in distress, for many vessels are annually wrecked in the neighborhood for want of shelter. I will not here attempt to amplify this subject further, because I could only do so by entering into minor details, upon which I am not prepared. The subject of harbors of refuge for coasters is one worthy of the most careful considerations of Congress, in view of the risk to life and business involved. The nation spends considerable money to protect the lives and business of our traders in foreign lands, and its benefits are admitted. As a mere protection to life and property these coast harbors of refuge have a strong public claim. Congress has supreme control over all questions affecting navigation, and should act in that spirit; and as everybody else is prohibited from doing anything by the Government, the Government should do what is needed. It is under a solemn obligation to the people to do it. The effect of convenient harbors of refuge is to embolden navigators. Confidence in ability to find shelter enables freighters to load their vessels deeper, gives opportunity to vessels of less seaworthy qualities to navigate the waters, and allows the vessels that belong to rivers whose depth is not great enough to allow of a draught necessary for sea-going qualities to venture upon the open waters. The capacity of all coast vessels now built is increased, and others are allowed to mingle in it that now cannot venture. Thus the profitable employment of vessels is increased, without increasing at all the capital invested in the vessels themselves. Cheaper freights result, business becomes prosperous where before it languished, and ultimately the works become a source of profit to the Government. I annex a communication from H. W. Swezey, deputy collector, (marked A,) giving a detailed statement of the business carried on at Port Jefferson. It is in the collection district of Sag Harbor. The nearest port of entry is Bridgeport, Connecticut, at which the revenue collected during the fiscal year ending June 30, 1870, was $12,164 40. Estimates for the improvement required at Port Jefferson Harbor. These are to build a breakwater, and dredge out the entrance. The breakwater must be built from the highest water-line on the beach northward into the sound. Its object is to arrest the sand, gravel, and boulders moving westward under the action of the waves. I provision ally locate it at 250 yards east of the entrance, because it will be shorter to build than if nearer the entrance, and because this leaves space for drift material, if it should accumulate at its extremity, to do so for a long time without reaching the channel. I believe, however, that the current in and out of the harbor will be quite sufficient to sweep away all the material that escapes around the breakwater, and that this latter will be sure to arrest all the large gravel-stones and boulders, such as at present choke up the entrance. The breakwater I estimate for on the following plan: Section of breakwater.-Spring tides rise 9 feet above mean low water. The top of the wall to rise 2 feet above high water of spring tide. Wall to be 6 feet wide on top; batter 4 upon 1, down to 13 feet above low water; to be composed of granite blocks of from 2 to 4 cubic yards each, of a thickness from 18 inches to 2 feet; to be doweled throughout with gun metal dowels, and top course securely clamped with wrought iron of suitable size, (cost, say $25 per yard.) This wall to rest on a bed formed by throwing in large irregular blocks of stone, of not less than 11 tons weight, having a slope seaward of 1 upon 3, and shoreward of 1 upon 1, and to be 15 feet wide on top, at level of mean low water. This foundation to be brought to even surface by small angular stone, and paved on the sea-slope with large granite blocks 14 feet thick and not less than 2 tons weight, clamped with wrought iron. The foot of the paved slope to be protected by large riprap stone, same as for the body of the breakwater, to contain about 4 cubic yards per linear yard of breakwater. All the riprap to cost, say, $6 per yard; the pavement, $25 per yard. The above wall is proportioned so as to be about the same cost as a rough breakwater would be made of the same height, namely, 11 feet. As the height in creases, there is a great saving in combining them as I have. This par tiular form is adopted as the basis of calculation. It may be modified in practice as may be necessary. The body of the work may not need pav ing. From the experience with the sea-wall at Southport, the thickness of wall adopted will be sufficient to stand the waves of Long Island Sound. The Southport sea-wall is 9 feet above ordinary low water, and it is thought that 2 feet additional height should be given to it. This is the reason a height of 11 feet is taken above mean low water for this design. The waves in heavy storms and high tides will break over such walls, but not enough to cause any swell, and if the wall be well built, it will probably stand the shock. However this wall may answer, it is proba ble that a lighter structure of stone should not be adopted. My complete plan is to build the breakwater out to the 9-foot curve, a length of 800 feet: To build body of breakwater, 6,833 cubic yards, at $6 per yard.... $41,000 To pave the outside slope if needed, 990 cubic yards, at $25 per yard..... To build top wall, 114 yards, per linear yard, 300 yards long, 3,375 yards, at $25 per yard... 24,750 84,375 150, 125 For dredging the same, 200 feet wide, and 7 feet deep at mean low water.. For dredging a channel 100 feet wide, and 7 feet deep at mean low water.. A part of the breakwater beginning at the shore should be the first thing built, from highest water mark out 100 feet beyond low-water mark, say For dredging the 100-foot wide channel, 7 feet deep.......... Total... 27,500 I therefore recommend an appropriation of $27,000 for Port Jefferson Harbor. Yours, respectfully, G. K. WARREN, Major of Engineers, Brevet Major General, U. S. A. Brigadier General A. A. HUMPHREYS, Chief of Engineers, U. S. A., Washington, D. C. A. PORT JEFFERSON, January 14, 1871. SIR: I have the honor to lay before you a brief statement of the commercial and marine importance of the port of Port Jefferson, New York. You will please find it on the sheet accompanying this. I am, sir, yours, respectfully, General G. K. WARREN, U. S. A., H. W. SWEZER. Newport, Rhode Island. Port of Port Jefferson, District of New York. January 1, 1871, registered and enrolled tonnage, outstanding at Total Outstanding tonnage at Port Jefferson, January 1, 1870, registered, licensed, and enrolled vessels, tons... Increase for 1870, tons.... 2,354. 40 26 From one half to three-quarters of the above tonnage is owned at Port Jefferson. There was, during the year 1869 and 1870, 16,000 barrels of flour exported from here. There are eight sets of ways for the purpose of hauling out and repairing vessels, which are almost constantly occupied, which afford employment for a great many mechanics, and are very beneficial to the place. We have a large carriage factory, which is sending its manufactures into the far West and other places of the United States. Port Jefferson contains about 2,500 inhabitants; is the most important place on the north side of Suffolk County, There are two railroads projected to have termini here. The back country is being cleared up rapidly and settled, and, with the entrance to its harbor deepened and protected, it will be the most important harbor on the north side of Long Island. Respectfully, yours, General G. K. WARREN, U. S. A., Newport, Rhode Island. H. W. SWEZER, T 20. SURVEY AND IMPROVEMENT OF PECONIC RIVER, LONG ISLAND, NEW YORK. The survey of this river was authorized by section 2 of the act approved July 11, 1870, and was made and reported by me January 23, 1871, and printed as part of H. Ex. Doc. No. 60, third session, Fortyfirst Congress. The amount required to make a channel up to Riverhead 75 feet wide and 6 feet deep at mean low water was $32,818 50, and the amount appropriated by the act approved March 3, 1871, was $5,000. In order to get some immediate benefit from this appropriation it was determined to employ a dredging-machine of the Osgood pattern to dig a channel-way as wide as she could by emptying the material from the bucket alongside, and not to employ dumping-scows, which, on account of the very shoal water, could only be moved when loaded at time of high tide. By this plan a great deal more ground could be gone over than in the ordinary way. It is a very unsatisfactory way of working, but considered best under the circumstances. Further appropriation should be made to widen the cut now being made by the employment of scows to take away the excavated material. Advertisement was duly made for proposals to furnish a dredge and work her by the hour or day. The following is an abstract of the bids received: Abstract of proposals for improving the Peconic River, Long Island, New York. Received at the Engineer Office, United States Army, Newport, Rhode Island, Wednesday, June 7, 1871. * Bid informal, it not being in duplicate, and not accompanied by copies of specifications. The width of cut must depend upon the depth of water to be made, say, probably, fifty feet. 1 $100 per day, ten hours to constitute a day's work. One of Osgood's best machines; number of cubic yards per hour not stated. Or whenever engineer wants. I certify that the above abstract is correct. G. K. WARREN, Major of Engineers, The contract was awarded to Mr. M. F. Brainard, of Albany, New York. His dredge has been at work during most of August, and the work is progressing as favorably as could be expected. I would recommend an appropriation to complete the work as first designed. The amount required is $28,000. The Peconic River is in the Sag Harbor collection district, and that place is the nearest port of entry. The revenue collected there during the fiscal year ending June 30, 1871, was $1,103 90. I annex to this my report made last January, to which some additions have been made: ENGINEER OFFICE, UNITED STATES ARMY, Newport, Rhode Island, January 23, 1871. GENERAL: I have the honor to submit the following report, with map of the survey of the Peconic River, Long Island, below Riverhead, authorized by section 2 of the act making appropriation for rivers and harbors, approved July 11, 1870. This map is on a scale of an inch to 200 feet, and was made, as well as the survey, by Mr. Nathaniel E. Russell, civil engineer, assisted by Mr. L. S. Chase. The report of the survey, also made by Mr. Russell, I submit herewith as a part of my own report. It gives a description of the river, a statement of the wants of the locality, a history of what has been attempted heretofore by private parties, the importance of the work, and how to do it, and an estimate of the cost of opening the required channel so as to make it 75 feet wide and 6 feet deep at mean low water. The money required to make the desired channel up as high as Terry & Wells's dock is $32,818 50, and I recommend that the improvement be not carried further than that place. As the tide rises and falls, on an average, about 3 feet, there will be, at high tide, a depth of about 9 feet up to Riverhead after the channel is improved. Riverhead is in the collection district of Sag Harbor, which is the nearest port of entry. The amount of revenue collected there in the fiscal year ending June 30, 1870, was $2,425 17. It is in the third light-house district. The nearest light-house on the line of water communication is on Plum Island. I send with this the map of the United States Coast Survey made in 1838. Scale, 1 to 10,000-a tracing. Respectfully submitted. Brigadier General A. A. HUMPHREYS, G. K. WARREN, Major Engineers and Brevet Major General, Chief of Engineers, U. S. Army. |