DECEMBER, 1870. GENERAL: We, the citizens of the town and village of Riverhead, county of Suffolk. and State of New York, do respectfully show that Peconic River, in the aforesaid town and county, is much used for commerce; that, by reason of the almost entire absence of harbors on the eastern end of the island on its northern and southern coasts, the said Peconic River is of much importance in supplying the island on the eastern portion thereof with merchandise, &c., &c.; that its channel is now imperfect in sundry places, and that its use for purposes of commerce involves continuous labor, detention, expense, and risk of property, which we believe might be avoided by the use of a moderate amount of money, judiciously expended in clearing out the channel from Peconic Bay to the docks in the lower part of the village of Riverhead, the countyseat of Suffolk County; and we further believe that a channel of a width of 75 feet. and of a depth of 6 feet at low water, will greatly diminish the losses and expenses to which the business of this river is now subject to. And we further desire to show that, by reason of the said imperfections in the channel, that all vessels drawing over 4 feet are compelled to anchor at Indian Island, an exposed situation in Peconic Bay. and discharge their cargoes into scows, which are pushed up to the docks at Riverhead at a considerable expense, and subject to much detention, in consequence of striking upon various shallow places in the channel, and from other causes; and we believe that the business interests of a considerable portion of the island are affected and retarded by the above-mentioned causes. Signed by TERRY & WELLES. SAM'L GRIFFIN. J. M. EDWARDS. Brevet Major General G. K. WARREN, U. S. A. CHAS. HALLETT. T. 22. SURVEY AT NARRAGANSETT PIER, RHODE ISLAND. This survey was made, and map and report completed, on January 23, 1871. The report was printed as part of H. Ex. Doc. No. 60, Forty-first Congress, third session. No further appropriation was made by Congress, and nothing has been done since. I resubmit the report before made. After the improvement therein recommended has been made, it will be practicable for small steamboats to land there in all ordinary weather, but in order that the landing shall be practicable in time of easterly storms, a sea-wall, extending out some thousand feet or more, will be necessary, and will cost not less than $500,000. In case this is attempted, it would not be desirable to begin the work with an appropriation of less than $60,000. The nearest port of entry is Newport, Rhode Island, and it is in the Newport collection district. The revenue collected there in the fiscal year ending June 30, 1871, was $3,241 69. T 23. 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 Narragansett Pier, Rhode Island, authorized by sec 1 12509 tion 2 of the act making appropriations for rivers and harbors, approved July 11, 1870. The map is on a scale of and was made, as well as the survey, by Captain J. A. Judson, assistant engineer, assisted by Mr. J. H. Dager, civil engineer, and Mr. J. Pierpont, civil engineer. The report of the survey, also made by Captain Judson, I submit herewith as a part of my own report. The report of the survey gives a description of the place; a statement of the wants of the locality; a history of what has been attempted heretofore by private parties, and the several plans suggested for the creation of a harbor here; the importance of the attainment of this object, the difficulties attending it, and the best mode of overcoming them; together with plan and estimate for the simplest mode of giving a harbor for local purposes. The feasibility of making a harbor of refuge here for general purposes is also discussed, and all other information called for by existing rules and regulations is given. The money required to make the desired improvement is $12,326 24, and I recommend that the improvement be not carried further than that plan. Very respectfully, G. K. WARREN, Major of Engineers, Brt. Maj. Gen., U. S. A. Brigadier General A. A. HUMPHREYS, ENGINEER OFFICE, UNITED STATES ARMY, GENERAL: I have the honor to report that, in pursuance of your verbal instructions to me of December 24, 1870, on the 27th of that month I proceeded to organize a party for the survey of Narragansett Pier, Rhode Island, in pursuance of section 2 of the act making appropriation for the survey of rivers and harbors, approved July 11, 1870, and of the orders of the Chief of Engineers to yourself, dated July 21, 1870. This survey is made with a view to examining into the question of the construction of a breakwater at this point, as a means of providing a harbor artificially where none is afforded naturally. This place, known as Narragensett Pier, is a village located on the eastern seashore of the western part of the State of Rhode Island, fronting on the Atlantic Ocean five miles northerly from Point Judith. Its geographical position is indicated on the sketch marked A, accompanying this report. It was anticipated that, with favorable weather, a few days would suffice in which to obtain all the information necessary to satisfactory discussion of the subject; but a succession of stormy days prevented anything being done until the 3d of January, when I dispatched a portion of the party to the pier with the necessary equipment, following myself the next day, with Mr. J. H. Dager, civil engineer, and Mr. J. Pierpont, civil-engineer assistants. The field-work was continued, as the weather permitted, during a period of seven days, with some few satisfactory results, but, after my report of the 8th instant, was finally abandoned, on the 10th instant, under instructions from you dated January 9, 1871, leaving the survey incomplete, the constantly prevailing heavy seas and high winds rendering reliable work on the water impossible, and on the land slow and difficult. It is unfortunate that the pressure of other duties prevented the accomplishment of this survey earlier in the season, for, exposed as Narragansett Pier is to the full force of the waves of the Atlantic Ocean, it was with extreme difficulty that any hydrographic work could be executed during this inclement season of the year. As it is, the map I have been able to prepare, and which I have the honor to submit herewith, while it gives some useful information perhaps hitherto uncollated, is unsatisfactory, since it is wanting in that most essential to the discussion of the matter in hand, i. e., a full exhibit of the contour of the bottom along the entire frontage of the village. I may mention here, however, that the figures in black, representing soundings in the neighborhood of the upper or north pier, were taken on the only day during the progress of the survey when sounding was at all practicable, and may be considered comparatively reliable. Those given in red are located approximately from the United States Coast Survey chart, the hydrography of which was executed in 1844, and which accompanies this report, marked B. The map is drawn to a scale of 125. In order to locate exactly the work of improvement required, a more complete survey is needed, but for all purposes of material for a report to Congress concerning the requirements of the case, I believe that which follows will be found sufficient. The village of Narragansett Pier has only within a few years past become a place of any especial importance. It seems to have been selected as a summer watering-place, owing to the possession of a good bathing beach, an unobstructed view of the ocean, and a back country unsurpassed in the surrounding regions for fine scenery, pleasurable drives, and engaging views. At various points in the back country there are cottonmills and other manufactories in operation. Their productions, as a rule, now find exit to the markets via the Shore Line Railroad, by which route also most of their supplies are obtained. An available harbor here might alter this to the benefit of this place. Considerable capital has been, and is continuing to be, invested here, but chiefly in the construction of summer. hotels, no business of any other kind being undertaken further than that necessary to supply the more pressing wants of the winter inhabitants. It seems to be the general opinion of the people of the neighborhood that Narragansett Pier is destined to become one of the most favored watering-places on the coast. The only apparent difficulty is the lack of reliable means of communication with the great lines of travel. The nearest railroad is eight miles distant, hence the summer visitors are forced to traverse this distance by wagon, unless they prefer the route from Newport by sail. Vessels of any class can now only effect a landing in the stillest weather, and if overtaken while at the wharves by a storm, either from the east, northeast, or southeast, are compelled to put to sea or run for Narragansett Bay to prevent being driven ashore. If, therefore, the question of providing a harbor of refuge here for the benefit of general commerce (which will be mentioned further on) is not considered, the matter is resolved into supplying a practicable port for the accommodation of steamboats for summer travel; of harbor and landing conveniences for the numerous pleasure-yachts that frequent these waters during the summer months, and for such merchantmen as may be required to serve the commercial interest of the locality. By reference to the map submitted herewith, it will be seen that there are two landing places already here. One called the south or lower pier is at the southern extremity of the village proper; the other, the north or upper pier, being near the northern extremity. The intermediate space, a distance of over half a mile, is now occupied almost exclusively with summer hotels. The shore between these two landings is covered with a heavy deposit of boulders. To the northward of the upper pier the beach is composed generally of gravel and fine and coarse sand. In rear of this is a fresh-water pond, having now a general depth of 3 to 4 feet water, whose present level is 5.4 feet above the level of mean low water, but in summer a marshy bog, oftentimes dry. On the intermediate crest are a number of bathing-houses, shown on the drawing. As far as my examination of the sea bottom extended, I found it generally to be fine and coarse sand. Neither the upper or lower piers, as they now exist, are of any great value as landing-places, except in calm weather; but there is this essential difference, that while the wharves in the neighborhood of the upper pier have been continually exposed to the full strength of the breakers during heavy storms, and constantly filling up with sand, at the lower pier the sea has but little effect on the pier itself, and the sand does not appear to tend to shoal or filling. Efforts have heretofore been made to provide a wharf that would be available in all weather. In 1836 a corporation known as the Narragansett Pier Company was organized for this purpose, and the old breakwater shown on the drawing was begun, under the personal supervision of Mr. Atmore Robinson, (now cashier of the National Exchange Bank of Wakefield, Rhode Island,) by whom it was finished in 1840, at a cost of some $18,000. Following the line of its general direction, its length from the shore to the sea end was about 435 feet. It was built of heavy blocks of split granite, laid in courses of an average rise of 2 feet, the wall being about 12 feet thick, with both faces nearly vertical, a batter perhaps of 3 inches to the foot. On the upper or northwest side a wharf was built, forming practically a part of the breakwater. The structure rested entirely on the sandy bottom, except the inshore end and the sea end, which last rests on a rock some 30 feet by 60 feet in size, formerly known as Old Briton. It was soon found that the sea was cutting away the sand beneath the central part of the structure, and attempts were several times made to check this action by casting in large quantities of boulders of all sizes on the sea side to form a riprap, but without avail. This undermining continued, however, notwithstanding everything that could be done, and finally, during the prevalence of a heavy storm from the southeast, and only a few months after the completion of the work in 1840, the central portion, as indicated, toppled over to the northward, where it now remains, a mass of ruins. The only portion of the breakwater now standing in its original condition is the shore end, where it rests on firm natural soil, and the sea end, built on top of the rock before described. Upon the completion of the pier, a steamboat was put on the route connecting this place with Providence and Newport, but, after the breakwater proved a failure, it was withdrawn, leaving the only means of transit to sail-boats and an occasional sloop of the smallest class. That the breakwater was faulty in its construction is evident, and that it might have been built to withstand these disturbing elements is no doubt true; but that a much better site might have been found south of the lower pier is the general opinion of those familiar with the characteristics of the locality. From the limited observations I was able to make, I feel convinced this opinion is correct. Not having obtained any soundings here, I am unable to go into a detailed description. By reference to the accompanying United States Coast Survey chart marked B, it will be seen that, from the point known as Peaked Rock, (the outcropping of a natural ledge,) a reef of rock marked a b (and indicated in heavy dotted red) runs out to seaward, curving to the northward. Within and north of this, and nearly parallel, is another shorter reef, marked e d, while north of lower pier is another reef marked ef, whose line of curvature is nearly the reverse of that of the other two. These locations are approximate only. The effect of these is to form natural breakwaters against the worst effect of storms from the southeast, northeast, and east, which are those most felt here, so that, while outside these reefs the waves come in with great force and velocity, after passing them much of their power is expended. This is demonstrated from the fact that the lower pier, which was built in the same year (1840) the upper pier was, is still intact. I am told it has never been materially injured, although built of much smaller stone than the upper pier, part indeed being light crib-work filled with small boulders, and this, though at the shore end, yet on the sea-side. During a heavy northeaster I had excellent opportunity to observe the effects on both piers. At the upper pier the waves rolled in with undiminished power, expending their strength upon the unprotected face of the old breakwater. At the lower pier the waves first broke far out on the outer reef, and coming on again, were scattered at the inner reef, so that when they reached the pier, their effects were comparatively harmless. During storms from the northeast, the line of reef marked e ƒ has a similar effect, while the upper pier is uncovered. I am of opinion, therefore, that if any structure of this kind is to be built, the place for it is within the line of inner reef south of the south pier, beginning on shore at some favorable point north of Peaked Rock, and following the general direction of the reef into deep water. How far seaward it should be carried, and its other dimensions of cross-section, can only be determined after a careful and minute survey in favorable weather. On so exposed a coast any breakwater must be strongly built or it will infallibly be destroyed, but it is believed a much cheaper and lighter structure would stand at this point when a far heavier work at the upper pier would fail of its object. It has been suggested to make an inner artificial harbor here by inland entting. Two points are proposed: one to utilize the pond in rear of the bathing-beach by cutting through the beach and dredging the cut and the pond to the necessary depth, the other to cut into the low ground south of the south pier, protecting it from encroachment from the sea by a suitable sea-wall. The first would be an expensive and probably useless undertaking, since the cut would fill with sand even if the basin could be kept open. This is shown by the drift of sands about the wharves near by, already referred to. The profiles on the drawings (horizontal scale, 1256; vertical scale, 15) from exhibit the depth of this pond, its present level above mean low water, and the general profile of the intermediate beach. The pond bottom is a stratum of black mud from 3 to 6 feet in thickness, overlaying hard clay and sand and some rock. I submit no estimate for this scheme, it being considered impracticable. The project of making a basin at the south pier appears more feasible. Here there is already a natural basin of low ground, surrounded with high hills, having an area of about two or more acres, with a general height of about 7 feet above mean low water. The beach immediately in front of this is low and flat, composed of coarse gravel and some sand, and covered with boulders as far up as high-water mark. Back of this the ground is marshy, in which a small stream from the back hill is lost. If this were excavated and properly protected, with a breakwater at its entrance, it is believed no difficulty would be experienced in keeping it open. The present piers will, I think, perform this without any special alteration. I am told the space intermediate between them is constantly increasing in depth by the effect of the waves and tidal eddy formed here. From my observation I think this true. The proprietors of the lower pier, Messrs. Clark & Cottrell, have proposed to build a heavy sea-wall along low-water line parallel to the shore, beginning at the shore end of the south wharf and running south some 250 feet. Inside this they propose excavating a canal, the entire length of the wall, 50 feet wide, with a depth of 9 feet at mean low water, the entrance being between the present pier-heads. This would provide safe wharfage for a steamboat and room for several vessels besides, which would meet all the present requirements, and could at any time be enlarged as might be needed, by cutting further into the adjacent low ground. Any breakwater built to seaward here would require to be similar in its construction and dimensions to one of the first two planned for the harbor at Block Island, Rhode Island, by the Board of Engineers, of which General Hartman Bache, Corps of Engineers, was president, the estimates for which, published in Senate Mis. Doc. No. 81, Fortieth Congress, second session, are, for one 500 feet in length, $372,000: or, for an increase of 300 feet in length, making a total of 800 feet, the sum of $553,798. Such a structure would cost fully as much here as at Block Island. The plan of inland cutting would be vastly cheaper, and would, I believe, give entire satisfaction to the people interested. Abundant stone of suitable character is afforded by the neighborhood for the construction of the wall. The basin can best be excavated with pick and shovel, and the material removed with carts. If necessary, a coffer-dam can be put in it, though it will not probably be required. The Section of sea-wall and excavation can at any time be completed or increased with a basin; scale, 1 inch dredge, after there is water enough to float the machine in. The to 20 feet. capacity of the basin can at any time be increased by cutting further into the low ground by the same means. The following estimate of the cost of this work is submitted: To construct a sea-wall and basin at Narragansett Pier, Rhode Island, To construct a sea-wall 315 feet in length, 7 feet in $7,705 80 3, 499 88 50 Mean High Water. S Within this sea-wall, and on either side of the basin that may be selected, a wharf on piles may be constructed to give increased wharfage facilities. If placed next the sea-wall, 10 feet additional width over that of the top of the sea-wall will suffice. This would lessen the width of the basin to 40 feet available space. If placed on the inner side of the basin, it may encroach still less. Î have made no estimate for this as it would more properly be done by the steamboat owners for whose benefit it will be used. The sketch below gives a general profile of the proposed work. Its general location is shown on the map. In my belief the only thing that would warrant the construetion of a heavy seaward breakwater here would be for the purpose of forming a harbor of refuge for the foreign and coast wise trade through Long Island Sound. With such a harbor now being made at Block Island by the construction of a breakwater there, and with the excellent harbors of Dutch Island and Newport in Narragansett Bay, an additional one here would seem unnecessary. During the prevalence of heavy southeasters, vessels that do not or cannot make the future harbor of Block Island, can as well run for Dutch Island or Newport as for Narragansett Pier. It is out of the track of vessels bound anywhere except to Narragansett Bay and its ports of Providence, Newport, Fall River, &c. If they could not make Narragansett Bay they could not the pier. If an additional harbor of refuge is needed in this part of Long Island Sound, the place for it is on the east side of Point Judith, which lies directly in the path of not only the coasters -bound east or west, but in that also of the shipping coming in NOTE. The piling from or going out, on the Atlantic by way of the sound. The shown within the sea only point in favor of the construction of a breakwater at Narrawall may be omitted here and placed on the oppo- gansett Pier is that it would increase by one the number of harsite side of the basin at S. bors of refuge on the coast. This would also be true were it built |