anywhere else in the sound, and the problem is to select the best position for such works. Some system of harbors of refuge for our coasts must ultimately be devised, and one of the governing principles in their location is the selection of salient points of the coast, near the line of travel, that vessels in distress or seeking refuge from heavy storms can readily make with the least departure from their course. As an instance of a similar case to this of Narragansett Pier, I would refer to the breakwater at Church's Cove, on the east shore of the Saughkonnett River or eastern entrance to Narragansett Bay, immediately north of Saughkonnett Point, shown on the accompanying sketch marked A. This work was begun in 1836, under the supervision of the Engineer Bureau, and in September, 1838, had reached the length of 120 feet, when, says Captain W. H. Swift, Topographical Engineers, in his report to Colonel J. J. Abert, Chief Topographical Engineers, dated March 26, 1839, "A violent storm during that month (September) swept away about 20 feet of the end of the work, and the gale of January last overthrew about 30 feet more of it, leaving, at this time, between 60 and 70 feet uninjured." In 1839 "this was repaired, and 90 feet more added, making the total length 210 feet." Much of this has since tumbled over at the sea end, so it now affords but little more protection to the harbor of Church's Cove than the natural point of rocks on which it stands. It was intended solely as a harbor of refuge. Allusion has been made to this breakwater because an examination of the records would show that a work was made here by the United States, and it might be desirable, in a general consideration of the subject, to know its relation to Narragansett Pier. As it now is, the work at Church's Cove (which I visited in company with yourself last fall) is nearly useless, and it may be disregarded in enumerating the harbors of refuge. The fate of this work is further instructive, by indicating what character a work must have to withstand the waves of this part of the coast. It is evident that nothing in the form of a breakwater to meet the shock of the waves of the Atlantic, but a work of the first class in quality and of great cost, can be relied upon. The proposed work at Narragansett Pier is excavation of a basin behind a point already protected, and the building of a sea-wall along a part of the shore where the effect of the waves is broken by outlying reefs. It seems, therefore, practicable to do this work at a reasonable expense. Narragansett Pier is in the Newport collection district, that city being the nearest port of entry. The revenue collected at Newport during the fiscal year ending June 30, 1870, was $19,141 36. The nearest light-house is at Beaver Tail, the south point of Connanicut Island, distant three and one-quarter miles. At Point Judith, five miles to the southward, is another light-house, both comprised in the third light-house district. Narragansett Pier is within seven miles of the large military works defending the western and middle entrances to Narragansett Bay. I am, general, very respectfully, your obedient servant, Brevet Major General G. K. WARREN, J. A. JUDSON, Assistant Engineer in charge of Survey. Major Corps of Engineers, Newport, Rhode Island. T 24. SURVEY OF SOUTHPORT HARBOR, CONNECTICUT. It The report of this was made by me on the 14th of January last. possesses an interest as illustrating the condition of a former public improvement, and helps to understand the general subject of improving harbors on Long Island Sound. I have therefore annexed it to this report. No appropriation was made for improvement at the last session of Congress. ENGINEER OFFICE, UNITED STATES. ARMY, Newport, Rhode Island, January 14, 1871. GENERAL: I have the honor to submit the following report in relation to the survey of the Southport Harbor, Counecticut, which I was directed to make by your letter of instructions dated July 21, 1870, and which survey was authorized by section 2 of the act making appropriations for the improvement of rivers and harbors, approved July 11, 1870. The history of the public works at this place, under the Engineer Department of the Army, is as follows: In 1826 a survey was made by Lieutenant Colonel John Anderson, United States Topographical Engineers, under orders from Major General Macomb, Chief Engineer, commanding the Department, the map and report of which you furnished me. The works which Colonel Anderson recommended were a breakwater of stone, running southward from the sand-spit opposite Southport, out into the sound, from the high-water line to about the low-water line, a distance of about 1,420 feet. Also, a dike of earth 1,450 feet long, extending northward from the sand-spit along the edge of the low sunken marsh ground. The object of the breakwater was to prevent the sand which moved westward along the shore by the waves from falling into the channel of Mill River, and to increase the action of the current along the channel. The object of the dike was to compel the water, which at the flood-tides flows eastward into the low ground north of the sand-spit, to all pass around its north end, and thus increase the Scouring action of the current on the main channel in front of the dike. In the spring of 1829, Colonel James G. Totten, United States Engineers, under instructions from Brigadier General Gratiot, colonel commandant of United States Engi neers, visited Southport, and made arrangements for carrying on the work for which an appropriation of $6,097 (the amount estimated for by Colonel Anderson) had been made that year. Colonel Totten's report was dated May 16, 1829. From this it appears he arranged for the work to be carried on under the agency of a committee of responsible residents of Southport. He gives a description of the character of the work to be built, and his recommendations were substantially carried out. This work has stood so long that the description of it in Colonel Totten's report possesses peenliar interest. Colonel Anderson's plan for the sea-wall was to make it 14 feet wide on the bottom, 7 feet high above common low water, and 8 feet wide on top; but as this was thought too low, Colonel Totten recommended that it be made 1 foot higher, and the top be made inclined, so as to make it 7 feet high on the outside, and 84 on the inside, above common low water. The following sketch and description of this wall are taken from Colonel Totten's report: # "The outside slope should be formed of long and large stones exclusively, and all of them laid as headers. "The inner slope may be formed of stone somewhat smaller, but these also should be laid as headers. The top should be formed of stones reaching entirely across the breakwater. The interior of the mass may be made up of stones of all sizes compactly laid. To prevent the action of the undertow upon the foundation on the sea-side, various expedients may be resorted to. The best, perhaps, will be to place brush wood against the bottom, confining it there by inserting some of the ends under or between the stones, by laying saplings lengthwise upon it, and on these laying a few large stones. The effect of this deposit of brushwood will be to retain the sand which may be washed by the sea against the breakwater, thereby giving additional strength and guarding against the corrosive action of the undertow." In relation to the dike between the river and the sunken ground, Colonel Totten says: "As Lieutenant Colonel Anderson's report does not give any dimensions for this work, I propose the following for the parts now referred to. "A layer of facines should first be laid side by side, at right angles to the direction of the dike, and pinned to the bottom with four pickets 4 or 5 feet long, the pickets having each a hook at top. Upon the bed of facines thus each facine being 18 feet long formed, a line of facines should then be laid near the outside, another near the inside, and a third in the middle, each of the three lines extending entirely across the outlet, these being well secured to the bottom by hooked pickets. A little brushwood should be laid between these, and then mud from the marsh be thrown in and well compacted, to form a firm bed for a second layer of facines laid crosswise, which are to be picketed to the bottom as were the first. This course will probably bring the structure to a level with the top of the marshy island; if not, there should be another course of facines laid lengthwise, and, if necessary, a third course of facines crosswise. Having obtained the level of the surface of the marshes, the higher part of he dike should be faced on the sides with marsh-sods, the interior being formed of alternate thin layers of brushwood and mud, care being taken to have the mud evenly spread in all cases, and well compacted by ramming or otherwise. On the side next the marshes a mass of mud should be placed against the dike, reaching above the highest facines and sloping gently away to the distance of 18 or 20 feet. This is indispensable, and should be formed by successive additions as the several courses of facines are laid. The height of the dike is not given on the profile, because it will vary in different places. The top should everywhere be about 1 foot above high water of spring tides. "The dike, where it is to lie upon the marshy islands, should be constructed in the same way as the upper part of the profile; that is to say, be faced with marsh-sods and be filled with brushwood and mud. It will tend greatly to increase the strength of the upper part of the dike to secure the sods to the interior by pins, (not hooked,) about 18 inches long, one to each sod, and by permitting small branches of the brushwood to be interspersed between the layers of sod, and it will tend to the durability of the whole structure to use cedar-brush only, both loose and for the facines. "To insure the stability of the northern end of the dike, it will be expedient to turn that end abruptly around the east and southeast, as will be shown on a plan to be sent to the committee." # The work was carried on according to the above general recommendations, except that the revetment on the river-side was made of stone instead of sods. In 1832 an additional appropriation of $4,490 was made; in 1836 another of $1,500; and in 1837 another of $1,000; making a total for these works of $13,087 43. The report of Captain W. H. Swift, United States Topographical Engineers, to Colonel J. J. Abert, Chief of Topographical Engineers, dated September 26, 1838, gives a description of the condition of the work at that time. From this the following extract is made: "The breakwater is of stone, 440 yards long, 18 feet wide at bottom, 7 feet at top, and from 8 to 12 feet high, varying with the profile of the ground upon which it is 18' MUD BRUSH SIDE BRUSHWOOD MARSH SIDE MUD &C FASCINE built. The top is formed of large flat stone 7 feet long, and thus extending over the entire width. It extends from a beacon at the mouth of the river to the southwest point of a sand-bluff opposite the narrows at the lower part of the village. The work is substantially put up, and, with the exception of half a dozen of the capping-stones which have been partially displaced by the force of the waves, the whole is in good condition, and, in the opinion of the agent, has answered the purpose for which it was built. The dike commences at the point of the sand-bluff opposite the village at which the breakwater terminates, and about 250 feet north of it. It extends along the margin of some marsh islands (in the prolongation of the direction of the breakwater) 450 yards to the upper end of the village. It is revetted on the west or river side. The revetment is 4 feet thick at base, 2 feet at top, and 8 feet high, and batters from the river about one fourth. The whole is laid upon a grillage of about 6 feet in width, projecting about 1 foot on each side of the stone-work, and carried sufficiently below the surface of the ground to secure a good foundation. The grillage is formed of 3-inch plank, laid transversely of the wall, and fastened together by plank of same description laid longitudinally. The whole width of the dike at base is 15 feet, and originally it was feet wide at top, but a great portion of the backing (composed of sods from the neighboring marsh) has been abraded by the effects of storms. The sodding at the outside of the dike was laid upon facines, and a portion of the sods were fastened to each other by means of pickets. Still, from the nature of the material used, the dike is liable to injury at every storm, and must in a short time be seriously impaired unless some precautionary steps are adopted to prevent it. A revetment upon the east side of the dike, similar to that on the west side, and laid in a similar manner, and of the same dimensions, will secure this most effectually. For this purpose 1 submit an estimate, (marked A,) and recommend that an appropriation be asked for to carry the same into effect. "At the extremity of the breakwater, and at the outer bar, beacons are erected. They are built of crib-work of timber and filled with stone. "The dredging of sand, &c., from the channel of the river was of small amount, and was done principally with oxen and scrapers. Where mud occurred it was excavated by men with shovels. "Vessels drawing 8 feet can enter this harbor at high water. The above works were completed in the spring of 1837, and the funds entirely expended.” A. Estimate of the cost of a revetment-wall for the east face of the dike at Southport Harbor, Connecticut. The wall required is 1,320 feet in length, 4 feet at base, 2 feet at top, and 8 feet in height, laid up with a batter of . 1,267.20 perches (of 25 cubic feet) rubble-wall, at $1 50. $1,900 80 534 60 46.20 100.00 2,581 60 The following report on these works was made in December 8, 1830, to General Gratiot, colonel commandant of engineers, by Colonel Totten, United States Engineers: "I have just returned from an examination of the works at Mill River, Connecticut. "Both the dike and breakwater have been finished to the altitude first determined on, and seem well to fulfill their object. Differences in the nature of the ground beneath have, however, caused an unequal subsidence in both, which, without impairing their stability in the least, seemed, nevertheless, to require some addition to the present height. Indeed, to have the full advantage of the improvement, there should be something added, even to the highest parts, as it is ascertained that they are below full spring tides. The channel has been deepened by dredging throughout its whole length, and the improvement of the navigation is universally, I believe, acknowledged to be very great. The channel has yet to be widened by the dredge. "The work appears to have been conducted with a very strict attention to economy, and with great skill and judgment." Captain Swift again made a report to Colonel J. J. Abert, dated September 8, 1839, in which he referred merely to his previous report, and renewed his former recommendation for an appropriation for repairs. I am not aware that any further appropriation was made by Congress for repairing this work. On this work coming into my hands in July last, I directed my assistant, General Theodore G. Ellis, civil engineer, to make a personal examination of it and let me know what was required. From him I learned that, in view of our limited means, an estimate of all that was needed to be done here could be made without any expensive survey. Subsequently I procured a copy of the map on a scale of 1 to 10,000, made by the United States Coast Survey in 1835, and I visited the place personally in December last. That the works should be in as good state of preservation as they are, considering their character, surprised me. Along the breakwater for the space of about 1,000 feet there was but one breach in the wall, and only about 70 yards of the capping-stones were thrown off or broken. Mr. Joseph Jennings and Mr, W. B. Meeker, who accompanied me, explained this by saying that they had themselves kept the work in repair by replacing stone thrown off, and rebuilding parts of the wall that had been knocked down by the sea, by using the crews of their vessel while lying in port, and by an expenditure besides, annually, of about $60. The capping-stones are of very inferior quality, being too small in size and composed of a mica schist that wears away and breaks easily. The residents of Southport had managed to supply the broken capping-stones thus far by taking them away from where the wall had become covered with sand by the beach growing out seaward, but this resource had about failed them, and the wall was getting in a worse condition than it had ever been before. The breakwater, besides, is about 2 feet too low, and the waves throw the sand over it at the point where the beach and the breakwater join, and it does not thus effectually arrest the sand as it was intended it should. The action of the waves at this point is worth considering. The heavy waves roll in from the southeast, the line of the crest making an angle with its breakwater and the beach at the same time, the same as the base of a triangle does to its adjacent sides. The result is to concentrate the action at the apex of this triangle, and the water and sand from over the breakwater at that point and into the harbor. A point of sand has thus grown out from the breakwater on the inside until it has reached the current caused by the tide flowing out of the harbor, and then it is swept down and spread out at the entrance. Thus the principal object of the breakwater is defeated. The sand which the breakwater has arrested has extended the beach seaward about 350 feet, and inefficient as it is from being too low, it perfectly demonstrates the effectiveness of such structures built the proper height. To my mind, the illustration which this work gives of the operation of the forces along the sound is worth, for this alone, far more than what it has cost. I think that, at the point where the breakwater joins the beach, it should be about 4 feet higher. This height should be carried out about 300 feet, then it might drop down 2 feet, so that we need to raise the rest of the breakwater only 2 feet. As the sand beach makes out, the stone can be taken from the highest part and moved out to keep pace with it. This will cost as follows: To restore the wall in good condition uniformly to its present level, 100 cubic yards of stone, at $6.. $600 00 To raise the wall 4 feet for a distance of 200 feet, using large split granite blocks about 7 feet in length, doweled and clamped together, 200 yards, at $15 per yard. 3,000 00 To raise about 800 feet of wall 2 feet, with large blocks of granite clamped and doweled, 385 yards, at $15 per yard............ 5,775 00 9,375 00 The dike along the sunken ground is in a tolerably fair condition, but the waves have washed out some of the earth filling between the revetments. The sod revetment on the marsh side has been replaced by stone, (but my information does not say when,) so that it has now a stone revetment on both sides. It would probably average 14 feet of filling to be replaced along the whole of it. It would be desirable, too, to carry the whole dike up about 2 feet higher than it now is. The revetment wall is 2 feet thick on top, and the length of the dike is about 1,450 feet, so there would be required about 400 cubic yards of revetting wall, at $4 per yard..... The part of the dike on top, between the revetting walls, will average about 4 feet in width, and the filling 34 feet in thickness, where the revetment is raised, requiring about 750 yards. This should be of coarse gravel or small stones, picked off of the field, or the small spalls from the quarry, at say $1 per yard.... There should also be a stone ice-breaker built at the north end of the dike, to cost say... Total for the dike.... Total for both breakwater and dike..... $1,600 00 750 00 500 00 2,850 00 $12, 225 00 |