X to Y. The cost of 3,080 feet construction 1, at $20 per The cost of 550 feet construction 5, at $35 per $61, 600 19, 250 Allowing for contingent expenses, there will remain about $100,000 available for purchase of lumber for the part between Y and Deadman's Island. Lumber can be treated here and freighted to San Pedro, and piled oa Rattlesnake Island, for $40 per thousand. Hence, we have left after building the line XY, money enough to buy 2,500,000 feet of lumber. This ought to be bought and treated, and piled on Rattlesnake Island. The time to begin the construction is in the spring, say by March 1, 1872. The storms of winter might interfere greatly, and perhaps do serious damage to work in course of construction. Several months ahead, then, it is proposed to advertise for the construction of the line XY, the contractor to take the lumber from Rattlesnake Island, he to furnish all the material except the lumber. If adequate appropriation should be made by Congress in time, say not later than February, 1872, new contracts should be made for the construction of the line Y to Deadman's Island, so that the whole work should be completed in the autumn of 1872. If, however, the appropri ation should be delayed until July or August, it would be too late to do the work during the summer of 1872. In other words, the portion from Y to Deadman's Island ought not to be commenced until there is money and time enough to finish it in one season. As has been remarked, there is no harbor on the coast between San Francisco and San Diego. There are several ports with landings more or less secure, but they are all exposed to the southerly winds. The anchorage of San Pedro is the most important of these roadsteads. This port is the outlet of the country about and to the eastward of Los Angeles. I inclose a statement of the commerce of the port during the past year, from which it appears that 147 steamships and 56 sail-vessels brought and carried away freight to the amount of 17,550 tons weight, and nearly 6,000,000 feet of lumber, besides a large quantity of articles not included. Now all this freight is delivered to, or received from, the vessels by means of lighters, the vessels anchored outside near Deadman's Island. These lighters are towed to Wilmington from the ship, or to the ship from Wilmington, and each package undergoes an extra handling. The business of towing employs two steamers, about a dozen lighters, with a considerable force of men.. All the expenses thus incurred are a tax upon the trade of the port. Now, if this harbor can be made to admit the smaller class of sea-going vessels, the freights will be discharged on the wharf, from which it will be taken by the railroad to the interior. It is quite to be expected that under such favorable conditions the trade of the port will be greatly increased. Indeed, this saving of lighterage may make all the difference between prosperity and poverty for the agricultural district which here finds its outlet. It constitutes in itself a fair profit upon some kinds of agricul tural production. The chief exports from Wilmington consist of oranges, lemons, wines, wool, corn, brandy, beans, and dried fruit. A considerable quantity of lead and silver bullion from the interior is exported. At Wilmington is the terminus of the San Pedro and Los Angeles Railroad, which connects the coast with Los Angeles. The latter is a city of six or eight thousand inhabitants, surrounded by a fruitful and growing country. The trade of the past year, it should be remembered, is that of a very dry season. The occurrence of 'droughts every few years is indeed the greatest drawback to this section of the country. San Pedro is a port of delivery. Among the drawings herewith inclosed is a section of the water-way between Deadman's Island and the shore, from which it appears that a rocky reef makes out from both sides, and which is lost in the middle of the channel. Supposititious lines of its outline where not found are given on the section. It is not as yet clearly defined in position and extent, and it will be necessary to make some further observations on this point. It is probable that these observations may develop a necessity to make the entrance to the harbor on the other side of Deadman's Island; but however that may be, the part of the line which it is proposed to build with the present appropriation, viz, XY on the plan, is common to either project. The entrance to the west of Deadman's Island is better than the other, for the reason that the latter would open to the eastward, directly in face of the heavy swells which roll up in the winter storms, which would have a tendency to fill up the mouth of the harbor. This particular point will be the subject of a future report. The observations and survey upon which this report is based were made by Mr. White, civil engineer. They were intended to exhibit the direction of the changes which have taken place since the survey of 1859, to determine the character of the underlying strata, to ascertain the tidal conditions of the harbor, and to determine the practicability of the constructions proposed. He discovers that on the upper portion of the line the substrata are of sand to the depth of at least 15 feet, and that piles may be driven without unusual difficulty. On the lower part of the line near Deadman's Island we find a soft and, at times, hard clay a few feet, generally less than 6, below the surface of the bottom. The same kind of formation extends at least in part (for on this point our observations are not extended) across what is now the shallowest section, from Deadman's Island to the goose-necked spit that makes out from the main shore. The overlying sand in the channel will be easily moved by the ebbing current. Whether the underlying clay will be worn to the desirable depth by the action of the current can only be satisfactorily known after trial. Our observations indicate with certainty a depth at mean low water of 7 feet at the mouth of the harbor; it is very desirable to have 10 feet. It is possible that this can only be attained by dredging. No estimates for deepening by dredging are included. It will be time enough to estimate for this when the necessity for it becomes apparent. The safety and preservation of this harbor lie in the preservation of its tidal area, which is mainly made up of the extensive flats heretofore referred to. It is indispensable that they should not be occupied so as to diminish the quantity of water to ebb and flow. Drawings accompanying this report: 1. Coast Survey map of Wilmington Harbor, with certain changes marked thereon. 2. Profile of line proposed from Rattlesnake for Deadman's Island. 3. Profile section of reef between Deadman's Island and the main. 4. Sheet of plans and sections proposed for different constructions. Papers accompanying this report: A. Exhibit of the commerce of Wilmington for the year 1870. B. Sheet of estimates. C. Proposed advertisement for lumber. In view of the possible contingencies in a construction of this kind, and of the disastrous results that might ensue from even a very small deficiency in money, at the last moment, I think good policy requires appropriation beyond the estimates. For these reasons I venture to recommend an additional appropria-tion of $200,000. Respectfully submitted. G. H. MENDELL, Major of Engineers. P. S.-Advertisement not inclosed; it will be forwarded in a few days. Drawings in a roll mailed the 16th of June, 1871. G. H. M. 103 express freight measurement, equal to 62 tons weight. Total weight 7,050 tons. WILMINGTON OFFICE, LOS ANGELES, CALIFORNIA, JANUARY 1, 1871. Imports during A. D. 1870. 17, 171 tons assorted merchandise and measurement, equal to 10,303 tons weight. 266 tons express freight and measurement, equal to 135 tons weight. 59 wagons and buggies. 280 head sheep. 41 head horses and cattle. 1,096 empty pipes and puncheons. 693 empty barrels. 87 cords wood. 1,280 bales bay, 162 tons. 5,860, 005 feet assorted lumber. Total weight 10,600 tons, and 5,860,005 feet assorted lumber. Total tons merchandise received and shipped, 17,550. Weight exclusive of lumber. Vessels arriving, delivering, and receiving freight at this port during the year, 147 steamships and 56 sail-vessels. I certify the foregoing to be a correct statement of exports and imports during the year 1870. Cost of 30 cribs, 16 feet high, other dimensions the same, per foot.... $67 60 per foot. $82.00 8.00 90.00 Estimate for 6,700 feet of construction for Wilmington Breakwater. *3,080 feet of construction, No. 1, at $20 per foot 550 feet of construction, No. 5, at $35 per foot. 1,500 feet of construction, No. 3, at $70 per foot. 1,570 feet of construction, No. 4, at $90 per foot. Add for contingencies.... Amount of the present appropriation........... 3,194 65 $31 94 3.06 35.00 $61,600 CO 19,250 00 105, 000 00 141,300 00 337, 150 00 62,850 00 400,000 00 200, 000 00 Additional amount required 200, 000 00 * X to Y, 3,680 feet. |