Little Harbor is a part of the mouth of the Piscataqua River, which forms the harbor of Portsmouth, and the original project for its improvement was as an adjunct to Portsmouth Harbor. The tidal currents in the main channel of the Piscataqua River are so strong that a vessel can make no headway against them except with a strong fair wind. The winds and storms which cause danger on that part of the coast are generally from directions north of east, and in such winds it is im possible for a sailing vessel to reach a sheltered anchorage in the river during an ebb tide. Little Harbor, the other mouth of the river, has far less strength of tidal currents, and the direction of entrance is such that after sufficient depth has been obtained vessels can readily enter at all times when a shelter is required. The following is the entire estimate of cost for the improvement on the enlarged plan: For breakwaters, 56,000 tons of stone, at $1.25. Total. $70,000 143,000 22,000 235,000 The following appropriations have been made for this improvement: At the beginning of the last fiscal year the previous appropriation had been expended, and work was suspended. In September, 1888, proposals for dredging were invited by public advertisement. The lowest bid received was from the New England Dredging Company, of Boston, Mass. A contract was therefore made with this company for the expenditure of available funds in dredging. On the Dredging under this contract was commenced May 16, 1889. 30th of June there had been removed from the channel 37,479 cubic yards. This has resulted in extending the channel of 9 feet depth, which was dredged under the former contract, to the anchorage, and in several cuts to widen the same. This is one of the dangerous points on the coast. A life-saving station has been established on the Little Harbor side of Jerry's Point. The superintendent of the first district of life-saving service has furnished me with a list of nine vessels totally wrecked in the last ten years in trying to get into Portsmouth Harbor, all of which could have easily put into Little Harbor had there been sufficient depth of water. In addition to the wrecks mentioned, the keeper of the Jerry's Point life-saving station has furnished a list of thirty-seven vessels known to have been wrecked on the shore between Little Harbor and Rye Beach, a distance of less than four statute miles. The dates of the wrecks are not given. The list is taken from records in the possession of Capt. Charles Salter, of Portsmouth, N. H. Little Harbor is in the collection district of Portsmouth, N. H. The nearest lighthouse is at Fort Constitution, on Goat Island. Whale's Back Light is almost equally near on the opposite side of the channel. The nearest fortifications are the defenses of Portsmouth Harbor and navy-yard, July 1, 1888, amount available Money statement. Amount appropriated by act of August 11, 1888 $92.24 20,000.00 20, 092.24 July 1, 1889, amount expended during fiscal year, exclusive of liabilities outstanding July 1, 1888. $3,893.68 July 1, 1889, outstanding liabilities... 7,524.55 July 1, 1889, amount covered by existing contracts.. 7,505.88 18, 924. 11 1, 168. 13 July 1, 1889, balance available [Amount (estimated) required for completion of existing project... Amount that can be profitably expended in fiscal year ending June 30, 1891 Submitted in compliance with requirements of sections 2 of river and harbor acts of 1866 and 1867. List of vessels wrecked near Little Harbor during the past ten years. 205,000.00 75,000.00 Crew taken off by Jerry's Point life-saving crew. A total loss. List of vessels wrecked between Little Harbor and Rye Beach. 1. Ship Granville. 2. Ship Emerald. 3. Ship Brunette. 4. Schooner Roman. 5. Schooner Willie Lee. 6. Schooner Tabatha. 7. Schooner Sophronia. 8. Schooner Solomon Francis. 9. Schooner Betsey. 10. Schooner William Wallace. 11. Schooner Erie. 12. Schooner James Clarke. 14. Schooner Water Sprite. 18. Schooner Thomaston. 20. Schooner Gov. Boutelle, 21. Schooner Rival. 22. Schooner Gipsey. 23. Schooner Reunion. 24. Schooner Fanny Fern. 25. Schooner Moonlight. 36. Schooner Patriot. 19. Schooner Nightingale. Abstract of proposals for dredging in Little Harbor, New Hampshire, received October 6, Robert Hamilton, Chebeague, Me., and Solomon Sawyer, Yarmouth, Me.. National Dredging Company, Wilmington, Del........... 29 28 28, A contract was entered into with the New England Dredging Company, of Boston, Mass., October 23, 1888. A 22. PRELIMINARY EXAMINATION OF HARBOR AND CHANNEL AT PEMBROKE, MAINE. UNITED STATES ENGINEER OFFICE, Portland, Me., January 1, 1889. SIR: I have the honor to submit the following report of a prelimi nary examination of the harbor and channel at Pembroke, Me. In compliance with instructions from the Chief of Engineers in letters dated August 22, 1888, and September 29, 1888, I visited Pembroke on the 13th of November, 1888. I examined the harbor and channel at the stage of extreme low water, the most favorable for the purpose. The township of Pembroke is in the southeastern part of the State; it is separated from Passamaquoddy Bay and the Atlantic coast by single townships only. The southern portion of Pembroke is bordered by Lubec Bay and its various branches, one of which with its tributary stream flowing nearly south divides the township into two parts. The stream is known as the Pennamaquan River, and the tidal branch into which it flows is the Pennamaquan Bay. The head of Pennamaquan Bay is divided into two branches, east and west, which form the harbor of Pembroke, though the two villages situated upon the branches are known as Pembroke and West Pembroke. The population of the township in 1880 was 2,324 and it has probably not increased since that time. For some years quite extensive iron works were carried on at Pembroke, but these have declined and as far as practicable the plant has been removed. A large number of vessels have been built at Pembroke, but this business has also declined with no prospect of recovery. Some repairing of vessels is still done at Pembroke. When I visited the harbor a vessel of about 250 tons lay upon the sloping, gravelly shore, where it had been left by the tide, and a small crew of men was making repairs to the hull. The mean tidal range is about 18 feet, and this of itself would give an ample depth at high water for any possible business or traffic in sailing vessels. There seems to be but very little business requiring large vessels to go to the wharves at Pembroke, and those which visit the place, freighting coal or other supplies, and carrying out canned fish, lumber, or other freights, have good facilities at high water. Several masters of vessels with whom I conversed, gave it as their opinion that the rate of freights would not be in any way affected by improving the low-water channel. So far as I could ascertain the benefit to be expected from improving the channel is the probability of afterwards being able to procure a small steamer to run from Pembroke to Eastport in connection with the steamers of the International Line. In the bringing in of fish for canning, and of miscellaneous small freights, as well as the carrying of passengers, such a steamer would doubtless be a very great benefit and convenience. It would not, however, enter into the general commerce of the country to any appreciable extent. The removal of shoals which now obstruct the channel at low water would save a delay of two to four hours for about one fourth of the time during eight months annually. During four months of the year the steamer would not run, owing to ice, etc.; in the remainder of the time delays would occur only when the hour for the trip coincided nearly with that of low water. While other points were brought to my notice, they did not seem to me to materially affect the question, and I could hardly fail to conclude as I did that the harbor and channel of Pembroke are not worthy of improvement. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. JARED A. SMITH, Lieut. Col., Corps of Engineers. A 23. PRELIMINARY EXAMINATION OF MONHEGAN ISLAND HARBOR, MAINE. UNITED STATES ENGINEER OFFICE, Portland, Me., December 27, 1888. SIR: I have the honor to submit the following report of a preliminary examination of Monhegan Island Harbor, Maine. In compliance with instructions from the Chief of Engineers I visited Monhegan Island and the harbor on the 23d of October, 1888, and made such observation and inquiries as were practicable. The information thus obtained has been supplemented by correspondence. Monhegan Island is about 8 miles outside of the general line of the coast of Maine, and is somewhat more than 20 miles east of the mouth of Kennebec River. The island is 13 miles long, and a little more than half a mile wide. The shores of the island are generally abrupt and are of solid rock. On the east of Monhegan Island, at a distance of about 650 feet be. tween shores, is a small island known as Manana, with very precipitous shores of solid ledge; it is about three eighths of a mile long. The channel between the two islands is partially closed on the north by two small islands of rock. The irregularities of the shore on the Monhegan side permit of a deposit of sand and small stone, which forms an anchorage for small fishing boats, but the water in the middle of the harbor is from 36 to 60 feet deep. The entire population of the islands mentioned was 133 in 1880, but it is probably less at present. The business interest of the place centers entirely in fishing, which is all carried on with small boats locally known as "reach boats." The fishing boats are from about 17 to 22 feet long. I saw the entire fleet of from 50 to 60 at anchor, and judged that an average of $25 apiece would cover their value, making a total of, say, $1,500. In storms some of these "reach boats" get adrift and are wrecked or lost. The harbor is too small to be made of any possible use as a refuge for general commerce; its shores are so steep and rocky, and the place is so narrow, that no commander of a vessel of any size would consider the question of entering so long as he had any means of keeping afloat outside. In summer a small sail boat carrying the mail goes to the island twice per week, and small excursion steamers occasionally run to the island in pleasant weather. A schooner of 21 tons also goes over about once in two weeks to get the fish which has been caught and salted. It will be readily seen that any expenditure upon the harbor would benefit the anchorage and harbor only for a few boats no larger than ordinary yawls. The saving of other property or of life would not be sensibly affected, nor would rates of freight or insurance be in any way reduced. To protect the anchorage for the small boats would require a breakwater partly across the southern entrance to the harbor, and its expense would vastly exceed any probable benefit to the local business. I do not therefore consider the harbor worthy of improvement. JARED A. SMITH, Lieut. Col., Corps of Engineers. The CHIEF OF ENGINEERS, U. S. A. A 24. PRELIMINARY EXAMINATION OF MEDOMAC RIVER, MAINE. UNITED STATES ENGINEER OFFICE, Portland, Me., November 10, 1888. SIR: In compliance with instructions in Department letter of August 28, 1888, I have the honor to submit the following report of a preliminary examination of the Medomac River, Maine: On the 10th of Octobor last I visited the river at and near the village of Waldoborough, Me., and the information obtained at that time forms the substance of this report. The village of Waldoborough is not more than half a mile distant from the line of the Knox and Lincoln Railroad, which connects with the Maine Central system at Bath and extends to Rockland. The river above the village is a small stream, which furnishes a considerable water-power a short distance above tide-water, to which the navigation is limited. The mean range of the tide ascertained by the coast survey is 10 feet. In this connection 1 refer to Coast Survey chart of Damariscotta and Medomac rivers, Maine. For a distance of 1 mile below the head of tide-water the depth in the channel at mean low water varies from 2 feet to 12 feet. The depth for about one-half of that distance does not exceed 3 feet. The Coast Survey chart does not indicate any rock, but from Mr. John C. Weston, a licensed pilot, I ascertained that a rocky reef extends across the channel from a point about half a mile below the bridge. An improvement, to have any practical value, should have not less than 5 feet of depth at mean low water, and of course a greater depth would be better. The tidal currents are too small to enter to any extent as a factor in maintaining a channel, and it does not seem probable that the stream itself will have sufficient force even in freshets to maintain permanently a dredged channel without auxiliary works. To dredge a channel 75 feet wide and 5 feet deep would require the removal of about 45,000 cubic yards of material, and for the same width and a depth of 6 feet, about 75,000 cubic yards. The material which can be dredged would probably cost about 35 cents per yard, including all contingent expenses. Any ledge of rock which might be found would cost not less than $10 per cubic yard. |