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sS
MEMORIALS,
REPORTS AND STATISTICS,
OONCERXING
IMPROVEMENT OF NEW HAVEN HARBOR.
Presf.nted to the Committee of Commerce by the
City of New Haven, January, 187g.
HE N E W II A V E N ;
5ö~t tuttlk, morehouse & taylor, printers.
N37 .
1879.
MEMORIALS,
REPORTS AND STATISTICS,
CONCERNING
IMPROVEMENT OF NEW HAVEN HARBOR.
Presented to the Committee of Commerce by the
City of New Haven, January, 1879.
tuttle,
NEW HAVEN:
morehouse & taylor,
1879.
printers.
MEMOEI AL.
To the Senate and House of Representatives of the United States,
in Congress assembled :
We, the undersigned, are fully impressed with the impor¬
tance to our section of the country, of improving the Harbor
of New Haven, Conn., and most respectfully request that a
suitable appropriation be made for the construction of a'
Breakwater, dredging the channel, and other needed improve¬
ments of said harbor.
The commerce of Long Island Sound and of the whole
coast in general, from Eastport, Maine, to the Rio Grande,
Texas, has more than quadrupled within a few years, and as-
a harbor of refuge. New Haven, lying midway between the
head of the Sound and New London, occupies a most impor¬
tant position, and the shipping of the entire Atlantic coast
will be materially and signally benefitted by an improvement
of this harbor, such as is asked for by your petitioners.
Hon. James E. English, Ex-United States Senator.
H. T rowbridge's Sons, Shipping Merchants, New York.
Jos. E. Sheffield, Ex-President N. H. & N. R. R. Co., New
Haven, Conn.
Hon. O. F. Winchester, Agent Imperial Ottoman Govern¬
ment, New York.
Theodore D. Woolsey, D.D., LL.D., Ex-President Yale
College. p T; ,
H. B. Bigelow, Mayor of Né-w Havèn,'Conn.
W. D. Morgan, Agent Great Western Steamship Line,
New York and Bristol, England.
Hon. Henry Farnam, Ex-President Chicago and Rock
Island Railroad.
C. H. Mallory & Co., Agents New York and Galveston
Steamers, also United States and Brazil Mail Steamship Co.
Hon. Thomas M. Waller, Mayor of City of New London.
Hon. N. D. Sperry, New Haven, Conn.
Hon, Henry G. Lewis, Ex-Mayor of New Haven, Conn.
— 4 —
Wm. R. Garrison, President United States and Brazil Mail
Steamship Co.
Old Colony Steamboat Co., Fall River Line, by Borden &
Lovell, Agents, New York.
T. S. & J. D. Neges, Chronometer Manufacturers, New
York.
E. S. Wheeler & Co., Iron Merchants, New Haven, Conn.
Silas E. Burrows, Mystic, Conn.
L. A. Fish; Ex-Commodore Brooklyn Yacht Squadron.
Murray, Ferris & Co., Agents New York and West India
Steamship Line.
Hon. Cyrus Northrop, Collector of Customs, New Haven,
Conn.
Hon. Lucien W. Sperry, Ex-Mayor of New Haven, Conn.
Hon. Tilton E. Doolittle, Ex-Speaker of House of Repre¬
sentatives of Connecticut.
Hon. Chas. R. Ingersoll, Ex-Governor of Connecticut.
E. M. Reed, Vice-President N. Y., N. H. & H. R. R. Co.
Ferguson & Wood, Agents New Bedford Packets.
C. G. Sistare, Deputy Collector of Customs, New London,
Conn.
Lawrence & Co., Merchants, New London, Conn.
John Roach, Marine and Government Ship Builders, New
York City and Chester, Del.
Winchester Repeating Arms Co., New Haven, Conn.
Chas. N. Yeamans, President New Haven and Northampton
Railroad Co.
Hon. Henry White, Ex-President New Haven Savings
Bank.
Wm. S. Whitlock, Merchant, New York.
Boyd Hincken, Merchant, New York.
Hon. Geo. H. Watrous, New Haven, Conn.
Henry L. Hotchkiss, President L. Candee & Co., New
Haven, Conn.
J. W. Mansfield, Treasurer Connecticut Savings Bank, New
Haven.
Capt. Chas. H. Townsend, United States Merchant Steam
Marine.
Geo. W. Quintard, President Quintard Iron Works, New
York.
A. C. Wilcox, Madison, Conn.
Chas. L. Mitchell, East Haven, Conn.
Dwight W. Tuttle, East Haven, Conn.
John Munroe & Co., Bankers, New York and Paris.
New Bedford and New York Steamship Co., Agent, H. A.
Banking.
John P. Tuttle, Treasurer New Haven Savings Bank.
H. C. Warren, New Haven, Conn.
— 5 —
Benedict & Co., Coal Merchants, New Haven, Conn.
Townsend & Briggs, Coal Merchants, New Haven, Conn.
F. C. Chaifell, Merchant, New London, Conn.
Wilson Manufacturing Co., New London, Conn.
Wm. H. Barnes, Merchant, New London, Conn.
Capt. F. J. Peck, Steamer Continental, New Haven, Conn.
Whitlock, Slover & Co., 57 South street. New York.
Harry M. Elwetl, Merchant, New York.
Chas. L. Wright & Co., Agent New York and Hull Steam¬
ship Line, New York.
Prof. Wm. H. Brewer, Yale College.
Richard Peck, Superintendent New Haven Steamboat Co.
Hon. Simeon E. Baldwin, New Haven, Conn.
M. G. Elliott, President National Tradesmens Bank, New
Haven, Conn.
Geo. A. Butler, Cashier National Tradesmens Bank, New
Haven, Conn.
S. Hemingway, President Second National Bank, New
Haven, Conn.
Hon. Lucius Hotchkiss, New Haven, Conn.
John H. Leeds, New Haven, Conn.
C. S. Maltby, Baltimore, Maryland.
E. H. Townsend, New Haven, Conn.
G. C. Kimberly, Guilford, Conn.
Chas. Monson, Milford, Conn.
S. E. Merwin & Son, New Haven, Conn.
H. L. Dudley, New London, Conn.
Henry Bronson, M. D., New Haven, Conn.
Capt. J. C. Bowns, Steamer C. H. Northam.
Bunnell & Scranton, Bankers, New Haven, Conn.
F. S. Bradley, President Yale National Bank, New Haven,
Conn.
Wilson, Gibbs & Co., Savannah and Charleston Merchants.
Gen. Wm. P. Trowbridge, New York.
Henry D. White, New Haven, Conn.
Hon. H. B. Harrison, New Haven, Conn.
Hon. John S. Beach, New Haven, Conn.
Johnson T. Piatt, Professor in Yale College.
Wm. L. Bennett, New Haven, Conn.
H. M. Welch, President First National Bank, New Haven
Conn.
J. Hotchkiss & Sons, Merchants, New Haven, Conn.
Geo. W. Curtiss, New Haven, Conn.
E. G. Tinker, Captain of the Port of New York.
Laurance Giles & Co., New York and San Erancisco Line
of Clipper Ships.
DeGrauw, Amaz & Co., Merchants, New York.
James M. Mason, New Haven, Conn.
— 6 —
Thomas C. Ingersoll, New Haven, Conn.
Louis H. Bristol, New Haven, Conn.
Wm. T. Bartlett, Treasurer Union Trust Co., New Haven,
Conn.
Winchester Arms Co., New York.
English & Mersick, Iron Merchants, New Haven, Conn.
Daniel Trowbridge, President New Haven Gas Light Co.
John T. Moody, Bridgeport, Conn.
Henry T. Blake, Bridgeport, Conn.
The Bridgeport Iron Works, Bridgeport, Conn.
Capt. Uriah Rodgers, Stamford, Conn.
Joseph Parker & Son, Paper Manufacturers, New Haven,
Conn.
James M. Townsend, East Haven, Conn.
Chas. S. Leete, Pres. of Mechanics National Bank, New
Haven, Conn.
Francis E. Harrison, Secretary of New Haven Gas Co.,
New Haven, Conn.
J. B. Sargent & Co., Manufacturers, New Haven.
Morris Tyler & Co., Merchants, New Haven.
O. B. North & Co., Manufacturers, New Haven.
Charles Peterson, President Security Insurance Co., New
Haven.
New Haven, Conn., December 15, 1874.
Gentlemen : The undersigned harbor commissioners,
appointed by the governor of the State of Connecticut in
accordance with a special law, to have in their especial care
the interests of the harbor of New Haven, and a committee
appointed by the Chamber of Commerce of the city of New
Haven at its' last meeting for the special object of this memo¬
rial, respectfully call your attention to the growing import¬
ance of the harbor of New Haven as a commercial port, and
ask that you will take such measures as may be in your
power to procure appropriations by Congress by deepening
the main ship-channel ot the harbor to 20 feet, and for con¬
structing a breakwater from the light-house to Southwest
Ledge.
New Haven Harbor occupies a geographical position im¬
portant to the commercial interests of a wide extent of coun¬
try. It is the distributing-point of an extensive coastwise
commerce, while, at the same time, it has an increasing for¬
eign trade, limited even now only by the depth of the chan-
— 7 —
nel. An increase in the depth of the water would enable
manufacturers throughout an extended inland region to im¬
port raw materials and export their manufactured products
direct through this port, instead of being, as they are now,
subjected to the expense and delay of importation and expor¬
tation through New York City.
Initiatory steps have already been taken to connect this
port by more direct railroad-routes with the mineral and
agricultural districts of the West, which, when consummated,
will afford a transportation-route to the seaboard shorter than
that through New York by at least forty miles; and the im¬
provements of the harbor contemplated will afford facilities
for an ocean commerce through the eastern entrance to
Long Island Sound, which will be safer, shorter, and more
available than ány route to the westward. The advantages
in geographical and commercial position of New Haven
Harbor for both inland and ocean transportation are thus
manifest. It needs but the temporary aid of the Government
to place it in this advantageous position.
It is not alone the city of New Haven and the State of
Connecticut that are to be benefited, but the interest of a
large inland region extending indefinitely to the westward.
It is hardly necessary to urge the importance of improving
the minor harbors of the coast on more general considera¬
tions, because it must appear obvious that commercial inter¬
ests are best fostered and enlarged by improving every com¬
mercial port to the extent of its capacity or capability, and
thus preventing the concentration of facilities in a few great
centers. Where commerce is in such way restricted, port-
charges become exorbitant and onerous, competition is less¬
ened, and unnecessary pecuniary burdens imposed, directly
or indirectly, on all classes.
The work necessary for deepening the channel will consist
only of dredging in soft bottom to secure a depth of 20 feet,
where there is now 14, involving no doubtful problems of
engineering and no extraordinary expense.
The breakwater contemplated will add greatly to the
value of the harbor as a harbor of refuge, while it will in¬
crease the security of commerce.
The consummation of these improvements would lead at
once to the extension of the railroad-routes to the West, and
coal-oil, grain, and other products would flow through these
routes to the seaboard.
By carrying out such projects there seems no reason why
Connecticut should not take an important rank in connection
with foreign trade and commerce.
It is hardly considered speculative now to affirm the belief
that before many years nearly all the commerce of New York
— 8 —
will pass through Long Island Sound, a theory which at least
gives great weight to the value of the eastern entrance to the
Sound in comparison to that by way of Sandy Hook, and
gives, also, increased importance to the harbors of Connecti¬
cut situated on the Sound.
Yours, very respectfully,
JAMES E. ENGLISH,
HENRY TROWBRIDGE,
EDWARD A. MITCHELL,
EDWIN S. WHEELER,
W. P. TROWBRIDGE,
D. W. WAGNER,
Harbor Commissioners.
THOS. R. TROWBRIDGE,
CHAS. H. TOWNSEND,
CHAS. PETERSON,
Committee Chamber of Commerce.
The undersigned, a special committee appointed by the
Common Council of the city of New Haven, on Harbor Im¬
provements.
HENRY G. LEWIS,
DEXTER R. WRIGHT,
JOHNSON T. PLATT,
Committee.
To the Hon. J. R. Hawley, Hon. S. W. Kellogg, Hon. H.
H. Starkweather, and Hon. W. H. Barnum, members of
Congress from Connecticut.
OFFICIAL REPORTS .
ON
NEW HAVEN HARBOR.
War Department, February 9, 1875.
The Secretary of War has the honor to transmit to the
House of Representatives, in compliance with resolution of
the 2ist ultimo, report of the CHiief of Engineers and copy oí
report from Maj. J. W. Barlow, as to the expediency of widen¬
ing and deepening the main channel of New Haven Harbor,
Connecticut.
WM. W. BELKNAP,
Secretary of War.
Office of the Chief of Engineers,
Washington, D. C., February 9, 1875.
Sir: In answer to the resolution of the House of Repre¬
sentatives of January 21, 1875, asking "for a report, from sur¬
veys already made, in regard to the expediency of widening
and deepening the main channel of New Haven Harbor, Con¬
necticut, to a depth not exceeding 20 feet; and also the expe¬
diency and estimate of expense of a breakwater between the
eastern shore of the entrance of said harbor and Southwest
Ledge, so-called, or such part of said distance as may be
found most expedient or ndcessary for the .protection of said
harbor," I have the honor to submit a copy of a report from
Maj. J. W. Barlow, Corps of Engineers, in charge of the
improvement of the harbor, to whom this resolution was trans¬
mitted from this Office, with instructions to reply thereto.
The officer formerly in charge of the improvement of this
harbor. Major Warren, recommended a channel of at least
200 feet width and 14 feet depth at low water, up to the
wharves, as requisite to meet the wants of the commerce of
New Haven. The present dredged channel above Fort Hale
— lO —
averages but no feet width and 13 feet depth. To widen it
to 200 feet, retaining the depth of 13 feet, would cost about
$10,000, and is represented as being of immediate importance,
and whatever action may be taken upon the project of mak¬
ing a 20-foot channel, this at least should be done.
As regards the expediency of dredging a channel of 20 feet
depth below Fort Hale, owing to the excessively soft nature
of the material of this bar, further experience as to the dura¬
tion ot the channel recently dredged is deemed desirable
before recommending an increase of the depth obtained, an
average of 15 feet.
Very respectfully, your obedient servant,
A. A. HUMPHREYS,
Brigadier-General and Chief of Engineers.
Hon. W. W. Belknap,
Secretary of War.
x
improving 'new haven harbor, connecticut.
Engineer Office, United States Army,
New London, Conn., January 27, 1875.
widening the main channel and dredging it to a
depth not exceeding twenty feet.
The commercial importance of this improvement being
clearly and comprehensively set forth in the memorial to the
members of Congress from the State of Connecticut, pre¬
sented jointly by the harbor-commissioners and a committee
of the Board of Trade of New Haven, nothing further in that
regard seems pertinent. It might be said, however, that
there exists a reasonable probability that the cost of the con¬
templated improvements will soon be returned to the Govern¬
ment in revenue, this result having almost invariably fol¬
lowed a liberal expenditure for increased harbor facilities.
The advantages of this improvement to the shipping inter¬
est are manifest; for with a nearly straight channel 400 feet
wide, and 20 feet deep at mean low water, almost all classes
of ocean-vessels could reach the docks without lowering sail ;
or should wind and tide both be unfavorable, the proposed
breakwater would afford a secure anchorage until, taking
advantage of the turn of the tide, they would be able to make
their way up without assistance.
From previous surveys and reports, the character of the
material to be removed is well known, being, in the upper
— II —
part of the harbor above Fort Hale, a rather compact mud ;
only a small area near the steamboat-dock contains some sand
and shell. A channel having been once cut through this part
of the harbor, little apprehension need be felt of its again
becoming filled.
The material comprising the bar below Fort Hale is not so
well adapted to the maintenance of a permanent channel,
being a soft silt spread out over a large area, rendering prob¬
able a subsidence of the adjoining banks, for a considerable
distance on either side, an occurrence which will tend to
lessen the depth of any channel that may be cut through it.
It would therefore be expedient to make the channel much
wider and deeper than it is expected to remain. Two or per¬
haps three feet additional depth should be given, and from
150 to 200 feet additional width. Hence, for a navigable
channel 400 feet wide and 20 feet deep, the cutting on this
bar should be made 600 feet in width and 22 feet in depth.
Estimate for enlarging the main channel of New Haven Harbor.
Length of cut,
Width of cut,
Depth sought,
Depth dredged to,
Average cross-section,
Cubic yards to be removed,..
Cost at 15 cents per yard,
Bar Below Fort
Hale.
Above Fort Hale.
9,010 feet
600 feet
20 feet
22 feet
4,6223 sq. ft.
42,600
10,990 feet.
400 feet.
20 feet.
20 feet.
3,031! sq.ft.
1,234,000
To make a channel of the same dimensions, and 18 feet deep
at mean low water, would require the removal of 1,846,600
cubic yards, at 15 cents, $276,990.
To make a channel 300 feet wide above Fort Hale, and 450
to 500 feet wide on the bar below, 20 feet available depth,
would require the removal of 2,199,500 cubic yards, at 15
cents, $329,925.
A channel of the same dimensions as the last, and 18 feet
available depth, would require the removal of 1,392,600 cubic
yards, at 15 cents, $208,890.
The total length of dredging in an 18-foot channel would
be 16,500 feet, 3,500 feet less than that of the 20-foot channel.
The estimated cost of dredging per yard, 15 cents, includ¬
ing superintendence, &c., is based upon the current prices for
the past year, which have been unusually low.
in view of the difficulties to be expected in making per¬
manent the channel across the bar below Fort Hale, as well as
the present needs of the shipping interests of New Haven, I
12
respectfully commend to your consideration the smaller esti-
rnates for channels of less capacity. From present informa¬
tion, it is impossible to sa}' to what depth dredging can be
carried in the upper harbor without encountering a harder ma¬
terial than mud. Though apprehending no probable trouble,
the chances must increase with every increase of depth.
It should be remembered that the mean rise of tide in this
harbor is about 6 feet, which would make the i8-foot channel
available at very high tide for vessels drawing 24 feet.
ESTIMATES FOR A BREAKWATER BETWEEN THE EASTERN
SHORE OF THE ENTRANCE TO NEW HAVEN HARBOR AND
SOUTHWEST LEDGE.
The construction of a breakwater at the entrance to New
Haven Harbor is recommended upon the following grounds:
1st. As a harbor of refuge, it would be of great value to the
navigation of Long Island Sound, affording easy access, per¬
fect security, and sufficient depth of water for all classes of
vessels needing its shelter.
2d. Vessels from abroad, arriving at the port of New
Haven, would also be greatly benefited, as secure anchor¬
age would be afforded while waiting for pilots, for a change
of wind or tide, or for assistance from lighters or steam-tugs
in crossing the bar.
3d. In the latter connection, the breakwater would be
especially advantageous, should it be found impracticable
from any cause to enlarge the channel to the extent desired.
LOCATION OF THE BREAKWATER.
Without further examination, I do not feel justified in recom¬
mending any special location, there being three lines which
are deemed worthy of consideration—
1. That indicated in the resolution, and terminating at
Southwest Ledge.
2. A line running nearly east and west, its middle point
resting upon Adam's Fall Rock, about one-half mile north of
Southwest Ledge.
3. A line four hundred yards farther north, running nearly
west from Five-Mile Point.
Each position has advantages, and, before a definite loca¬
tion is decided upon, an examination should be made with a
view to determining these more exactly. Should the first
position be selected, its terminus would be the new light¬
house on Southwest Ledge. Its location, near the sound
channel, would be most convenient for a harbor of refuge.
This position, however, would afford less protection from
— 13 —
southwest winds than either of the others. The line at
Adam's Fall Rock would protect an equally good anchorage-
ground at less expense, while the least costly would be that
from Five-Mile Point.
The following estimates for breakwaters in each of the
above positions are based upon a trapezoidal cross-section,
the sides having a slope of i on i,the wall extending to 4 feet
above mean high water level, and having a top width at the
outer two positions of 6 leet, at the inner position of 4 feet.
Estimates.
First p
Southwest
Ledge to
shore.
osition.
Southwest
Ledge to
0 u i X e s
Ledge.
Second po¬
sition.
Third posi¬
tion.
Length of wall, yards,..
Average height, feet,..
Top width, - feet,--
Average cross-section,.square yards,..
Volume, .. cubic yards,..
Cost, at 3.337 per yard,
1,600
25Í
6
87i
139,600
$465,333
1,100
28
6
106
116,600
$388,667
900
27
6
99
89,100
$297,000
800
*27
4
93
74,400
$248,000
* Two feet allowed for settling.
Reference to the map of New Flaven Flarbor will show that
the third position is much less exposed than the other two,
and a top width of 4 feet seems sufficient. With a less width,
the wall would be liable to suffer damage from floating ice.
I am, general, very respectfully, your obedient servant,
J. W. BARLOW,
Major of Engineers, U. S. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U. S. A.
War Department, February 13, 1875.
The Secretary of War has the honor to transmit to the
House of Representatives copy of communication, with inclo-
sures, from Maj. J. W. Barlow, Corps of Engineers, in further
reply to the resolution of the House of the 21st ultimo, rela¬
tive to the expediency of increasing facilities of commerce in
New Haven Harbor.
Previous report on this resolution submitted to the House
on the 9th instant. WM. W. BELKNAP,
Secretary of War.
— H —
Office of the Chief of Engineers,
Washington, D. C., February 13, 1875.
Sir: In further reply to the resolution of the House of
Representatives of January 21, 1875, in relation to the expe¬
diency of increasing the facilities of commerce in New Haven
Harbor, I beg leave herewith to transmit a copy of a commu¬
nication, with inclosures, from Maj. John W. Barlow, Corps
of Engineers, received at this Office since the transmission of
my letter of the 9th instant.
It appears from this that the proposed width of 200 feet for
the channel above Long Wharf is deemed too small, and that
an increase of width to 400 feet is represented as of great
convenience and of immediate importance.
The cost of carrying a 400-foot channel from Long Wharf
to Tomlinson's bridge, with 13 feet depth at low tide, is esti¬
mated by Major Barlow at $35,000.
By direction of Brigadier-General Humphreys, and in his
absence.
Very respectfully, your obedient servant,
JOHN G. PARKE,
Major of Engineers.
Hon. W. W. Belknap,
Secretary of War.
Engineer Office, United States Army,
New London, Conn., February 9, 1875.
General: I respectfully beg leave to state further on the
subject of my telegram of yesterday, as follows:
The original plan of dredging in New Haven Harbor
called for a depth of 14 feet ; this was afterward modified so
that the dredging in 1871 was to a depth of but 13. A 13-foot
channel, 200 feet wide, already exists as far up as Long
Wharf; from Long Wharf to the New York and New Haven
Railroad dock, with the same depth, the channel is no feet
wide : above this dock the General Government has done no
work; but a small area has been dredged by the steamboat
company in and near the berth of their boats.
To make the 13-foot channel 200 feet wide up to Tomlin¬
son's bridge, where deep water now exists, would require the
removal of 45,370 cubic yards, at 20 cents per yard, amounting
to (including supervision and contingencies) $10,000. If the
channel be only carried up to the railroad dock the cost
would be about $7.000.
— 15 —
It would be a matter of great convenience to vessels wait¬
ing for opportunity to unload to have the channel widened
between Long Wharf and the Steamboat docks.
This could be done as a part of the new project ; and to in¬
crease the width of the channel there to 400 feet, the depth
still being 13 feet, would require about $25,000 additional to
the estimates for a width of 200 feet ; but as this would carry
the channel to within 300 feet of deep water below Tomlin-
son's bridge, it would be desirable to extend the cutting and
make the channel continuous to the bridge. This would re¬
quire an additional excavation of 13,000 cubic yards.
This improvement is recommended for immediate execu¬
tion, and the depth being to but 13 feet, will leave 5 to 7 feet
for subsequent removal, should the new projeet for deepening
the entire channel to 18 or 20 feet be carried out.
The total expense, then, of carrying a 400-foot channel from
Long wharf to the bridge, with 13 feet of water, would
amount to $35,000, which sum could be profitably expended
during the ensuing season.
1 am, general, very respectfully, your obedient servant,
J. W. BARLOW,
Major of Engineers, U. S. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U. S. A.
REPORT OF 1878.
[I*rom the Annual Report of the Chief of Engineers for 1878.]
improvement of new haven harbor, connecticut.
No work has been done at this harbor during the past fiscal
year, as no appropriation was made at the previous session of
Congress.
With the funds appropriated at the last session, the channel
between Fort Hale and Long Wharf will be deepened to i6
feet at mean low-water, and widened from 200 to about 325
feet.
This improvement will afford great relief to the shipping
interests, as it will permit an increased number of vessels to
anchor below the wharves without, as formerly, impeding the
passage of vessels to and from the upper harbor.
New Haven being the largest city in Connecticut, and one
of the largest ports in New England, its commercial import¬
ance justifies the recommendation that greater facilities than
— i6 —
are at present afforded be provided by the government for its
commerce, and in this connection I would respectfully refer
to the Annual Report of the Chief of Engineers for 1875,
Appendix Z. In this report reference is made to a memorial
presented to the members of Congress from Connecticut by
the harbor commissioners and a committee of the Board of
Trade of New Haven, in which is set forth the desirability of
enlarging the ship-channel of the harbor and providing by
means of a breakwater at the entrance, secure anchorage for
the general shipping of Long Island Sound.
This memorial, with accompanying papers, was printed as
House Ex. Doc. No. 162, Forty-third Congress, second ses¬
sion, and contains a large amount of valuable information
relating to the commercial statistics of New Haven.
In referring to the arguments therein given, I respectfully
renew my recommendation that the subject receive favorable
consideration. As a harbor of refuge its position renders it
especially desirable. Being about midway between Throg's
Neck and the Thames River and opposite the widest and most
dangerous portion of the Sound, a breakwater here would
afford a convenient stopping place for that immense and in¬
creasing traffic carried on by means of barges ill adapted to
withstand the severity of the storms which frequently occur
on the Sound. This class of commerce has grown rapidly
during the past few years and would probably receive a fresh
impetus by increasing its security through the provision of
frequent safe resting places along its routes.
The argument has been advanced that a breakwater in the
vicinity of Light House Point would so concentrate and
strengthen the ebb tide as to produce a material scouring
effect on the bar below Fort Hale. Should this theory prove
correct the construction of the breakwater would result in a
diminished expenditure for dredging, and as this would occur
at that part of the harbor where, from the nature of the de¬
posit, frequent dredging is to be expected, the aggregate sav¬
ing would be of great importance.
Estimates were made in January, 1875, for a breakwater at
the mouth of the harbor to cost, according to location, from
$248,000 to $465,000, and for enlarging the main ship-channel
to the city, depending upon the plan adopted, from $208,000
to $416,000.
Should these plans meet with approval, it is recommended
that work on the breakwater be undertaken at an early date,
and for this purpose an appropriation of $100,000 could be
profitably expended during the next fiscal year.
The following amounts have been appropriated for the im¬
provement of this harbor since 1866:
— I? —
July n, 1870, -$15,000.00
March 3, 1871 - 40,000.00
June 10, 1872, 20,000.00
March 3, 1S73, 25.000.00
March 3, 1875, 10,000.00
June 18, 1878 - 25,000.00
$135,000.00
New Haven is the port of entry for the collection-district of
New Haven; the 'amount of revenue collected during the
year ending June 30, 1878, was $290,233.10.
There is a light-house on Southwest Ledge, at the mouth
of the harbor. Fort Hale, two miles below the city, on the
east shore, commands the channel entrance.
commercial statistics.
The Collector of the port presents the following letter and
statistics:
Custom-House, New Haven, Conn.,
Collector s Office, July 11, 1878.
Sir:
********
In reference to the effect of the further improvement of the
harbor I have the honor to say that in my judgment the com¬
merce of New Haven would be very largely increased within
a few years if the channel was widened and the sand-bars
removed, so that larger vessels could come to the dock.
The importance of the harbor as a place of refuge can hardly
be increased, since it is eagerly sought now, but its security
would be increased by a breakwater, and there is no more
important point in reference to the security of vessels than
this in the Sound.
Very respectfully yours,
CYRUS NORTHROP.
J. W. Barlow,
Major of Ettgineers, Brevet Lieutenant-Colonel, U. S. A.
COLLECTIONS.
Duties on imports, $282,267.58
Tonnage dues, 1,593.70
Hospital tax, 2,102.36
Miscellaneous receipts, 4.269.46
3,233.10
No. of foreign vessels arrived from foreign ports, 32
No. of foreign vessels cleared for foreign ports, 17
American vessels arrived from foreign ports, 49
American vessels cleared for foreign ports, ig
Total number of vessels of all classes entered and cleared during the
fiscal year ending June 30, 1878, 1,583
3
- i8 —
Total tonnage, 1,091,459
Estiioated value ot cargoes received, - $1,053,159
Estimated value of cargoes exported, - $3,508,741
Draught of vessels frequenting the harbor, ._io to 20 feet.
No. of vessels of all classes entering the harbor for refuge during the
year, (estiinated) 8,000
Through the courtesy of a number of persons, the following
information relating to the commerce of Long Island Sound,
and bearing upon the subject of a harbor of refuge, has been
received.
The keeper of the Bartlett's Reef light-ship reports the fol¬
lowing vessels as having passed the reef during the year end¬
ing June 30, 1878 :
Steamers, 7,95i
Sloops, - 7,631
Schooners,.- - 21,078
Brigs 327
Barks, 143
Ships, 17
Barges in tow, 934
38,081
The president of the Providence and Stonington Steamboat
Cotnpany estimates the value of merchandise annually trans¬
ported over their two lines to be from $93,000,000 to $124,-
000,000.
The agent of the Fall River line of steamers estimates the
value of merchandise annually carried by that line to be
$36,000,000.
The general manager of the Export Lumber Company of
New York City gives the number of cargoes of lumber arriv¬
ing at that city through Long Island Sound as follows:
• For 1874, 867. For 1875, 916. For 1876, 755. For 1877, 808.
These cargoes are estimated at from 150,000 to 175,000 feet
each ; ahso, of coal and plaster, 100 cargoes per annum of
about 250 tons each.
Capt. C. H. Townsend, of New Haven, estimates the quan¬
tity and value of coal, iron, and fish annually carried through
the Sound as follows :
Coal, 2,000,000 tons, valued at $g,000,000.00
Iron, valued at - 5,000,000.00
Fish (shell and scale), valued at 7,500,000.00
Messrs. DeForrest & Hotchkiss, lumber merchants of New
Ma ven, present the following estimate:
Lumber received at New Haven, through the Sound, during the last ten years,
from 40,000,000 to 50,000,000 feet annually, valued at $1,000,000.
- 19 —
The New York and New Haven Steamboat Company esti¬
mates the value of merchandise transported by their line at
$60,000,000 to $75,000,000 annually.
F. P. Avery, Esq., ship-chandler at New Haven, estimates,
by reference to memoranda in his possession, the number of
vessels arriving at New Haven as follows:
lo sail-vessels per day, 3.650
5 barks in tow, per day, 1,825
6 steamers, per day, 1,919
7,394
The following " Return of vessels which have passed by or
in vicinity of light-house on Southwest Ledge during the
year ending 30th day of June, 1878," is presented by Mr. E.
Thompson, principal light-keeper :
Ships.
Barks.
Brigs.
Schooners.
Sloops.
Steamers.
Total.
25
31
209
5,614
1.745
4,I8I
10,378
These statements are only a partial exhibit of the commerce
of the Sound, as a number of steamboat lines are not men¬
tioned, and but a fraction of the traffic carried on by sailing-
vessels and barges is included.
In this connection it is pertinent to again refer to the report
on New Haven Harbor printed as House Ex. Doc. No. 162,
Forty-third Congress, second session, and to invite atten¬
tion to the facts and conclusions presented by the Hon. H. G.
Lewis, mayor, in his letter dated February 5, 1875.
The views of Prof. W. P. Trowbridge and Capt. C. H.
Townsend, together with other information- therein, will be
found of special interest in their bearing upon the statistics
of this harbor, and the desirability of its further improve¬
ment.
Money Statement.
July I, 1877, amount available, $2,612.23
Amount appropriated by act approved June 18, 1878, 25,000.00
27,612.23
July I, 1878, amount expended during fiscal year, 467.61
July I, 1878, outstanding liabilities, 200.00
667.61
July I, 1878, amount available, 26,944.62
Amount (estimated) required for completion of existing project :
Breakwater 400,000.00
Dredging, 180,000.00
Amount that can be profitably expended in fiscal year ending June
20, 1880 100,000.00
STATISTICS.
The proposed improvements of New Haven Harbor are in
continuance of work which has been already commenced.
There are now the beginnings of a breakwater at the mouth
of the Harbor, formed when the Light-house was moved from
the coast rock to the Southwest Ledge. Slight as this is, it
to-day serves as a shelter for smaller craft, and the extent to
which it is used shows the necessity of its completion so as to
be of value to the larger vessels with which the Sound is
crowded.
The object that the above memorialists have in view, is to
make of New Haven a harbor of refuge for Sound commerce.
It is now, and has for many years been, the refuge of storm-
stressed vessels through the Sound, and during every storm
is full of vessels anchored till fair weather. As now pro¬
vided, such vessels have to come up the harbor over the bar,
in order to gain a place of safety. It is proposed by the
building of a breakwater, and b}' what dredging is inciden¬
tally necessary for that purpose, to afford such a place of
shelter to these vessels in time of long storms, as will be of
easier access than the harbor itself, and from which they can
escape without the help of pilot or tug. Now they are
often obliged to use both, after a day's rest in the upper part
of the inner harbor. With a view of showing the necessity
of such a harbor of refuge on this coast, the following opin¬
ions and statements from persons interested in and acquainted
with the needs of that commerce are appended, with some
statistics of the general commerce of the Sound and of New
Haven Harbor itself.
— 21 —
improvement of new haven harbor, connecticut.
Engineer Office, United States Army,
Neiv London, Conn., February 8, 1875.
General : The inclosed letter, written by Mr. W. P. Trow¬
bridge to Hon. Henry G. Lewis, mayor ot New Haven, has
just been received, and is herewith respectfully transmitted,
with a request that it be filed with the papers relating to the
improvement of New Haven Harbor which were forwarded
with my letter of the 6th instant.
This letter is specially worthy of consideration, inasmuch
as the writer should be largely qualified to investigate the
questions at issue, from his long residence in New Haven,
his connection with its harbor-commission, and his former
study and experience upon works of this character, while an
officer of the Engineer Corps. His views with respect to
the importance and economy of the project are concurred in.
These were discussed somewhat in detail in my report of
the 27th ultimo.
I beg to mention that my letter to Mayor Lewis, asking for
statistics, &c., with reference to New Haven, should have
accompanied the papers sent to the Department on the 6th
instant. A copy is now respectfully forwarded.
i ara, general, very respectfully, your obedient servant,
J. W. BARLOW,
Major of Engineers.
Brig. Gen. A. A. Humphreys,
Chief of Engineers, Cf. S. A.
New Haven, Conn., February 5, 1875.
Dear Sir: During the three years that I have been a
member of the harbor-commission of New Haven Harbor, I
have had very good opportunities of studying the various
questions of engineering and commerce connected with the
improvement of the harbor, and am convinced that the gen¬
eral interests of commerce may be greatly advanced by judi¬
cious expenditures in deepening the channel and constructing
a breakwater from the Light-House Point to Southwest
Ledge.
The work of deepening the channel will require only the
use of the dredge, and the breakwater may be of the most
simple character, merely rocks thrown into the water.
The expenditures for both these will, I feel confident, be
returned to the country in a very short time, in the reduction
of shipping expenses, the advancement of shipping interests.
22 —
and the establishment of new lines of inland commerce at re¬
duced cost of transportation resulting from a largely increased
foreign and coastwise trade. Of the secondary harbors of the
Atlantic coast, I do not know of one which presents such re¬
markable inducements to a wise expenditure for its improve¬
ments as are found here.
The commercial rank of a nation depends greatly upon the
number and excellence of its harbors, and that of New Haven
may readily be made of more than secondar}' importance.
It is impossible, moreover, for a people to attain the most
favorable conditions of economy in the transportation of
goods to and from the seaboard, unless they utilize those
points of entry which give the shortest routes for such trans¬
portation. In this respect I believe the advantages of New
Haven Harbor have been overlooked, and have- no doubt,
that if the improvements contemplated are carried out, the
commerce of the port may be quadrupled in ten years.
It is an admitted principle that the values of harbors on the
sea-coast are proportioned to the cube of the depths of their
channels of entrance, a principle which if applied here will give
nearly the increase which I have mentioned, although that
estimate is based on other and more general considerations.
The facilities for unloading and loading vessels can be made
to keep pace with any rate of increase or commerce, because
the inner harbor consists of natural basins which, with a little
care and improvement, may be converted into docks, corres¬
ponding to those which in some of the commercial ports of
Europe are entirely artificial and have been constructed only
by the expenditure of millions of dollars.
Yours, very trul}',
W. P. TROWBRIDGE.
Hon. H. G. Lewis, Mayor of the City of Neiv Haven.
New Haven, February i, 1875.
Sir: Agreeably to your honor's request to collect statistics
of the number of vessels which would be benefited by the con¬
templated improvement to the harbor of New Haven, to wit,
the erecting of a breakwater and deepening the channel to
the wharves to 20 feet at mean low water; also the amount of
tonnage which has entered the harbor for the past year and
for a number of previous years, and the probable increase in
the same were necessary facilities afforded to commerce, &c.,
I inclose herewith for your honor's approval estimates made
by E. Pendleton, Esq., United States deputy collector of cus¬
toms, assisted by Coastwise Inspector Lane, Messrs. H. Pres-
— 23 —
cott and P. P. Avery ; and as you have said any other points I
might deem important to mention would be interesting, 1
therefore make brief notice of what will, in my opinion, make
the contemplated improvement of great utility to foreign and
domestic Commerce ; my opinion being based on a personal
observation, dating back more than a quarter of a century, a
large portion of the time in command of packet-ships and
ocean-steamers plying between New York and ports of West¬
ern Europe.
You are aware of the serious obstacle ice is to nearly all our
bays and rivers north of Cape Henry. Philadelphia and
New York navigation is much delayed on account of fresh¬
water ice, the latter port in particular. Huge masses form
up the North River, drift down and block the Narrows
between Staten and Long Islands, often turning vessels from
the entrance via Sandy Hook to the eastern entrance via
Long Island Sound, where the salt-water ice is much easier
penetrated. In my opinion, the day is not far distant when
the city of New York will cover a large part of Westchester
County, the Harlem River will be made a grand canal, fit to
accommodate ships of the largest class, and Long Island
Sound will then be to New York what the lower bay now is,
an outer roadstead in which the combined navies of the world
can rendezvous and maneuver.
We must not lose sight of the other causes besides ice which
will force commerce to New York via the Sound. The baV at
Sandy Hook has but 22 feet water at mean low tide ; heavy
steamers and iron-clad men-of-war draw from 20 to 28 feet.
The Hudson River, New York Central, and Harlem Rail¬
roads now connect with Port Morris, a point forty miles
nearer Queenstown than the Cunard docks are via Sandy
Hook; and again we only have about ten miles railroad to
build to connect with the great West via Poughkeepsie ; also
the great route from New York to Montreal and Quebec is
through New Haven, which route will eventually attract
ships from England and ports on the continent that now land
their cargoes in winter (when the Saint Lawrence is closed
from October to May), at Boston and Portland.
Taking these and other reasons too numerous to mention
into consideration, the time has come when a port of refuge
on this part of the coast is needed for the general beneiit of
commerce, and we must not lose sight of the fact that a large
amount of our coal transportation which was in former times
done in first-class coasting-vessels is now done in slight canal-
boats and river-barges which require protection, which
should be given them at the entrance of our harbor by build¬
ing a breakwater of simple riprap, the material for which lies
in the greatest abundance close at hand, and can be put in
— 24 —
place at comparatively small cost, and the many rocks off the
entrance ot the port which the Government has contemplated
moving might be utilized by filling over them and thereby
save material and the enormous expense of blasting and
removing the debris.
Hoping this hasty report will meet with your approbation,
I remain yours, very respectfully,
CHARLES H. TOWNSEND.
Hon. H. G. Lewis, Mayor of the City of New Haven.
New Haven, February i, 1875.
Dear Sir: Appreciating your endeavors to interest our
Government in the improvement of our harbor by "deepen¬
ing the channel and for a breakwater therefor," it has occur¬
red to me that it would not be amiss for myself, having had
my place of business on Long Wharf, and engaged in the
shipping business for nearly fifty years, to say that, setting
aside the importance for the shipping belonging to this port,
that this improvement is needed for the increased import¬
ance as a place of refuge for vessels passing through Long
Island Sound in stormy weather and head-winds. Our har¬
bor is now greatly resorted to by such vessels; but to a great
extent they are obliged to come so far up the harbor that
often it is overcrowded, and the channel so narrow that it is
very often difficult for outward and inward bound vessels to
go up or down the harbor. This would be avoided if the
breakwater was built, and vessels then would anchor near the
mouth of the harbor, and could easily come into or go out
thereof, and it would afford such a refuge that it would always
be sought in bad weather. Even now, we often see very
large numbers anchoring for a harbor; sometimes a hundred
vessels lie at anchor, bound east or west. I say nothing of
the hundreds coming to deliver their cargoes or departing ;
that, statistics show.
Yours, truly, THOMAS R. TROWBRIDGE.
Hon. Henry G. Lewis.
The following letter from Wm. H. Göodspeed, Esq., mana¬
ger of the Connecticut River Steamboat Company, and
largely interested in commerce, has' been addressed to the
Hon. James Phelps, member of Congress for this District,
showing the interest taken by commercial men of that section :
— 25 —
Goodspeed's Landing. Conn., January, 1879.
Hon. James Phelps:
My Dear Sir: Our New Haven neighbors are asking, I
hear, for an appropriation for a Breakwater at the mouth of
their harbor. I think they ought to succeed. It is no local
affair. Every vessel owner of Connecticut, Rhode Island,
Massachusetts and Maine, and every navigator that passes
over the Sound to New York, is interested in it.
The small harbor of New Haven is the only one of any
note on the north shore of Long Island Sound, between New
York and New London, with a suitable anchorage at its mouth.
The capacity of the harbor would be greatly increased, and
it would add greatly to the convenience and safety of prop¬
erty and lives that pass over the Sound. Hoping you will
think well of this undertaking, and favor an appropriation
for it,
I remain, &c.,
W. H. GOODSPEED.
Office of the "Providence Washington Ins. Co.,"
Providence, January 18, 1879.
Charles Peterson, Esq., President, New Haven.
Dear Sir: I am glad to see that the Government is deep¬
ening and improving the Harbor of New Haven, and I trust
the project of building a breakwater, which has been talked
about, will now be carried out.
The number of vessels now running through Long Island
Sound is so immense that it seems to me of the greatest impor¬
tance that there should be some harbor of refuge for them.
There is a very long stretch in the Sound, where there is now
absolutely no chance for them to get shelter, and I should feel
much safer in writing these coasters if there were another
safe port which they could easily make in a storm. New
Haven is just in a position to be most useful in this way, and
I trust the plan will not be allowed to fail.
I am very sure that all the Eastern vessel owners and under¬
writers would agree with me as to the importance of this
undertaking, and would join me in the hope that no efforts
should be spared to carry it through.
Very truly yours,
J. H. DeWOLF,
President.
4
STATISTICS OF CUSTOM HOUSE AT NEW HAVEN,
For the Five Years 1874, '75, '76, '77, '78.
No. of vessels entered from foreign ports,
No. of vessels cleared for foreign ports,
No. of vessels entered coastwise (steam),
" " " (sail),.
Totals,
Value of foreign merchandise imported,
Value of goods exported to foreign ports,..
Duties on foreign imports, and miscellaneous
fees,
1874.
1875.
1876.
1877.
1878.
Totals.
83
108
85
77
84
437
43
48
46
41
35
213
437
448
835
864
713
3.297
I2t
220
240
135
120
836
558
824
1,206
1,117
952
4.783
Value of
Exports and
Imports,
$1.117.347
$1,034,070
$1,071,629
$1,133,036
$998,651
$5.354,733
1.347.772
3,604,277
3.003;355
7.590,356
2,853.659
18,399,369
Collections.
$378,128
$350,339
$409,048
$298,028
$312,805
$1,748,348
to
on
THE LAST TWENTY-FOUR YEARS.
[The following Table will show the Collections at the Port of New Haven for the twenty-four years ending Dec. 31, 1878.]
1855. $230,325
1856. 286,875
1857, 280,510
1858, 198,445
1859 - 163.363
i860, 144,72 t
1861 86,687
1862, 220,362
1863,-- $245.423
1864, 184,884
1865, 284,391
1866, 286,804
1867, 288,055
1868, 267,467
1869,- 261,411
1870 325.303
871, $300,644
872, 222,236
873, 344.059
874 378,128
875, 350,339
876, 409,048
877, 298,028
878, 312,805
Total $6,344,304
— 27 —
The following letter from the Deputy Collector of the
Port, explains some of these figures:
Custom House, New Haven, Conn.,
January 20, 1879.
Captain Charles H. Townsend :
Dear Sir: I herewith hand you Schedule marked No. i,
being a statement in gross of the customs receipts for the
years 1877, As there is an apparent falling off in the col¬
lections from some previous years, I would state, that during
the period above named, there were entered at this port,
merchandise—chiefly sugars—the rates of duty on which
being so high, prevented their being taken for consumption
and causing them to be exported to Canada, the duties on
which, if it had been collected here, would have amounted to
$178,078.67—in addition to what has been collected.
Very respectfully, &c.,
E. PENDLETON,
Deputy Collector.
Estimates of the number of Vessels, from foreign ports and coastwise, that have entered
New Haven Harbor and discharged their cargoes during
the year ending Dec. 31, 1878.
At N. Y., N. H. & H. R. R. Wharf-
Sail and Barges, 1332
Steam, goo 2232
At N. H. & N. Co. Wharf-
Sail and Barges, 1200 1200
At Long Wharf—
From Foreign ports, 80
Coastwise, 670 750
At Derby and other wharves, 850
5032
These vessels have brought merchandise of every character,
including, at the N. Y., N. H. & H. R. R. Co. wharves alone,
254,000 tons of coal; and at one private wharf from five to
seven million feet of lumber and 25,000 tons of coal.
Over one thousand private cargoes of coal are discharged
at the wharves of the city, annually.
— 28 —
Vessels passing through the Sound.
The tollovving Tables give the amount of shipping passing
through the Sound, to be benefited by such a harbor of
refuge.
U. S. Lighthouse Establishment. )
Form 57. j
Annual Returns of Vessels which have passed by or in vicinity of Lighthouse at
South West Ledge during the Year ending yath day of June, 1878.
Date.
Quarter-year
ending—
No. of
Ships.
No. of
Barks.
No. of
Brigs.
No. of
Schooners
No. of
Sloops.
No. of
Steamers.
Total No.
Vessels
during Year.
March 31,
5
9
69
1479
591
1222
3375
June 30,
10
9
72
1656
412
II70
2004
Sept. 30,
5
7
31
1088
363
8i6
2310
Dec. 31,
5
6
37
1391
379
973
2689
Totals,
25
31
209
5614
1745
4181
10378
remarks.
Capt. Townsend—During the sixteen years that I have
had charge of the lighthouse, 1 do not think that this record
comes quite up to the average number each year during that
time. Yours respectfully,
ELIZUR THOMPSON,
Principal Light Keeper.
Little Gull Island, )
July 13th, 1878. S
Sir—This is a record of the passing vessels, as appears at
this station.
Commencing
October i, 1869.
No. of
Ships.
No. of
Barks.
No. of
Brigs.
No. of
Schooners
No. of
Sloops.
No. of
Steamers.
Total No.
Vessels.
Until Jan. i, 1870
46
16
184
5999
806
741
7792
" 1871
144
115
8gi
18211
2701
3650
25712
" " 1872
33
122
763
15261
2866
3930
22975
" 1873
27
130
719
20961
3303
4543
29683
" 1874
19
68
445
21441
3038
4541
30552
" 1875
35
72
409
16956
1945
4998
24315
•' " 1876
14
59
276
12852
924
4497
18622
" " 1877
24
48
253
11648
460
4533
16966
'• 1S78
21
70
236
13366
605
4638
18936
End. June 30. '78
2
60
140
4986
287
764
6239
Total
365
760
4316
141681
16935
36835
200892
Yours respectfully,
HENRY P. FIELDS, Keeper.
Mr. Chas. H. Townsend, New Haven, Conn.
-29 —
New Haven's Rank as Coast Port of Entry.
In the Report of the Register of the Treasury for the year
ending June' 30, 1877, page 418 of Finance Report, we find
receipts from the various custom ports of the coast.
New York - - $91,056,961.97
Boston 12,815,683.60
Philadelphia, - - 6,501,927.76
B,altimore, 3,620,162.60
New Orleans, 1,654,057.59
St. Louis,--- - 1,398,632.22
Chicago - 1,372,798.73
San. Francisco 7,489,997.92
New Haven,- 366,339.58
Making New Haven the ninth in rank of sea-coast ports of
entry in the entire country.
Two inland ports of entry come between Chicago and New
Haven.
Vermont, $499,190.00
Oswego, N. Y., 442,819.61
Making New Haven the eleventh in the list of all the custom
districts of the country.
In 1875, New Haven's rank in the same list was thirteenth,
Portland, Me., and Buffalo, N. Y., intervening.
We also present a condensed statement of reports made at
the annual meetings of the United States Menhaden Oil and
Guano Association, showing the extent and importance of the
menhaden fishing and business. The statement of the United
States Menhaden Oil and Guano Association shows what has
been done in this line for six years past, and is as follows:
Condensed Statement of Reports made at the Annual Meeting of the U. S. Menhaden
Oil and Guano Association since its organization.
No. of factories,
No. of sail vessels,
No. of steamers,
No. of men employed.
Capital invested,
No. of fish caught,
Gallons of oil made, -
Tons of guano made, .
No. of factories,
No. of sail vessels,
No. of steamers,
No. of men employed.
Capital invested,
No. of fish caught,
Gallons of oil made, .
Tons of guano made,.
1873-
1874.
1875.
62
64
60
383
283
304
20
25
39
2,306
2,438
2,633
$2,388,000
$2,500,000
$2,650,000
298,275,000
492,878,000
563.327.000
2,214,800
3.372,837
2,682,487
36,299
50.976
53.625
1876.
1877.
1878.
64
56
56
320
270
279
46
63
64
2.758
2.631
3.337
$2,750,000
$2,047,612
$2,350,000
512,450,000
587,624,125
767,779,250
2,999,060
2,426,589
3.809,233
51,245
55.244
55.164
— 30 —
The menhaden fishery extends from Chesapeake Bay to
Maine, and about one-third of the entire business is done
from Lonji Island to Narragansett Bay and east of Milford,
Conn. We give below commercial statistics for the year
ending June 30, 1878:
Commercial Statistics.
Stonington. N. London. N. Haven.
No. foreign vessels arrived from for¬
eign ports,
I
14
32
No. foreign vessels cleared for foreign
ports,
I
10
17
American vessels arrived from foreign
ports,
2
19
49
American vessels cleared for foreign
ports, —.—
2
10
19
Total No. of vessels of all classes en¬
tered and cleared during the fiscal
year ending June 30, 1878, -
633
84
1583
Total tonnage,
1,079,185
20,t34
1,091,459
Estimated value of cargoes received,.
$22,378,440
$255,987 1
11,053,159
Estimated value of cargoes exported.
$21,940,000
$75,390 t
13,568,741
No. vessels of all classes entering the
harbor for refuge during the year,..
2,250
8,000
No. vessels passed lightship,
21,430
10,378
Draught of vessels frequenting this
harbor,
3 to 14 ft.
20 ft.
Bridgeport.
Southport.
Norwalk.
No. foreign vessels arrived from for¬
eign ports,
No. foreign vessels cleared for foreign
ports,
American vessels arrived from foreign
ports,
American vessels cleared for foreign
ports, — - -
Total No. of vessels of all classes en¬
tered and cleared during the fiscal
year ending June 30, 1878,
Total tonnage,
Estimated value of cargoes received.
Estimated value of cargoes exported.
Draught of water,
No. of all classes entering the harbor
for refuge during the year,
25
23
7,229
1,269,632
25,181,100
24,147.000
Î ft. mean.
1,000
200
2,500
$110,000
$125,000
1,097
98,795
$2,250,000
■¡yi ft. av.
(It will be inferred from the above that Bridgeport's re¬
ceipts are fifteen or twenty times larger than New Haven's,
which is explained by the fact that the total valuations of car¬
goes from all sources, steamers and otherwise, are lumped
together. Taking the same basis for New Haven, the valua¬
tion would be from $70,000,000 to $90,000,000. The same re¬
mark applies to the Stonington case).
AT DOCKS IN NORWICH.
" The following is the statement of merchandise received
by the Norwich and Worcester railroad, at their docks in Nor¬
wich, for the year ending May 30, 1878:
"Three hundred and seventy-five vessels—coal, sand, steel,
etc., 115,000 tons. Average 300 tons burthen; 40,000 tons
promiscuous freight—cotton, wool, rags, flour, etc., 40,000
tons.
" We receive vessels at Allyn's Point with coal principally,
7 miles below, with 12, 14 and 15 feet draught of water, which
would come to Norwich if depth of water would permit,
thereby receiving greater dispatch and increasing the volume
of coal-carrying business which is driven to other routes in
consequence of not being able to charter carrying craft ot
proper draught of water tor Norwich.
" There is received here by dealers in coal and lumber,
brick, &c., as follows: 100,000 tons of coal, 2,000,000 to
4,000,000 feet of lumber, and 2,000,000 brick and over, and
other merchandise, such as flour, grain and feed, which can¬
not be accurately estimated, but will count in aggregate very
largely, and amount to a great many thousand tons."
The statistics for the same period, of the commerce of the
Housatonic river, are as follows: Total number of vessels of
all classes entered and cleared during the fiscal year ending
June 30, 1878, 126; total tonnage, 25,200; estimated value of
cargoes received, $i 10,000 ; estimated value of cargoes ex¬
ported, $5,000 ; draught of water, 7 feet; number of vessels
of all classes entering the harbor for refuge during the
year, 50.
Values carried annually by the principal lines of Steamers through Long Island Sound.
HOUSATONIC RIVER.
Commerce in the Sound.
New Bedford Steam & Packet Co.,
Norwich & New London,
Hartford & Saybrook lines,
Bridgeport lines,
Norwalk lines,
$25,000,000
50,000,000
43,000,000
20,000,000
5,000,000
3,000,000
70,000,000
100,000,000
36,000,000
Long Island ports east of New Haven,...
New York & New Haven Steamboat Co.,
Providence & Stonington Co.,
Fall River
APPENDIX.
4
In the early part of this year, (1879) public attention was
again called in New Haven to a subject which had for some
time been in the minds of many of its citizens, the necessity of
the permanent improvement of the harbor. The result was,
after private and public discussion, the passage by the Com¬
mon Council of the city on the 21st of January, of the joint
resolution appended, by which the appointment of a commit¬
tee to consist of three citizens, two aldermen and two council-
men, was authorized. This committee consisted on the part
of the citizens of the Hon. N. D. Sperry, the Hon. H. G.
Lewis, and Chas. H. Townsend, Esq. ; on the part of the
Board of Aldermen, of Messrs. Geo. M. Harmon and William
Fuller; and on the part of the Board of Councilmen, of
Messrs. M. F. Tyler, and Geo. R. Cooley.
Of this committee, Mr. Townsend went almost immediately
to Washington, and the rest of the committee followed on
the 4th of February. The pamphlet, of which this is an
appendix, had been prepared to show the demands of the
city from a business point of view, and its relative commer¬
cial and industrial position.
Upon the arrival in Washington, it was found that the sub¬
committee to which the river and harbor appropriations bill
had been referred had just reported it to the whole-commit¬
tee, and that New Haven had been entirely omitted from the
list of cities and towns where improvements were ordered.
By the efforts of this special committee and Hon. James
Phelps, Representative from this district, before the members
of the sub-committee, the bill was recalled and the gentlemen
from New Haven were heard on their petitions. The result
was that an appropriation of thirty thousand dollars was
made for the purpose of building, or commencing a break¬
water at the mouth of the harbor, and seven thousand five
hundred dollars for continuing the work of dredging the
channel. This appropriation was made in the bill as it
passed both Houses, and was finally approved by the Presi¬
dent on the third of March, 1879.
—34—
JOINT RESOLUTION,
Presented in Board of Aldermen, Jan. 6, 1879, by
Alderman Harmon.
Court of Common Council, )
City of New Haven, January 6, 1879. |
Whereas: It is of great importance to the City of New
Haven that its harbor should be improved, and the Congress
of the United States have that matter under consideration,
and it is expected that plans for such improvemènt will soon
be adopted, and appropriation made to carry the same into
effect ; therefore.
Resolved : That a committee consisting of His Honor the
Mayor, as Chairman, one Alderman, one Councilman and
three citizens, be appointed to cooperate with the United
States Government relative to such improvement of said
harbor. That the reasonable expenses of said committee be
audited by the Mayor and paid by the City from the Contin¬
gent Fund, and that the Mayor appoint said Alderman and
citizens on said committee.
Board of Aldermen, January 6, 1879.
Read and passed unanimously, a yea and nay vote being
taken.
Alderman George M. Harmon, citizens Henry G. Lewis,
N. D. Sperry and Chas. H. Townsend, were appointed.
CHAS. T. MORSE, City Clerk.
Board of Councilmen, January 13, 1879.
Amended to read two Aldermen and two Councilmen,"
and as amended passed unanimously. Councilmen M. F.
Tyler and Geo. R. Cooley, appointed.
Board of Aldermen, January 20, 1879.
Read as amended by Board of Councilmen, and as so
amended adopted. Alderman William Fuller appointed to
fill the committee on the part of this Board.
CHAS. T. MORSE, City Clerk.
City of New Haven, January 21st, 1879.
Approved.
H. B. mGEl.0 W, Mayor.
Attest: CHAS. T. MORSE,
City Clerk.
— 35 —
Note.—During May and June following preliminary exam¬
ination of site for the Breakwater was made, but for reason
unknown to the Committee, the Government did not author¬
ize Major Barlow to invite bids for dredging the channel and
construction of a breakwater, until after his Annual Report
to the Chief of Engineers. In this report $150,000 for Break¬
water, $50,000 for dredging is asked, which was made on the
15th of July.
On the 15th of August, the following advertisement ap¬
peared in the New Haven Journal and Courier and other
local papers. Copies of same were sent to parties interested.
PROPOSALS FOR DREDGING AND FOR
RIP-RAP GRANITE.
Engineer Office, U. S. A., 1
New London, Conn., August ']th, 1879. j
Sealed Proposals will be received at this office until 11 a.
m. on the 28th da)' of August, 1879, follows:
Dredging.
New Haven Harbor, Conn. ; Bridgeport Harbor, Conn. ;
Norwalk Harbor, Conn.; Port Jefferson, L. I., N. Y.
Rip-Rap Granite For Breakwater.
At Stonington Harbor, Ct. ; at New Haven Harbor, Conn.
Specifications and blank forms for proposals and guaranty
will be sent on application to this office.
J. W. BARLOW,
Major of Engineers, U. S. A.
CONSTRUCTION OF BREAKWATER AT
NEW HAVEN, CONN.
Advertisement.
Engineer Office, U. S. A., No. 91 State Street, 1
New London, Conn., August 'jth, 1879. )
Sealed Proposals will be received at this office until 11 a.
M. on the 28th day of August, 1879, R'P Granite
delivered at New Haven Harbor, Conn.
Specifications and blank forms for Proposals and Guaranty,
will be sent on application to this office.
The envelope transmitting a bid should be endorsed " Pro¬
posals for Rip Rap Granite at New Haven Harbor," and
enclosed in another addressed to J. W. BARLOW,
Major of Engineers, U. S. A.
— 36 —
Specifications.
(1) Rip Rap Granite is required for a breakwater at the
entrance to the harbor, upon a line from Southwest Ledge to
Quixes Ledge, (subject to a possible change either to a line
resting on Adams Fall Rock, or to one running west from
Light-House Point). Work will commence at the western
end, and extend in an easterly direction as far as the availa¬
ble funds will allow. The depth along this line, at mean low
water, is about twenty (20) feet.
(2) The breakwater will be built with a width on top of
twelve (12) feet; the slope on the seaward side will be one on
two (i on 2) ; on the harbor side one on one (i on i). It is to
be carried up to twelve (12) feet above mean low water. The
stone can be delivered from the deck of a vessel with an ordi¬
nary spar derrick, but the pieces must be placed with care,
especially above low water, to insure compact work and rea¬
sonably smooth surfaces. No stone must be put more than
fifty (50) feet beyond the finished portion, and must be deliv¬
ered within certain lines, established by piles or ranges, under
the direction of an Inspector. No part of the work will be
accepted until completed to the full dimensions. The con¬
tractor must in person or by an agent superintend the con¬
struction of the work.
(3) The amount available for this work is thought to be
sufficient to secure the delivery of about twenty-five thou¬
sand (25,000) tons of stone.
(4) The quality of the granite, as to durability, must be of
the best. The blocks must be as nearly cubical as possible,
the smallest diameter in no case being less than one-third (^)
of the greatest, and no block of less than one-half (^) ton weight
will be received, the average being one and one-half (1^) tons.
• (5) The location of the work is exposed to storms from the
east, south and west.
(6) The mean rise of the tide is about six (6) feet.
(7) The machinery and appliances used must be of «a size
and kind adapted to this work. Proper moorings must be
provided by the contractor for holding the vessels while de¬
livering material.
(8) The time of doing the work must not exceed six (6)
months, and it must be completed on or before June 30, 1880.
(10) The monthly rate of progress must from the beginning
at least equal the average monthly rate for the whole period
in which it is proposed to do the work, and if the months of
December, January and February be included in this period,
they must be omitted in determining the average monthly
rate.
(10) Payment for doing the work will be per ton of twenty-
two hundred and forty (2240) pounds of stone placed in the
— 37 —
finished portion of the work, and will be made monthly as the
work is accepted.
(11) Measurement—The vessels to be used by the contrac¬
tor will be gauged under the supervision of an Inspector,
appointed by the Engineer in charge, by weighing stone into
them and placing marks to indicate the draught both when
loaded and unloaded. The gauging will be at the expense of
the contractor.
(12) All work done will be subjectéd to a rigid inspection
by an Inspector appointed by the Government, and all that
does not conform to these specifications will be rejected.
The contractor will transport the Inspector irom Light
House Point to the work and back, when required.
(13) In case of any doubt as to the meaning of the specifi¬
cations the decision of the Engineer in charge shall be con¬
sidered the correct one, and shall be final.
General Information for Bidders.
1. All bids must be made in duplicate, upon printed forms
to be obtained at this Office.
2. The guaranty attached to each bid must be signed by.
two responsible guarantors, to be certified to as good and
sufficient guarantors by a U. S. District Attorney, Collector
of Customs, or any other officer under the United States
Government, or responsible person known to this Office.
3. When firms bid, the individual names of the members
should be written out, and should be signed in full, giving
the Christian names ; but the signers may, if they choose,
describe themselves in addition as doing business under a
given name and style as a firm.
4. All signatures must have affixed to them seals of wax or
wafer.
5. The place of residence of every bidder, with County and
State, must be given after his signature, which must be writ¬
ten irk full.
6. All prices must be written as well as expressed in figures.
7. A percentage of ten (10) per centum will be retained
from each payment until the completion of the contract;
except where (as in cases in which no payment is to be made
until the work is completed), such percentage may, in the
opinion of the officer in charge, properly be dispensed with.
8. The contract which the builders and guarantors promise
to enter into shall be, in its general provisions, in the form
adopted and in use by the Engineer Department of the Army,
blank forms of which can be inspected at this office, and will
be furnished, if desired, to parties proposing to put in bids.
Parties making bids are to be understood as accepting the
terms and conditions contained in such form of contract.
-38-
9- Reasonable grounds for supposing that any bidder is
interested in more than one bid for the same term will cause
the rejection of all bids in which he is interested.
10. The United States reserves the right to reject any and
all bids; also to disregard the bid of any failing bidder or
contractor known as such to the Engineer Department.
11. The bidder must satisfy the United States of his ability
to furnish the materials or perform the work for which he
bids.
12. Transfers of contracts or interests in contracts, are pro¬
hibited by law.
13. In submitting proposals, the sealed envelope must be so
indorsed as to indicate before being opened the particular
work for which the bid is made.
14. Any failure to commence work on the day specified, or
to prosecute thereafter at the rate and in the manner required,
will be considered to allow the United States to annul any
contract made and declare a forfeiture of all reserved percent¬
age or other dues, or to allow the United States, at the option
of the Engineer in charge, to carry on the work at the
expense of the other party to the contract, and to render him
and his sureties liable for any increase of cost over that pro¬
posed and agreed upon.
15. No member of Congress, officer or agent of the govern¬
ment, nor any person employed in the public service, will be
permitted to have any share in any contract made to do this
work.
16. Proposals and guaranty must be made in duplicate, and
none will be considered unless upon blanks furnished from
this office attached to the accompanying advertisement and
these specifications.
17. A firm will not be accepted as a surety, nor will a part¬
ner be accepted as surety for a co-partner or for a firm of
which he is a member.
18. An officer of a corporation will not be accepted as
surety for such corporation. •
19. Further information may be had by applying in person
or by letter to this office, where maps of the locality may be
seen ; but bidders are expected to visit the locality and deter-
mine'everything themselves, and must include the effect of
all contingencies in the proposed price.
— 39 —
Note.—On the 28th of August aforesaid and agreable to
the terms in advertisement for bids for dredging and con¬
struction, the following proposals were opened at the U. S.
Engineer Office in New London, Conn.
Rip-Rap Granite, New Haven Harbor, per ton.
Francis H. Smith of New York, 89 cents; F. K. Ballou,
Boston, 97 cents; John Beattie, Leete's Island, 91 cents;
Ingerson & Moulthrop, New London, 93 cents.
Dredging, New Haven, per cübic yard.
William Flannery, New York, 15 cents; H. N. & A.J.
Beardsley, Bridgport, pf cents; Morris & Cummings Dredg¬
ing Co., New York, 14-^^ cents; Geo. C. Fobes & Co., Balti¬
more, I5f cents.
The Committee are informed that the bid for Rip Rap
Granite was awarded to F. H. Smith, of New York, at 89
cents per ton, and the dredging to H. N. & A. J. Beardsley,
of Bridgeport, Conn., at pf cents per cubic yard.
A Board of Engineers, consisting of Generals Towey,
Newton and Abbott, was appointed by the Chief of Engineers
to locate site of Breakwater, and they made their examina¬
tion, accompanied by Major Barlow, in September, 1879,
reported, as the Committee is informed, in favor of the outer
line. Communications from U. S. Senator Piatt and Repre¬
sentative Phelps have been received, requesting a committee
to come to Washington and look after New Haven's interest,
and in accordance therewith Mayor Bigelow was authorized
unanimously by the City Government to appoint a Committee
of three citizens to accompany him.
The Committee appointed to accompany his Honor the
Mayor are Hon. N. D. Sperry, Hon. Henry G. Lewis (Ex-
Mayor), and Chas. H. Townsend.
Observations of Winds at New Haven, Ct., furnishei
for Major Barlow by Serg. W. D. Wright, U. S. A.
>B
03 g.Sd
No. of times wind observed blowing from the
N. N.W. W. S."W. S. S.E. E. N.E. Call
n.w.
n.w.
n.w.
n.e.
s.w.
s.
s.
s.w.
s.w.
s.w.
n.e.
s.w.
25
40
50
35
42
24
24
20
25
40
45
36
5077
4674
7853
6545
5206
4502
4178
4034
4528
5590
6574
5204
35
24
31
42
36
49
25
23
19
40
32
32
5
9
9
7
24
33
38
51
52
47
38
51
54
49
30
15
19
II
s.w.
63965
187§.
January
N.W.
36
6262
47
50
28
34
14
3
6
30
5
February
N.
40
5866
55
46
7
20
8
7
3
40
10
March
N.W.
29
6566
22
60
13
38
4b
3
0
32
3
April
N.W.
24
5613
27
37
12
15
32
31
23
30
3
May..
S.
32
5214
21
45
22
20
57
15
3
31
3
June
S.
22
4878
26
29
8
32
54
15
7
22
17
July —
S.W.
20
3734
24
23
7
57
50
4
3
20
29
August
S.
22
2876
8
23
16
33
62
9
5
16
44
September
N.E.
26
4846
24
10
II
39
37
25
12
48
4
October
S.
40
5919
37
30
26
40
48
7
6
20
3
November
W.
29
5872
33
43
60
21
9
2
3
3b
3
December
W.
36
6387
31
40
82
25
6
6
7
14
6
Total
N.W.
64023
355
427
292
375
423
127
78
339
121
n.w.
n.w.
n.
n.w.
s.
s.
s.
s.w.
s.w.
48
34
38
40
23
30
24
33
23
6286
6526
6124
6840
4585
4109
4600
4684
4250
41
23
56
25
29
24
17
40
37
62
60
38
67
33
30
18
22
30
13
31
8
69
55
64
23
44
Total