ORIGINAL CONDITION.

Originally it was an open bay, unprotected from southerly storms, and obstructed by a shoal, having a low-water depth of but 6 feet at the shoalest part. This shoal nearly filled the inner harbor, and left but a narrow channel on either side of a depth insufficient to permit vessels of 12 feet draft to reach the upper wharves at low water.

PLANS OF THE WORK.

A short breakwater was constructed in the years 1828-1831, at a cost of $34,766.65, for the protection of the commerce of the town of Stonington. The enlarged project of 1871 for the improvement of Stonington Harbor and its subsequent modification, under which work is now carried on, embraced dredging in the upper harbor and the construction of two breakwaters in the outer harbor. One of these (the western) was to be built out from Wamphassuck Point, the southwest limit of the harbor, and to extend about 2,000 feet, and the other (the eastern) was to extend from the vicinity of Bartlett Reef to the Middle Ground. The western breakwater was completed in 1880, at a cost of $103,190. The amount expended in dredging the upper harbor was about $45,000. The position of the western end of the eastern breakwater has not been determined, but it will probably be found necessary, in order to afford all the protection desired, to extend the breakwater at least until it intersects a range from Stonington Light to the middle of Wicopessit Island. It may then be found desirable to carry it still farther, possibly to the range from Stonington Light to the eastern end of Fisher Island.

A plat of this harbor, showing the position of the breakwaters, was published in the Annual Report of the Chief of Engineers for 1884, page 632.

AMOUNT EXPENDED AND RESULTS TO JUNE 30, 1890.

The amount expended on the eastern breakwater up to the close of the fiscal year ending June 30, 1890, including liabilities outstanding at that date, was $115,852.23, and its length at that date was 2,290 feet.

OPERATIONS DURING THE LAST FISCAL YEAR.

At the beginning of the last fiscal year no work was in progress. By act of September 19, 1890, Congress appropriated $12,500 for the continuation of this improvement. A project for the expenditure of this sum was prepared and was approved by the Chief of Engineers. The project contemplates the extension of the eastern breakwater to the westward as far as the funds will permit. Advertisements for proposals for riprap granite were issued December 5, 1890, and proposals opened January 5, 1891. But one bid was received, and was rejected. An abstract of the proposals received will be found in the appended table.

Work was commenced December 10, 1890, and was in progress at the end of the fiscal year. Ten thousand seven hundred and one tons of stone from Mason Island Quarry were placed in the work. The result was the extension of the eastern breakwater to a point about 2,377 feet from its eastern extremity.

WORK REQUIRED TO COMPLETE THE EXISTING PROJECT.

The work required to complete the existing project is to finish the construction of the eastern breakwater. In case it be found that sufficient protection to the harbor of refuge has been afforded when the range from Stonington Light to the middle of Wicopessit Island is reached, the length of the breakwater yet to be built is about 193 feet. Should it be decided to extend it to the middle ground it will require about 100 feet more.

The completion of this work will afford a thoroughly protected anchorage for vessels drawing 18 feet of water and a harbor of refuge for the commerce which daily passes between Long Island Sound and the eastward.

OPERATIONS CONTEMPLATED FOR THE FISCAL YEAR ENDING JUNE

30, 1892.

If an appropriation is made it is proposed to extend the eastern breakwater further to the westward.

Stonington Harbor is in the Stonington collection district and is a port of entry. The amount of revenue collected at Stonington in the last fiscal year was $1,808.18. The principal value of the harbor is as a harbor of refuge. The nearest lights are Stonington Light and Latimer Reef Light. The nearest fortification is Fort Trumbull, New London Harbor, Connecticut.

Money statement.

July 1, 1890, balance unexpended..

Received by Treasury settlement

Amount appropriated by act approved September 19, 1890

June 30, 1891, amount expended during fiscal year

July 1, 1891, balance unexpended...

July 1, 1891, outstanding liabilities

$137.69

24.89 12,500.00

12,662.58 9, 462. 38

3,200. 20 2,710.20

July 1, 1891, balance available

490.00

12,500.00

Amount (estimated) required for completion of existing project....
Amount that can be profitably expended in fiscal year ending June 30, 1893 12, 500.00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867.

Abstract of proposals for furnishing and placing riprap granite in the eastern breakwater at Stonington, Conn., received at Engineer Office, U. S. Army, Newport, R. I., in response to advertisement dated December 5, 1890, and opened at 12 o'clock noon on Monday, the 5th day of January, 1891.

No.

[To be commenced on or before March 15, 1891, and completed by December 31, 1891.]

Name and address of bidder.

Price per ton of 2,000 pounds.

$1.05

The steamers of Providence and Stonington Steamship Company carry 80,000 passengers annually.

C 19.

REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION.

WRECK OF SCHOONER BENJAMIN GARTSIDE.

At the beginning of the last fiscal year the work of removing the wreck of the schooner Benjamin Gartside was in progress under a contract described in the Annual Report for 1890. The work was completed September 15, 1890.

The following property was recovered from the wreck and was sold at auction October 2 and 3, 1890: 1 anchor, 1,262 pounds; about 80 fathoms anchor chain; 1 lot scrap iron; 1 topmast, and about 375 tons stove coal. The proceeds of the sale, amounting to $801.10, were covered into the Treasury, to the credit of the appropriation for removing sunken vessels or craft obstructing or endangering navigation, indefinite, in accordance with the provisions of section 4 of the river and harbor appropriation act of June 14, 1880.

WRECK OF SCHOONER WEYBOSSET.

The schooner Weybosset was loaded with paving stone, and was bound from Portland, Me., to Philadelphia, Pa. Her dimensions were approximately as follows: Gross tonnage, 629.6; length, 167.9 feet; breadth, 31.5 feet; depth, 16.3 feet. She was built in 1864 at Mystic, Conn., and was owned by William F. Green & Son, of Boston, Mass.

On August 13, 1890, she struck on the broken ground of Pollock Rip, and sank in 25 feet of water about 700 feet SSW. of the bell buoy north of Pollock Rip light-ship.

The notice required by section 4 of the river and harbor appropriation act of June 14, 1880, to all persons interested in the vessel, etc., was given by advertisement in newspapers, and proposals for removing the wreck were invited. No action having been taken by the owners, the proposals were opened September 26, 1890.

An abstract of the proposals received and the terms of the contract will be found in the appended table.

The removal of the wreck was completed June 6, 1891. Mr. George F. Rostock was local inspector until January 11, 1891, and Andrew R. Elliot after that date. The work was greatly delayed by unfavorable weather and the exposed situation of the wreck.

Abstract of proposals for removing wreck of schooner Weybosset, received at Engineer Office, U. S. Army, Newport, R. I., in response to advertisement dated August 27, 1890, and opened at 12 o'clock noon on Friday, the 26th day of September, 1890.

Contract awarded to James Baker, with approval of the Chief of Engineers, and dated October 7, 1890. To be commenced within 10 days after approval of contract by the Chief of Engineers, and completed within 60 days after commencement.

WRECK OF SCHOONER JOSIAH WHITEHOUSE.

The schooner Josiah Whitehouse was in collision with an unknown schooner October 12, 1890, 32 miles N. by W. W. from Gay Head Light, and sank in 13 fathoms of water. The vessel was loaded with coal, and her dimensions were approximately as follows: Gross tonnage, 276.33; length, 118 feet; breadth, 29 feet; depth, 10 feet. She was built in 1864 at Waldoboro, Me.

The notice required by section 4 of the river and harbor act of June 14, 1880, to all persons interested in the vessel, etc., was given by adver tisements in newspapers, and proposals for the removal of the wreck were invited. No action having been taken by the owners the proposals were opened December 1, 1890.

The specifications required the removal of all parts of the wreck to a depth of 50 feet at mean low water. This necessitated only the removal of masts and rigging.

An abstract of the proposals received and the terms of the contract will be found in the appended table.

The work of the removal of the wreck was completed December 31, 1891.

Mr. W. C. Simmons, assistant engineer, was in local charge of this work.

Abstract of proposals for removing wreck of schooner Josiah Whitehouse, received at Engi neer Office, U. S. Army, Newport, R. I., in response to advertisement dated November 1, 1890, and opened at 12 o'clock noon on Monday, the 1st day of December, 1890.

Contract awarded to Charles E. Davis, of Woods Holl, Mass., with approval of the Chief of Engineers, and dated December 18, 1891, to be commenced within 10 days after the approval of the Chief of Engineers, and completed within 10 days after

commencement.

WRECK OF SCHOONER S. S. BICKMORE.

The schooner S. S. Bickmore was loaded with lime, and was bound from Thomaston, Me., to New York. On or about October 20, 1890, she caught fire and sank in 15 feet of water in Hyannis Harbor, directly in

the anchorage area, about half way between the wharf and the west end of the breakwater. Her dimensions were approximately as follows: Gross tonnage, 224.88; length, 110 feet; breadth, 29.1 feet; depth, 9.1 feet. She was built in 1867 at St. George, Me.

The notice required by river and harbor appropriation act of June 14, 1880, to all persons interested in the vessel, etc., was given by advertisement in newspapers, and proposals for removing the wreck were invited. No action having been taken by the owners the proposals were opened December 27, 1890.

An abstract of the proposals received and the terms of the contract will be found in the appended table.

The work of the removal of the wreck was finished June 6, 1891, having been delayed by inclement weather and a serious accident to the contractor's plant. Mr. George F. Rostock was the local inspector.

Abstract of proposals for removing wreck of schooner S. S. Bickmore, received at Engineer Office, U. S. Army, Newport, R. I., in response to advertisement dated November 26, 1890, and opened at 12 o'clock noon on Saturday, the 27th day of December, 1890.

Contract awarded to Hiram W. Phillips, with approval of the Chief of Engineers, and dated January 22, 1891, to be commenced within 10 days of approval of contract, and completed within 60 days of time of commencement.

C 20.

PRELIMINARY EXAMINATION OF NARRAGANSETT BAY CHANNEL, RHODE ISLAND, BETWEEN STARVE GOAT ISLAND AND THE MAIN LAND, WITH A VIEW OF DEEPENING THE SAME.

[Printed in House Ex. Doc. No. 173, Fifty-first Congress, second session.]

OFFICE OF THE CHIEF OF ENGINEERS,
UNITED STATES ARMY,
Washington, D. C., January 14, 1891.

SIR: I have the honor to submit the accompanying copy of report, dated December 19, 1890, from Maj. W. R. Livermore, Corps of Engineers, giving results of preliminary examination of Narragansett Bay Channel, Rhode Island, "between Starve Goat Island and the mainland, with a view of deepening the same," made to comply with provisions of the river and harbor act approved September 19, 1890.

Major Livermore reports that this improvement can not be regarded as of great benefit to the general commerce of the country, and, therefore, not worthy of being made by the General Government. Col. H. L. Abbot, Corps of Engineers, division engineer, northeast division, concurs in this opinion, and the views of these officers meet with my approval.

Very respectfully, your obedient servant,

Hon. REDFIELD PROCTOR,
Secretary of War.

THOS. LINCOLN CASEY, Brig. Gen., Chief of Engineers.