The estimate of $95,000 recommended for the fiscal year ending June 30, 1895, will, if appropriated, complete the project of 1885, and if the improvement is to continue thereafter a new project and estimates will be required.

The amount expended during the fiscal year ending June 30, 1893, inclusive of outstanding liabilities, was $35,201.54.

This work is in the collection district of Perth Amboy, which is the nearest port of entry. Nearest light-house, Princes Bay. Nearest fort, at Sandy Hook, New Jersey.

Amount expended to June 30, 1893, inclusive of outstanding liabilities, $256, 405. 58.

Amount (estimated) required for completion of existing project..
Amount that can be profitably expended in fiscal year ending June 30, 1895 95, 000, 00
Submitted in compliance with requirements of sections 2 of river and
harbor acts of 1866 and 1867 and of sundry civil act of March 3, 1893.

95, 375.00

Abstract of proposals for improving Raritan Bay, New Jersey, received in response to advertisement dated August 8, 1892, and opened September 14, 1892, by Lieut. Col. G. L. Gillespie, Corps of Engineers.

COMMERCIAL STATISTICS.

The commercial statistics for the fiscal year ending June 30, 1890, have remained practically unchanged, and are therefore herein repeated,

The following statement of the commerce of South Amboy, N. J., and of Raritan River was prepared by Hon. D. C. Chase, mayor of South Amboy, N, J.:

The following statement of the commerce of Perth Amboy, N. J., for the year 1889 was received from Mr. James Donnelly, superintendent of the New Jersey division, Lehigh Valley Railroad Company:

Lehigh Valley Railroad tonnage eastward and westward over the wharves for the year 1889.

(1) Schooner Wild Pigeon. The schooner Wild Pigeon was sunk December 22, 1892, on the east side of Main Ship Channel, New York Harbor, about 1,500 feet eastward of Buoy C 4. The length of the schooner was 128 feet, beam 30 feet, depth 10 feet, and gross tonnage 387 tons. Her cargo consisted of 468 tons of soft coal.

Sealed proposals for the removal of the wreck were opened March 6, and with the approval of the Chief of Engineers the work was awarded to the Chapman Derrick and Wrecking Company, at a cost of $3,500. The wreck was practically removed by May 10 and deposited in deepwater at sea, but payment has not been made for the service rendered since an examination shows that a small amount of wreckage projects above the bed at the site.

(2) Canal boat in Bronx River.-This wreck was an old canal boat that had been abandoned in the Bronx River by its owner, and had drifted into mid channel about one-half mile below West Farms. As the entire width of the river at that point is only 60 feet, it formed a serious obstruction to navigation above it.

Sealed proposals for the removal of the wreck were opened May 13, 1893, and the bid of L. M. Valentine, the lowest bidder, was accepted with the approval of the Chief of Engineers May 16, but on trial the bidder failed in his efforts to remove the wreck and declined to complete the work.

With the approval of the Chief of Engineers, May 29, the work was then awarded to Geo. McClintock, the next lowest bidder, and the wreck was successfully removed early in June, 1893, at a cost of $100.

Money statement.

March 1, 1893, allotment from appropriation for removing sunken vessels
or craft obstructing or endangering navigation, act June 14, 1880; for
removal of wreck of schooner Wild Pigeon, New York Harbor
March 4, 1893, additional allotment from same appropriation....
May 4, 1893, allotment from same appropriation for removal of wreck of
canal boat, Bronx River...

$2,000.00

1,600.00

100.00

3,700.00

July 1, 1893, covered by agreements...

3,600.00

July 1, 1893, balance available

100.00

E 14.

PRELIMINARY EXAMINATION OF FORT POND BAY, AT THE EAST END. OF LONG ISLAND, NEW YORK.

[Printed in House Ex. Doc. No. 110, Fifty-second Congress, second session.]

OFFICE OF THE CHIEF OF ENGINEERS,

UNITED STATES ARMY, Washington, D. C., December 5, 1892.

*

SIR: I have the honor to submit the accompanying copy of report, dated November 9, 1892, with map, by Lieut. Col. G. L. Gillespie, Corps of Engineers, of the results of a preliminary examination of Fort Pond Bay, at the east end of Long Island, New York, made to comply with provisions of the river and harbor act approved July 13, 1892.

It is the opinion of Lieut. Col. Gillespie, concurred in by this office, that the locality is not worthy of improvement by the General Governmeut.

Very respectfully, your obedient servant,

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

Hon. S. B. ELKINS,
Secretary of War.

REPORT OF LIEUT. COL. G. L. GILLESPIE, CORPS OF ENGINEERS.

ENGINEER OFFICE, U. S. ARMY,
New York, N. Y., November 9, 1892.

GENERAL: I have the honor to submit the following report on a preliminary examination of Fort Pond Bay at the east end of Long Island, New York, in compliance with the requirements of the river and har bor act approved July 13, 1892.

The river and harbor act of August 11, 1888, made provision for a conditional survey of this bay, and the preliminary examinatiou to ascertain whether the bay was worthy of improvement was assigned to Col. D. C. Houston, Corps of Engineers, copy of whose report may be found in the Annual Report of the Chief of Engineers, 1889, Part 1, p. 733–741.

The preliminary examination made by Col. Houston was complete and exhaustive, and it will be observed that the opinion is expressed in the report that "the harbor is not worthy of improvement in view of the present and prospective demands of commerce" (p. 736). There will be found appended to that report copies of letters received by Col. Houston from the agents of the leading transatlantic steamship lines, and also from the president of the Long Island Railroad Company, in reply to letters addressed to them asking their views relative to the worthiness of the improvement of Fort Pond Harbor.

Since the examination provided for by the act of July 13, 1892, was confided to me by letter from the Chief of Engineers, July 19, 1892, a personal inspection of the bay has been made and letters have again been addressed to the agents of the principal steamship lines and to the president of the Long Island Railroad Company, asking if anything has

* Not reprinted; printed in House Ex. Doc. No. 110, Fifty-second Congress, second session.

lately transpired affecting ocean navigation which would lead them to change the views expressed by them on the same subject in 1888. Copies of the replies to these inquiries are submitted, and attention is respectfully invited to them.

FORT POND BAY AND ITS APPROACHES.

Fort Pond Bay Harbor is a small and comparatively deep harbor lying on the north side of Long Island 6 miles, approximately, west of Montauk Point, the eastern extremity of Long Island, and is 124 miles distant from Long Island City, opposite East Thirty-fourth street, New York City, 96 miles of which are measured along the Long Island Railroad and 28 miles along a proposed eastward extension.

The description of the bay and its shores given by Lieut. James C. Sanford, Corps of Engineers, in his report to Col. Houston (p. 734) is so full and accurate in its details that it only remains to emphasize certain of the facts stated. The two shores are composed of a course grade of sand and gravel, through which large bowlders are interspersed. By the action of the elements the slopes have been gradually degraded, causing the coarse material to descend progressively to and into the waters of the bay, fringing both margins with wide layers of bowlders extending outward to the 25-foot curve at mean low water. The 10-foot curve is uniformly about 1,000 feet from each shore.

Beyond the 25-foot curve the bottom of the bay is composed of mud, 3 feet thick, overlying hard sand. Northward of Rocky Point, the western headland, large bowlders are quite prominent, which reach, as Coast Survey charts show, to the 35-foot curve at mean low water.

The bay measures a little less than 1 square mile, and the available area exterior to the 30-foot curve, mean low water, measures 420 acres. It is well sheltered, being open to storms from northeast round by westward to northwest only.

A small wharf, located on the east side near the head of the bay, is the only one in the harbor, but as there is no commerce there is no shipping to be served.

The act under which this report is submitted states in effect that the object had in view by a survey of the bay is the preparation of "an estimate of the cost of an adequate breakwater."

The absence of any commerce at this point, the isolation of the bay, and its separation from any of the usual incentives to trade, all indicate that the proposed breakwater is intended, not for the protection of any existing local commerce, but for the promotion of some other interest.

The only important scheme for utilizing the bay commercially of which I have any knowledge is the one mentioned in the public press frequently during the past four years, which refers to transatlantic service. It has been stated that the plan of the promoters of such a scheme is to shorten transatlantic travel by running a line of fast steamers between Milford Haven, Wales, and Fort Pond Bay, Long Island, connecting at the latter point with the Long Island Railroad for quick transit to New York City, and substituting at the New York end 124 miles of railroad travel for 100 miles of ocean travel.

As the expediency of the adoption of this proposed route partly depends upon the possibility of ocean steamers reaching or departing from Fort Pond Harbor day and night throughout the year, without