13. Difficulties attending navigation. The principal difficulties stressed by the local interests are insufficient protection for the yachting fleet against southerly storms and inadequate channel depths for the coal, oil, and other bulk traffic in the West Branch. The existence of the former is readily recognized, and, because of the latter, vessels suitable for the traffic are subject to short, or less than capacity, loading and to delays on account of the tide. 14. Surveys.-A complete hydrographic survey with numerous probings to determine the character of the channel bottom has just been completed. Shore line topography and adjacent building locations have been brought up to date. A map, reduced from the detail sheets of the survey, accompanies this report. PLAN OF IMPROVEMENT 15. (a) Breakwaters.-Consideration has been given to breakwaters in the locations indicated by the local interests, i. e., off Shippan Point and on the shoal ground in the center of the outer harbor north of Stamford Light. An alternate estimate has been made for a straight, generally east and west breakwater, instead of the angular ay-out north of the light, which provides about the same protection in the upper part of the harbor but includes a greater deep water anchorage area immediately behind it. The estimates following provide in each case for a structure 6 feet wide on top 12 feet high above mean low water, with outer slopes of 2 on 3 and inner slopes of 1 on 1. 1. Off Shippan Point, 1,200 feet long, 35,000 long tons of riprap at 3. North of Stamford Light, straight lay-out, 2,900 feet long, 100,000 $140,000 384, 000 400, 000 These breakwaters are located for the most part on hard bottom, the shoal water section being interspersed with boulders and the bottom a thin layer of sandy gravel overlying rock. The estimated annual cost for maintenance of (1) and (2) or (1) and (3) is about $1,300 (for the first 30 years). (b) Channels.-No estimate is submitted for the East Branch. In the West Branch a 12-foot channel, including an enlargement of the basin to within 75 feet of the harbor lines, as desired by the local interests, has been laid out and numerous probings taken to develop the probable rock areas. Previous dredging operations have uncovered numerous boulders and boulder areas. The probings to rock are not conclusive evidence of the nature of the bottom, but an attempt has been made to segregate the amounts of ledge and boulders that may be encountered. From the entrance channel to the first bend a width of 125 feet has been assumed, thence, following the present alinement, 100 feet wide to the basin. On account of the work done by the gas company, the yardage involved is relatively small, being confined almost entirely to the widening of the channel and the deepening 'and extension of the basin limits. The estimate follows: 12-foot channel and basin (as outlined in the foregoing): Dredging 75,000 cubic yards of mud, sand, and gravel, at 40 cents, $30,000 Removing 2,700 cubic yards of ledge, at $25, including adminis- 67, 500 Removing 1,400 cubic yards of boulders, at $12.50, including administration and inspection__ 17, 500 Total.. 115, 000 The estimated cost for annual maintenance is $1,000 in addition to present estimates for the entrance channel and West Branch, or a total of $5,600. In estimating for a 15-foot channel, the 200-foot wide entrance channel has been extended seaward and the West Branch channel widened to 125 feet, following in general the same alinement with a slight modification to avoid excessive rock excavation. The probings taken indicate considerable quantities of ledge or closely packed boulders in the enlargement of the present basin, particularly in the north and northeastern parts of the area. The estimate follows: 15-foot channel and basin (as outlined in the foregoing): Dredging 337,000 cubic yards of mud, sand, and gravel, at about $108, 000 172, 500 Removing 2,600 cubic yards of boulders, at $12.50, including administration and inspection_... 32, 500 Total_____ 313, 000 The estimated cost for annual maintenance is $2,800 in addition to present estimates for the 12-foot and 9-foot projects, or a total of $7,400. If the rocky area along the northeast edge of the enlarged basin should be eliminated from the estimate (the excessive cost of excavating approaches and vessel berths probably making terminal development uneconomical), the estimated cost of the remaining improvement would be approximately one-half of the foregoing total. (c) Anchorage.-North of Buoy No. 6, east of the entrance channel and separated from it by a bar carrying 3% to 8 feet, there is a deep area resulting from hydraulic dredging operations for land reclamation purposes. This deep area and the flats north and west of it are used extensively as a yacht anchorage. The following estimates provide for the removal of this bar, limited on the south by an approximately east-and-west line through Buoy No. 6. Two estimates are submitted. Removing bar to 10 feet at mean low water, dredging 75,000 cubic yards of sand and gravel, at 40 cents, including administration and inspection. $30,000 16,000 Removing bar to 8 feet at mean low water, dredging 40,000 cubic yards of sand and gravel, at 40 cents, including administration and inspection The estimated costs for annual maintenance are $1,600 for the 10foot depth and $1,000 for the 8-foot project. DISCUSSION 16. (a) Breakwaters. The principal benefits to be derived from one or Lore breakwaters at the mouth of the harbor will fall to the extensive rachting interests not only in Stamford but in the entire western end of Long Island Sound. While the local fleet is, possibly for lack of dequate shelter, limited to less than 150 of the larger pleasure boats, valued at more than half a million dollars, the Long Island Sound crea is reported to have a fleet of over 37,000, valued at nearly $192,000,000. To a large part of this great fleet, Stamford Harbor is readily accessible as an emergency refuge and would be so used if sdequate shelter were available. Repair and storage facilities far in excess of the local requirements are located within the harbor. While there have been no major yachting disasters on account of Lack of shelter, at least one or two storms occur during each season which inflict damages, individually in minor amounts up to a few thousands, aggregating several thousands of dollars. In addition to the loss and damages, considerable sums are spent for services in maintaining and operating patrol and towing facilities for the prorection and preservation of the local fleet. No adequate record has been maintained by which the yearly savings may be computed, nor can there be estimated the intangible value of a refuge harbor to the Long Island Sound fleet. Commercial interests indicate the lesirability of refuge near the western end of the Sound for tows and small tankers. Incidents are cited where within the last dozen years vessels have been driven ashore and lost within the harbor or hear its mouth. (b) Channels.-The inadequacy of the 9-foot project channel (in the West Branch) has already led one local interest to deepen the channel in order to secure more favorable rates on its water-borne bulk fuels. The extension and maintenance of the channel thus deepened so that its facilities may be available to all the terminals on the project would produce savings in water transportation costs of nearly seven times the increased annual charges against the improvement. With the 3-foot increase in depth, barge rates on some 70,000 tons annually of southern coal would be decreased at least 20 cents per ton 25 cents claimed); on Pennsylvania coal and the bulk freights of sand, gravel, stone, etc., at least 10 cents per ton on an average of 74,000 tons; and on the receipts of 60,000 to 65,000 tons of petroleum products reductions of about 4 cents per barrel, or, on the average, 27 cents per ton; a total saving of nearly $39,000. The tonnages are based on the average receipts for the past few years. With the return to normal business activities these tonnages and the resultant savings should be largely increased. 17. For a 15-foot channel, permitting the use of 21- to 22-foot draft barges on the tide for the southern coal trade and allowing the largest size box barges for Pennsylvania coal and other bulk freights as well as tankers of much larger capacity, considerable additional savings in water freight rates may be expected. Using the same tonnage figures as in the preceding paragraph, the following additional reductions in rates per ton, based on quotations and on comparative costs in other Long Island Sound harbors, may be applied: For southern coal, 10 cents; for Pennsylvania coals and bulk freights similarly carried, 5 cents; and for bulk petroleum products, 24 cents. The total additional savings thus computed amount to $26,300, or a total difference in transportation costs for a 15-foot project as compared with the existing 9-foot depth, of $65,300. This figure is more than four times the estimated increase in interest and maintenance charges. (c) Anchorage. By deepening and extending the entrance fairway into the deep, yacht anchorage and increasing the available anchorage area for the larger vessels of the yachting fleets, intangible benefits will accrue not only to the yachting interests through improved maneuvering conditions and decreased hazards of collision, both in fair weather and stormy, but general commercial traffic will be facilitated and made less hazardous by the removal from the vicinity of the channel area of the numerous pleasure craft which are now forced to anchor along the channel edge. These benefits are not susceptible of evaluation. Since the prevailing winds in summer are westerly, tending to produce abnormally low tides, the 10-foot depth has greater intrinsic value. 18. Water power.-The waterway under review being tidal, there are no questions of water power or other related subjects connected with the report. CONCLUSIONS 19. Since the adoption of the existing project, barges have increased in size and draft, southern coal has entered the smaller harbors in competition with the Pennsylvania product, and a steadily increasing traffic in petroleum products has been developing. During the same time, due to its advantageous location near New York City, the population and business of Stamford have increased rapidly. With expanding business interests and numerous construction projects in progress within easy trucking distance over modern roads, the harbor is well located to serve in the distribution of water-borne bulk commodities. Under existing conditions the harbor operates inefficiently. Commerce in the West Branch, however, has developed rapidly in spite of the handicap of insufficient depth. To move the present commerce more economically and to provide for efficient handling of the increased tonnages which should follow further improvement is believed to be highly desirable. While it has been shown that an increase in the channel depth from 9 to 12 feet will produce a greater saving per dollar of expenditure, it is well established that in these comparatively shallow harbors loads and drafts increase steadily with channel depths to the full capacity of the waterway, leading eventually to demands for further increases in channel dimensions. By providing the 15-foot depth at once, greater total savings may be effected and facilities provided which under normal conditions should provide for economical commercial traffic for many years. 20. Commercial towing interests and vessel owners have set forth the desirability of a refuge for the smaller cargo vessels between the head of the sound and Bridgeport. On account of the shallow and broken ground which extends northerly approximately through its center, the outer harbor is not particularly well adapted to afford a maximum of anchorage at a minimum of cost. However, for those vessels requiring shelter, particularly the barge tows which pass through this end of the sound in large numbers, considerable, and sufficient, areas could be made available by the construction of break All easterly storms in the sound produce heavy wave action I up into the harbors for a considerable distance beyond the aprent shelter of the headlands. In westerly storms, which are less ere and of shorter duration, the shelter offered by the general re lines is usually sufficient through the generally narrow section the head of the sound. The breakwater off Shippan Point is refore of more importance to commercial navigation and is essenfor the protection of the present yacht anchorage. As the small asure craft require more protection and are more easily damaged, akwater protection from westerly winds is essential. The outer raight) breakwater, plan (1), for which estimate is submitted, is eferable to the structure proposed by the local interests, on account the greater area available for anchorage, some of which is accessible commercial craft. If authorized, its construction should follow P completion of the structure off Shippan Point. The initial conretion should be to a reduced cross section and possibly to a curled length as a measure of economy and to permit a determination be made, by observation and experience, of the effect of the shelter fered by Greenwich and Flat Neck Points (at the western entrance the harbor, see C. S. Charts 221 or 1213). Justification for these Pakwaters and the increased anchorage area rests on elimination. : reduction in damages to commercial and pleasure craft, tangible it not easily evaluated, and the intangible returns to the general blic from the recreational features, recognized by the Congress in rent legislation and comparable to the returns from Federal partication in the construction of improved highways. In the case of e existing project, local cooperation has been furnished by the unicipality. Recently local interests have advanced the deepening the West Branch channel at their own expense. Further coperation in the interest of channel improvement does not appear cessary in view of past contributions and the generally wide-spread stribution of the benefits that accrue to commerce and industry. n the case of breakwater protection, the general interests of comerce and yachting predominate. RECOMMENDATIONS 21. In view of the foregoing, it is recommended that the existing project for Stamford Harbor be modified to provide for an entrance annel 15 feet deep at mean low water and 200 feet wide; for a hannel in the West Branch 15 feet deep at mean low water and 25 feet wide, with a basin at the head of the same depth, 150 to 0 feet wide; for an anchorage area east of the entrance channel, 10 Det deep at mean low water and 1,000 feet long (between the channel and the privately dredged area); and for 2 breakwaters, 1 east the channel and 1 west of it, 1,200 feet and 2,900 feet long, espectively, at a total estimated cost of $883,000 for new work, with $10,300 annually for maintenance. The initial allotment should be $343,000 for dredging, followed by allotments of $380,000 and $160,000 for breakwater work. |