Wilmington, North Carolina. Past, Present and Future.
History of Its Harbor, with Detailed Reports of the Work for Improving
and Restoring the Same, Now Being Conducted by the U. S. Government.
Resources and Advantages as an Entrepot for Western Cities. Harbor of Refuge,
and Coaling Depot for the Navy and Merchant Marine:
Electronic Edition.
Wilmington Chamber of Commerce (N.C.)
Funding from the Institute for Museum and Library Services
supported the electronic publication of this title.
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(title page) Wilmington, North Carolina. Past, Present and Future. History of Its Harbor, with Detailed Reports of the Work for Improving and Restoring the Same, Now Being Conducted by the U. S. Government. Resources and Advantages as an Entrepot for Western Cities. Harbor of Refuge, and Coaling Depot for the Navy and Merchant Marine
Wilmington Chamber of Commerce (N.C.)
84 p.
Wilmington, N.C.: .
Published by Order of the Chamber of Commerce, (J. A. Engelhard, Printer),
1872.
Call number Cp971.65 W74c1 c. 3 (North Carolina Collection, University of North Carolina at Chapel Hill)
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Library of Congress Subject Headings
Languages Used:
- English
LC Subject Headings:
- Wilmington (N.C.) -- Commerce.
- Harbors -- North Carolina -- Wilmington.
- Harbors -- North Carolina -- Wilmington -- Maintenance and repair.
- Shipping -- North Carolina -- Wilmington.
- Dredging -- North Carolina -- Wilmington.
- Cape Fear River (N.C.) -- Navigation.
- Public works -- North Carolina -- Wilmington.
- Crops -- Transportation -- North Carolina -- Wilmington.
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[Title Page Image]
WILMINGTON,
NORTH CAROLINA.
PAST, PRESENT AND FUTURE.
HISTORY OF ITS HARBOR,
WITH
DETAILED REPORTS OF THE WORK
FOR IMPROVING AND RESTORING THE SAME,
NOW BEING CONDUCTED BY THE
U. S. Government.
RESOURCES AND ADVANTAGES
AS AN ENTREPOT FOR WESTERN CITIES.
HARBOR OF REFUGE,
AND
COALING DEPOT FOR THE NAVY
AND
MERCHANT MARINE.
PUBLISHED BY ORDER OF THE CHAMBER OF COMMERCE.
1872.
WILMINGTON, N. C.:
J. A. ENGELHARD, STEAM POWER PRESS PRINTER,
JOURNAL BUILDINGS.
1872.
Page 3
PREFATORY.
The publication of the following documents is, of course, made to forward the interests of our city.
From the Congress, to whom we look for the means for restoring our harbor, damaged by work of the public authorities, we ask a careful consideration of what we consider our just dues. The statements made herein, can, in every important particular, be verified by charts and documents in the possession of the Government, deposited in the Public Library and with the Coast Survey Department, and are generally known by the officers of the Engineer Department, whose attention has been particularly called to the subject.
We direct the especial attention of the cities and towns of the West and Northwest, to the great advantages of a connection with us, and the manifest interest to themselves in having our Harbor restored, so as to put them in easier and cheaper reach of a seaport, through which to distribute their products and receive in return their importations from any part of the world.
With a first class harbor, which we can safely look for, if the work now progressing is completed, the natural advantages of our port will be seen at a glance, and we shall soon become a great market for heavy goods of every description, and offer, to all within reach of us, inducements not now to be found.
WILMINGTON, N. C., February, 1872.
Page 5
ON THE TRADE
OF WILMINGTON, NORTH CAROLINA, AND OF THE PRODUCE
EXPORTABLE FROM THE RIVER CAPE FEAR,
THE SEASON AND PROSPECT TAKEN INTO VIEW, MAY
1ST, 1815.
BY JOSHUA POTTS.
Wilmington, though but a small port, affords in season and in proportionate quantities, nearly all the various kinds of produce that are to be found in the growth of the United States, collectively--such is the effect of an intermediate climate, an extensive territory of different soil, and diversity in occupation of numerous inhabitants.
Portable articles of Produce are brought from the interior country, by land carriage, to inland towns on the head of boating navigation; thence they are carried down to Wilmington in large flat boats, calculated for that purpose.
In the lower part of the country, transportation of Lumber Naval Stores, Timber and Spars, is facilitated by rafts, conducted by a few hands down numerous rivers and creeks.
In times of uninterrupted commerce, many ships and vessels of considerable burthen were annually loaded here and bound for European ports with cargoes of Naval Stores, Tobacco, Flaxseed, Cotton, Rice, and large Timber of Pitch Pine; their cargoes were dunnaged and stowed with Staves.
Our produce is particularly adapted for the markets of West India Islands, and when we have a free trade, many vessels, of Wilmington and the Northern States, during winter and spring, load here, and depart for the West Indies in as many directions as there are Islands, their cargoes assorted with Lumber, Flour, Rice, Pork, Bacon, Lard, Butter, Tobacco, Tar, Live Stock, &c.
A proportion of our produce is transported coastwise to various ports, but that of New York the principal--and vice
Page 6
versa, the merchants and dealers of Wilmington and Fayetteville are generally furnished with a variety of merchandize from sundry ports on the Northern coast--especially from New York. Regular packets ply between Wilmington and New York.
Excellent crops of various kinds of produce are annually produced throughout this country. Our market opens in November, is brisk in December, increases in January, February and March--slackens in April--declines in May, and ends in June. The Summer and Fall months, in regard to trade, are dull, and the Fall sickly.
Those kinds of our produce, of the first importance, are noted for the present year as follows:
TOBACCO is raised only in the upper country; is brought and inspected at Fayetteville, at the head of boating navigation, ninety miles above Wilmington. It may be had at Fayetteville, almost at any time of the year; but is more plenty between December and March. Of late years the quantity has been reduced, and the culture of Cotton substituted, as being less precarious, less toilsome, and of more profit than Tobacco. Within the last fifteen years, Tobacco has been lessened in culture more than one-half of former crops. Its quality has been said to have been inferior to that of Virginia, but of late it has been produced of amended goodness, and some of it prime. In the first place, it is uniformly purchased from the planters by merchants at Fayetteville, and by them either exported to Europe or sold again in the United States.
COTTON, Upland, is but of recent cultivation in this State, and is increasing in quantity; the quality is said to be equal to that of South Carolina or Georgia. The planters, at first, put up their Cotton in round bags, but of late much of it is packed in square bales. There is no inspection of Cotton.
RICE--A fine crop is raised chiefly in the vicinity of Wilmington, near tide-water, of quality equal to any in the Southern States; and a charge for the rough casks which contain it, is always made by the planters.
FLOUR--The usual crop of considerable quantity: of late
Page 7
years subject to a good inspection, and marked under several qualities; the superfine is said to be equal to that of the Middle States.
CORN is seldom either plenty or cheap in Wilmington. The country around does not produce it in sufficient quantity for exportation.
TAR is not made in as large quantity as formerly, nor is it produced and brought to market with the same ease;--it is an article subject to waste, and the price generally low.--Countrymen, in many instances, have paid attention to Cotton and Timber; and numerous inhabitants of that description have removed to the Western States. Since the return of peace, however, the demand for Tar and Turpentine has raised the value of those articles to an encouraging price. It is rafted to Wilmington, and after having been coopered and inspected, is transported coastwise, and a proportion shipped for European ports.
TURPENTINE is seen at market from June to December. In consequence of the late war, the quantity has been reduced, and prices depressed; the present demand, however, has enhanced the value. There is a scarcity at present.
FLAXSEED, as well as Tobacco and Flour, is raised in the interior of this country. It is first contained in bags, and brought in waggons to Fayetteville, and there measured and sold by the bushel, usually from 90 to 120 cents, according to prospect. The purchasers at Fayetteville have it there perfectly cleaned in machines for that purpose, and put up in casks of oak, well made, each containing seven bushels.--When commerce is free, the price of a cask of Flaxseed at Wilmington is generally between ten and eleven dollars.--There is no inspection on Flaxseed.
LUMBER, many kinds and of superior quality, is brought plentifully to market during the winter and spring. Plenty of sawed Boards, Planks and Scantling, of fine grained Pitch and Yellow Pine. Pine Timber and Spars of any size may be had. Shingles of Cypress, 22 inches in length, are plenty, generally thin and light, but proportionally cheap. Shingles of Juniper, well drawn and rounded, may be had from a distance, on timely notice.
Page 8
STAVES are not to be had here in quantity sufficient to furnish cargoes of vessels; they are, however, to be had during winter and spring, and wherewith cargoes of other produce are dunnaged and stowed. Staves are, however, at times so plenty as to compose the principal part of a vessel's cargo. White Oak Hhd. and Barrel Staves are never plenty; the growth of the tree is confined to narrow limits on the borders of the River Cape Fear. Red Oak Hhd. Staves are to be had in larger numbers than those of the White Oak, and are always more than proportionably cheap.
Produce of Minor Importance.
BACON--Hams, Shoulders, and Middlings, of excellent quality, are to be had in market, from January until May.
BUTTER comes chiefly from the mountains and back country, roughly put up in tubs and kegs--the season from November 'till March. It is subject to inspection.
BEESWAX is seen generally in small quantities, and is carefully bought up by a few monopolizers of that article. It is often sent from Wilmington to New York and to Charleston.
BRANDY, of Apples and Peaches--also,
WHISKIES, distilled from grain, have lately been greatly increased throughout this country. The consumption of them already far exceeds the quantity of foreign distilled spirits; and from the economical disposition of our planters, the probability is, that, in a very few years, the current use of domestic spirits will entirely supercede those of foreign distillation.
BEEF is seldom barreled up in this country. The quality is sound, but lean and inferior.
CORN MEAL has never been exported hence. It is brought to Wilmington raw, and only in small quantities, for the use of the inhabitants.
PORK is put up only in small parcels, the quantity about sufficient to furnish vessels with sea stores, and to assort cargoes bound for the West Indies. The quality sound and good, but not very fat.
LARD comes to market in kegs and tubs of various sizes not well put up--the quantity not an object.
Page 9
TALLOW is produced in small quantities, of which candles are made and used in Wilmington, and on board vessels.--Sometimes a few casks of Tallow are shipped coastwise.
DEER SKINS and FURS are poor articles, both in quantity and quality.
PEAS--Black-eye, &c., are of precarious growth and perishable quality. The quantity attempted to be raised is but small;--they serve to provision crews of vessels, feed negroes, milch cows, &c.
LIVE STOCK--Cattle and Hogs are uniformly raised by nature in this part of the country. Cattle are small and weakly, and cannot bear their passage to the West India Islands. Hogs are raised by mast or acorns, and in the months of November and December are in sufficient plight to be shipped to the West Indies. Poultry are generally plenty for the use of the inhabitants and for sea stores.
PITCH--Seldom any has been brought to market of late years. Tar burners seem to have declined reducing Tar to Pitch.
ROSIN, SPIRIT OF TURPENTINE, SPIRIT OF TAR, are made only by persons in possession of Stills proper for those purposes; and they continue the quantity on hand small, merely to answer the small demand that may occasionally happen--but should at any time large parcels of these articles be required, the purchaser could be speedily furnished.
Remarks.
It is unadvisable, and often disadvantageous, for a merchant in a distant State or foreign port, to dispatch a ship to Wilmington under orders for a cargo of our produce, without first having written to his correspondent of particulars required. Four to six weeks previous notice to the agent is always requisite, that he may have time and opportunity to procure the produce described, at the best advantage, and have it in readiness by the time of arrival of such ship.--Great detention and disappointment often happen in consequence of voyages being abruptly commenced; as but seldom peculiar kinds of produce can be had on sudden notice.
Page 10
Inspection of Produce is established by law throughout North Carolina. A clause enacts that the shippers thereof shall pay the fees of inspection on the several articles as follows, viz: Rice, Flour, Pork, Lard, Beef, Butter, Tar, Turpentine, Pitch and Rosin. The rates are low.
On Lumber, the buyer and seller equally sustain the charges of inspection and delivery. Custom supercedes a law for inspection of lumber. The fee is small.
At the Port of Wilmington, every article of produce and merchandize are, by custom, sold, bought, delivered and received by short or exact weight, measure, or number, and nothing by the long hundred or thousand. For instance,
| A ton of Iron, Cordage, &c., is only | 2,000 lb. |
| A hundred weight of Sugar, &c | 100 lb. |
| A thousand Staves or Shingles | pieces 1,000 |
| A ton of square Timber | solid feet 40 |
| A barrel of Tar, by law | gallons 32 |
| A bbl. of Turpentine or Pitch, by averaged weight, gross | 320 lb. |
| A barrel of Pork, nett | 200 lb. |
| A barrel of Flour, nett | 196 lb. |
Cash, or suitable bills, (commonly drafts on New York,) are the only funds that will command either Tobacco, Rice, Cotton or Flaxseed.
SALT.--The season for Salt commences in September, and continues during October, November and December. Afterwards the demand slackens, and by March there is no call for it.
Considerable quantities of Liverpool Salt were formerly imported, but during our Restrictive Acts, and nearly three years continuance of the late war with England, scarcely any has been brought in. Coarse Salt of late has arrived tolerable plenty, and although subject to a duty of about thirty cents per bushel, the last sales per cargo were per bushel at sixty-five cents.
Liverpool Ground Salt is always preferred at Fayetteville to any coarse Salt, at the same price, owing to weight of waggonage up the country, Liverpool being the lightest, per bushel.
Page 11
For a few years since, while commerce was under restriction, and during the late war, sundry Salt Works were erected on the Sound, near Wilmington, which, towards the last of the war, highly rewarded their several proprietors. But, since the return of peace, the price of home-made Salt has, consequently, fallen to that of similar quality imported. Notwithstanding, the domestic works will be continued in operation. They will be productive of profit, so far at least as the duty on foreign salt may be extended.
The manner of producing what is here called Sound Salt, is by means of vats constructed with boards, into one of which the salt water is brought by pumps worked with wind. Three vats constitute one sett, and the sea water under evaporation, after having deposited the druggy and slimy parts, is timely drawn from one reservoir into another, by which process the chrystalized Salt becomes of the purest quality. The grain is of the size called hominy salt, or larger, and the quantity annually produced, within eight to twenty miles of Wilmington, is already more than thirty thousand bushels.
Main Bar of Cape Fear, high water at 7 o'clock at full and change of the Moon, depth 18 feet.
New Inlet Bar, high water at 7 o'clock at full and change of the Moon, depth 11½ feet.
Tides on each Bar, perpendicular, 5 to 6 feet.
Flatts, ten miles below Wilmington, to town, 11½ feet.
Course in, over the Main Bar;--when in five fathoms water, the Light House used to bear North half East, but, unfortunately, a couple of years since the sea encroached on the shore*
* Why? Because the River current had been depreciated to that extent in volume and force, by the opening at New Inlet, as to be overcome by the current and force of waves of the ocean; thus permitting the ocean waves and current to gradually wear away the shore. H. NUTT.
and destroyed the Light House; and within a few years an angle to the westward has been formed in that part of the channel which was formerly straight, by which circumstance the navigation over the Main Bar has become more difficult. Pilots generally attend in time to conduct vessels in safety.
Page 12
Lighterage, between the Flatts and Wilmington, comes on all vessels above 11½ feet.
Also, between Main Bar and Flatts, at high water, are Shoals of 14½ feet.
Wilmington is situated on the east side of Cape Fear or Clarendon river, and lies North 30 miles above the Main Bar, and 20 miles above New Inlet.
REMARKS
ON THE TRADE OF WILMINGTON, NORTH CAROLINA,
AND ON THE PRODUCE EXPORTABLE FROM THE
RIVER CAPE FEAR, TAKEN INTO VIEW 1ST AUGUST,
1843.
BY ROBERT W. BROWN.
WILMINGTON affords, in season, and in proportionate quantities, nearly all the various kinds of produce that are to be found in the growth of the United States collectively-Such is the effect of an intermediate climate, an extensive territory of different soil, and diversity in occupation of numerous inhabitants.
Portable articles of produce are brought from the interior country, by land carriage, to Fayetteville, at the head of boating navigation; thence they are carried down to WILMINGTON by well constructed Steamboats and their numerous Towboats, comprising a flotilla on an extensive scale, qualified to carry large quantities of merchandize up and produce down; and when the river is not too low for Steamboats to run all the way, greater despatch is not given in any part of our country. At those periods of low water, which occasionally happen, the transportation is facilitated by the smaller flat Towboats, aided speedily by the Steamboats, so far as
Page 13
the latter can proceed. We have also the additional route of Rail Road, 161 miles as noted below, in another direction.
In the course of many years practice of the author in his agency for numerous merchants of the interior, and since the establishment of Steamboats, he has had goods delivered at Fayetteville, within a week and ten days, from New York, and the merchants and farmers of the back country, hitherto trading extensively with South Carolina, must find their way to the convenient seaport of their own State, and Wilmington can produce a market for export and import, with all necessary facilities. The larger vessels for foreign trade and the smaller for coasting, have the advantage of two Bars--the New Inlet and the Main Bar to pass in and out.
In the lower part of the country, transportation of sawed Lumber, Staves, Naval Stores, Timber and Spars, is facilitated by rafts, conducted by a few hands, down numerous rivers and creeks.
Many ships and vessels, of considerable burthen, are annually loaded here, and bound for European and West India ports, with cargoes of Naval Stores, Tobacco, Flaxseed, Cotton, Rice, Pitch Pine Planks, Timber and Staves.
Our produce is particularly adapted for the markets of the West India Islands; and the shipping of Wilmington and the Northern States, as well as foreign vessels, during winter and spring, load here and depart for the West Indies, in as many directions as there are Islands; their cargoes assorted, with sawed Lumber, Staves, Shingles, Flour, Rice, Pork, Bacon, Lard, Butter, Naval Stores, &c.
A large proportion of our produce is transported coastwise, to various ports, but those of New York, Philadelphia, Baltimore and Boston, principally; and vice versa, the merchants and dealers of Wilmington and Fayetteville, embracing the extensive interior of the state, are furnished with a variety of merchandise from sundry ports on the northern coast, especially from New-York. Regular packets ply between Wilmington, New York and Philadelphia. Steamboats of good capacity ply on the river below Wilmington, for passengers, freighting and towing. The healthy summer retreat at Smithville, is much resorted to.
Page 14
Excellent crops of various kinds of produce are annually produced throughout this country. Our market opens in November, is brisk in December, increases in January, February and March, slackens in April, declines in May, and ends in June. The summer and fall months, in regard to trade, are dull; rivers generally low; crop season with the country people; a relaxation in town; and consequently business generally is less active, except the ordinary preparations for renewal of the fall trade, and the importation of large quantities of goods, for their passage to the interior, which is a steady employment from July to November. This business demands the constant vigilance, care and presence of the consignees and parties entrusted with it, during the most unfavorable period of the season.
A new route is now established by the Wilmington and Raleigh Rail Road, through the North Eastern counties of the State, leading to Weldon, on the Roanoke, and thence to Norfolk or Petersburg. Splendid Steamboats, built for the purpose, and second to none in the United States, ply between Wilmington and Charleston, conveying with great comfort, and comparatively no risk, the mail and passengers, which route, as already ascertained, is admitted to be one of the best in the whole country, avoiding the great hazard of Capes Hatteras, Lookout, and Frying Pan, in a short sea-scope between Cape Fear and Charleston Bars, so far as passengers are concerned.
The TRADE too has commenced upon this route with the rich and fertile counties of the East, whose inhabitants are ready to embrace the great facility in prospect of finding at Wilmington a market for their valuable productions. It is only necessary to have the supply to insure demand.
Those kinds of our produce, of the first importance, are noted as follows:
COTTON.--Upland in moderate supply the last year or two. The quality is similar to that of South Carolina or Georgia, now mostly packed in square bales, and delivered at market in excellent order. Freight to England, chiefly Liverpool, varies as to circumstances 1-2 a 5-8d., and it often occurs,
Page 15
that cotton purchased by order, is shipped coastwise to New York, where it takes the chance of a good market, or for warded by packet to England or France. Shipments to France direct are made from Wilmington. Both Cotton and Rice can be obtained and shipped.
RICE.--A fine crop is raised, chiefly in the vicinity of Wilmington, near tide water, of quality equal to any in the Southern States. And indeed, we have often heard a preference expressed for the Rice on this river. Charleston dealers send for it, to clean there (and export) in the rough, &c. The quantity made is about 200,000 bushels. There is now an extensive Steam Mill, besides sundry Water Mills, which enable us to furnish in due season, the whole crop of this article, and greatly add to our supply of clean Rice for export from the port of Wilmington. The quantity may now be fairly estimated at about ten thousand tierces. In consequence, dealers may expect less disappointment in supplies, and at fair prices. A Steam Mill, recently erected at New York, has made demand upon our rough rice, and takes it coastwise. By custom, the purchaser pays 50 cents for each cask, and 8½ cents for inspection. The casks are of various sizes, from 300 to 600 pounds nett. About the middle of November, to the first of December, we get the first new Rice to market.
TOBACCO is raised in the upper country; is brought to and inspected at Fayetteville, at the head of boating navigation, 90 miles by land, and 140 by water, above Wilmington. It may be had at that place almost any time of the year, but is more plenty between December and March. In the first place, it is uniformly purchased from the planters by merchants at Fayetteville, on their own account, or by order, and sent down to Wilmington, for sale, or to be shipped. Many ships formerly loaded with Tobacco at this port for Foreign markets.
FLOUR is expected to be fine this year--the crops of Wheat throughout are represented as excellent. It is inspected and branded at Fayetteville, under several qualities, and at present, no charge of inspection to the shipper here.
Page 16
The cross middling, fine and superfine, generally sent down together. It is not always practicable to procure superfine alone. Quality good. Inspection improved.
WHEAT is brought into Fayetteville by wagons, where it is bought, cleaned at mills, and put up in casks of seven bushels or bags, and sent down to Wilmington for sale or to ship.
CORN.--The country immediately around does not produce it in sufficient quantities for exportation to any extent. We have it frequently from the North counties in this State, brought round in vessels, and also from Maryland. The demand this year has been uniformly good, and sold at full prices. The adjoining counties have had satisfactory accounts--the consumption seems to have increased.
TAR has been made in considerable quantities; it is an article subject to waste. The very low price at which this article ruled for several years, had the effect at last to drive the makers of it to other business--cutting timber, &c., which, with some removals of that class of persons from this region, rendered Tar more scarce. It is rafted to Wilmington, down rivers and creeks, and bought of the country people by the raft, from 20 to 300 barrels, afloat; after which, it is landed on a wharf, inspected and coopered--the purchaser always paying inspection of two cents per barrel, cooperage, wharfage, and the landing charge; the whole expense about 12 cents per barrel, including one week's wharfage. Our cooperage is good, and attentien is paid to pumping, in order to clear it of water as much as possible. January to May is the season when Tar is most plenty.
TURPENTINE is seen in market from June to April. We generally get the greatest quantities from the 20th of November, until about the last of February. Before and after these periods, it comes in smaller parcels. After heavy rains, and during high freshets, we have considerable quantities down at once; and often, at such time, the supply offered for sale reduces the price. Turpentine is rafted and sold as Tar, subject to inspection and like expenses. The buyer, from custom, pays for the whole raft, as landed, including
Page 17
hard or scrapings as well as soft; the hard, however, at less price--one-half the rate paid for soft. By custom and law of the State, it is weighed, taking 320 lbs. gross as the barrel. Our barrels are generally large, and when packed over go that weight. Usual crop has been 100,000 to 140,000 barrels. I will further add, in regard to this article, that on inspection, after the inspector has tried each cask at the bung with a rod, he weighs a small portion of the lot, by which the whole purchase is averaged. Inspection, 3 cents per barrel. The crop of 1843-44 is expected to reach 200,000 barrels. The railroad route delivers a large proportion of Turpentine to market, which is in addition to the rafting process. The several distilleries now established, for working up turpentine in the home market, consume weekly 1500 barrels of that raw material, and has become a great item of business here. They produce Rosin, Spirits Turpentine, and make Varnish and Pitch.
FLAXSEED as well as Tobacco and Flour, is raised in the interior of this country. It is first brought in wagons to Fayetteville, and there measured and sold by the bushel.-- The purchasers have it cleansed in machines, and put up in oak casks, each containing seven bushels. Flaxseed is an article, in regard to the quantity of which an accurate estimate cannot be formed. The seed is sown with no other view than to produce Flax for domestic purposes; gathered in quantities and brought to market, from the first of September to the fifteenth of January--principally in November and December. In common, the quantity received depends materially upon the price. Crops of former years, about 3000 tierces. Of the last seasons, the quantity exported and shipped coastwise, only about 9 to 1500 casks. There is no other market in the Southern States where it is purchased to any extent. No inspection.
LUMBER--Many kinds, and of a superior quality, are rafted plentifully to market during winter and spring, from water mills; say, sawed boards, plank and scantling, of fine grained pitch and yellow pine, promiscuously sawed however, unless previously contracted for, and thus sold by the raft, at a
Page 18
rate to be agreed on, turn out as it may; Refuse at half-price, and is commonly so shipped altogether. Expenses of re-rafting or landing, and inspection, paid by the purchaser.-- Pine timber and spars, of any size, may be had upon previous notice to contract with the country people; and at a time when the waters are sufficiently up for rafting. Five well constructed STEAM SAW MILLS are erected in the vicinity of the town, and now in operation, where lumber of any lengths or sizes may be furnished, and delivered to vessels bright from the saws. The quality is excellent--sawed from square logs of good timber. The increased demand for our lumber coastwise, and steady calls for it throughout the West Indies, has vastly increased the trade and employment of vessels.-- Half the inspection is charged at those Mills, and their prices are uniform. The lumber trade is also benefited by the establishment at Orton, 15 miles below Wilmington, of two excellent Saw Mills, carried by a never-failing water power from a pond of seven miles in extent, supplying lumber from square timber equal to that of the Steam Mills, and at same rates. In a contract with those mills, vessels meet as good despatch as at any other.
An extensive Planing Mill is also erected at this place, where flooring and all other descriptions of Boards are supplied for domestic use as well as foreign demand.
SHINGLES, of Cypress, 22 inches in length, are plenty, and often good; and may be contracted for to be brought of better quality and larger size. Demand the past season was good. Demand this summer has been less, and a corresponding falling off in supply--ruled from $1 50 to $4 per thousand. Shingles, of Juniper, 18 inches, may be had on timely notice, during the winter.
STAVES are not to be had here in quantities sufficient to furnish cargoes of vessels, but can be had during the winter and spring, wherewith cargoes of other produce are dunnaged and stowed. At some periods. however, so plenty as to comprise the principal part of a vessel's cargo. W. O. Hhd. are not always plenty, barrel generally scarce. It is but seldom they turn their attention exclusively to making barrel staves,
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and they are made only of timber not long or stout enough for hhd. For West India market, W. O. Hhd. Heading are required, and of those we seldom get a sufficient proportion The growth of the tree is confined to narrow limits on the borders of the river Cape Fear. Red Oak Staves are to be had in larger numbers than those of the White Oak, and are proportionably cheap. Pipe Staves are never made here-- All our staves are generally very good. In the further progress of railroads and opening to the country, we shall expect to find our Stave supply revive.
Main Bar of Cape Fear, high water at 7 o'clock, at full and change of the moon; depth formerly 18 feet, but the Pilots now say only 13½ to 15 feet.
New Inlet Bar, high water at 7 o'clock, at full and change of the moon, 10 to 11½ feet.
Tides, on each Bar, perpendicular, 5 to 6 feet.
Flatts, 5 to 6 miles below Wilmington, 10 to 11½ feet.
Pilots generally attend in time to conduct vessels in safety; and there is now two decked boats in use, besides many open boats.
Course in, over Main Bar, is much more direct, and less difficult than formerly:--a Light House on Bald Head Island, as also a lighted Beacon at New Inlet.
Lighterage comes on all vessels above 10 to 12½ feet at present, in consequence of some operations on the river below town, which were commenced with a view to improvement.
Also, between Flats and Smithville, at high water, are shoals 14 feet; consequently, vessels that load deeper than 14 feet, must go down to Smithville to complete their cargoes. 13½ to 15 feet water may be carried out over Main Bar; 10 to 11 feet, New Inlet.
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WILMINGTON, N. C.,
ITS PRESENT AND FUTURE.
FEBRUARY, 1872.
It is proposed, in the following, to give a succinct view of the Commerce of Wilmington at the present time, its commercial advantages as an entrepot for many cities and towns of the great West, and, after the restoration of its harbor, now receiving attention from the General Government, its necessarily great future.
Those interested in the past are referred to the remarks of Joshua Potts, Esq., on the Trade of Wilmington in 1815, and those of Robert W. Brown, Esq., in 1843; and it is suggested that a comparison of the statistics of the present with those above referred to, contain matters of interest.
Taking the harbor as it was, and, as it is confidently expected by those who have studied the matter, it will be again, by a judicious management of the Government Works now going on, and completed, we have a capacious harbor, easy of access with winds from almost any quarter, perfectly land-locked, and the approaches to the Bar well protected from the principal storms on our coast, with good anchorage outside.
Lying to the Southward of all the dangerous Capes on the coast which would interfere with navigation or voyages to and from all Southern, West Indian and South American Ports, as well as to Europe, a considerable saving in the single item of marine insurance is made.
By reference to the report of exports hence, it will be seen that we furnish cargoes of every thing required in the markets of the West Indies and South America, with perhaps the single exception of Flour, which will soon be within our grasp. Hence we are enabled to furnish full cargoes outward, and the return voyage with cargoes of Sugars, Coffee, Fruits, Molasses, and other tropical products would be laid down in our market cheaper than in any other on the coast.
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Again, being "headquarters" for Spirits of Turpentine Rosins, Tar, Pitch, Lumber, Timber, &c., we are enabled to furnish the European markets with these products on the best terms and to receive cargoes in return of their products and manufactures laid down at as low cost as in any other port.
This being a great Rail Road centre, with one line extending Southward and Westward through the Gulf States; with another; in course of completion, extending its arms almost in an air line to Cincinnati, Louisville, St. Louis, Chicago and other cities of the great Northwest; another extending Northward and connecting with lines to every point of the country, offer every facility for the safe and rapid distribution of importations, and for the return of the products of the whole country for exportation.
By reference to the maps of the country, it will be seen that our claim of being the nearest Port to Cincinnati, Louisville, and other cities of the West is a literal fact, the advantages of which it is unnecessary to detail to those interested.
Steam communication on the Cape Fear River is had with Fayetteville, and by a comparatively small outlay for improvement of the navigation of the upper rivers, which is in part complete, would put us in easy reach of the great deposits of Iron, Coal and various other minerals in which the valley of Deep River abounds. The development of these mining interest, only awaits the restoration of our harbor. Then, the value of this Port to the General Government as a coaling and Naval Station, can hardly be estimated.
The trade of this Port is steadily and constantly increasing, and as our harbor improves will continue to do so in more rapid proportion.
Since the late "war between the States" the article of Rice, which was at one time among our principal articles of Export, has almost ceased to be produced, owing to the indifferent and hard to be controlled labor. The crop will not now exceed 10,000 bushels, not enough for home demand.
The production of Cotton in this State has been very
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largely increased, and although no accurate figures can be given, in consequence of a large portion leaving the State, via the ports of Virginia and South Carolina, it is believed that the crop amounts to at least 200,000 bales. At this port is handled Cotton from Georgia and South Carolina, as well as our own State, and during the year 1871 there were exported, principally coastwise, over 95,000 bales. The extension of the Wilmington, Charlotte & Rutherford Rail Road and its completion, will, it is estimated, at least double our receipts of "the Staple."
Spirits of Turpentine is manufactured to a considerable extent in the city, and the whole pine region of this State and South Carolina is dotted with numerous distilleries worked by owners or tenants of the forests. Most of the products find their way to this market.
Exports of Naval Stores for the past year from this Port have been as follows:
| Spirits Turpentine, bbls., Coastwise, | 64,862, | Foreign, | 47,162 |
| Rosins, bbls., Coastwise, | 441,341, | Foreign, | 127,100 |
| Tar, bbls., Coastwise, | 31,993, | Foreign, | 5,874 |
| Turpentine, bbls., Coastwise, | 17,126, | Foreign, | 836 |
Leaving stocks in Port of Spirits Turpentine, 7,299 barrels; Rosins, 72,166 barrels; Tar, 2,640 barrels, and Crude Turpentine, 2,842 barrels.
Pitch is manufactured in sufficient quantity only to supply the demand, and the reputation of "Wilmington Pitch" is excelled by none. The manufacture of this article is confined to the distillers of Turpentine in this city, very little being made in the country.
These articles alone show material to occupy quite a fleet of vessels. In this connection, it should be stated that no vessel has ever been obliged from choice to leave this Port in ballast!
The Timber and Lumber trade, though not what it was fifteen years since, has steadily increased since the war, and should soon reach and exceed its former figures.
Our Shingles, (Cypress and Juniper, or Cedar,) have an established reputation in the Northern and West India
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markets, and may be had in quantity to suit any demand, from the wide extended and heavily timbered swamps on our water courses and Railways.
Staves could be had of the best white or red oak to supply any demand. At present they are called for almost entirely for home consumption.
Our principal supplies of Corn reach us by sea from the Eastern counties; but our rail connections with the West will soon throw the corn and other grain from that section into competition.
The supplies of Wheat, Flour, Tobacco, Bacon, Pork, Butter, Beef, Lard, Tallow, Beeswax, Whiskey, Brandy, and other products and manufactures can be laid down here as cheap as any point.
Peanuts are produced to considerable extent in the surrounding country and form quite a feature in our Domestic exports. The crop of 1870-'71 amounted to about 100,000 bushels of an aggregate value of $200,000. The crop this year is largely in excess.
Among the manufactures of interest and value should be mentioned Cane Fibre, by a patented process from the swamp cane with which our swamps abound, and which is reproduced in three years after cutting, and of a quality superior to the original growth. The prepared fibre is used in the manufacture of paper and papier-mache goods.
Barrel Shooks are manufactured to a great extent and shipped to Northern markets for the reception of syrups from Sugar manufactories.
Fuel for manufacturing purposes is very cheap, and principally of the surplus sawdust and shavings from Steam Saw and Planing mills, which may be had for the asking. Pine wood is in abundance at low prices.
Banking facilities are by no means sufficient to meet the demands of trade; but as our people recuperate more steadily from the disastrous effects of their late struggle, this want is being supplied.
In present condition of our Bar and River, vessels drawing over 12 to 12½ feet require to be lightered to and from a
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point outside the "Rip" whence they can always sail with 15½ to 16 feet.
Our harbor restored, we confidently expect to find at least 20 feet at mean low tide on the Bar (with a rise of tide 4 to 5 feet,) and the removal of obstructions in the River, placed there by the authorities during the Revolution of 1776, will give us ample water to our docks.
From the Reports of the Engineers in charge of the work of restoring the harbor, it will be seen that the work accomplished is quite satisfactory, and by comparison with the regular monthly reports of the Committee of the Chamber of Commerce, that the progress of the work is steady, and from the gradual formation of sand beach on the outside, almost keeping pace with the work itself, that Nature is doing her part fully in securing the structure, and this fact assures us of the permanency of the work. Of the effects of the work on our Bar; it will be seen that there is a constantly, though very gradual increase of depth, and the opinion generally prevails that the continuation of the work to completion, on the general plans as suggested, modified from time to time as may be necessary from the action of nature, will without doubt result in the complete restoration of our harbor to its former capacity. The future of our city is then guaranteed! And the inducements offered for cheap and short transportation to a first-class harbor on the coast, and for the same by sea to any part of the world, will bring to our market sufficient produce to employ a fleet as large as is necessary in any part of the country.
A great deal rests with our own merchants as to whether these predictions, for early fulfillment, shall be realized; and it becomes the plainest duty of each and all of us to use every honorable exertion to effect a consummation of our plans.
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WILMINGTON, N. C., 15th January, 1872.
Col. WM. L. DEROSSET,
President of the Chamber of Commerce:
SIR--At the regular meeting of the Chamber, on the 11th inst., a resolution was passed requesting the Committee on Bar and River Improvements to collate all their reports and communications to the Chamber, relating to Cape Fear river and its improvements; also, statistics and facts in its history, with the probable, direct, and lateral bearing and influence which these improvements may have (if successfully carried out) upon our commerce, trade, agriculture, and general progress. In answer to which, your Committee beg leave to report:
We herewith present duplicates of all the reports which have been published, which we can find. Several reports made to the Chamber in the early history of the work, memorials to Congress, and correspondence, of which duplicates were not preserved, have been lost or mislaid.
The earliest reliable information we have of the Cape Fear river, its entrance and harbor, is to be found in a Map by Edward Moseley, in 1733, and another by James Wimble in 1738. Both of these maps, although apparently imperfect, compared with similar maps of the present day, nevertheless represent the harbor as capacious, of good anchorage, well land-locked, easy of access, and with four (4) fathoms water upon the bar, (supposed at mean low tide.) About this draught of water was carried by a bold and direct channel on the East side of Big Island, to the town of Wilmington.
The next we hear or the Cape Fear River is through Wheeler's History of North Carolina, (extracted from the London Magazine,) giving an account of the most violent equinoctial storm which had ever occurred upon the coast, forcing open an entrance into the river, at a point known as the haul-over, now known as the New Inlet. This storm commenced on the 20th of September, 1761, and lasted for four days.
This Inlet, from long neglect, has become formidable, detracting a large portion of the river water from its legitimate outlet, to the great detriment of the river and lower harbor.
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In 1775, a Map of Cape Fear River (more accurate in its details than the two first alluded to) was published in London, which laid down the New Inlet, but does not materially vary the harbor, outlet, or draught of water upon the bar, or the channel of the river up to the town of Wilmington.
At a meeting of the Safety Committee of Wilmington, hold on the 20th of November, 1775, John Ancrum presiding, the following preamble and resolutions were passed:
"The Committee, taking into consideration the damage with which the inhabitants of the Cape Fear River are threatened by the King's ships now in the harbor, and the open and avowed contempt and violation of justice in the conduct of Governor Martin, who, with the assistance of said ships, is endeavoring to carry off the artillery, the property of this province, and the gift of his late Majesty of blessed memory, for our protection from foreign invasions, have
"Resolved, That Messrs. John Forster, William Wilkinson, and John Slingsby, or any one of them, be empowered to procure necessary vessels, boats, and chains, to sink in such part of the channel as they or any of them may think proper, to agree for the purchase of such boats and other materials as may be wanted; and to have them valued, that the owners may be reimbursed by the public: And it is further ordered, that the said John Forster & Co. do consult the Committee of Brunswick on this measure, and request their concurrence."
A knowledge of the men of that period, with the boisterous circumstances which surrounded them, is sufficient evidence that this order was implicitly obeyed and effectually executed, no report of their action being required or expected.
Tradition assures us that these obstacles were placed across the channel at Big Island. We therefore feel justified in saying that the channel, as laid down by all previous maps, was, at that time and place, obstructed agreeably to the order, as subsequent events would seem to imply. From time to time, logs, stumps, and other, drift matter, brought down by freshets, lodged against the obstructions, backing up nearly to the narrows, and forming what is known as the flats or shoal of logs, which, as it increased, gradually forced the water through an opening on the West side of Big Island, and in course of time scoured out a channel sufficient to accommodate
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the commerce of the port, and so remained until about the year 1826.
In the year 1797-'98, a survey and map of Cape Fear river, its harbor and outlets, was made by Joshua Potts. At this time, thirty-seven years after the breaking out of New Inlet, we find very little alteration in the harbor or outlet.--The Bar representing twenty feet of water, (supposed at mean low tide,) while the channels of the river up to Wilmington had undergone material change, and very much depreciated.
About the year 1820, the State of North Carolina (failing to interest the General Government in the matter) undertook the improvement of the navigation of the river. The work was placed in charge of Hamilton Fulton, a Scotch engineer of some celebrity, who prosecuted the work for several years with little success, not seeming to comprehend the difficulties in the way of restoring the old Eastern channel, when, about the year 1825, the State was relieved by the General Government, which placed the work in charge of Captain Bache, who likewise prosecuted the work for some time with no better success, when it was abandoned until about the year 1855, when the improvement of the harbor was again undertaken by the Government, which, in the meantime, had been materially damaged by washing away a large portion of the beach near New Inlet, bringing the sand into the river, forming shoals, changing the channel, and filling up to some extent the main outlet. It is significant, that as the New Inlet widened and deepened, in like proportion the Main Bar shoaled, maintaining, however, in the aggregate of both, the original standard draught on Main Bar of about twenty-five feet, thus proving the efficiency of the volume of water passing down the river to scour out and maintain one first-class bar.
The work, through inadequate appropriations, progressed very slowly for several years, with doubtful success, when further appropriations ceased, and the work was again abandoned, without gaining any point or accomplishing any material object towards reclaiming the harbor, until 1870, when the present work commenced.
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Through the influence and efforts of our Senator in Congress, Gen. J. C. Abbott, an appropriation of $100,000 was obtained from the 40th Congress, at its session of 1869-'70, for the improvement of Cape Fear river, which became available in July, 1870.
This work was assigned to the department included in the charge of Gen. J. H. Simpson, U.S.A. Preparations were commenced in August, and active operations upon the break-water, starting from the northern point of Smith's Island beach, crossing Deep Inlet in the direction of Zeke's Island, were commenced in September, 1870, by Major Walter Griswold, Assistant Engineer.
In November, General Simpson was relieved of duty here, and the work was assigned to the department under the charge of Col. Wm. P. Craighill.
Through the same influence and efforts a second appropriation of $75,000 was obtained from the 41st Congress, session of 1870-'71, which became available in July, 1871.
Of the progress of the work, we beg to refer to our monthly reports to the Chamber. Owing to the inadequacy of the appropriations the work has necessarily progressed very slowly, but by judicious management much has been accomplished. Up to this time over one thousand feet of the break-water has been finished and permanently secured over the most difficult and expensive part of the line. In addition to which, a considerable portion of the beach has been reclaimed and secured, which was in a dangerous and exposed condition. The introduction of the cultivation of the "Carolina Beach Grass" promises much towards increasing and strengthening the beach, as well as protecting it in the future.
From the foregoing statement it is evident that the Cape Fear Harbor once enjoyed all the advantages and facilities which it is now claimed that she can, and of right, ought again to enjoy: the only question on the subject is, as to the practicability of its restoration. This question we consider fully settled, as well by experience and observation in the past, as the trite axiom that whatever has been may be again.
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A kindly feeling and generous spirit exercised toward us at this time by Congress and the proper departments of the Government, will reclaim and secure one of the most valuable harbors on the Atlantic coast.
The Government has heretofore done very little for North Carolina, and that little has been doled out as though in mere charity, in such inadequate amounts as really to accomplish no tangible good, while millions of the public treasure have been lavished upon far less worthy objects.
That the Goverment has, for over a century, neglected her duty in repairing this harbor until the damage has become formidable, can surely be no justification for longer delay.
And that she has likewise, for near a century, neglected to remove obstructions from the channel of the river, placed there by our ancestors as a means of public defence in their terrible struggle for independence of Great Britain, certainly cannot be used as a pretext for longer delay, while our commerce and trade languish, and our State, without an emporium, impoverished thereby.
Moreover, it is manifestly the best interest of the Government to restore this harbor effectually and speedily, and she would but display her wisdom and foresight in so doing at any cost. Why and wherefore?
She would thereby secure a long needed desideratum. A harbor of refuge and convenience, exactly where the commerce and navy of the country require it, intermediate between the Northern and Southern sections of the country; in fact, upon the exact line of division, with all the advantages of both, and subject to the disadvantages of neither; capacious and well land-locked; easy of access for vessels of large class, with good anchorage, while Smith's Island stands a perfect and permanent protection to the outlet; with a climate excelled by no other in salubrity; situated within one hundred and fifty miles of the finest and most varied mineral district in the country, (including steaming coal of fine quality, and abundant supply,) accessible by water navigation or by railroad.
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At trifling cost this harbor could be connected by an inland water communication with the entire seacoast lying between the Chesapeake Bay and Winyaw Bay, which abounds in the finest live oak and cedar timber, thus affording to the Government every requisite for a naval station, while it would prove a most convenient coaling station for general commerce.
The port of Wilmington is well watered, and the Cape Fear river water has long been acknowledged as of superior quality for ship use on long voyages.
We now proximate the concluding paragraph of your resolution; the bearing and effect the restoration of this harbor will probably have upon commerce, trade, agriculture and general progress.
One important effect it would probably have would be to admit to our shore "emigrant ships," laden with the surplus population of Europe, to people our country with hardy, laboring citizens, who will utilize our abundant forests and waste places, cultivate our lands, work our mines, and put in motion factories and workshops, not yet dreamed of. It would be well to remember that any attempt to introduce foreign labor into our State, through the ports of other States, to some extent must prove abortive.
Another probable effect would be to give a new impetus to "internal improvements." People must and will have cheap and convenient highways to market, at least, and the people's interest in this matter will be the interest of the country at large, as all history conclusively establishes. Railroads and canals, not now thought of, will radiate in every direction; unnavigable rivers and creeks will be cleaned out and made navigable, and remote corners of the country opened to market.
Existing railroads will be strengthened and stimulated to push their lines through the mountains into the rich valley of the Mississippi, and shake hands with the great cities of the West.
Through the influence of this "restored harbor" commerce and trade will lift their drooping heads and smile again.
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By reference to the maps of the country it will be seen that Chicago, St. Louis, Cincinnati and Louisville are as near, if not nearer to Wilmington, than to any other seaport of the Atlantic coast, while Memphis is about the same distrnce as to Charleston, and a trifle further than to Savannah.
Our position and facilities for trade with the West Indies and "South America" give us decided advantages over any other city of the Atlantic coast as a market for coffee, sugar, molasses, salt, guano and all other productions of those countries, which can be exchanged with our Western friends for corn, wheat, flour, bacon, lard and other productions of that region, to say nothing of our home productions--timber, lumber and naval stores.
Our port being south of all the dangerous capes and shoals of the coast, subjects us to less time and hazard, consequently more dispatch and less insurance in the conduct of the trade, while our facilities for an European trade would be as good or better than the average of shipping ports.
We therefore respectfully invite the attention of the cities and States of the Western and Northwestetn country to this subject, to investigate it and see whether their interest is not identified with ours sufficiently to justify a joint appeal to the Congress of the United States, through our representatives, for the perfect restoration of Cape Fear harbor.
By reference to the report of a committee of the 40th Congress, on the policy of extending government aid to additional railroads to the Pacific, it will be seen that Wilmington on the Atlantic, Memphis on the Mississippi, and San Diego on the Pacific, form almost a straight line, and very nearly upon the same parallel of latitude. This line passes through an apparently favorable country for the location of such a road, more direct, and promising much less cost of construction per mile, and far less of mileage in crossing the continent, than any other finished or proposed line; moreover, being more exempt from disasters and detentions from the ice and snows of winter.
This road will surely be built, and that at no distant day. Would it, therefore, be considered presumption in us to aspire
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to a participation in the traffic of this road and its connections? Why not, if we are in condition to invite it by sufficient inducements?
"TO OUR CITY," and its commerce, with all the ramifications of general progress, the benefits would be unbounded--their details would prove too lengthy for this communication.
"TO OUR STATE," it would be her "PRIDE" to point to an "EMPORIUM" in every respect worthy of her, which at once, and forever, emancipates her from the humiliating commercial vassalage to other States under which she has so long labored, securing to her own citizens all the benefits arising from an import and export trade.
In conclusion, your Committee beg leave to express the opinion, that the restoration of Cape Fear Harbor and River is the "PIVOT," the TURNING POINT, in the future prosperity of WILMINGTON--the HONOR and GRANDEUR OF NORTH CAROLINA--while it places a brilliant jewel in the coronet of the UNITED STATES OF AMERICA.
HENRY NUTT, Chairman.
"OUR BARS AND RIVER."
We give below the interesting report submitted to the Chamber of Commerce of this city at the last regular meeting, by the Committee appointed for that purpose, in relation to our bars and river. There is much in this report of historical interest, and the comparison of the present disadvantages of our bars, with the former natural advantages, should beget the resolve in the minds of those interested (and who is not) to try every means in their power to have it properly improved. We think that we have a right to expect some aid from Congress, and hope the matter will be put through. The report is as follows:
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To the President and Members of the
Chamber of Commerce of the City of Wilmington, N. C.
Your Committee, appointed in August last, to consider the present condition of our "Bars and River," and to investigate the causes leading to the constant depreciation of the draught of water upon the same, and of suggesting some plan of arresting the damaging effects upon our navigation by further neglect and delay, beg leave to report that they have diligently searched, but without success, for some of the old charts and surveys of the bars and river, made prior to the year 1820, and before the breaking out of New Inlet, which were known to be extant, and in possession of your Chamber and many of our citizens prior to the breaking out of hostilities between the sections. All seem to have been destroyed or lost. None could be found except those made under the direction of the United States Coast Survey since the year 1820. These were procured from Washington City through the courtesy of our Collector, D. Rumley, Esq.--Those old charts were deemed essential in making a comparison of the draught of water upon the bar, and the position of the channels before and after the breaking out of New Inlet, which would better enable your Committee to offer direct and positive recorded evidence of the causes which produced the present depreciated condition of our navigation, and the almost certainty of continued depreciation, unless speedily arrested.
Your Committee, therefore, find themselves under the necessity of offering for your consideration facts from memory only, contained in the traditionary history of the country.--James Newton, an old and highly respectable pilot, who was born and raised, lived and died, near Federal Point, told one of your Committee a short time before his death, (a few years ago,) that he well remembered the first breaking out of New Inlet, during the prevalence of a long and terrific Northeast gale, in the month of September, 1781. That prior to that time he had frequently walked and ridden to Bald Head Beach, now Smith's Island.
The late Capt. Thomas N. Gautier, who was a merchant of
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this place during the period of time included between the years 1790 and 1810, told one of your Committee that, during that period, among many others, he had loaded one ship to thirty feet draught, which proceeded down the river and to sea, on her voyage to London, without difficulty or interruption.
During the years 1797-98, about eighteen years after the first breaking out of New Inlet, and twenty years before it came into use for the smallest sized sailing craft, a survey of Cape Fear bar and harbor was made by the late Joshua Potts, (an engineer of some celebrity,) exhibiting a draught of water on Main Bar of twenty-four or twenty-five feet at mean low tide. Older charts than this exhibit a greater draught of water, particulars of which, however, are not accurately remembered by your Committee. Many old citizens, now living, remember to have seen, at our wharves, vessels drawing fifteen to eighteen feet water. But, about the year 1820, as the depth of water increased on New Inlet, in like proportion it diminished on the Main Bar, maintaining upon both the aggregate of about twenty-five feet. These facts in the history of the past are conclusive evidence, in the minds of your Committee, that the true and real cause of the present alarming condition of the navigation of our bars and river, is to be found in the existence of the new inlets, and that alone.
One of your Committee, at least, is able to testify, from his own observations of the operations of closing those inlets just prior to the commencement of hostilities, of the perfect practicability and ease with which the work was accomplished. Feeling, therefore, the utmost confidence in the practicability of restoring to our port and State the advantages of our former and natural commerce and trade, and, feeling it to be perfectly competent and within the province of the government of the United States, at comparatively trifling cost, to accomplish this great end, we recommend your body, without delay, to memorialize Congress through our Senator, General Abbott, and request the co-operation of all our delegation to Congress, in urging upon that body the importance
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and absolute necessity of prompt and efficient action in saving from utter destruction an important port, at an important point on the Southern coast, which will be worth millions to the commerce of the country.
All of which is respectfully submitted.
(Signed) HENRY NUTT,
JOHN WILDER ATKINSON,
JAS. H. CHADBOURN,
Committee.
WILMINGTON, N. C., 13th OCTOBER, 1869.
To the President and Members
Of the Chamber of Commerce:
Your Committee, to whom was referred the subject matter connected with the condition and improvement of our Bars and River, beg leave to report that the subject has had their utmost consideration.
At the last session of the Congress of the United States, our Senator, Gen. Abbott, who seems to take a lively interest in the enterprise, as also other members of the North Carolina delegation, introduced a bill into that body, making an appropriation for the work, which was referred to the legitimate committee for consideration; but, owing to an extraordinary press of what was deemed more important business, this bill was not reached before the adjournment of Congress, and did not receive its proper consideration. Other means were used by our Senator for accomplishing the purpose, by attaching it to the general appropriation bill, but without success.
During the past summer, at the suggestion of your Committee, General Abbott invited three prominent members of Congress, who were passing South through our city on official business, to spend a day with us, in a reconnoisance of the bars and river. The day and tides were favorable for the excursion, and they expressed much satisfaction at the
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visit, and conviction of the importance of the proposed work, as well as the necessity of prompt action by Congress for the preservation of the port. From all which, your Committee feel assured of the co-operation of Messrs. Bingham, Eldridge, and Loughridge, when the subject shall come up for final action by Congress. Upon a review of the whole subject, your Committee feel greatly encouraged that something effective will be accomplished at the approaching session of Congress.
Your Committee feel assured that the heart and soul of General Abbott is in this matter, and that, with his known energy and perseverance, no stone will be left unturned for the consummation of its accomplishment. And in this view of the subject, he suggests, and asks your body to appoint and send to Washington, during the session of Congress this winter, a committee, to co-operate with him, inasmuch as a large portion of his time, which should be devoted to outside service and canvassing the subject, will be required in the house.
All of which is respectfully submitted.
H. NUTT, Chairman.
HARBOR REPORT.
To the Honorable the Mayor
And Board of Aldermen of the City of Wilmington:
GENTLEMEN: --In compliance with your request, of the 10th ult., I proceeded to Washington City for the purpose of submitting a plan to the United States Government, by which the necessary improvements on the bar, commonly known as the "Old Ship Channel Bar," could be attempted with a comparatively small outlay, and a fair chance of getting from
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12 to 13 feet water at mean low tide over this bar, which would give us from 16½ to 17½ feet at high tide.
On my arrival at Washington, I laid my plan before Senator Abbott and Representative Dockery, and after satisfying them of the feasibility of the same, consulted with them as to the best mode by which we could most easily obtain the amount necessary to begin practically our attempts of improvements with as little delay as possible; for, in my opinion, judging from the changes which have taken place since 1865, as shown by the last partial survey of 1869, by United States Coast Survey, we have no time to lose in making a beginning, and so avoid the danger of our bar's being shoaled to an extent that would prevent any but vessels of very small draught to enter our harbor.
In accordance with the advice and assistance of these gentlemen, I proceeded to the respective departments to which all matters on improvements of this kind are referred, and urged on them the immediate necessity of the case, indicated my plan by which this work could be commenced, and am happy to state that the Superintendent of the Coast Survey recommends, in his report to Senator Abbott, the necessity of the improvement, and that one hundred thousand dollars be appropriated for the commencement of the work.
The bar, in the Old Ship Channel, which I selected for improvement, has shoaled two and a half feet in the last five years, and therefore any procrastination in the work will be injurious to our commerce, as I believe it can be shown that year by year since 1840 the obstruction has increased, and unless speedy action is taken it will result in the total destruction of our harbor. I base my opinion on data gained from different surveys, made from the year 1733 to 1869.
On the survey of 1733, a depth of 21 feet is shown in the ship channel at mean low water, and in 1869 only 5½ feet can be found in the same channel. The most rapid decrease of water on the bar begins from 1840, after the United States Government had put down jetties for the protection of the shore off Fort Caswell. At this date there were 15 feet of
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water on each of the three bars. You will, therefore, readily see why I consider delay in beginning practical operations detrimental to our harbor, and would suggest to your honorable body that, should the earnest efforts of our Senator and Representative fail in obtaining the necessary means to be gin the work, that you should urge on the State Legislature to make an appropriation of fifty thousand dollars for this purpose, with a view to have it refunded by the General Government at some future time.
Certainly this harbor is of too much importance, not only to the city of Wilmington but to the whole State of North Carolina, to be neglected. We have now most of our rail roads centering and terminating in this place, and therefore the closing of our harbor for larger vessels would put us at the mercy of railroads, and no outlet could be had for our products but by the ports of other States. This condition of affairs of course would be a great loss to the whole State, as our producers would not be able to compete with those of other States, for the simple reason that we could not ship our goods at the same rates as merchants of more favored localities, where vessels can land and take merchandise from their wharves, and receive the same without paying lighterage.
It is with pleasure I inform your honorable body that I have the assurance of the heads of Bureaus, as well as of Congressmen having the matter in charge, that the claims of Wilmington will not be forgotten, and that the plan I have suggested will be adopted.
Our immediate representatives have the matter in hand, and I had the assurance of Senator Abbott--just before leaving--that all of the Committee having the matter in charge, were in favor of appropriating the amount I ask, and as yet there is no appropriation.
In conclusion, I would remark that, with the assistance of Mr. Charles I. Grady, the editor of the Post, I prepared and had presented an elaborate argument, "Why the port of Wilmington should have a part of the money so lavishly given
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by the government to ports in the Western and Eastern States." This argument will be presented by General Abbott in the Senate, and we have every reason to believe will be effective.
Respectfully yours,
ALEX. STRAUSS.
MARCH 6th, 1870.
RESOLUTIONS
OF THE BOARD OF ALDERMEN, OF THE CITY OF WILMINGTON,
NOVEMBER 28th, 1870.
WHEREAS, The importance of farther appropriation by the Congress of the United States to the improvement of the Cape Fear Bar is most apparent, in view of the present unfinished condition of the work, and the great benefits daily developing as it progresses.
Resolved, That the Mayor and Aldermen of the city of Wilmington do most earnestly urge upon Congress the claims of this work, and respectfully request the Senators and Representatives in Congress from this State to bring the matter before their several Houses, and solicit liberal appropriations to this truly national work.
Be it further resolved, That a copy of this resolution be sent to each member of Congress at Washington.
RIVER AND BAR IMPROVEMENTS.
Major Walter Griswold, of the U. S. Engineer Corps, who is in charge of the Cape Fear River and Bar Improvements, now in progress, has just completed a detailed report of his operations, addressed to Col. W. P. Craighill, of the Engineer Corps, and through him to be forwarded in reply to resolution
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of the U.S. Senate, recently adopted, asking for information in regard to the progress of these works. The report is elaborate and is very encouraging, and we hope that the good which beyond a doubt has been already accomplished, may induce the Congress to vote continued appropriations to the work.
Those of our readers who were ante bellum residents of the city, may remember that there was once a little sand strip on the South side of New Inlet bar, and opposite Fort Fisher, called Zeke's Island. This was separated on the South, by a shallow inlet, from Smith's Island, which is a long, low tract, running down the Cape Fear, widening as it goes.--Zeke's Island has been gradually washed away by Easterly winds and tides until but little of it now remains; and it is here, from along the Zeke's Island sand bar, across the shallow inlet, and on the upper part of Smith's Island, that the great injury to the river and bar has been done. A high Easterly wind drives the water over these points, and it carries with it as it goes large masses of sand, which fall into the sound and marshes known as Buzzard's Bay. These are affected by the tidal currents, and are gradually taken up and carried down the channel, some of them being deposited in the river, and others stopping on what is known as the Rip, on Main Bar, opposite Fort Caswell.
Having carefully ascertained these facts, the officers in charge knew just where to proceed--like the physician, having made a careful diagnosis of the disease, their skill and experience at once suggested the remedy.
The object of their labors thus far has been to build a line of obstructions from a point on Zeke's Island to the North, to Smith's Island on the South, of sufficient strength and ability to successfully resist the action of the waves. They know that, this once accomplished, there would be less washing of the sand from the bay into the river, because there could be no tide from the ocean, at that point, to force it away. These obstructions are not yet completed, but already a favorable change has been noted. The channel at New Inlet has been improved, and the pilots report a gradual increase
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of water on the Rip at Main Bar, all of which can be directly traced to the influence of the obstructions.
As the work has proceeded, a new idea has been developed to Gen. Simpson, the chief officer, which is, that New Inlet itself may be successfully obstructed, and the channel of the river and the Main Bar thus become washed out and improved. By obstructing New Inlet, and by the use of a steam dredge, it is felt sure that our bar can be restored to its original depth, and that the largest ships can be floated over it safely. In the meantime, it is supposed that the large expanse of water known as Buzzard's Bay will be gradually filled up by sand washing down from the banks of Smith's Island, and which cannot be carried into the channel of the river, or across to the bar, as we have heretofore explained, for the want of tidal action.
We have written more than we intended, which was to merely give an outline of the facts stated, and the suggestions made in the report to be submitted by Maj. Griswold. The beneficial effects of the work, even thus far, are already plain and unequivocal; and if such is the case now, how much greater must be the improvement when the work of closing the gap between Zeke's and Smith's Island is completed, to say nothing of the total regeneration of our port, should the improvements be extended to the entire closing of New Inlet.
The advantages to be derived from a continuation of the work are plain and manifest, and money is all that is needed to carry the enterprise through. On the contrary, should Congress grant no further aid, and the work be therefore compelled to stop, all the money thus far expended will have proved not only unavailing but an absolute waste, and Wilmington may at once, for at least a century to come, take a back seat among the third and fourth rate towns.--Journal Editorial, January 20, 1871.
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COL. CRAIGHILL'S REPORT TO GEN'L HUMPHREYS.
BALTIMORE, JAN'Y 23D, 1871.
GENERAL:--I have the honor to acknowledge the reference to me for report, of the Senate resolution of January 13th, (received 20th,) calling for information as to the progress of the work of improvement at the mouth of the Cape Fear River in North Carolina.
The object of this improvement is evident from the following extract from the report of a commission of distinguished men, who elaborately examined and discussed the subject in 1853:
"We find that a harbor which once afforded easy access to vessels drawing nineteen feet of water, will now only admit those with less than thirteen, and we cannot but regard this deterioration as a great national misfortune, and the restoration of the Inlet to its original state as a work demanded by the general interests of commerce, both in peace and war."
The importance of the improvement is well illustrated by a further extract from the report already referred to:
"Beaufort Harbor, ninety miles East of Cape Fear, is the only harbor of refuge for vessels drawing over thirteen feet between the mouth of the Chesapeake and Charleston, along a coast exposed to frequent and violent Easterly winds and storms."
An inspection of any general map of the coast will show the importance to our shipping of a port of refuge, a place of repairs and supplies at the Cape Fear, which may be regarded as the head or more retired part of the great bend in which vessels frequently encounter Easterly or Southeasterly storms, and where annually many are wrecked, and more still dismasted and otherwise crippled.
The immense trade carried on between points South of the Cape Fear--New Orleans, Mobile, Pensacola, Key West, Savannah, and Charleston, and the Northern cities, Baltimore, Philadelphia, New York, Boston, &c., and between the
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former cities and Europe, is maintained in vessels drawing about fifteen or eighteen feet of water, and the larger part of it passes along the coast of North Carolina, near the mouth of the Cape Fear. Can any one calculate the utility of this port as a port of refuge?--a place of escape from the elements and the enemy;--a place of supply and repairs when crippled, for vessels of that class in time of war.
Other nations, at enormous expense, have made artificial harbors on coasts not badly supplied with natural ones.--Shall not we, at comparatively small expense, restore what nature once furnished? Are not the arguments which justify and require the erection of lighthouses applicable to this improvement?
In the late war of the rebellion, Wilmington was among the last places of importance on the Atlantic to succumb to the power of the United States; and the entrance to the Cape Fear River was guarded with the utmost vigor and tenacity. Its great value in time of war, to those holding it, was fully manifested.
In past years, considerable sums have been spent by the State and by the United States in the improvement of the navigation of the river above its mouth. At present the depth of water which can be carried from the ocean into the river is considerably less than what is available in the river after the entrance is made. All efforts at improvement should therefore be directed to the bars at the mouth of the river.
There are two entrances to the Cape Fear. What may be called the old mouth is between Bald Head and Oak Island, in width about one mile and three-eighths. In this opening there are two channels--the Eastern, which hugs the bend of Bald Head, and the Western, which bends along the land of Oak Island. The other entrance is called New Inlet, although it has been open since about 1780, or nearly a century. It is distant about seven miles from Bald Head, and is about three-quarters of a mile in width, between Federal Point and Zeke's Island. Just to the South of New Inlet are found several openings through Zeke's Island, which are not navigable,
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although they, like New Inlet, are the channels through which passes much of the water that would, if they did not exist, flow through the main entrance of the river.
The bars at the Old Inlet have shoaled greatly since the opening of the New Inlet, which diminishes by a vast amount the volume of water which otherwise would, and formerly did, pass in and out at the main entrance during every tide. Another cause of shoaling of the bars at the main entrance has been the wearing away of a portion of Smith's Island, especially at Bald Head, and a consequent deposition on the already existing shoals forming the bars.
The plan of improvement has been first to check this wearing away of Smith's Island, and the consequent deposition on the bars, by the construction of suitable works for the protection of the shore of the Island, which was successfully accomplished about fifteen years ago. The next step was to attempt to restore, to some extent, the old condition of things in the river, by closing the openings through Zeke's Island. This was successfully done in 1856, and a beach had formed in front of the works, closing them. In 1857, the Southern coast was visited by the most severe storm of which there is any record in that country. The works last referred to were unable to resist its violence, and were greatly injured. With reference to this matter, the following is the opinion of the commission of 1858. composed of some of the ablest men in the country:
"Had the whole amount of money estimated as the cost of this work been appropriated, there is no doubt that the works would have been made strong enough to resist even this storm."
This is a very important statement, and deserving the most careful consideration at this time.
At the last session of Congress, an appropriation of one hundred thousand dollars was made for the Cape Fear River. The renewal and strengthening of the work at Zeke's Island was immediately undertaken in the most energetic manner. About $60,000 have been expended up to this time, leaving $40,000 for carrying on the work during the remainder of the current fiscal year. More than twice that sum
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could be expended before July 1st, with the greatest advantage, if available. The accumulation of sand follows the work as it is carried onward from the point of beginning, and an improvement in the depth of water in the channel is reported by those navigating it.
My predecessor, Col. J. H. Simpson, Corps of Engineers, estimated that the construction of this breakwater at Zeke's Island would require $157,000 in addition to the $100,000 already appropriated, and asked only two-thirds of this amount for the next fiscal year. His arrangements for conducting the work were so good, and its progress and its results have been so satisfactory, that it is highly expedient, in my judgment, to appropriate at once, and make available for immediate expenditure, the total balance of $157,000; and I earnestly recommend that the adoption of that view be urged upon Congress.
The appliances for carrying on the work, in the way of an organized force, means of transportation, quarters, a steady supply of excellent materials at fair rates, &c., are now very good. To get the best results, this machine of many parts should be worked continuously up to its best time. For this purpose, a liberal and immediate appropriation is essential. A failure to appropriate any money for the next fiscal year would be as poor a piece of policy as that of an individual who would half finish his dwelling house, and then leave it exposed to injury and ruin from ravages of the elements.
The following is an important statement, which is taken from the report of the commission of 1858:
"The works recommended by the board of 1853, were, in the opinion of the commission, entirely efficient, so far as they were carried out, having, as is shown by the Coast Survey maps, caused an increase in the depth of the Oak Island channel of between one and two feet."
It is likely that this good effect, produced in one year, would have been much increased, had the works remained. The fact that immediately after the destruction of the Zeke's Island works the Oak Island channel began to shoal, is conclusive, taken in connection with its previous deepening, that the latter effect was produced by the Zeke's Island works.
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The commission of 1858 recommended, as the next step in the improvement, the protection of the Northern portion of Smith's Island, where it is low and narrow. They were of the opinion that when the openings at Zeke's Island were closed, (the work now in progress,) and the outer beach of Smith's Island thoroughly protected, the depth on the main entrance would be found to increase materially. They further recommend that the main entrance should be carefully watched, and if its depth, in the course of two or three years, should not increase so as to permit the passage of vessels drawing the amount of water which can be carried up to Wilmington in the river, the closing of New Inlet should be undertaken.
The closing of New Inlet has been opposed by some persons. They say that its bar is as good as that of the old mouth of the river, and the entrance easier during certain winds; that for the greater number of vessels trading to and from Wilmington the New Inlet is much the shortest entrance, and the safest, because avoiding the danger of the Frying Pan Shoals.
Some persons also have advocated dredging in one or the other of the channels. It was the opinion of the commission of 1853, that there was rock underlying the bar of New Inlet, which would make its improvement by dredging probably impracticable to any great extent, especially as its position is very much exposed. Other persons have proposed the diversion of the river from the old channel to the New Inlet, and the concentration upon the New Inlet of all efforts for the improvement of the entrance.
The great cost of these operations leads to their rejection, even if we leave out of consideration the improbability of success in an effort to obtain as great a depth in the New Inlet as is known to have already existed in former times in the Old Inlet. The time has not yet arrived for deciding definitely as to the propriety or necessity of closing New Inlet, or of any advantage to be gained by dredging in either channel of the Old Inlet.
The work now in progress at Zeke's Island is an important,
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a necessary, preliminary to gaining greater depth of water by either Inlet, and should be vigorously prosecuted, in advance of a determination of the question of closing or leaving open New Inlet, and the other question of resort to dredging to induce a more speedy return to the original condition of affairs at the Old Inlet.
I transmit an interesting report from the local Assistant Engineer. I made an examination of the work January 20th, as well as of Bald Head and other points in the river. Its progress has been all that could have been expected, and the effects in its immediate vicinity, which are visible to the eye, are certainly extraordinary.
The reported changes on the bars might reasonably be expected, and are very encouraging. The results of the work now in progress are sufficient evidence of the importance of carrying out the present plan. I have directed a careful daily watch to be kept of the action of the sea upon the exposed portions of Smith's Island, and the shore lines will be run once a month.
The immediate appropriation of $157,000 for this work is urgently recommended.
Very respectfully, your ob't serv't,
(Signed) WM. P. CRAIGHILL,
Maj. Engineers.
Brig. GEN'L A. A. HUMPHREYS,
Chief of Engineers U. S. A., Washington, D. C.
WILMINGTON, N. C., 6TH MARCH, 1872.
To Dr. W. W. Harriss,
President of the Chamber of Commerce:
SIR :--Availing myself of an invitation from Maj. Griswold to visit the public works under his charge at New Inlet, for the improvement of Cape Fear Bar and Harbor, I accompanied him and his assistant, Mr. Benton, down the river to-day.
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The weather being suitable, we had a fine opportunity of surveying the situation, both during the ebb and flood tides. Presuming it would interest you and the Chamber to know of the situation and progress of the work, I beg leave to report my observations.
At the commencement, the line of stone work put down some years since between Zeke's Island and the belt of beach connecting with Smith's Island, is distinctly traceable at low tide, running in a line northwest and southeast, The task of renewing this work and preparing it to resist storm and flood is comparatively trifling. At the northern end of this line of stone work a breach has been made about six hundred feet wide and about ten feet depth of water in the deepest part of it, wearing away a considerable portion of Zeke's Island. Around the southern end of this old stone work, being in the bend or angle formed by these works and the line of beach, another and most formidable passage was made, about or near six hundred feet wide and thirty-seven feet deep. To westward and southward from this point stretches out an immense sheet of water, known as Buzzard's Bay, the water of which being acted upon by the downward course of the river water on the western shore, produces a most voilent counter current through this passage to the ocean level, hence the great depth of water it has attained. The Engineer in charge has not been slow in perceiving the formidable character of this enemy or the importance of closing these passages to Zeke's Island, thereby forcing this vast volume of water through its natural outlet at the mouth of the river; neither has he been slow in his operations. He very wisely determined to commence operations upon the northern point of the beach by sinking cribs of heavy timber, twenty by thirty feet, filled with stone, across the inlet, in line with the old works. About four hundred and seventy lineal feet of cribs have been placed in position, three hundred and eighty feet of which has been covered with the finishing superstructure, while ninety feet are now ready to recieve the same. Two more cribs are now ready to be placed in position during this week.
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Thus far the work has been attended with eminent success; the agitation of the water in its obstruction has had the effect of depositing the sand against the works as far and as fast as finished, almost to the top of the superstructure, whore thirty-seven feet of water existed but a few days since. I also find sand shoals, some of them bare at low tide, forming in all directions, inside and out, where ten to twenty feet of water existed but a short time ago. The ocean line of beach, far away to the southward, is rapidly widening and filling. Nor is this all. I am imformed that since the commencement of this work a considerable change has been effected in the current and channels of the bars and river, and that the Rip near Fort Caswell is preceptibly wearing away. Thus far the work appears a flattering success, much of which may be attributed to the practical good sense and judicious management of the Engineer in charge, and of the prompt, energetic co-operation of Mr. Cunningham, Superintendent of the work. In such hands I feel every confidence in the final and complete realization of our anticipation, provided they are properly sustained by the Congress of the United States. This accomplishment will cheer the drooping spirits of the merchants and traders of the city of Wilmington, as well as the citizens of the State at large, by restoring to the State her long lost harbor, one inferior to none npon the Southern Atlantic coast, and altogether worthy of her, and by the establishment of an emporium within her own borders which will emancipate her from the commercial vassalage to neighboring States, under which she has groaned for ninety long years.
Closing the old or principal inlet, I regard as of minor importance comparatively. Nature seems disposed to close it anyhow, but it requires some effort on our part to assist her. I am of opinion that it may be closed in less time and with less cost than is generally supposed.
The Major informs me that he contemplates some experiments looking to the collection of drift sand upon the low flat beach to the south, and if successful, and he shall be authorized to do so, will inaugurate a system of cultivating grass shrubbery
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and trees upon the beach, with the view of holding the sand and strengthening the beach against incursions of wind or water.
All of which is respectfully submitted.
(Signed) H. NUTT, Chairman.
WILMINGTON, N. C., 30TH MARCH, 1871.
TO WM. W. HARRISS, ESQ.,
President of the Chamber of Commerce:
SIR:--Your Committee beg leave to submit herewith a correspondence held with Major Walter Griswold, Engineer, in charge of the Bar and River Improvements, touching the present situation and future prospects of the same.
From this correspondence will be seen the critical position these improvements have been placed in, by the insufficiency of the last appropriation made by the Forty-first Congress of the United States.
The estimate submitted to the Department by the Engineer in charge of the works required an appropriation of $153,315 66 to complete the work to Zeke's Island only, without making any provision for strengthening or securing the Island. The appropriation for this purpose was $75,000. This sum will probably be sufficient to conduct the work only to the small inlet next south of Zeke's Island, or a short distance into, but certainly not across it, when the work must stop, and wait another appropriation of the Congress which convenes in December next, and which, if then made, will not be available until July following. The consequence of this delay will be, first, that if the work is suspended the tug-boat, lighters, tools and materials and property of the improvements must be sold for what they will bring, which will not probably exceed one-tenth of their original cost.
Second. A well organized set of experienced operators must be disbanded.
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Third. It is reasonable to suppose that if the work has to rest where the present appropriation leaves it, that the same cause which produced the terrible inlet which has just been successfully closed at the expense of much trouble and money will be repeated upon Zeke's Island, and the unfinished inlet, as well as upon the main inlet, thereby greatly enhancing the cost and time of a final completion of the work, if not postponing it indefinitely. Under these circumstances your committee feel that they cannot too strongly urge upon the Chamber the necessity of prompt and energetic action in the premises, proving what we feel able to do, the absolute necessity and true economy to the Government of enlarging this appropriation to a sum sufficient not only to reach Zeke's Island, but to protect and secure it against further destruction.
If the Government or the officers who have the charge and control of such matters can be made to understand the true nature and character of the situation, surely they will not hesitate to do what is so palpably necessary for advancing the best interests of Government, as well as the country at large.
All of which is respectfully submitted.
HENRY NUTT,
JOHN WILDER ATKINSON,
JAS. H. CHADBOURN,
Committee.
WILMINGTON, N. C., MARCH 18th, 1871.
MAJ. WALTER GRISWOLD,
DEAR SIR:--May I take the liberty of troubling you for some information relative to the public works under your charge for the improvement of Cape Fear Bar and Harbor?
I have been informed that you submitted to Congress estimates for the completion of the work to Zeke's Island, at about one hundred and sixty thousand dollars, which was answered by an appropriation of seventy-five thousand dollars. Please inform me, at your early convenience, about
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how far that appropriation will complete the work, and about how much time will be required in consuming it, with your present force. What will be the probable effect or result of suspending operations before its completion to Zeke's Island?
What would be the probable effect of a severe Northeast gale, say in September, upon the unfinished work?
Are you now working as large a force as can be judiciously employed?
Can the force be increased to an extent (within a judicious management) sufficient to complete the work to Zeke's Island before the period of the usual equinoctial storm; and if so, will the estimate first called for enable you to accomplish it?
I desire this information for the use of the Chamber of Commerce, that it may institute such proceedings in the premises as may be deemed most efficient, for securing a completion of the work without delay, thereby securing the benefit of the generous appropriation of Congress, and preventing, as far as in their power, the wasting of this as of former appropriations.
I am, very respectfully, your ob't serv't,
H. NUTT, Chairman.
OFFICE OF THE CAPE FEAR RIVER IMPROVEMENTS,
Wilmington, N. C., March 20, 1871.
HENRY NUTT, Esq., Chairman, &c.:
MY DEAR SIR:--I have the honor of your letter of the 18th inst., propounding several questions, of which the following is a reply:
1st.--I submitted an estimate last September for the commencement and completion of a crib and superstructure work, from the head of Smith's to Zeke's Island, which estimate was transmitted to Brig. Gen'l J. H. Simpson, U.S.A., and by him to the Engineer's Department at Washington, amounting to $253,315 66;--$100,000 had already been appropriated, leaving $153,315 66 yet to be obtained to complete
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the work to Zeke's Island, without providing for strengthening the same.
2d.--I think now, after having waded all winter in a difficult place, that we can accomplish the building of five hundred feet (lineal) more with the means at hand, and by the 30th of June next, at which time all the funds available will be expended.
3d.--To suspend this work before its final completion, will necessitate the sale of all the boats, pile driver, tools, timber and iron, and the dispersing of a lot of experienced good men. As there is no demand for either boats or such material and tools as would be on hand, I apprehend I could not realize one-tenth of their original cost--comparatively nothing.
4th.--My work is always secured so that a Northeaster at any time will not seriously affect either the finished or unfinished portion.
5th.--My total force at present consists of about forty-five men. I can work ninety judiciously.
6th.--With a force of ninety men, I can expend about $20,000 per month. A larger force cannot be employed advantageonsly on a work so confined.
It therefore will consume over seven months to expend the amount to complete the work to Zeke's Island, thereby closing operations about the middle of February, 1872--counting from the first of July next.
I believe I have answered all the points in your letter, and I hope satisfactorily. You will please do me the honor to call upon me for any information pertaining to the Cape Fear River Improvements, which may be of avail to your Board in facilitating its progress and final completion.
I am, sir, with much respect, your ob't serv't,
WALTER GRISWOLD,
U. S. Ass't Engineer.
P. S. I have no official notification of $75,000 being appropriated by the XLI Congress for this work.
WALTER GRISWOLD.
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WILMINGTON, N. C., 24th MARCH, 1871.
MAJOR WALTER GRISWOLD,
Sup't Cape Fear River Improvements, Wilmington, N. C.:
MY DEAR SIR:--Permit me to thank you for myself and the Chamber of Commerce, for your answer of the 20th inst., to my letter of inquiry of the 18th inst.
One important question, however, was not perhaps sufficiently explicit to be fully understood by you, I therefore repeat,
Should the money in hand, with the last reported appropriation of seventy-five thousand dollars, be sufficient to carry you no further than the small inlet, between the line of old works and Zeke's Island, or partly across it, what would be the probable effect upon that Inlet and upon Zeke's Island, or even upon the large or principal Inlet, by suspending the work at the point first named?
Is it likely that the rush of water into and out of "Buzzard's Bay" would be sufficient to rapidly deepen the above named Inlets, and destroy Zeke's Island, thereby greatly enhancing the labor and expense of a final completion of the work?
If consistent with your position, I should be pleased to have an expression of your opinion upon the points above mentioned.
I am, sir, your obedient servant,
H. NUTT, Chairman.
OFFICE CAPE FEAR RIVER IMPROVEMENTS,
WILMINGTON, N. C., 25th MARCH, 1871.
HENRY NUTT, ESQ., Chairman, &c.:
DEAR SIR:--Your communication of the 24th (yesterday) I have received, to which I unqualifiedly reply, that should the present improvements between Smith's and Zeke's Islands be abandoned, after reaching a point between the points of rocks of the old work and Zeke's Island, that the flood tide will sweep around the end of it and deepen a channel at that
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point, and eventually sweep away Zeke's Island. No fear need be entertained that the waters from "Buzzard's Bay" will injuriously affect either Zeke's Island or open a very deep channel intervening between that and the end of the works, simply for the reason that there will not be sufficient ebb at that point; and from the fact that Zeke's Island and the channel spoken of is so near the main channel of the river that an attempted ebb, past the end of the works completed, will be forced to assume the direction of the main channel. What now causes the ebb through the thirty-seven foot hole, was an eddy of the ebb tide from the river, which was unable to pass out the New Inlet on account of the short turn or acuteness with which it was obliged to make to go through the channel of the Inlet, and took a large circle into Buzzard's Bay, and returning at the point named. It will therefore be seen that for the waters to ebb at the channel between Zeke's Island and the point of rocks, it will have to assume a very acute angle, which is rather against the nature of water in the present premises. You may ask if this same eddy, which formed around Buzzard's Bay, would not still assume that route, and come against the works, and follow it to its end. It could be answered at once, that the present work is an obstruction, and water will not make against obstructions, especially where it is only trying to find its own level, as in the case of tides. There will, however, be an ebb current past the end of a work completed to the point named, but very slight.
My apprehension of the flood injuring Zeke's Island, and opening a deep channel, is based as much upon the fact of observing its rapid transit through the thirty-seven foot hole as from the fact that it must assist in filling the Bay, which, owing to its extent, would require larger inlets at Caswell and Bald Head, as they at present exist, to supply water sufficient to cover that immense territory within the time allowed between the tides.
I am, sir, respectfully, your ob't serv't,
WALTER GRISWOLD,
Assistant Engineer.
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WILMINGTON, N. C., 7TH APRIL, 1871.
DR. W. W. HARRISS,
President Chamber of Commerce:
DEAR SIR:--Having made another visit yesterday to the bar and river improvements, in company with Major Griswold, the Engineer in charge, it affords me much pleasure to communicate to the Chamber the favorable progress of the work since my visit on the 6th of March, just one month ago. In that short period of time four cribs have been placed in position and filled with stone, nearly closing up the deep inlet, requiring but one more crib to accomplish the same. The Superintendent is now engaged in placing the superstructure cribs upon the foundation cribs, filling and leveling up with stone above the high water mark, about thirty feet of which is already complete, and the work of placing the superstructure and finishing the work as far as the foundation cribs have been placed, is being rapidly prosecuted. It is most gratifying to observe with what facility this great and