f)
3i
Vol. xiv.
Astoria, Oregon, Sunday Morning, March 13, 1881.
2sTo. 61
mkt
JNM'JI'ji'lJ
VJ Jr JW Jv Jl' Jll' I !'
The Propose! Harbor or Kcfngc.
Letter from tin superintendent
of the United SUtes const ami
.. .
o-eodetic survey, transmitting, in
reponse to a resolution oi tne
-natc of January 2S, lSSl,a copy
of the report of A. F. Kodgers,
of the ooast and geodtc survey,
on the proposed hnrW of refuge
for the Pacific coast. February 2,
3 SSI. Ordered to lie tn tne table
and be printed.
Unmtko Statks Coast and
Gkodktic Sukvkv Oi'kick. "Wash
ington, Feb. 1, 1SS1. Sik: By
the direction of the secretary of
the treasury, 1 have the honor to
transmit herewith, in compliance
with the following resolution of
the senate:
In the Sknatk ok tiii: Uxitbh
Statks, Jan. 26, 18S1. - Unsolved,
That the secretary of the treasury In
directed to furnish tins Mjnate with a
copy of the report of A. F. Kedgurs,
of the coast and geodetic survey, on
the proposed harbor f refuge fr the
Pacific coast. Attest: .loin C. Rurch,
Secretary.
A copy of the report named in ,
that resolution, together with it-i
accompanying sketch. Very re
spectfully (I P. Patterson, Super
intendent. Hon. William A.
Wheeler, president of the senate.
In i ted Stales Coast mill rilcUrSurcj.
San Fi:.vxcisco,Jan. 10.1S80.
Sik: I have the honor to acknowl
edge the receipt of a circular let
ter, addressed to myself and othei
officers of the coast and geodetic
survey, by the recorder of the
board of engiueers for the Pacific
coast, requesting an expression of
opinion regarding the location of
the proposed harbor of refuge on
the Pacific coast, south of the
straits of Fuca.
1 have the honor to submit to
the board the following conclusions
at which 1 have arrived, after care
ful consideration of the several
Questions involved, amonjr which
mav name as most preminent:
First. The geographic forma
tion of the coast relative to natur
al harbors.
Second. The meteorology of
the section of coast to which the
inquiry of the board of engineers
is directed; and
Third. The routes of commerce
now existing, and the future proba-1
bility of change
J will only bi icily mention that!
well knowngeographic fouture of j change, I have ! he honor to call
the Pacific coast which perhaps the attention of the board of engi
more than any other consideration neers to the accompanying trac
seems to suggest the necessity ofjing, the shore line of which is
a harbor of refuge, viz., that be-j copied from tlie charts of the coast
twcen the straits of Fuca and the j and geodetic survey. Tpon this
entrance to tin' Bay of Snn Fran- j tracing I have endeavored to show
cisco there is not a single harbor i graphically by co-ordinates of de
of safe access to a vessel in distress j parture and destination the pres
duriiiir the southerly gales of ent rontes of commerce, data for
winter. The distance named which had been carefully uoflaU-d
covers nearly 11 deg. of latitude.: from the daily press rejKuts for the
Within that distance we find jvear Ibb-TU.
numerous summer anchorages, I For the sake o( perspicuity 1
most of them accessible to vessels I have divided this coast line, as
of all classes when tlie winds bk:w j shown upon the tracing, into two
irom the northwest, the north, the j apjroximateiy equal sections. Tlie
northeast, or the east, but trisafc j northern one 1 iefer to as the straits
for anchorage of any class when , of Fuca sectien: the southern one
the winds are from the southeast, ; as the-San Francisco section,
the south, or the southwest. The i It is well known that the ooast-first-named
directions of the wind j ing trade north of San Francisco
refer to a climatic period of about makes San Francisco bay the" ob
fie months duration, commencing I jective point of arrival and de
in June and ending in October; parture on each successive trip;
the latter to a period of seven that all coasting vessels to the
months, commencing in November straits of Fuca leave from San
and ending in May. Nature has Francisco bay and return in
thus provided half "of a irood bar-(regular trips; and that the same is
bor at several points on the coast;
between San Francisco bay and
the straits of Fuca; among these 1
name only those which have at
tracted most public attention as
suitable for the proposed harbor of
lefuge, viz., cape Gregory, at the
entrance to Coos bay; Port Orford.
Crescent city, ami Trinidad. It is
here important to note that the
asserted claims iu favor oi cape
Gregory are based upon a fact
exceptional to all others, in its af
fording by natural formation
partial protection, from the smith
ward, while it is open to the north
west winds.
Referring briefly to the meteoro
logy of the coast, as bearing upon
the question of a harbor of refuge,
it will be sufficient to say that the
two climatic periods already inci
dentally referred to are radically
distinguished from each other;
that one commencing in June and
ending in October being marked
by an equal barometic pressure
and absence of rainfall; by north
west winds usually strong during
the days and light at nights, and
wltcu tlie direction clmmres to the
iKNlhwitrd tin- force would usually
be epresed by the term "light
mrs. mis period, ukmjsth exempt.
n..w. - j- , . 4
from storms, is marked ly the
pie valence of heavy fogs, which
may, jerhaps, be justly considered
a source of trreat danger to the
mnner than
all other natural
cause combined. During thir
season for whistles are in much
greater tfemajid than liarbor of
refuse, unless in case of unforseen
emergency.
Tlie other climatic eriod, com
mencing in November and ending
in May, is characterized by a vary
ing atmospheric pressure; by copi
ous rainfall, increasing in quantity
toward tin4 norUtern portion of tlc
section of tiie coast under con
sideration, alternating in fair
weather and light variable winds,
and strong gales from the south
cast and northwest; these gales are
accompanied by rainy, thick
weather, but are usually preceded
fioin twenty-four to forty-eight
hours by a licavy ground swell
I setting in irom tne east warn.
When this swell commences ves
sels at anchor in the northwest
harbors, or those safe irom Mav to
October, are obliged to get under
way and stand out to sea, where,
with a good offing from the coast,
they must wait the breaking of the
rale. Vessels are thus liable to
be caught at any stage of the pro
cess of loading or unloading, and
are often forced to go to sea un
prepared. It i during this period
of seven months that a harbor of
refuge would be of service to the
coast fleet, and occasionally to
deep-sea vessels in the foreign
trade.
It must be further remarked that
all the winds cf the Pacific ctaist
region under discussion blow at
such an angle with the general
coast line that any seaworthy vessel,
with a fair offing, can work off or
a way from the land. This fact,
viz., that except to a vessel locallv
1 embayed, the coast is never a lee
shore, while diminishing the ne-
cessitv of numerous harbors of
refuge, gives to disabled or dis-
itiessed vessels many more chances
of utilizing such general harbor of
refuge as may be located with
reference to the most active routes
of commerce.
Bearing upon the question of
the existing routes oi commerce,
and the probability of future
true of the coast trade to the Co
lumbia rivei and to Coos buy, and
to all other points on the north
coast between San Francisco and
the straits of Fuca, and that there
is no intermediate trade between
these several ports. It follows,
then, as a necessary conse
quence, that vessels bound to
the most northern port on the en
trance to the straits spend half their
sea time in each section as deline
ated on the accompanying tracing,
and that the portion of the sea time
spent in the San Francisco section
iucreases proportionately as the
northern poil of destination is
south of the straits and nearer to
San Francisco bay. This appear,
conclusive if so lauch of the coast
ing trade as sails north of the San
Francisco section, as shown in the
tracing, and the statistics upon
which its graphical illustration are
based, show a large preponderance
of numbers confined to the San
Francisco or southern section. Of
the future it seems sale to say that
w must "find many vessels then
where we find one now, ani that,
therefore, even if contarative ;
changes do occur as to the volume
of trade at particular ports, no
such change can take place as will
impair tlie usefulness of a harbor'
of refuge so located to-day as to .
best meet the requirements of the;
greatest number of vessels.
I f doubts suggest themselves as j
to futuie development and growth i
of this great western empire.
stretchiiiij from Arixona to Alaska, i
they must be resolved if we ic
ntembcr that the present develop
ment of California not more than
equals the ajje of one generation
I .!.... 7l. -f.l ...
ol men; tltat tlie area of the state
of California equals that of New
Vork and Pennsylvania and all of
New England "combined; that it is
to-day peopled by less than one
million souls. 1 n closing an area of
one hundred and twenty millions
of acres, only four millions are as
yet under cultivation. Admitting
anything adverse opinion may sug
gest, these main facts require no
argument to re-enforce them. San
Francisco lwiy is situated in the
center of the sea-board of this
Treat reirion, aboundinic in mineral
and agricultural wealth, without
the possibility of a commercial
rival within distances which reach
to San Diego on the south and the
Columbia river on the north.
Within these distances of 500
miles on either side San Francisco
ba' offers the only possible en
trance and secure liarbor to vessels
of all classes during all weather.
I forbear to pursue further this
topic. The considerations I have
named seem to me ample to sug
gest the conclusion to which I have
already adverted.
As a general principle referable
to the Pacific coast, it may be as
serted that any harbor of refuge
located with regard to the interest
and security of any port or fleet
should be placed tb the northward
of that port or fleet, for the rea
son that the so-called storm winds
are always from the southward,
while the return of fair weather is
marked by northwest and north
erly winds, in other words, the
storm-bound vessel or fleet sliould
be able to run leeward for safety,
and in case of a severe gale or in a
disabled condition no other course
would be practicable. I call your
attention to this fact, and to one
special to the present condition of
the coast commerce of the Pacific
between San Francisco and the
straits of Fuca, viz., that the
coast it is: fleet of these two
sections is (tiviueo ootn iy distance ;
and character. The San Francisco!
section reaches its maximum north-
em point of development at Hum-
boldt bay. while tlie straits section
makes its sotiiliern maximum at
Coos bay or cape Gregory The
distance ld'l mites, between Hum-1
Iwmtt ami Loos bays is a coin pant- j walls in such lorni that it would
lively uiidevloel legion. A j le difficult for x storm-beaten vp
harbo'r of refuse within this area sel to enter in a southerly nle:
would lie of use to the San Fran -
Cisco section, nut prxcucairy use-
less to the straits section, if the
assumption is true that a harbor of
refuge sjiould Ik north and to lee
ward, during southerly gales, of
the fleet to be benefitted by it. I.
am forced to the conclusion that if
a liarbor of refuge is needed on
the Pacific coast that vessels of the
Sun Francisco section and the
traits section are so widely divid
ed in distance and in their char
acter, their routes when in the
same section so difierent, that it
would be imjM)ssible to so locate a
harbor common to both as to be of
common benefit. On the contrary,
a harbur so located would be re
sorted to for refuge only by such
passing vessels as might, by fortui
tous circumstances, need its pro
tection at the time of passing dur
ing storms. Vessels from the San
Francisco section could not run to
leeward the 400 or 500 miles
necessary to reach a refuge best
located for the requirements of the
north fleet, and if located with
reference to the requirements of
the south fleet all of the sail ves -
sels of the northern fleet caught in
a gaie oi wiuu nunu oi ine uaroor
would be obliged to keep the sea
as they do now, without regard to
emergencies. In this view 1 sug
gest that a harbor of refuge for
the Sim Francisco section should
be located at some point in the
northern portion of that section,
and for reasons which I think will
be apparent fr6m further consider-
ation. A harbor so located will
best subserve the present interests
ami the present development of
the coastiuir commerce of the
Pacific. Tf further development
should render a second harbor of
refuge nec&mtry north of San
Francisco bay and near the straits
of Fuca. I think it slmdd be north
of the straits and ujkmi tle shores
of Vancouver island. I am aware
tliat such a location would involve
international questions beyond the
scope of present discussion. 1
make this assertion only as illustra-
live of the general principle of the
necessity of locating liaroors oi
refuge to the leeward, during
southerly gales, of tlie fleet to be
benefited.
I'.f
Before proceeding to discuss the
different locations proposed for a
harbor of reluge, it may be projier
to remark specially upon the first
and greatest requisite in such a
harbor in natural features. The
first requirement is unquestionably
in general safety of (approach from
seaward, not in the approach from
one direction only, but in all di
rections as referred to tlie adjacent
coast; for it must be remembered
that the greatest risks of the
mariner commence when he ap
proaches the land with his vessel;
risk often arising from mistaken
reckonings; from mistaken laud
falls; from fogs; from rainy thick
weather; and from dark nights.
That the greatest number of
wrecks occur not froiy stress of
weather in open ocean, but in ap
proaching and leaving even the
best natural harbors. "We need
iro no further than the trade of the
Pacific and San Francisco harbor
records to see this illustrated.
This question then of safety of
general approach must be consid
ered the first and greatest requis
ite m a harbor of refuge. 1 he
comparative fitness or unfitness of
any immediate locality in natural
formation, however important, is
subsidiary to that of general ap
proach, as being much more with
in the control of the engineer.
Turning to the several localities
prominently mentioned as suitable
sites for the proposed harbor ol
refuge, I take
Cape Urvsory
As the most northern, and to this,
whatever the claim in its favor,
the obstacles to its usefulness
seem to me almost insuperable;
the reef of rocks upon which a
breakwater would be naturally
based closes to the southward;
harbor lines suggested by the nat
ural formation must be so close to
the beach that the anchorage
irround would be of very limited
area, and tins area so close to the
embouchure of Kars bay as to be
a probable receptacle and sottlinir
reservoir for the minor portion of
the sediment discharged from that
bay on each ebb tide. National
! formation at cape Gregory would
enforce the projection' of harbor'
' difficult to make a nfe deimrture!
witn norinwe-u winus, which
usallv on the Pacific const mark
the change from foul to fair
weathei. 1 think that cape Greg
ory, as a general harbor of refuge,
has no good claim to consideration.
Tori OrrurU
Is one of the best and most com
modious summer roadsteads on the
Pacific coast; its geographical lo
cation is approximately half way
from San Francisco to the straits
Fuca, on the dividing line between
the San Francisco bay and straits
of Fuca sections, as referred to
herein and shown, on the accom
panying tracing. Port Orford. as
a site for a great commercial har
bor to supplement the natural de
fiicienees of the Pacific ciaist in
respect to harbors, would be geo-
graphibady perfect, but as" a harbor
of refuge, where the storm-strained
vessel may seek an anchorage in
all weather, it has objectionable
features In dangerous outlying
reefs flanking its approach from
the north and south; Orford reef
and Blanco reef on the Horth, and
,that of Rogue river on the south,
! would be practical "dead-falls" to
tlie manner, it ne snouiu oe torcea
to seek a harbor t tefuge at
port Orford during the fogs
which prevail in summer, or
in the thick, weather accoin-
panyinjr
. winter
southcrly sales of
on the Pacific coast.
The next roadstead south of port
Orford is
crrreHt citj.
f The approaches to this from the
north are cut off by a dangerous
reef. Saint George reef is inem-
orabie in the annals of the Pacific
est as the site of the "wreck of
tlie steamer Bi other Jonathan, in
volving the loss of many lives,
among them that of Gen. George
Wright and other officers of the
army. A harbor based on natural
facilities at Crescent city would be
very contracted in area, involving
an anchorage shallow and rocky.
It has no just claim to the location
of a general harbor of refuge.
Coming south from Crescent city,
the next roadstead is that known as
Trhiiilnil Bay.
As Trinidad appears on the chart.
its geographical location as re
ferred to the distance separating
San Francisco bay and the straits
of Fuca, it seems too far south,
but referred to the magnitude of
the coasting trade, as exhibited
graphically upon the accompany
ing tracing to which 1 again beg
to call your attention it will be
found by and comparison with any
of the other localities under dis
cussion the most adaptable to the
use and objects of a harbor of
refuge. It is immediately north
of one of the most populous cen
ters of industry and trade on the
coast, that of Humboldt bay. The
statistics upon which the accom
panying graphical sketch are based
show that GO per cent, of the whole
number of vessels trading- north of
ban Francisco conhnc their trips
iu puns suiilii ui iiiiiiuuu, JlllUj
consequently during southerly
gales this GO per cent, of the total
c , i i i i i
nuiuoui vtuum ue in wit; ucsl pus
sible condition to avail itself of a
harbor of refuge at Trinidad. In
addition to this GO per cent, which
we find never sails north of Trini
dad, we have the complemental 40
per cent, passing up and down the
coast in regular trips, and as Trini
dad is one-third of the distance
north from Han Francisco bay to
the straits,
Throw In:; .Ithlr the Advantage of
Columbia IMver
And- Kars bay in favor of San
Francisco section, we may credit
one-third of the sea time of this
complimental 40 per cent, to an
area south of Trinidad, making a
total To per cent, of the coasting
fleet which in any given day during
a winter gale would be able to
make a lee behind a breakwater at
Trinidad," as compared with a run
ning 27 per cent, too far north to
make it available; but when we
consider this '27 per ceut. in num
bers consist in lame vessels which
habitually go off shore, and are
better manned and equipped and
prepared to weather out heavy
gales at sea, tbere would appear
to be no present apparent necessity
for seeking a location Jor the pro
jmwm harbor of refune even a
single mile to the northward of
Jrinidad, unless it could be shown
that there was some relative im-
nortance m the trade to Lrescent
city and port Orford; but, in fact,
this is so inconsiderable as to be
not worth considering. Nautically
aud commercially considered. Trini
dad bay is in location the most
eligibly situated of any of the half
harbors on the Pacific coast for
the requirements of a general har
bor of refuge, and if it were avail
able to-day it would certainly be
of the greatest use to the greatest
present number of vessels in the
coast fleet, and for reasons .1 have
already suggested if useful to
day, its usefulness in the future
cannot be impaired by future
changes, for whatever these may
be they must tend towards gen
eral development of volume in
every locality, though special
branches of trade may cease;
though relative rates of progress
mav change, and the relative im
portance of minor localities may
tbe different from the present.
Briefly to recapitulate the con
clusions at which I have arrived
I have the honor, Colonel,
through vou, to submit to the board
of engineers my general conclusions
in favor of I nnidad bay as being
the most suitable location for a
harbor of refuge on the Pacific
coast south of the straits of Fuca.
I have endeavored to avoid the
discussion of special local details,
in which I could not have added
to the information of the boagd,
and have confined myself to a gen
eral argument and comparison of
the different localities proposed
for a harbor of refuge.
I inclose herewith the tracings
before referred to, based upon
statistical data, graphically con
densed into co-ordinates Of depart
ure and destination, showing the
number of coasting vessels and the
comparative volume of trade in
different localities upon tlie Pa
cific coast north of San Francisco
I have the honor to be, very
respectfully, Aug. F. Rodgers, As-
sistant, Coast and Geodetic Survey.
Lieut. Col. C. is. Stewart, United States
Engineer.. President Hoard of Enjii-i
iiivrs. Pacific Coat.
BUSINESS CARDS.
f Q- A.
BOWLI5Y.
ATTORNEY
ChenanuLs Street. -
AT LAW.
ASTOKIA. OREGON
1 XV. Fl'LTOX.
ATTORNEY AT LAW,
ASTOKIA - - - OltKGON
OAkv over Ia;;e & Allen's :tf e, ( treet
T AV. HOltlt.
ATTORNEY AT LAW,
ASTOKIA .... OKEGON
Office over Warren & EatonN Astoria 5Iar
ket. oppoMte the Occident Hotel.
yt v. iioi,ik:v.i
NOTARY PUBLIC,
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AGENT.
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Chenuiuus Street, near Occident Hote?,
ASTOKIA. OKEGON.
Agent "'ells, Fargo & Co.
IT P. hicks.
TF'T'IcVr
astokia, - - - '- OKEGONi.
., . . ,r977r
Kooiils In Aliens Imildmj: up stairs, coruc
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PHYSICIAN AND SCKGEON.
Graduate University of Virginia. 1M8.
'hysician to Bay View hospital, Baltimore
City, tStaj-Tu.
Okkick In Page & Allen's building, up
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hoHnlin? house. Chennnius street. Astoriy
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SlirSTKK's
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MERCHANT TAILOR,
Opulent Uotl IHrihlin,
ASTORIA .-- OREGON
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riKAI.KK IN
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All kind-, of Oak I.mtiler. Chtss. Uont Ma
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Steam Mill near 'AYMon hotel. Cor. Gen
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Oqcldent Hotel Hair Dressing Suloon
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steam and sulphur
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EST" Perfect MLs guaranteed AH work
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J. T. B0RCHERS,
CON COM LY STREET. ASTOxlIA.
Manufacturer and Packer of
CAVIAR, SMOKED SALMON.
CjiIi paid for fre:li
BLACK STUBGEON SPAWN.
Smoked Sturgeon, and Mnoked Salmon put
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Depot at Kot;ers Central Market, comer
Cuxsand Chehaums streets. Astoria.
ToSight. To-Nightm
CftAND BALL,
AT MUSIC HALL,
THIS E VEX ING.
JE2. -SL. CTTIITIXr.
dealer in
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SAILS. MILL FEEI AMI UA
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OPILES.
The undersigned is prepared to famisk
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place on short notice, at reasonable rates.
Apply to C. (i. CAPLES,
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