Report of the Committee on the Proposed Hartford Dyke : accompanied by the reports of the engineers, January 18, 1867, together with former reports of committees and engineer.

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ACCESSION NO

Source:

J A N 1 0 M

R E P 0 1 1 T OF T H E COMMITTEE

ON THE

ZD -

ACCOMrAKIlCD BY TIIE

REPORTS OF THE ENGINEERS,

JANUARY 1 8, 18 6 7,

TOGETHER W1T1I KOKMEH

REPORTS OF COMMITTEES AND ENGINEER.

H A 11 T F O It J) :

P R E S S OP W I L E Y , W A T E R M A N & E A T O N.

1 8 . 6 7 .

T c

O l S k j

. W i

612

IN BOARD OF ALDERMEN, JANUARY 28, 1807.

Tabled, and One Thousand Copies ordered Printed.

LEVI WOODHOUSE, Cleric.

REPORT OF THE COMMITTEE

ON THE

PROPOSED HARTFORD DYKE.

. » » •-•- » » « -

I N TIII? COURT OF COMMON COUNCIL, )

CITY OF HABTOOUD, A u g . G, 18GG. f

" Voted,— That N. II. Morgan, Frank W. Cheney, and Jona-than

B. Biuice, lie and hereby arc appointed and requested to act as

si Committee to investigate what is the best route for the proposed

dyke; that they bo authorized to consult civil engineers as to the

comparative merit and expense of routes already suggested, and be

requested to report to Ibis Court at the earliest possible date."

To the .' lion, Court of Common Council of tlic City of Hartford:

The undersigned, a Committee appointed under the vote above

recited, have attended to the subject therein referred to, and respect-fully

beg leave to report.

Owing to absence from the City, and other unavoidable causes,

t h e action of the Committoc was delayed for several weeks after

their appointment, Upon entering upon their enquiries, they at

once found it necessary, in order to a reliable and intelligent investi-gation,

to employ scientific skill and experience, and early engaged

the professional services of Messrs. James Laurie, W. B. Franklin,

and Seth E. Marsh, Civil Engineers. Mr. Laurie is the gentleman

who projected and superintended the construction of the iron bridge

of the Hartford and New Haven Railroad at Warehouse Point, and

4

of groat eminence and skill in Iris profession. The chief investiga-tions

have been made by him. Gen. Franklin, also an eminent

Civil Engineer, late of the U. S. regular army, and now Superintend-ent

of Colt's Patent Fire Arms Company, has also made several re-connoissances

of the several proposed routes, and examined the whole

matter generally, in consultation. Mr. Seth E. Marsh, the City

Engineer, has attended to details of surveying, giving levels, eleva-tions,

quantities of structure, & c., and has projected a map showing

the line now herein proposed.

These Engineers have submitted their several reports, embodying

their views more or less fully, which reports arc herewith presented

to the Hon. Court of Common Council, together with the map of

Mr. Marsh, and a somewhat rude but substantially accurate proiile

of the lines of sewage necessary to convey off the surface water and

general drainage during floods, of the district to be protected.

To these several documents the Committee respectfully refer the

Hon. Council for full information in detail, and especially to the Re-port

of Engineer Laurie, which is so full and complete in detail, and

so thoroughly exhaustive in its discussion of the whole subject, as to

relieve the Committee from the necessity of any extended further

discussion in this Report. The elaborate investigation of the sub-ject

of the rain falls in connection with the requisite provision for

drainage, and tlie tabular statements presented by Mr, Laurie, are,

in the opinion of the Committee, not only valuable and essential as

data in determining the most proper plan for drainage, but are of

very great interest in themselves.

The Committee have examined carefully each of the several

routes heretofore proposed for the dyke, and have considered with

their best abilities the advantages and disadvantages of each. The

northern portion of the route, and extending as far south as its inter-section

with Kilbourn Street, seems to be substantially agreed upon

by all. From this point south to P a r k River, the Committee re-commend

a considerable departure from any of the routes heretofore

proposed, as will be seen by reference to the map now submitted,

and they concur most fully in opinion with the engineers in favor of

this new proposed route. In addition to other advantages in favor

of this route, the Committeo would note briefly that it makes a

shorter and straigliter line; presents a better and safer water front

against the action of river floods; passes over ground of more an-

5

cient formation and more solid, and therefore much le33 exposed to

sub- percolation; requires less depth of embankment, and leaves the

wharf- room free and unobstructed for commercial purposes, which a

high embankment more immediately along the border of the wharves

would, in the opinion of the Committee, very seriously embarrass.

The new line recommended could be materially improved between

Kilbourn and Ferry Streets, by establishing a new street line on the

west side of Commerce Street, running in a direct line from the west

line of Commerce Street at Fanvell's corner on Ferry Street, to the

west line of Commerce Street, near the blacksmith shops 011 the north

corner of Kilbourn Street; thus leaving an open unobstructed

thoroughfare between those streets inside of the dyke, and giving a

s ' r a i t line for the dyke itself 011 the eastern lino of the thoroughfare.

This improved line would involve the removal of the intervening

buildings, and might be attended with so much expense for land

damages as to render it inexpedient. It is suggested, however, as

an improvement, worthy the consideration of the Hon. Council.

The additional height of the embankment as recommended by

Mr. Laurie, and endorsed by General Franklin, the Committee deem

essential as a measure of reasonable precaution against the contin-gency

of extreme prospective tloods.

The plan proposed by Mr. Laurie of a receiving basin, enclosed

within an arm of the dyke between the branch Railroad and the

North Meadow Creole, as shown 011 the map referred to, to receive

the interior rain- fall and drainage during floods, meets the full ap-probation

of t h e Committee.

They would, however, recommend that the storage basin be of

larger capacity than ten acres, and so large as the whole available

area of the twenty acres inclosed within the arm of the dyke at the

place indicated will admit. All the material to be excavated will

be needed in the construction of the dyke, and is exceedingly well

adapted for impervious packing, and of convenient access for the

purpose.

A receiving basin of such capacity would bo ample for the storage

of the rain- fall and drainage of the interior during the highest and

most prolonged floods of past history, and would obviate the neces-sity

of any provision or outlay for engines and pumps. At the sub-sidence

of the river flood the water from the basin would, of course,

flow off by gravitation through its proper conduit.

*

G

If, however, contrary to all reasonable anticipation, an extreme

case of prolonged high flood should occur in the future, rendering

the use of a pump necessary, the present machinery for pumping, of

the city water works, contiguous to the basin, which though now in

disuse, will probably remain and be kept in constant order as a mat-ter

of prudent precaution, at least for several years, will always be

available to meet any such extremo contingency.

I t is found by survey, and will be seen from an inspection of the

sewage profiles submitted, that the bottom level of the proposed re-ceiving

basin will bo several feet below the lines of the several sew-e

r s emptying into Conn. River, at their intersection with Commerce

Street, or along the route of t h e dyke, and 7 or 8 feet below the bot-tom

of the deepest cellars on State Street, the lowest points to be

drained, so that sufficient descent is given for thorough drainage into

t h i s receiving basin, of all the district to be provided for.

I l l regard to the cost of the enterprise the Committee have made

110 estimates. They have depended upon such as have been made

by the respective engineers, to which they refer the Hon. Council,

with the single remark, that the highest of those estimates ($! i00,000)

including land damages, will be found, in their judgment, probably

below the actual cost of the entire work, completed at the present,

prices of real estate, labor and materials. It was the purpose of the

Committee to have obtained an approximate estimate of land dam-ages,

but they found the data, for such estimate so vague and indefi-nite,

that any result would be unsatisfactory and unreliable, and,

therefore, only calculated to mislead; and they have left these esti-mates

to be considered by the Hon. Council so far as may be noces-sary

at present, from the estimates formerly made upon this subject

b y Ceil. Ellis.

I n case the Hon. Council should determine upon the further prose-cution

of the work, it will, of course, under the charter and ordin-ances

bo conducted in its progress under the legal supervision of the

Highway Committee, as provided in such eases, in which progress

as a preliminary measure all damages will be legally adjudicated by

the Commissioners of Compensation; and when thus adjudicated,

and finally and definitely determined, the aggregate damages so

found, with the careful estimates of engineers of the cost of structure,

will together form a reliable basis of action for the Hon, Council in

7

determining upon the expediency of an ultimate prosecution of the

project, before becoming involved in any material expense.

Upon a careful review and comparison of all former routes and

plans of drainage proposed, the Committee are decidedly of opinion

that the one herein proposed; with the additional height above Hoods;

the plan of drainage and of a receiving basin for the same, substan-tially

as suggested by Mr. Laurie, is the most feasible and the safest,

of all.

The Committee, in conclusion, are constrained by the facts and

considerations which present themselves, to commend to the serious

consideration of the Hon. Council, the substitute plan suggested by

Mr. Laurie, of raising either all the streets, or the whole area subject

to submergence, above the reach of Hoods. The cost of thus elevat-ing

the streets alone, from Mr. Laurie's estimates, would he very

much less than the cost of a dyke— and of thus raising the whole

area, including the streets, not so very much greater than the cost of

a dyke, as might, from first impressions, be supposed— while the ad-vantages

of so raising this section of our city, in point of safety, util-ity,

and in every view as a public and private improvement, would

bo beyond all comparison over those of a mere dyke.

The compensation for services, as presented in the bills rendered

by the engineers, has been approved as reasonable by the Commit-tee,

and left with the City Auditor.

Respectfully submitted,

Hartford, Jan. 18, 1SG7.

N. IT. MORGAN, ]

P. W. CHENEY, V Committee.

J O N A . B. BUNCE, j

4

REPORT OF JAMES LAURIE, Esq,, Civil Engineer.

To Nathaniel II. Morgan, Frank W. Cheney, and Jonathan B.

/ I'incc, Esqs., Committee on the subject of the projiosed Hartford

Dylcc:

CTENT ;— Agreeably to your request, I have examined the plans

and estimates, and the routes surveyed for the proposed dyke to pro-tect

the lower portion of the City of Hartford from being inundated

by the Connecticut River during high freshets, and have now the

honor to submit the following Report:

The district subject to be overflowed proposed to bo protected, ex-tends

from the Little River along the bank of the Connecticut in a

northerly direction, about one and a quarter miles, to a point near

the junction of the main and freight tracks of the Hartford and New

H a v e n Railroad. It has a varying breadth of from GOO to 1100

feet, and contains about one hundred and nine and a quarter acres.

This district includes some of the largest manufacturing establish-ments

and business houses, and is one of the most densely populated

quarters of the city.

ROUTE OF TIIE J) V1CIC.

The route commences in Arch Street, near Prospect Street, and

follows Arch to l( , ront Street; thence passes outside of the gas

works, and along the bank of Little River to Dutch P o i n t ; and

thence over the wharves on the Connecticut River to the rear of

Woodruff and Beach's Iron Works.

To this point the route appears to bo the best the ground admits

of.

10

From Woodruff and Beach's works to Talcott Street two routes

have been surveyed,— one keeping on the wharves near the river,

and the other passing through Commerce Street.

The first route, or that passing over the wharves, is thrown on

very low ground and cramps and reduces the wharfage room very

much. It also interferes with the high- water landing for Steam-boats.

The second, or Commerce Street route, I think, is decidedly the

best of the two, although it is by no moans free from objection.

Costly walls will have to be erected on each side of Commerce

Street to prevent the embankment from being disturbed by building

operations, and as 110 drainage sower can be built under the em-bankment,

it will be necessary to construct one through private pro-perty

under the buildings on the west side of the street. An inter-mediate

line, however, may be got between the routes mentioned,

which, I think, will be better than either. This would pass in the

rear of the buildings on the east side of Commerce Street. The em-bankment

will not be liable to be disturbed by the erection of build-ings,

and the east side of Commerce Street would be included within

the dyke without materially infringing on the wharf accommodation.

I t would also admit of a drainage sewer being placed in the street,

and avoid the damages by embanking from 10 to 12 feet against the

houses on the west side.

This line has been marked in pencil on the plan. It cuts off

about 30 feet from Woodruff and Beach's foundry building. This

point I consider the weakest of any part of the proposed dyke. The

foundation is on made ground, recovered from the river, while the

water is quite deep alongside the wharves.

From Talcott Street the route follows Commerce Street to Mor-gan

Street, where it strikes the road- bed of the freight track of the

Hartford and New Haven Railroad; thence it follows the freight

track, which it is proposed to raise to the proper level, to the ter-mination

of the dyke near the junction with the main track. This

part of the route appears to admit of little or no variation, and is

undoubtedly the best, unless it were thought advisable to include

within the dyke the low ground lying between the freight track and

Meadow Creek, which will again be referred to.

HEIQUT OF DYKE.

I n the Report of Gen. Ellis it is stated that the tlood of 1801,

11

which rose to a height, of 27 feet 0 inches above low water, was,

previous to the lloo< l of May, 1854, considered to be the highest

water ever known in the Connecticut,

The flood of 1854 was 29 feet 10 inches above low water, ac-cording

to the mark made at the Morgan Street Bridge, or 2 feet 4

inches higher than that of 1801. Gen. Ellis, however, thinks that

from levels taken at a number of other places in the city, one foot

10 inches is nearer the true difference.

I n April, 1862, the water rose to a height of 28 feet 8 inches

above low water, or 14 inches above tho Hood of 1801.

By the plans submitted, it is proposed to make the top of the dyke

2 feet above the height of the flood of 1854. Tho width at top to

be 20 feel, and the question arises, is this a sufficient height V

I think it would bo unsafe to assume that there may not b e higher

iloods. It is generally admitted that as the cultivation of t h e soil is

extended, and tho country near the head sources of rivers becomes

. stripped of its wooded covering, that the melting of the snow, and

the discharge of water into the streams, becomes more rapid in con

sequence of the greater exposure to the action of the sun, and the

removal of obstructions which accumulate in a wooded country to

the free discharge of lite water. There may not in tho aggregate

be a larger volume of water discharged by the river, hut it is hur-ried

more rapidly forward, thus producing higher floods,

There are some other considerations which should be taken into

account in determining tho height.

This dyke at the street crossings will bo liable to much wear, and

will probably at some of them bo disturbed by water and gas pipes.

I t will be found difficult in the city to protect the slopes from con-stant

wear and abrasion by persons crossing it, and during heavy

rains it will be liable to wash and gully.

Colt's dyke is reported to bo at the same height above the Hood

of 1854, but it has a width of from 40 to 50 feet at top, where ex-posed

to the action of the river, and 35 feet on tho return end

where exposed to back water only. It has few crossings, and is

well protected on tho slopes from washing by vegetable covering,

and from being planted with willows.

I am aware how desirable it is for convenience of crossing to keep

t h e top of t h e dyko low, but looking at tho disastrous consequences

which would ensue, should there bo a higher flood t h a n that of 1854,

12

ami a breach be made, I certainly would be disposed to make it

about one foot higher.

Such works ought not to be undertaken unless t h e y are construct-e

l with all reasonable precautions and safe guards against the des-truction

of life and property.

WELLS BETWEEN FRONT STREET AND THE IUVER.

There are a number of wells in the district proposed to be dyked,

in which it is reported that the water rises and falls with that in the

river. I have no doubt, from the examinations and inquiries I have

made, that this is the caso to a certain extent, but h ow serious a

matter it might become cannot be determined from mere inspection.

Two of these wells are on Mr. Mason Smith's premises, on Mechanic

Street; a third is attached to the house occupied by Mr. C. Sears,

on Ferry Street; a fourth belongs to Mr. Weeks 011 Commerce

Street; there is a fifth at the junction of Kilbourn and F r o n t Streets ;

a sixth at the junction of Morgan and Commerce S t r e e t s ; and a

seventh at the intersection of Pleasant and Front Streets,

Rodney Kellogg and Farwoll's cellars on Commerce Street

arc also reported to fill with water by percolation from underneath

before the river reaches the level of the street, and Woodruff and

Beach's boiler pits also get filled with water in a similar manner.

Possibly in some of these cases the water may find an inlet

through some old and forgotton drain, but undoubtedly in others the

ingress of water is by percolation from underneath.

Mr. Mason Smith informs me that in sinking one o f l i i s wells, a

bed of porous gravel was entered at about 20 feet below t h e surface,

and as the top of the well is overflowed about 0 feet ill high freshets,

this would place the gravel deposit at about the level of low water.

I n some recent borings inside of the Colt's dyke a bed of coarse gra-vel

was found at a depth of about four feet below low water, I am

also informed that the wells in the vicinity of Morgan Street gener-ally

reached a porous strata which admitted the water freely at a

depth of about 20 feet below the surface.

From the position of the several wells and cellars mentioned, I

have no doubt that a porous strata, probably gravel, exists, extend-ing

under a considerable portion of the district proposed to be dyked,

and that it approaches nearer the surface as we procoed northerly

from Little River. Its depth or thickness is not known, and can

13

only be determined by a scries of borings, which, I think, it would

b e advisable to make should it be determined Lo go on with the

dyke. By taking the level of the water in the river and wells, and

n o t i n g the time and manner of the rise and fall during a freshet,

might enable some conclusions to be arrived at. Should it be found

t h a t the depth down to a water- tight strata is not too great, a pud-d

l e wall proportioned at one foot in thickness for every three feet of

bead would prevent percolation from the river, but if of great depth,

a n d extending over a large area, it would be exceedingly difficult

a n d costly to exclude the w a t e r ; and I should endeavor ratlier In-filling

in the wells, old vaults. & c., which may have penetrated

through lo the gravel, to reduce the quantity of water I h a t could

reach the surface inside, and by means of large sewers lead it off be-f

o r e it could flood the cellars.

Sheet piling alone, while it would not prevent, percolation, might

prevent water channels from being formed underneath, which would

endanger the dyke.

" Within Colt's dyke there is a place near the outlet through Wu-warme

Avenue where there is considerable ingress of water by boil;

i n g up through the meadow during high freshets. In the 1802 llood

t h e volume of water so entering was thought equal to that which

would pass through a 3 or < 1 inch pipe under a 15 feet head. The

w a t e r brought with it a considerable quantity of lino sand, and dur-i

n g the continuance of the freshet, the dyke immediately opposite

settled down about ono and a half feet. The steam powor use I,

about 10 or 12 horse power, was found inadequate to pump this

water, together with the natural drainage, and sumo of the cellars

were Hooded. There has been no higher llood since,

DRAINAGE.

A s different methods have been proposed for disposing of the

drainage of the districts lying respectively to tho south and to the

n o r t h of Morgan Street, it will be convenient to treat of them sepa-rately.

14

STATEMENT OF DRAINAGE AREA, ALSO AREA COVERED BY THE

FLOOD OF 1 8 5 4.

AREA COVERED

DISTRICTS.

•

DRAINAGE AREA. BY

FLOOD OF 1 8 5 4.

1 Acre--. Acres.

South of Morgan Street, 106.4 54.8

N o r . h of Morgan Stri el, 88.7 54.4

Total, 1!).".. 1 109.2

DISTRICT SOUTH OF MORGAN STREET.

The method proposed for disposing of the drainage of this district,

is to have outlets, furnished with stop- gates, placed at Front and at

F e r r y Streets, and to convey to these two points all the drainage of

t h e district.

The Front Street outlet is proposed to he placed at a level of

about 6 feet below the Hood of 1854, and would discharge such por-tion

of the surface drainage from the district bounded by Main,

Temple, Front, and Arch Streets, as could be led to it, until from

t h e rising of the water the gate had to be closed, when the drainage

3eeking outlet at this point would have to be diverted to Ferry

Street.

A small portion of the drainage of ( he upper part of this district

could be permanently diverted through or near to Prospect Street,

and have its outlet into Little River above the flood of 1854.

The stop- gate at the foot of Ferry Street would have to be closed

before the river rose to the level of the cellars on Commerce Street,

probably at a height of about 14 or 15 feet above low water.

While llie river remained above this level the sewage and rain- fall

would have to be pumped out, or otherwise disposed of, to prevent

its accumulation within the dyke.

There is considerable difference of opinion as to the length of time

the river remains above this level, but 1 think it may be assumed as

varying from two to five weeks in a series of years, or say an aver-age

of about three weeks for each year.

Freshets are expected every spring, but they are also liable to oc-cur

any month in the year.

I n the record of remarkable floods for 22 years, given in Gen.

Ellis' report, they have occurred every month except during June,

July, and September.

15

The quantity of sewage to be disposed of boars a certain propor-tion

to the water supply, and may be assumed, from the rapid de-scent

of the sowers in this part of the city, at two- thirds of the quan-tity

of water used within the district. Estimating the population at

10,000, the sewage to be pumped would amount to about 3 0 0 , 0 00

gallons per day, and provision should be made for carrying off one-half

of this quantity within six hours, which would be equal to

25,000 gallons per hour.

A steam engine of five horse power would be sufficient to pump

this to the requisite height. The sewage, therefore, could be easily

disposed of, but the rain- fall would necessarily got mixed w i t h it and

must also hi; pumped out.

The amount of rain falling in a given time, it is well known,

varies considerably.

From an examination of the register kept by Prof. J o h n B r o c k -

lesby, of Trinity College, Hartford, from July 1st, 1846, to F e b r u -

ary 28th, 1854, and of that kept b y Dr. W . S. Porter, at the I n s a ne

Retreat, and recorded by Charles J . Iloadley, State Librarian, since

September 1st, 1864, I find that a rain- fall of one inch and over in

24 hours occurs about 13 times in a year, and that a rain fall of two

inches and over occurs about 3^- times in the samo period.

The following Table shows tho number of times in 10 y e a r s that

there has been a rain- fall of one inch and upwards, also two inches

and upwards, in 24 hours, dining each month of the year.

TAHLE.

NUMBER OF TIMES IN TEN YEARS.

MONTHS. A Rain iill of 1 inch A Rain f; dl of 2 i n c h es

and over in 24 hours. and over in 24 hours.

J a. nmry 10 1

February 10 3

March 10 2 1

April 10 3

May 18 3

J u ne S 2

duly 1G 2

August 11 3

September 10 4

October 14 4

November 18 5

December 10 1

16

The heaviest rain- falls recorded are as follows :

1846, July 1, 2.82 inches in 24 hours.

ii a 23, 1. S5 it in 12 hours.

1S47, March 27, 3.31 II in 30 hours.

" Sept. 13, 3.43 it in 18 hours.

1850, Aug. 25, 3.98 a in 15 hours.

1851, Nov. 21, 2.30 a in 24 hours.

1S52, Nov. 26, 3.19 I I in 11 days.

1854, Feb, 27, 2.70 a in 24 hours.

11

CO

6, 1.14 a in 11 hours.

18G6, July 27, 3.50 a in 2 hours.

" Sept. 27, 2.74 II in 17 hours.

" Oct. 31, 2.15 II in 231 hours

These registers, however, exhibit rather the total quantity of rain

falling during each rain storm, than the greatest quantity in a given

time. The following are a few instances of excessive rain- falls as

observed at Boston by Jonathan P. Hall, Esq.:

1823, July 1G. There fell in 10 minutes 1 J inches of rain.

1820, July 30. A succession of heavy thunder showers, each lull-ing

20 to 30 minutes; probably at each shower an inch of rain

fell; in all, five inches.

1835, July 15. A succession of very heavy thunder showers;

probably about an inch of rain foil in each shower. The total

quantity was 5.3S inches.

1845, Nov. 27. In 8 hours there fell 3.35 inches.

Similar observations in Cambridge, Mass., by G. P. Bond, Esq.

1840, July 23, in about 3 hours, 1.50 inches.

1841, June " 3 " 3.50 "

1848, Sept. .1, " ] i " 2.81 "

1849, Nov. 19, " 6 " 3.33 "

I n the early spring, when freshets are most to be anticipaled, the

ground is generally saturated with water, and but little of the rain-fall

is absorbed, but is poured directly through its channels to the

river.

Neither is it an uncommon occurrence for the ground to be cover-

17

od with snow, which, melting rapidly, adds greatly to the volume of

water. Such combinations of atmospheric phenomena are not of so

l'are occurrence as to allow of their being entirely disregarded. A

heavy fall of rain on the top of a flood, when the gates are closed,

must be provided for to insure entire immunity from damage. But

I do not deem it expedient in the present case to provide for extra-ordinary

rains which occur only at long intervals, as the chances are

but small of there being a llood in the river when they do occur.

The district proposed to be dyked is a long and narrow strip, with

a rapid slope, where probably full one- half of the rain- fall reaches

the river in loss than half an hour from its fall; and I consider pro-vision

should be made either by storage ponds or pumping for not

less than 1 inch of rain fall anil sewage in one hour.

The drainage area sonLh of Morgan Street, as already stated, is

10G. 4 acres, or 4, G34,784 square feet, which, with a 1 inch fall of

rain, would give 386,232 cubic feet of water to be disposed of in one

hour. Tho space occupied by this water, if allowed to accumulate,

would be equal to filling a pond 500 feet in length by 200 feet in

width, and 3 feet 10 inches deep; or, if extended along tho whole

dyke, from LitLle River to Morgan Street', would form a pond of

3,000 feet in length, 100 feet in width, and nearly 1 foot 3J inches

iu depth.

If the whole were pumped within one hour, it would require a

steam engine of 370 nominal horse power. But tho first cost and

maintenance of such an engine would be very great; and I consider

a storage pond essential to tho success of the dyke.

With a storage pond capable of holding a rain- fall of 2 or 3 in-ches,

the power of tho engine maybe reduced to the 1- 24 or to about

12 horse power.

DISTRICT NORTTI OF MOItdAN STRUCT.

For this district, by the plans under consideration, the drainage

from the existing sewers is proposed to be all concentrated and passed

under the dyke at Pleasant Street, where a stop- gate is to be placed

to prevent the freshet water from entering, No provision is made

for pumping the rain- fall.

Tho drainage area is 8S. 7 acres, or equal to about J of tho area of

the district south of Morgan Street, and there would be required this

relative proportion of steam power to free it from sewage and rain-

18

fall when the gates were closed. A considerable portion of the dis-trict,

however, being meadow or level ground, the rain- fall would

not accumulate in deep ponds, but be distributed over a large sur-face.

If it is not pumped out, however, but allowed to remain upon

the surface until it soaks into the ground or is evaporated, the accu-mulation

in two or three weeks might be very considerable, and

more especially if there should be percolation from the river to a

greater extent than is carried off by evaporation and absorption

within the dyke. The plan, therefore, I consider imperfect, inas-much

as it does not provide for disposing of the rain- fall while the

gates are closed.

The dyke under such circumstances would probably protect the

upper portion of the districts from being flooded, but the lower

would be liable to be submerged by the accumulation of rain water

and sewage ; and I know of no practicable plan to prevent this ex-cept

by having a storage pond to hold the greatest rain- fall that is

likely to occur.

Within the Colt Dyke there is a reservoir, probably of fully 20

acres, of pond and meadow, capable of holding the heaviest rain- falls

for several successive days. They have also the advantage of being

able to apply to the pumps as much power as may be found neces-sarv

from their large steam engine, besides the small one which has

been added since the main building was destroyed by fire.

Considering it essential, then, that a storage pond should bo pro-vided,

the next question is where it can be located. There is no

suitable place in the district south of Morgan street. The only

ground not now built upon which could be used for the purpose, is

the space between Woodruff and Beach's works and Keeny Lane,

but this would only accommodate about j of the rain- fall necessary

to be provided for. North of Morgan Street a pond could be exca-vated

in the low ground between the Railroad and Windsor Street

capable of holding the necessary quantity, but this would be using

the very land it is the purpose of the dyke to reclaim.

I am of opinion that the best plan is to enclose within the dyke

the strip of land lying between the freight track of the Hartford and

New Haven Railroad, and Meadow Creek, and use so much of it as

may be necessary for a storage pond, for the rain- fall from both dis-tricts.

This strip contains about 20 acres, and is elevated from 12

to 14 feet above low water.

19

I t is of no groat value, h a v i n g changed owners twice w i t h i n the

last three months for about $ 3,000.

A storage pond of 10 acres and 5 feet in depth would c o n t a i n a

rain- fall of 3 inches over the whole drainage area of 195 a c r e s of

both districts.

A less a r e a of pond I do not think would be advisable, as t h o in-gress

of w a t e r through t h e wells, and percolation through old v a u l ts

and drains may add to t h e q u a n t i t y to b e stored.

The stop- gate in this case would have to bo placed at a b o u t 9

feet above l ow water, and should be located at the outlet of M e a d ow

Creek, so as to deliver tho sewage below tho c i t y w a t e r works.

To convey the sewage and rain- fall to this storage pond, it w i l l be

necessary to construct a main sewer of sufficient size t h r o u g h F r o n t

Street, with a branch through Commerce, Talcott, Charles, and M o r -

gan Streets, to intercept tho w a t e r from all the other sowers w i n ch

now enter t h e Connecticut river from both districts.

Tho dimensions, depth, and inclination of tlioso new sowers c an

only b e determined after a full survey of those now e x i s t i n g l i as

been made, showing their depth, also the depth of the cellars a l o ng

the proposed route. They should bo of the egg shape, and t h e i r i n -

clination, if practicable, should not be less than 21 inches p e r 1 0 0

feet. This is necessary in order to prevent deposits t a k i n g place.

CROSSINGS.

I t is proposed to carry all the crossings over the e m b a n k m e n t at

grade with an inclination of about 1 foot in 20 ; the r o a d w a y on I l i e

outside of tho dyke to bo 20 foot in width.

These crossings a r e perhaps tho best t h e ease admits of. I do n o t

think it would he advisable, unless it may bo at State S t r e e t , to

make openings through tho dyke, but I would recommend t h a t t h o

width of the roadway down the outer slope be increased to 20 f e e t ,

and t h a t provision be made for a fence or guard wall at tho top, a n d

part w a y down the bank, to prevent teams driving down the e m -

bankment. The turn on the top of t h e dyke being nearly at r i g h t

angles, the crossings would bo dangerous places at night, to a n y o n e

not familiar w i t h them, and should be made perfectly secure a g a i n st

accident.

Crossings are provided for at Front, Commerce, P o t t e r , G r o v e,

State, F e r r y , Kilbourn, Talcott, Morgan, and P l e a s a n t Streets.

' 20

ESTIMATE OF COST.

The embankment forms the main item of coat. The quantity es-timated

is about 235,000 cubic yards. To this I would add for rais-ing

the dyke 1 foot higher, 28,000 cubic yards. For excavation

and filling to prevent percolation under the embankment where it is

on made ground, 7,000 cubic yards; and for additional quantity re-quired

for enclosing the 20 acres between the Railroad and Meadow

Creek, say, G5,000 cubic yards, making a total addition of 100,000

cubic yards, and which would cost about $ 40,000.

Embankments to keep out water must be made with great care.

Where the material is pervious to water, a puddle wall of clay be-comes

necessary in the middle of the bank. If made without a pud-dle

wall, it is necessary that the material be of a binding character,

and spread in thin layers and consolidated by the use of rollers and

water, or by the tread of horses and wheels.

Tipping from railroad cars is the worst manner of constructing a

water- tight embankment, and carting the material by horses and

carts, and spreading it in thin layers of G to 9 inches, perhaps the

best.

But a small portion of the material can be obtained in the imme-diate

neighborhood, and it becomes a question of some importance

where and how it can be procured. The annexed Letter from Sam'i

Nott, Sup't ( see Appendix A), gives the terms upon which the

Hartford, Providence, and Fishkill Railroad Co. are willing to f u r -

nish cars, power, and use of track for hauling it over their road. It

could also be procured on the East Hartford side of the River, and

bo brought across in carts on steam scows, or by the bridge of the

Hartford Bridge Company by carts or a temporary railroad track.

Possibly the cheapest method would bo to purchase land, or the

right to take material from the meadows north of the city water

works, where the land, or right to take material can be purchased for

$ 100 per acre, and 5 feet depth of material bo procured, the cost

would be 1 - 1 cents per cubic yard.

The mechanical structures, masonry, stop- gates, & c,, all require to

be of the very best construction,— the foundations especially must be

perfectly unyielding.

Without entering into details of all the items of the Estimate,

which until definite plans are adopted would only mislead, I would

add, say one- fourth, to the estimated cost of $ 234,675, making in

21

round figures, $ 300,000 as the probable cost of the work. Should

it be found necessary to use sheet piling along the whole of the'

water front, it would add about $ 30,000 additional to tho cost.

I have made frequent reference to Colt's Dyke, which'being im-mediately

contiguous, would, if the nature of the foundation were

tho same, afford tho most reliable data ; and the success of that work

might be taken as evidence of the practicability of carrying out the

city project. But the whole question turns on whether the charac-ter

of the underlying strata is the same, or as good; and, to deter-mine

which, I propose that a series of borings and observations be

made.

Tho Colt's dyke encloses a wide stretch of meadow, which

from time immemorial had been covered by the Connecticut ill

high freshets. The city project proposes the enclosing of a tract of

land which, during tho last two hundred years, has been filled in

and built upon.

The map of tho city as late as 1824, shows Meadow Creek run-ning

inland about 250 feet from the line of the river to the foot of

Kilbourn Street; while from F e r r y Street to near Dutch Point the

lino of tho river is near the present site of Commerce Street. Much

of this made ground probably consists of debris and refuse from the

city, and cannot be relied on to form a water- tight barrier.

In view of the difficulties mentioned, which, however, may disap-pear

under the experiments suggested, I iiave made some approxi-mate

calculations of the amount of filling that would be required to

fill in the whole flooded area to a level 1 foot above, the llood of

1 854, and find the results as follows :

District south of Morgan Street and above Commerce Street,

425,000 cubic yards.

District north of Morgan Street and above Front Street, 700,000

cubic yards.

Total, 1,125,000 cubic yards,

which estimating at 40 cents per cubic yard, amounts to $ 450,000.

To do this would give a permanent value to the property in these

districts which no mere dyke can effect. In addition, however, to

t h e cost of filling, there would be a large expenditure requiied for

l i f t i ng and relaying the paving and flagging and raising and adapting

t h e present buildings to the new grade.

22

Eventually, I have no doubt as to what would be the result, but

as to whether such plan of improvement would give an immediate

equivalent enhancement to the value of the property I can express

no opinion.

The plan has the advantage that it could bo carried out in sections

from time to time as might be thought advisable.

To fill in the streets only of both districts to 1 foot above the flood

of 1854 would require about 275,000 cubic yards, and would cost

about $ 137,500.

Of course in neither of these cases would percolation from under-neath

be prevented, except so far as the additional thickness and

weight of material might reduce it, but by raising the grade the in-tention

would be to abandon and fill up the present cellars.

I n Appendix ( B ) will bo found an abstract of the Registers kept

by Prof. Brocklesby and Dr. Porter, of the rain- fall of 1 inch and

upwards in 24 hours.

Rospoctfully submitted,

J A M E S L A U R I E,

CONSULTING Enchnkkk.

Iiartford, December 3rd, 18G6.

P. S.— The estimate for land damages, also tho quantity of em-bankment,

and prices for mechanical work, & c., arc taken tho same

as in Gen. Ellis' estimate, excepting where alterations are proposed.

J . L.

APPENDIX A.

TRUSTEES' OFFICE, HARTFORD, S e p t . 29tli, 18G0.

Jarnea . Laurie, Esq., Civil Engineer, Hartford:

- A H t " y o u r inquiry about a rate for our furnishing power and cars,

< 1! t r u c k , and for hauling earth for building the proposed dyke for

( h o ( ' i l y of Hartford— wo suppose the quantity will bo 200,000 to

' 2 f. 0 , 0 0 0 c u b i c yards— the average haul 4 miles, and all needed ad-d

i t i o n a l Md< • unci connecting tracks to be furnished without cost to us.

N o liability on us for detentions caused by irregularity of trains

T l i r * m o n t h s notice to bo given us before we shall be required to

f u r n i s h t i n ' power, cars, & c. These points being so understood, we

o f f . • r t » . l o tho business at twenty- five cents per cubic yard.*

Yours truly,

S A M U E L NOTT,

SUPERINTENDENT.

* Wo Hhould be prepared to haul say 800 yards ft day. For a less average

huu) tlum four miles, wo could, perhaps, reduce tho prico 11 littlo.

APPENDIX: B.

STATEMENT SHOWING) THE BAIN- FALL OP 1 INCH AND UPWAKDS, IN 24 HOUBB:

From the Register kept by Prof. John Brookleaby of 7' rinity College, Hartford, from

July 1st, 1846, to Feb. 2STT, I S M .

IN. IN. IN.

1810, July..

1 IN 24 hours 2.82 1840, Juno. 4 24 hours O. 1851, Aug.. 17 24 hou l'fl 1.07

1.00

1.28

2 . 17

23 12 hours 1.85 • I July .

21

11

1 . 0 4 Oct... l! i

II 81 24 hours 0.07 »

81 12 hours 1 . 12 1'.

" Oct... 14 1.22 U Aug,.

10 24 hours 1 . 8 1 " 30 2 ( lays

" Nov.. 10 II 1.80 II

14 1} days 2 . 68 Nov.. If) 1.50

20 II L. 88 » Sept.. 1 1} days ' 2 25 U

Boo..

2! 24 hours 2.31)

TI 25 II 1.08 ** Oct... 1 21 hours 1 . S 0 81 1

0 . 07

" Dec.. 3 II 0.05 II II 7 2 days 2.114

II Nov.. 1 1 } days 1.88 1852 J a n . . 0 24 liours 1.11

1S4T, Jan.. 4 24 hours 1.28 « " 12 1j days ' 2. 17

March

12 1.1) 1

21) ii 1.03 u Doc.. 5 24 hours i. ao 2 11

1.15

" Feb... 8 IT 1.23 • " 18 u 1.85

i, i » 22 II 1.05 1850. J a n . .. 11 2- 4 hours 1.00 K April.

0 u

1.( 1( 1

II II 23 II 2.48 II 22 I. 2 . - 1 ( 1 II 13 l i days 1.2!)

" March 27 80 hours 8.81 » Feb... 0 1. T2

u 15 24 hours 1.28

" Juno. 21 24 hours 1.87 II II 23 » 1.02 ' K 22 0.1) 7

" July.. 20 II u.' J3 « March 7 II I.- 10 U May.. 11 ' 2 ( LAYS i. riu

" Aug.. 8 (( 2.25 April.

5 TI 2 . 28 li July.. III 21 hours 1.20

;; sept.. 13 18 hours 8.48

20 1} days 2 01

11 Bopt.. 13 0.07

2T 24 hours 1.53 May..

0 14 days 2.7!)

u

Nov.. 13

LI days

1.12

" Oct... 12 1.89 «

0 24 hours o . oc u " 20 8 . 10

" Nov.. 25 1.68 II « 27 ii 0 . 1 ) 0

u

Doc... 28 24 hours 1.13

" Dec... 4 48 hours 1.05 it Aug.. 14 u 1.12

it II 25 15 hours

24 hours

3. !) 8 1853 . Tan.. 14 2J days 2.10

1343, March 11 2 days 2.27 TI Sept..

8

2 . 1 2

u

March 23 24 hours 1.78

|| May.. 8 1} ( lays 2.43

11 8 1} days 2.- 17 " April. Ifi 1.1U

11 20 hours 1.04 « " 23 24 hours 1.22

u

Mtiy.. 20 41 1 . 11

11 Juno. 80 2 days 2.23 i' Oct... 27 2 days 8.80 " July.. 10

tl

1.01)

" July.. 27 24 hours 1.11) » Nov.. 20 H days 2. r> s w

Aug.. 8 12 hours l. lll

" Aug.. ia 1.04 I' Dec.. 28 24 hours 1.( 10

41

14

41

1,28

" Sept.. IS 1.04 u it 28 II 1 . 40

" Oct.. 4 2I days 3.1S 1851 J a n . . 28 24 hours 1 . 1 5 " Sept.. 23 24 hours 2 . 11

" Nov.. 7 2ti hours 1.8S " Feb.. 21 1} days 1 . 0 7 IT II 21 18 hours 2.20 U April. 20 2 days 2. H7 it Oct... 20 0 i l l

u II 28

11

1.71

" it DIeIc ... 3-> 17 23 ddaayyss 12.. 1435 " i t May..

3 24 hours l . aa Nov.. 13 l i duyH 2.71!

2 days 23 12 hoursll. 54 11 Doc... 80 2 days

1.80

it Juno . 7 24 hours 2 0 0

1S. 419 , MIaI rch 2120 284 hdoauysr s 31.. 1800 « " ' 9 1.00 1884, Jan... 18 24 hours 1.00

11

July.. 8 ti 1.00 21 (( l. lll)

' May.. 10 24 hours 1.15 II 7 II 1.30 41 Feb... 8

u

2.05 :: :: 13

31

" 1.00 11 ( t 1.43 o 27 2 . 70

2 days 1.37

M

10 few h'rs! 0.113

End of Record.

Fnou THE REGISTER KEI'T UY DII. IV. S. POKTEH, AT THE INSANE RETUEAT, I- KOM BIPT-

1ST, 1804, t o OCT. 81st, I S M .

1S04, Sept..

" Nov..

May,.

IM. IN.

25 10 hours 1.30 1805, Aug.. 8 1 J hours 0.07

4 1) hours 1.57 " Oct.. 10 27 hours 1.08

22 82 hours 1 18 ii ii 28 22 hours 1.19

10

II U 81 10 hollrB 0.84

15i hours 0 . 95 u Nov.. 4 14 hours 1.15

' 0 1} hours 1.14 ti ti 21 2( 1} hours 1.55 ! l

20

24I hours 1.00 " Doc.. 24 12J hours 0.05

12 hoars 1.05

25

13i hours 1.08 1S00, Feb.. 18 20 hours 1.82

0 hours 1.14 • i ii • 25 29 hours 1.13

I. V.

1800. April. 24 81 hours 1 . 80

" May.. o 1SJ hours 1.73

14 11 28 2 » i hours 2 . 57

" Juno. 4 22 hours 0 . 8 0

41 II 28 4( 1.20

" July. 27 2 hours ii. no

" Aug".. 24 17 hours 1.18

Sept.. 27 2 . 74

" Oot.. 81 28{ hours 2.15

Tho average Annual Rain- fall in Hartford Is about 45 i n d i e s ; and these Records show

that nearly one- half of the annual fall Is iu Katn storms of 1 I n c h nnd over, In 24 hours.

REPORT OF GEN. W, 13, FRANKLIN, Civil Engineer,

HARTFORD, CONN., J a n u a r y 5, 1S67.

F. W. Cheney, Esq., Member of Committee:

DEAR SIR,— In complianco with tlio request contained in your

letter of tho 1st inst., I have examined tho r e p o r t s of Messrs. Ellis.

Marsh, and Laurie, on tho proposed new dyke ia this city, and 1

have found t h e opinions and conclusions which follow:

I consider t h e route proposed b y Mr. Laurie, from tho commence-ment

of tho lino on L i t t l e River to whoro it strikes t h e north end of

Woodruff and Loach's foundry building, tho best. It is cheaper,

because i t is s h o r t e r ; it presents a better angle for the effect of the

current on tho bank, and being straighten- , it would make a bolter

street. At Woodruff and B e a c h ' s building I think the line should

bo moved far enough out to havo tho whole b r e a d t h of the top of

t h e dyke entirely outside of t h o wall of their building, for t h o dyke

will doubtless bo used as a t h o r o u g h faro, and this wall intersects tho

dyke in t h e designs of both Messrs. L a u r i e and Ellin. If it bo in-tended

to remove the wall, tho line need not bo changed. The

modification suggested will somewhat straighten Mr. L a u r i e ' s line.

Prom this point I t h i n k the dyke should run towards Commerce

street in nearly a straight line, reaching tho s t r e e t as it is laid down

011 Gen. Ellis's map of October, 18< i. r>, a little Imlow S t a t e Street,

and thence r u n n i n g along Commerce Street and t h e line of the ] Tart-ford

and N e w H a v e n Railroad to tho n o r t h r o n e x t r e m i t y of tho dyke

as laid down on t h o maps of Messrs. L a u r i e and Ellis.

There a r e three material angles p r e s e n t e d by this line to t h e cur-rent.

One where it leaves L i t t l o River, another where it bends in-wards

from Woodruff and Beach's building, and tho third w h e r e it

goes into Commerce Street. I t h i n k that careful watch should bo

kept of these three points, and if tho wash should bo found g r e a t er

2G

there t h a n at other points, the outer slopes should be protected by

stone, or stone and brush.

I think that Mr. Laurie's arguments for an increased height of t he

dyke are conclusive, and that the top of tho dyke should bo t h r ee

feet above the level of the llood of 1854. There is no doubt t h a t in

great freshets tho height of the water above the bridge is increased

by the East Hartford embankments, and that the proposed d y k e will

still more diminish the water way, and increase the height ol tho

water. I do not think the increased height will bo material, but

supposing the new dyke constructed, a flood which below t h e b r i d ge

had the same height as that of 1854, would have a greater height

above tho bridge, and would require higher dykes to keep it out

t h a n the height of that flood would determine.

I have learned that Col. Colt, before the height of his dyke was

determined, had a thorough examination made of the valley of tho

river above Hartford, and concluded that the quantity of wator re-quired

to raise tho water at Hartford one foot above tho llood of

1S54, would involve the flooding of much country which has never

y e t been flooded, and several times greater in area than t h a t over-flowed

in 1854. He therefore determined tho height of his dyke, on

this principle, and the proposed dyke if built two foot higher I b a n

it may be considered absolutely safe against overflow. Tho data

upon which Col. Colt's conclusions were based are not in existence.

I only state the fact as I have heard it.

I think with Mr. Laurie that as soon as it is decided to commence

t h e construction of the dyko, borings should bo made to determine

the nature of tho strata under and in the vicinity of its proposed

line. These borings are necessary to determine tho quantity of

street piling or puddling, which are very vaguo elements of expense.

Below the mouth of Little River, in tho area enclosed by Colt's

Dyke, there have been found, wherever borings have been made,

a stratum of wet sand— nearly quicksand, and below that s t r a t um

layers of sand and coarse gravel. It is likely that the same forma-tion

exists above the mouth of Little River.

Two projects for the drainage of tho district subject to overflow

have been suggested.

That of General Ellis provides for the disposal of the sewage and

one inch of rain- fall, and involves a system of surface drains and

sewers, and one fifteen horse power engine placed at tho foot of

27

F e r r y Street. By this arrangement he expects, in ordinary stages

of the river, to dispose of all sewage and rain- fall in the district below

Morgan Street by the natural flow, and when the gate at Ferry

Street is closed, by the pumping engine. For the drainage of the

district above Morgan Street he proposes a sewer with an outlet

through the dyke at tho foot of Pleasant Street, for ordinary stages

of the river, and for freshets depends upon steam fire engines to

pump out tho surplus water.

Mr. Laurie has thoroughly investigated the rain- fall at Hartford,

and concludes that thore should bo a storage reservoir constructed,

sufficient to hold two or throe inches of rain- fall over the whole dis-trict

to bo drained, and a pumping engine of about twelve horse

power to pump tho water from tho reservoir. His system of sewers

is entirely different from Gen. Ellis's. Viewing tho projects as ques-tions

of engineering, Mr. Laurie's is in my opinion tho better and

more complete.

But I do not think that the probabilities of heavy rains taking

place, when tho river is so high that tho dyke outlets arc closed, are

great enough, nor the inconvcniencc arising from having the water

from a heavy and sudden rain- fall remain for twenty- four hours in the

ground adjacent to the dyke severe enough to require the adoption

of Mr. Laurie's plan at this time. I believe that it will be better to

adopt General Ellis's system of drainage and outlets, adding a

stationery engine of, say, six horse power, with pumps and gate at

tho foot of Pleasant Street for disposing of the sewage and rain- fall

during freshets, of the district above Morgan Street.

After the completion of the dyke, if it should be found that the

inconvcniencc arising from the want of a reservoir for drainage is too

groat, it will bo as easy to construct the reservoir tlion as now, and

it is likely tho cost will not be as great hereafter as it would be at

this time.

Tho approaches to the crossings from the land side should coincide

with the lines of t h e streets, and should have slopes not less than one

to twenty. On the river side they should have the same slope, and,

as recommended by Mr. Laurie, a breadth of not less than twenty-six

foot. There should bo crossings at every street which run

towards tho river, and I do not think that a roadway should be cut

through the dyke at any point.

General Ellis's estimate for the work of March 20, 18GG, is based

28

upon llic same prices as that of October 23, 1865. Prices of the!

same work at this time are quite ten per cent, higher than they

were in October, 1865. Taking land damages at tho same cost, ten

per cent, increase upon his estimate will give tho total cost as

follows:

Gon. Ellis's estimate, with ten per cent, added, $ 250,042.50.

Additional engine, pumps, & c., • - - 5,000.00.

Raising dyke one foot— 28,000 cubic yards at

45 cents, 12,600.00.

Total cost, $ 267,642.50.

I t is likely that unforeseen contingencies will occur which will

increase the cost of tho work. Thus, freshets coming while the

work is unfinished, or the necessity of leaving the work for the

winter unprotected, may cause serious loss. Such items cannot

enter into an estimate, but, leaving out the reservoir, I do not think

that the cost of the dyke will fall at all below three hundred thou-sand

dollars ($ 300,000). The question of land damages I do not

enter into, and leave the amount as Gen. Ellis lias estimated it.

The concluding remarks of Mr. Laurie as to the advisability and

cost of tilling up to the level of 1S54 the whole district subject to

overflow seem to me to invite the particular attention of the Com-mittee

and the city.

In any event, should tho dyke be built, I believe that tho grades

of tho streets in the flooded district should bo raised to about tho

level of its top, so that new buildings would be constructed to cor-respond

to those grades. In a few years tho whole of the flooded

district would by this means be lifted above all danger of overflow,

and all of that part of tho town would be so materially improved in

value that the cost of tho change would be much moro than reim-bursed

to the city and tho owners of the property.

The dyke a u d i t s approaches should be reeoived as streets as soon

as they are completed, and good and permanent roadways should bo

made on it. Its preservation will by this means bo assured, and it

will become an exceedingly convenient and comfortablo thorough-faro.

Very respectfully,

W. B. F R A N K L I N.

REPORT OF SETH E. MARSH, City Engineer,

. Mi . . flJMu.—

To N. II. Morgan, F. W. Cheney, and J. B. Buncc, Esqrs., the

Committee on the subject of the proposed Hartford Dylce.

GENTLEMEN,— In accordance with your instructions, I have com-pleted

a map showing the location proposed for the Hartford Dylce

b y James Laurie, Esq., Consulting Engineer, which is herewith sub*

toitted, and have also furnished him with such levels and other data

of streets and sewers as ho required, so far as I have boon able from

notes in tho office, and surveys of the promises.

I have also located and taken tho levels of a line, in alteration of

Iho line recommended by Gen. Ellis, commencing at Dutch Point,

and continuing northerly along tho rear of the lots on the east side

of Commerce Street, to the north side of Messrs. Woodruff and

Beach's foundry building, thence curving westerly to Commerce

Street, and continuing northerly along and in said Commerce

Street to Kilbourn street, where it connects with the lino of Gen.

Ellis. This line would not interfere with tho dock properly or

steam boat bridge, and would, in my judgment, save quite a sum in

land damages, and about 14,500 cubic yards of embankment as com-pared

with the line recommended by Gen. Ellis. As compared with

t h e line rocotnmendod by Mr. Laurie, I think it will make no saving

in embankment, but would save some considerable amount in land

damages.

I have made no very careful computations of quantities of em-bankment

required for tho whole work, but have assumed ( and

believe) those made by Gen. Ellis are as near correct as such

approximate estimates can bo expected to be. I have not yet, been

able to see where such a quantity of earth can bo procured and pro-

30

perly deposited in said embankment for tlie price named in tlie esti-mate,

at the present prices of labor, & c., and from any information I

now have should be obliged to estimate at a price per yard consi-derably

higher. All of which is respectfully submitted by

S E T H E. MARSH,

City Surveyor.

JIartford, December 17, 18G6.

To his Honor tlie Mayor, Aldermen, and Common Council of the

City of Hartford.

GENTLEMEN :— Tho special committee, to whom was referred tho

resolution of your honorable board, passed September 25th, 1SG5,

ordering us to procure plans, specifications, and estimates for a

Dyke, having attended to their duty, would respectfully beg leave to

submit tho report and map of Gen. Ellis, the engineer employed by

your committee for that purpose.

All of which is respectfully submitted.

S. WOODRUFF,

E. C. KELLOG,

J . P. HARBISON,

h Committee.

THOMAS MoMANUS.

REPORT OF TIIEO, G. ELLIS, Civil Engineer,

HAUTFOIID, CONN., Oct. 23d, 1865.

Messrs. Samuel Woodruff and Gentlemen of the Committee:

GENTLEMEN,— In conformity w i t h your instructions I have the

honor to submit tho following report, with the accompanying plan,

regarding tho feasibility and expense of constructing an embank-ment,

to protect from future inundations that part of tho City of

H a r t f o r d usually overflowed b y t h o Connecticut River during high

freshets.

The district overflowed by the freshet of May, 1854, which is

tho highest on record, includes much of the most valuable part of the

business section of the city.

Tho height of water on F r o n t Street, south of State, at that time

varied from one to fivo feet, in different parts of the street, and tho

property on tho westerly side of tho street was overflowed for some

distance back. At Morgan Street, tho flood extended back to

Market Street, and at Pleasant to T i l l a g e Street.

Tho next highest flood recorded, is that of April, 1862, covering

nearly the same area as that of 1854, being within about fourteen

inches of the same height.

Tho flood of 1801, which, previous to the time of the first above

mentioned, was considered to bo tho highest water ever known in

tho Connecticut, was, according to tho heights marked on the

board at the toll house on Morgan Street bridge, two feet and four

inches below that of 1854. I think, however, there must have

boon some error in the marking of this board, as levels taken in a

number of places in the c i t y at t h e time of the flood of 1S54, gave

3

34

the difference of level one foot and ten inches above what was then

considered to bo the height of the flood of 1801. The latter J

believe to be nearer the true difference.

The remarkable floods oil record since the year 1839, previous to

which there appears to be n o record of them preserved, arc as fol-lows

:—

The heights arc above low water mark.

Flood of 24 feet 2 inches.

f t 1841 26 t t 4 t t

f t 1843 27 tf 2 < t

11 Dee., 1844 19 t t G f t

If Feb., 1845 19 n 0 f t

I t April, 1845 19 t t 0 f t

I t March, 184G 18 t t 9 i t

t t April. 1847 21 t t 0 f t

t t Jan., 184S ( t 6 It

t t Nov. 1849 17 f t 6 t t

tf May, 1850 20 i t 9 f t

11 Jan., 1851 14 tf 6 I t

11 April, 1852 23 t t H- f t

I t May, 1853 16 t t 0 f t

i t Nov., 1853 20 t t 6 f t

il May, 1854 29 u 10 f t

i t Jan., 1855 15 < t 0 f t

tc April, 1856 16 t t 3 f t

t . Aug., 1856 23 t t 4 f t

t< Feb., 1857 t t 6 ll

t< Oct., 1857 « 3 I t

u March, 1858 u o*> f t

i t March, 1859 26 u 5 f t

t l March, 1860 n 0 U

t t April, 1861 li 6 f t

i t April, 1862 ll 8 f t

1f Nov. 1862 tl 6 t ;

if May, tt 0

( t April, 1864 It 3 t t

u March, ll 9 f t

it May, tt 0 t t

35

In the uprimr i. f 1 S." » I> I t m l e nit examination of two routes for

tin- proposed dyke, upon which I then reported to tin' committee of

gentlemen having the matter in charge. One of these wm <" man-ually

the same ax the n « e now propped; the other passed through

Commerce Street, from the Little Hirer to the foot of F e r r y Street,

instead of along the wharves.

Although, on the Commerce Street route, the dyke could lie con-structed

more cheaply than on the other, it exclude* from its benefits

too much valuable property; and although it presents some other

feature* recommending it to favor, it in not in mv opinion the proper

li> ation for the embankment.

The route upon which my present estimate is made, and which

lia* already received your approval a< to location, commence* at

Arch Street, near its junction with I'twpect, and follows the bank of

Little River to near Smith s shop, on Dutch Point; thence passing

the wharves, a? tbow* on the plan, to the foot of F e r r y Street;

thence along Commerce to Morgan Street; thence following the line

of the freight track of the Hartford and New Haven Railroad, to

near its junction with the main track.

I n the construction of this embankment, it is proposed to fill up

Arch Street to the proposed grade, the tilling at the Gas Works

being ! » even feet.

At the O u Works it i< propos.<[ to carry the embankment close

to the river, where the new building on the east side of Front Street

next the bridge now stands, and along the ground just back of the

pre ' Tit retaining wall. The estimate provides for a new wall from

the bed of the river to the top of the embankment ou the outside,

and a curved retaining wall upon the inside of the embankment so as

not to require the removal of the large new gasometer near the

river.

The bridge acK « s the Little River at, Front Street will require to

be rai • It in proposed to raise it to the level of the new dyke,

w hich will about one foot higher than Colt's dyke on the opposite

side of the river.

Along the bank of Little River, no serinu* obstacle presents itself;

at Commerce Street the filling is nix feet over the present roadway.

The bridge across the Little River need not ! « ; disturbed, as the

roadway can be graded down to i u northern end.

Fro. n Dutch Pomt to Ferry Street, the route lies over the wharves,

38

which in some places will require to be excavated under the embank-ment

in order to insure the cutting off of all old drains or other

causes of leakage.

The route as laid down on the plan, cuts a corner of the building

used as a foundry by the Woodruff and Beach Iron W o r k s , a small

portion of which will require removal.

The bridge to the steamboat building, near the foot of State

Street, will have to bo raised or removed.

At the old block of buildings near the foot of Forry Street, it is

proposed to pass the embankment through, and to fill up solid the

interior of the south end, cut by the embankment, as shown on the

plan, to about the height of the second iloor. The building will not

have to bo removed, and will bo but slightly injured by the embank-ment

passing through it. The north half and the upper stories of

t h e whole building can remain as they now are.

The lloor of the freight house of the Hartford and Now Haven

Railroad will require to bo raised about three and a half foot, to bo

level with the top of the dyke.

Along the railroad track from Morgan Slreot to the end of the

dyke, no difficulty presents itself. The railroad embankment being

well settled, affords a secure foundation, only requiring a thorough

stopping of the culverts.

I t is proposed to carry all crossings over the embankment at

grade, and no provision is made for openings through it for conve-nience

of access to the wharvos. The insecurity of these openings

and the danger of thoir not being properly closed in lime of high

water, together with the disastrous consequences that might occur

from their not being properly secured, leads me not to recommend

them, They can be so constructed as to ho secure if properly taken

care of, but the certainty of a solid embankment is far preferable in

a permanent structure like this.

The crossings to the wharves and bridges at Little River, are of

such slight elevation as to cause no serious inconvenience. Along

the wharvos of the Connecticut, however, the height becomes more

considerable. Here it is proposed to grade the streets on the city

side of the embankment with an inclination of one foot in twenty, to

the top of the dyke. On the river side there will bo ' r a m p s ' or

slopes down and along the outer slopes of the embankment on about

the same inclination. It is proposed to make the roadway on those

37

slopes twenty feet wide. With the above inclination the ascent will

be sufficiently easy not to occasion any serious inconvenience.

Access to the wharves on the Connecticut is provided for in five

places, viz,:— One from Talcott Street to the wharf at Brace's

block ; one from the foot of F e r r y Street to the wharf south ; one

from the foot of State Street to the wharf south ; one f r om the foot

of Grove street lo the wharf south, and one from Potter S t r e e t to the

wharf north.

All but one of these have been arranged to slope down stream, 011

account of the current in the river at high water being less likely to

wash and damage the roadway. It is presumed these will be all

that is necessary to accommodate the travel to and from the wharves,

but if greater facilities are needed, slopes running across these can be

easily constructed.

For access to the wharves on Ljittle River, two slopes like the

preceding are proposed; one from P o t t e r Street and one f r om Com-merce

Street^ as shown on the plan.

There are some wells between Front Street and the river, in

which it is said the water rises and falls with the water in the river

during freshets, seemingly indicating that there is some connection,

through a quicksand or otherwise, with the water in the river. I

think 110 danger need be apprehended from this source. An exam-ination

of the bank of the river shows that the lower portion of the

city near the river, and the wharves, are underlaid by a s t r a t um of

sand, deposited there by the wash of the r i v e r ; upon this a harder

material has been fdled to a considerable depth during the past fifty

years. This has settled and become firm, and although t h e water

may filter through the sand under it into the wells above mentioned,

no serious trouble need be expected from it. The surface b e i n g hard

and firm to a sufficient depth, if at high water these wells should

overflow, they can be securely filled up so as to cause no further

trouble.

The question of disposing of the drainage during high w a t e r is

perhaps the most important one to be considered in the construction

of the' dyke.

Gates will have to bo provided in the embankment to exclude the

water in the river from the sewers in time of freshets, so t h a t we

have to provide for all the accumulation of water from sewerage and

rain- fall within the dyke at such times.

38

Main and North Main Streets form the dividing ridge through the

city, so that we have only to provide for the drainage from the dis-trict

lying east of Main Street, between the Little River and the

junction of the dyke with the Hartford and N e w Haven Railroad.

The best method of disposing of the drainage of this section, as far

as may be necessary, is as follows:—

To intercept by a surface drain at Front Street, between Temple

and Arch Streets, and carry into Little River near the Gas Works

all the surface water between Main and Front Streets. The inclina-tion

of Front Street between the points above mentioned is well

suited for this purpose, there being a fall of three feet from Temple

to Arch Streets.

This drain would take into Little River all the surface water from

a level of about six feet below the flood of 1854, and the gate at its

outlet would not have to be closed unless the water arose above that

height.

The sewage between Morgan Street and the Little River, and all

surface drainage not carried off by the Front Street drain above

mentioned, is provided for as follows:—

It is proposed to construct a sewer through Charles, Commerce,

and Potter Streets, which shall receive the drainage from the Mor-gan,

Talcott, Kilbourn, State, Grove, Commerce, and Front Streets

sewers, and have one point of discharge through tho embankment,

furnished with a gate, say at the foot of Ferry Street. All the sur-face

drainage below Front would be received into this sewer.

At or near the point where this sewer passes under the dyke,

it is proposed to erect a pumping engine of sufficient power to keep

the sewer free from water when the gate in the embankment is

closed. An engine of fifteen horse power will pump the ordinary

sewage, together with the probable amount of rain- fall. It provides

for one inch of rain in twenty- four hours when tho water is at, the

highest point, and tho outlet of the proposed drain 011 Front Street

closed, When tho water is at a less height than six feet below the

Hood of 1854, it provides for even tho most extraordinary rain- fall.

When it is considered that the freshets usually occur after the

heavy rains in the spring, and rarely during their continuance, it will

bo seen that the above is an ample allowance for pumping.

The district included between tho dyke and North Main Street,

north of Morgan Street, does not appear to have at present any

39

established system of drainage. There are sewers at Avon and

Pleasant streets, but most of the rain- fall appears to be allowed to

remain upon the surface of the low ground west of F r o n t Street until

it soaks into the ground or is evaporated.

For this district it seems unnecessary, in estimating the expense

of the dyke, to make provision for any better drainage than now

exists. With a view, however, to there being some future necessity

for a system of sewers in this part of the city, and to reduce the

number of openings through the embankment, a sewer has been pro-vided

for from Avon to Pleasant Street, through Front, to connect

the Avon and Pleasant Street sewers at one outlet through the em-bankment

at the foot of Pleasant street.

While tliis gate is closed the small amount of water flowing

through these sewers can easily be pumped by a steam fire engine.

There are also sewers in Canton and Russell Streets, the water

from which now runs through the railroad embankment j u s t south of

the junction of the freight and main tracks of the l l a r t f o r d and N ew

Haven Railroad. This water can be conveniently carried around

the end of the dyke, together with all other drainage from the west

side of the railroad.

The following estimate of the expense of building the dyke is

based upon the supposition that the top of the embankment is to be

two feet above the height of the flood of 1854. The top of the em-bankment

is taken at twenty feet wide through its whole length,

except at the crossings, with slopes of two and a half horizontal to

one vertical on the outside, and one and a half horizontal to one ver-tical

oil the inside. There are supposed to be openings for drainage,

furnished with stop gates, at Front Street, Ferry Street, and

Pleasant Street.

Crossings are provided for at Front, Commerce, Potter, G- rove,

State, Ferry, Kilbourn, Talcott, Morgan, and Pleasant Streets, and

slopes oil the outside of the embankment at Potter, Grove, State,

Ferry, and Talcott Streets, for access to the wharves on the Connec-ticut.

Slopes at Commerce and Potter Streets are also provided for

access to the landings 011 the Little River.

The question of damages to property on the line of the embank-ment

is a very important one, and a large amount must necessarily

be paid to individuals who are not benefitted by the dyke, or the

damage to whose property exceeds the betterment.

40

The amount of damages claimed cannot bo estimated with any

great degree of accuracy, as it will depend in a great measure upon

the feeling among tho owners of property affected, in favor of or

against the proposed improvement. If they can he assured that their

property inside will he permanently protected, it is to be hoped that

a v e r y small compensation for the amount of land actually occupicd

by the dyke will suffice, and that the owners of wharf property will

regard the slightly increased difficulty of access to tho river as fully

compensated by the security given to their property within the em-bankment.

A n estimate has been made of the probable amount of such

damages, and included in the estimated cost of the work. The

amount of damage, however, admits of so wide a difference of opin-ion,

that, the amount named must be taken only as approximate.

Suitable material for the embankment can be obtained either on

the line of tho Hartford, Providence, and Fishkill, or tho Harford

and New Haven railroads, and it is presumed that a satisfactory

arrangement can be made with these companies to haul the material

over one or tho other road as may be finally determined upon,

E S T I M A T _ E.

GRADING.

' 211,500 cubic yards embankment at .15 $ 95,175.00

33,500 " crossings, at .50 10,750.00

5,500 " excavation under embankment, .50. 2,750.00

5,000 " clay puddling, at $ 1.00 5,000.00

MASONRY, & e.

Wall at Gas Works, 975 perches, at $ 10 9,750.00

Raising bridge, 140 " " 12 1,680.00

Retaining Wall, 30 " " 5 150.00

Gates and Sluices, 00 " " 12 V20.00

1400 feet of 2 ft. Sewer, at • • • 2.50 3,500.00

2,480 feet of U ft. Sewer, • • - 2.00 4,960.00

1150 feet of Box Drain, at - • - 1.00 1,150.00

Surface Drain on Front, Street, 1,000.00

15 Horse Power Engine, Pumps, House, & c 7,500.00

Two 30 inch Gates 1,300.00

One 24 inch Gate, 400.00

100 feet of 30 inch pipe, 1,920.00

75 feet of 24 inch pipe, 720.00

Removing part of old wharves 1,200.00

Engineering, 2,500.00

Total Grading, etc,, $ 158,125.00

Damages, 06,000.00

Total, ...$ 224,125,00

42

That a dyke of the proposed construction will completely and

permanently protect tho lower part of the city from future freshets,

there is no reason to doubt.

The success of Colonel Colt's experiment in the improvement upon

the South Meadow, shows conclusively that a properly constucted

embankment will answer the required purpose. Tho foundation is

the same, and I am informed the same difficulty, existed regarding

wells sunk into the underlying sand, yet no trouble has been expe-rienced

from them.

The drainage of the South Meadow, including tho side hill to t he

west, covering a much larger area than that it is now proposed to

protect, can only be disposed of at high water by pumping. No

difficulty has yet been experienced on this account. A small engine

of 1.2 horse power, working but part of the time, has proved suffi-cient

to free the sewers from water.

I n conclusion, I would state that I consider this project perfectly

feasible, and have no doubt that when completed the owners of pro-perty

in the inundated district will consider themselves amply repaid

for any outlay that may be made in its construction.

Very respectfully, your ob't servant,

THEO. G. ELLIS,

Civil Engineer.

To the Honorable Mayor, Alderman, and Common Council of lb-

City of Hartford:

GENTLEMEN :—• Your Special Committee, to whom was referred

the subject of a dyke a l o n g the Connecticut and Park rivers, respect-fully

beg leave to r e p o r t :—

That, in conformity with the vote passed March 13th, 1866,

whereby they were directed to examine and report upon the expense

and feasibility of other routes for the dyke than the one already sur-veyed,

and to procure p l a n s and estimates of the same, in order that

the subject might be f a i r l y presented to the Court of Common

Council— your committoe have caused a survey to be made through

part of Commerce Street, diverging from the route upon which the

previous estimate was based, near the foot of Kilbourn Street, and

passing along Commerce Street to near the bridge of the steamboat

landing, thence to the north- east corner of the Woodruff and Beach

Iron Works, where it j o i n s the old line.

The comparative expense of the two routes, as shown in the

annexed report of t h e Engineer and the report upon the other

route, previously submitted, is as follows:—

Cost by the Commerce Street route, - • $ 234,675.00

Cost by the first survey, - 221,125.00

Difference in favor of first route, - - $ 10,550.00

I n compliance with the vote passed February 27t, h, 1886, by

which your committee were directed to procure specifications and

working plans for b u i l d i n g a dyke along the Connecticut and Park

rivers, and advertise for proposals and estimates for building the

same, and report the same to the Council as soon as practicable—

your committee have procured working plans and advertised for pro-posals

as directed.

An endeavor was made to be ready to report in relation to this

46

matter before the expiration of the term of the last Council. Tho

short time allowed, however, did not admit of a very extended

noticc of the advertisement for proposals for building the dyke.

Some of the contractors, who looked over tho work, have with

hold their proposals under an impression that the work would not be

let upon tho present bids; others have signified their intention of

bidding if tho time is extended for receiving proposals.

Tho short time given did not allow contractors to make as favor-able

arrangements as thoy could wish with the railroad companies

for transporting the material. The railroads also wore not able to

agree to furnish cars and engines for this purpose.

Tho few bids received, however, are such as to satisfy your com-mittee

that the work can bo done at a cost not to exceed the estimate

of Gen. Ellis, tho engineer who has made the surveys.

The exact amount of the bids received it is deemed inexpedient to

make public, unless it be decided to make tho award upon them ; if

others are to bo received tho whole should be left with the commit-tee

for their action.

Your committee would recommend that a special committee be

appointed at onco to take charge of this matter, empowered to con-tract,

with tho approval of tho Board of Common Council, for the

building of tho dyke, either with those who have already made pro-posals

or with others, as may bo doomed best.

/

REPORT OF THEO. G. ELLIS, Civil Engineer.

HARTFORD, CONN., March 20th, 1866.

Messrs. Samuel Woodruff, and Gentlemen of the Committee:

Agreeably to your instructions, I have examined the proposed

change of route for the dyke, passing through a part of Commerce

Street, and submit the following estimate of the cost of the dyke

with the proposed change.

ESTIMATE.

201,600 cubic yards embankment at .45 $ 90,675.00

33,600 " crossings, at .50 16,800.00

5,500 " excavation under embankment, at 50 2,750.80

5,000 " clay puddling, at $ 1.00 5,000.00

975 perches Wall near Gas Works, at $ 10.00 9,750.00

110 " Raising Bridge, " 12.00 1,680.00

30 " Retaining Wall, " 5.00 150.00

60 " Gates and Culverts, " 12.00 720.00

1400 feet of 2 ft. Sewer, " 2.50 3,500.00

2480 feet of l i ft. Sewer, " 2.00 4,960.00

1150 feet of Box Drain, " 1.00 1,150.00

Surface drain at Front Street 1,000.00

15 Horse Power Engine, House, Pumps, etc 7,500.00

Two 30 inch Gates, 1,300.00

One 24 inch Gate, 4 00.00

100 feet of 30 inch iron pipe, 1,920.00

75 feet of 24 inch iron pipe 720.00

Removing part of old wharves, 1,200.00

Engineering, 2,500.00

Total Grading, etc $ 153,675.00

Land Damages, 81,000.00

Total, $ 234,675.00

40

I t will be observed that most of the above items are the same as

in my previous estimate for the other line. The differences are in

the grading, the quantity of which will be somewhat diminished by

the proposed change, and in the amount estimated for damages

which will be materially greater on the new route. Part of this

amount might be saved by constructing the embankment through

Commerce, between Ferry and Kilbourn Streets, passing around the

buildings instead of cutting through them, as shown on the plan.

This, however, would make the embankment quite crooked.

Besides the buildings injured by raising Commerce Street to the

level of the dyke, there would be some valuable property at tho

crossings damaged by the raising of the streets west of tho embank-ment

to the necessary inclination.

The proposed now sewer through Commerce Street would have

to be carried along just inside of the slope of the embankment,

instead of being placed in the street as intended. The depth of idl-ing

would render the latter impracticable.

Tho increased expense and the fact of not inclosing so great an

area, seem to bo the only objections to the proposed change. Other-wise

it has some advantages— it leaves more room 011 the wharves,

and admits of more direct access to them at the foot of State and

Ferry Streets.

Very respectfully, your obedient servant,

TIIEO. G. ELLIS,

Civil Engineer.

Gaylord Bros.

M a k e r s

Syracuse, N. Y.

PAT. JAN. 21,1908

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