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Author: 
 
 New York (State) 
 
 Title: 
 
 The commerce and other 
 business of the... 
 
 Place: 
 
 [New York] 
 
 Date: 
 
 1914 
 
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 D I 7 
 
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 MASTER NEGATIVE # 
 
 COLUMBIA UNIVERSITY LIBRARIES 
 PRESERVATION DIVISION 
 
 BIBLIOGRAPHIC MICROFORM TARGET 
 
 ORIGINAL MATERIAL AS FILMED - EXISTING BIBLIOGRAPHIC RECORD 
 
 New York (State) Commission to investigate port con- 
 ditions and pier extensions in Neiv York harhor. 
 The coiiiMierce and other business of the waterways of 
 the state of New York, their relation to the port of* New 
 York and the ports of the world. A tabulation of facts 
 about waterborne trade, prepared as a reference for the 
 officials of the nation, the city of New York, and ... the 
 governor, Martin H. Glynn, and the Legislature, by 
 E. A. C. Smith, chairman New York state commission 
 to investigate port conditions and pier extensions in New 
 York harbor and commissioner of docks and ferries of the 
 city of New York. [New Yorki 1914. 
 
 Oincl. maps, tables, plates, map. 28'^". 
 ^Continued on next card) 
 
 14-31822 
 
 1 p. 1., ii-vii 3-1 18 p. 
 
 577 
 
 N48 
 
 
 i . 
 
 New York (State) Co7nmission to investigate yj^t con- 
 ditions and pier extensions in New York harhor. The 
 commerce and other business ... 1914. (Card 2) 
 
 On cover: Commerce of the ports of the world reviewed by the New 
 York state commission to investigate port conditions. 
 Two double maps are paged ii and iii. 
 
 1. New York (City) —Harbor. 2. Inland navigation — New York 
 (State)'^3. New York (State)— Comm.^. New York (City)— Docks. 
 5. Merchant marine— U. S. i. Smith, Robert~A. C, 1857- ii. Title. 
 
 Library of Congress 
 
 14-31822 
 
 HE554.N7A5 1914 
 
 
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 Commerce of the Ports 
 OF THE World 
 
 REVIEWED BY THE NEW YORK STATE 
 
 COMMISSION TO INVESTIGATE 
 
 PORT CONDITIONS 
 
 SCHOOL O^ Pr c 
 
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 Columbia ©nitier^ftp 
 
 intftfCilpofi^rtngork 
 
 LIBRARY 
 
 School of Business 
 
 \ 
 
The Commerce and Other Business of the 
 Waterways of the State of New York, their 
 Relation to the Port of New York and the 
 
 Ports of the World 
 
 i 
 
 A Tabulation of Facts about Waterbome Trade, 
 
 Prepared as a Reference for the Ofl&cials of 
 
 the Nation, the City of New York, and 
 
 The Honorable 
 The Governor 
 
 Martin H. Glynn 
 AND THE Legislature 
 
 By 
 
 R. A. C. SMITH 
 
 Chairman New York State Commission to Investigate Port Conditions 
 
 and Pier Extensions in New York Harbor and Commissioner 
 
 of Docks and Ferries of the City of New York 
 
 J 
 
 APRIL 1. 1914 
 
 1 
 
\ 
 
 
 XO0-X.*^*-«*<^ 
 
 3 
 
 517 
 
 )\ 
 
 
 lI 
 
 ( 
 
 I 
 
ALL OCEAN WAYS LEAD TO NEW YORK. 
 Thk Port of New York and its Hinterland is a Magnet that Draws the Shipping of the Whole World. 
 
 To 
 ALA 
 
 and. 
 CANADIj 
 
 PORTS 
 
 \ 
 
 [ii] 
 
 ; 
 
li J 
 
 THE PRINCIPAL PORTS OF THE WORLD COMPARED TO NEW YORK. REDUCTION MADE TO SCALE. 
 
 [iii] 
 
r 
 
 I 
 
 ; 
 
 CONTENTS. 
 
 PACK 
 
 Map : All Ocean Ways Lead to New York ii 
 
 Map: 'I'he Principal Ports of the World Compared to New York. iii 
 
 Introduc'torv vii 
 
 Pertenta<;e of (irowth of ForeijL^n Commerce at Leadin<if Tnited States Ports, by Decades — 
 
 Coinnu'iitary on Table of Decades 3 
 
 Tables: 
 
 Total Value of Imports and Exports of Merchandise of the United States 6 
 
 \alue of Imports and Exports of Merchandise at Atlantic Ports and Percentage of 
 
 Whole United States 7 
 
 Value of Imports and P'xports of Merchandise at Leading L^nited States Ports by 
 
 Decades S 
 
 \alue of Imports and Exports of Merchandise and Percentage of Whole United 
 States at Ports of: 
 
 New York 9 
 
 Boston 10 
 
 Philadelphia 11 
 
 Baltimore 12 
 
 New ( )rleans 13 
 
 Galveston 14 
 
 New York's Rank among the Leading Seaports of the World 15 
 
 World's Merchant Marine 19 
 
 Merchant Marine of the Ignited States 19 
 
 Ta])les: 
 
 \ alue of Imports and P'.xports of Merchandise at the Ports of: 
 
 Hamburg — 20 
 
 London 21 
 
 Liverp<M)l 22 
 
 Antwerp 23 
 
 Hongkong (tons) 23 
 
 River and Harlxir Improvements at the Port of New York 24 
 
 Appropriations For the Improvement of the Rivers and Harbors of the United States 43 
 
 Amount ExjxMided by United States I'^pon Improvement of Chaimels in the Harbor of 
 
 New York and For Maintenance of Same 44 
 
 Expenditures on Rivers and HarlM)rs in New York State 45 
 
 State C'onnnissions With Functions Affecting Port Matters 47 
 
 Present Activities of the City of New York In Connection With Port Improvements 
 
 (With Six Illustrations) 49 
 
 Numl>er of Miles of Straight Water Front Measured Along the Shore Line 63 
 
 Transportiition By Water 64 
 
 The State and City of New York Lead in Manufacturing 68 
 
 ivj 
 
 
 CONTENTS— Continued. 
 
 I'AGE 
 
 Earliest History of Port of New York 70 
 
 Tables : 
 
 Net Tonnage of Vessels That Entered and Cleared in Foreign Trade at Ports of: 
 
 Hamburg ' 76 
 
 London 77 
 
 Liverpool 77 
 
 Hongkong 78 
 
 Rotterdam 78 
 
 Number and Tonnage of Vessels Engaged in the Foreign Trade of the United States 79 
 
 Tonnage of the United States 81 
 
 Distribution of Tonnage of the United States 82 - 
 
 Total Documented Gross Tonnage of American Vessels, by Ports 83 
 
 Tonnage of Vessels That Entered and Cleared at Seaports of United States, in 
 
 Foreign Trade 86 
 
 Shipbuilding in the United States 86 
 
 Shipbuilding in the State of New York 86 
 
 Value of Imports and Exports, State of New York, by Ports, 1898-1913 87 
 
 Number and Tonnage of Vessels Engaged in Foreign Trade of the United States 
 
 Which Have Cleared from the Ports of the State of New York 88 
 
 Tonnage of the State of New York 89 
 
 Total Value of All the Articles Moved on the Canals of New York State 90 
 
 The Tons of Total Movement of Articles on All the Canals of New York State in 
 
 Ten- Year Periods, 1840 to 1900, and Yearly Thereafter 91 
 
 Transportation on the Canals of the State of New York 92 
 
 Waterborne Traffic of State of New York 93 
 
 Number and Tonnage of Vessels Belonging to the Northern Lake Ports 94 
 
 Number and Tonnage of Vessels Engaged in the Foreign Trade of the United States : 
 
 Entered — Steam Vessels. 95 
 
 Entered — Sailing Vessels 98 
 
 Cleared — Steam Vessels 99 
 
 Cleared — Sailing Vessels 101 
 
 Number and Tonnage of Vessels Owned in the City of New York 102 
 
 Rates of Wharfage 103 
 
 The Port of New York — Boundaries and Port Charges 104 
 
 [v] 
 
 i 
 
INTENTIONAL SECOND EXPOSURE 
 
 " 
 * 
 
 ■■! 
 
 )< 
 
 CONTEXTS. 
 
 I'AOK 
 
 Map : All Ocean Ways I^ead to New York ii 
 
 AI.ip: The Principal Ports of the World Compared to New York Hi 
 
 Introductory vii 
 
 Percentage of (irowth of Foreijjfn Commerce at Leadiny; C^nited States Ports, l)y Decades — 
 
 Connnentary on Table of Decades 3 
 
 Tables : 
 
 Total Value of Imports and Exports of Merchandise of the United States 6 
 
 \ alue of Imports and Exports of Merchandise at Atlantic Ports and Percentajre of 
 
 Whole I 'nited States 7 
 
 \ alue of Imports and Exports of Merchandise at Leading United States Ports by 
 
 Decatles 8 
 
 Value of Imports and Exports of Mercliandise and Percentage of VV'hole United 
 States at Ports of: 
 
 New York 9 
 
 Hoston 10 
 
 Philadelphia 11 
 
 Baltimore 12 
 
 New ( )rleans 13 
 
 (ialveston 14 
 
 New York's Rank among the Leading Seaports of the World 15 
 
 World's Merchant Marine 19 
 
 Merchant Marine of the United States 19 
 
 'I'ables : 
 
 Value of Imports and Exports of Merchandise at the Ports of: 
 
 1 lam burg 20 
 
 I .ondon 21 
 
 LiverjMM)! 22 
 
 Antwerp 28 
 
 Hongkong (tons) 23 
 
 River and Harbor Improvements at the Port of New York 24 
 
 Appropriations For the Improvement of the Rivers and Harbors of the United States 43 
 
 Amoimt Expended by United States Up(m Improvement of Channels in the Harbor of 
 
 New York and For Maintenance of Same 44 
 
 Expenditures on Rivers and Harbors in New York State 45 
 
 State Connnissions VVith Functions Affecting Port Matters 47 
 
 Present Activities of the City of New York In Coimection W'ith Port Improvements 
 
 (With Six Illustrations) 49 
 
 Ninnl>er of Miles of Straight Water Front Measured Along the Shore Line 63 
 
 Transportation Hy Water 64 
 
 'I'he Shite and City of New York Lead in Maiuifacturing 68 
 
 [ivj 
 
 CONTENTS— Continued. 
 
 TAGE 
 
 Earliest History of Port of New York 70 
 
 Tables : 
 
 Net Tonnage of Vessels That Entered and Cleared in Foreign Trade at Ports of: 
 
 Hamburg .' 76 
 
 London 77 
 
 Liverpool 77 
 
 Hongkong 78 
 
 Rotterdam 78 
 
 Number and Tonnage of Vessels Engaged in the Foreign Trade of the United States 79 
 
 Tonnage of the United States 81 
 
 Distribution of Tonnage of the United States 82 » 
 
 Total Documented Gross Tonnage of American Vessels, by Ports 83 
 
 Tonnage of Vessels That Entered and Cleared at Seaports of United States, in 
 
 Foreign Trade 86 
 
 Shipbuilding in the United States 86 
 
 Shipbuilding in the State of New York 86 
 
 Value of Imports and Exports, State of New Y'ork, by Ports, 1898-1913 87 
 
 Number and Tonnage of Vessels Engaged in Foreign Trade of the United States 
 
 Which Have Cleared from the Ports of the State of New York 88 
 
 Tonnage of the State of New Y'^ork 89 
 
 Total Value of All the Articles Moved on the Canals of New York State 90 
 
 The Tons of Total Movement of Articles on All the Canals of New York State in 
 
 Ten-Y"ear Periods, 1840 to 1 900, and Yearly Thereafter 91 
 
 Transportation on the Canals of the State of New York , 92 
 
 Waterbome Traffic of State of New York 98 
 
 Number and Tonnage of Vessels Belonging to the Northern Lake Ports 94 
 
 Number and Tonnage of Vessels Engaged in the Foreign Trade of the United States : 
 
 Entered — Steam Vessels. ; 95 
 
 Entered — Sailing Vessels 98 
 
 Cleared — Steam Vessels 99 
 
 Cleared — Sailing Vessels 101 
 
 Number and Tonnage of Vessels Owned in the City of New York 102 
 
 Rates of Wharfage 108 
 
 The Port of New York — Boundaries and Port Charges 104 
 
 [v] 
 
 f 
 
 i 
 
y. 
 
 lit 
 
 ILLUSTRATIONS . 
 
 As it will finally appear opposite 
 
 Manhattan's new 1000-foot piers and slips opposite 
 
 Planning for dispatch opposite 
 
 Plan for 1000-foot dry dock at South Brooklyn opposite 
 
 Territory where Manhattan's long piers are to be reared, as it appeared before 
 
 the work was b^in opposite 
 
 PAGE 
 
 51 
 50 
 52 
 53 
 
 49 
 
 P I 
 
 MAPS. 
 
 All Ocean Ways Lead to New York 
 
 Showing boundaries of the port and harbor of New York opposite 
 
 The Principal Ports of the World Compared with New York 
 
 n 
 
 63 
 
 • •• 
 
 lU 
 
 H 
 
 [vi] 
 
 ] 
 
 INTRODUCTORY. 
 
 The New York State Commission to Investigate Port Conditions and Pier 
 Extensions in New York Harbor created under the Laws of New York of 1911, 
 Chapter 734, has been requested from many sources ,for information such as is 
 contained herein. These requests and facts developed by the State Commission in 
 its work have made it necessary for the benefit of commerce, to compile the data 
 and figures in these tables and forms. 
 
 Members of Congress and other legislative bodies especially have inquired for 
 the figures here that have been brought down to date wherever practical. The 
 assembling of this information is intended to be completely informative and a 
 summary of the activities of the Commission in its work for the benefit of the 
 commerce of the State. It is intended as a reference volume for officials of the 
 Nation, State and City of New York in their deliberations on matters affecting the 
 commerce of the Nation as affected by the Port of New York. 
 
 An examination and survey of the East River, including Hell Gate and 
 tributary channels, was specially authorized by Congress, and under the direction of 
 the Secretary of War, Colonel William M. Black, U.S.A., Engineer Corps and 
 Engineer in Charge of the First New York District, completed his report thereon 
 in February, 1912. 
 
 This Commission found that there was a general lack of understanding and 
 interest in the project, and to arouse interest called a public hearing which was 
 held in the Aldermanic Chamber of the City Hall, New York City in February 1912. 
 From that time the Commission has been actively behind this project to the end that 
 it might be adopted as being of vital importance to the port, meaning as it did 
 improvements to be made in that portion of the harbor now lacking adequate and 
 safe approaches to the shore and docks. 
 
 The adoption of the project means much to the commerce of the country 
 and to the port ; it also means an improved navigable channel to the East through 
 the Sound, available for the larger type of vessels, which cannot now use that 
 entrance to New York Harbor. 
 
 Following there is a summary of appropriations by the Government for work 
 in New York Harbor. In addition to that there is a tabulation of the moneys 
 expended by the Government for waterway improvements in the Nation. In order 
 are the figures of the growth and development of maritime commerce in the Nation, 
 State and the comparisons with foreign ports. 
 
 The data concerning the Dock Department of the City of New York are of 
 special consequence at this time. They show conclusively that the administrative branch 
 of the New York City government charged with the Executive work of carrj^ing out 
 the port's development is making material headway in the large operations that 
 must be successfully executed to keep New York in the place of first port. 
 
 Other tables and data here have been included because of demand from 
 some responsible source for the information they contain. 
 
 [vii] 
 
i'v 
 
 ll 
 
 PERCENTAGES OF GROWTH OF FOREIGN COMMERCE AT 
 LEADING UNITED STATES PORTS, BY DECADES. 
 
 The figures of the value of the foreign commerce of the leading ports of the 
 United States, showing the average value of imports, exports and their total, for 
 each decade beginning with 1860, and extending to 1913, inclusive, are given. 
 Those tables have been analyzed here to obtain their percentage of growth by decades, 
 and are presented in the following table : 
 
 TABLE SHOWING PERCENTAGES OF GROWTH OF FOREIGN COMMERCE AT LEADING 
 
 UNITED STATES PORTS. 
 
 1871 to 1880 over 1881 to 1890 over 1891 to 1900 over 1901 to 1910 over 1911 to 1913 over 
 
 1861 to 1870 1871 to 1880 1881 to 1890 1891 to 1900 1901 to 1910 
 
 PORTS Percentages of Percentagres of Percentages of Percentages of Percentages of 
 
 Imp's Exp's Total Imp's Bxp's Total Imp's Exp*8 Total Imp's Exp's Total Imp's Ezp's Total 
 
 NEW YORK 57.1 95.8 71.8 38.8 26.0 27.6 6.4 16.9 10.9 42.8 44.8 43.4 88.8 46.1 42.9 
 
 Boston 45.7 148.5 73.9 21.4 88.9 47.5 7.5 54.2 31.6 41.2 1.9* 15.2 35.3 26.4» 4.6 
 
 NewOrleans 92.8 121.6 116.9 15.3* 9.4 5.8 447 11.6 15.3 128.7 55.2 65.8 101.6 9.2 27.1 
 
 Galveston 580.2 359.1 870.0 4.3*36.1 33.8 18.3*159.4 148.2 213.4 194.0 194.5 54.1 59.8 59.7 
 
 Philadelphia 104.8 191.3 146.4 63.0 12.2 36.2 31.1 38.4 34.6 27.1 62.5 44.7 36.1 11.6* 9.4 
 
 Baltimore 147.0 254.4 199.0 43.4« 50.8 12.1 2.2 69.4 55.4 92.4 3.8 15.8 16.8 8.5 10.3 
 
 ♦Decline 
 
 COMMENTARY ON THE TABLE OF DECADES. 
 
 During the five years preceding the Civil War, exports from the port of New 
 Orleans exceeded those of any other port of the United States. The effect of the 
 Civil War was to divert exports from New Orleans to Atlantic ports, and New 
 Orleans has not since regained supremacy. In 1914 she ranks third. New York is 
 first and Galveston second. Between 1861 and 1870 Galveston was the sixth port in 
 the value of foreign business. That was also true during the three succeeding decades. 
 Galveston from 1891 to 1900, possessed a foreign commerce slightly greater in 
 value than Boston possessed during the decade between 1861 and 1870, 
 when Boston was the second port in the value of its foreign commerce. The changes 
 that have occurred in relative importance of the leading ports of the United States in 
 value of imports and exports is noteworthy. 
 
 The average value of foreign commerce of the port of Boston during the entire 
 five decades between 1861 and 1910, except that between 1871 and 1880, placed her 
 second to the port of New York, but in the last three years Galveston and New Orleans 
 have each passed Boston. Now, in 1914, Boston ranks fourth in value of foreign 
 commerce, Galveston for four of the five decades in sixth place, is now second. 
 
 New Orleans ranked third during the first decade included in the above total 
 and still holds that place and is the only port that holds relatively the same position 
 now that it held fifty years ago. During one decade, however (1871 to 1880), New 
 
 [3] 
 
;&^ 
 
 ^:Tit 
 
 Orleans ranked second to New York in the value of her foreign commerce. New 
 York's primacy has not been impaired during more than fifty years. The value of 
 the imports and exports of the Port of New York are today nearly twice the com- 
 bined values of that of the five ports next in their order in the United States. During 
 the first decade covered by the above table the value of the foreign commerce of the 
 port of New York was more than two-and-one-half times greater than that of the next 
 five leading American seaports. In the second decade New York still possessed double 
 the foreign commerce of its five nearest rivals, in the third decade New York's foreign 
 commerce more than doubled that of the other five ports. New York's proportion 
 was less than double during the decade between 1891 and 1900, and it was but little 
 more than 50 per cent, greater than all of the other five ports during the decade 
 between 1901 and 1910. If New York manages to hold the position throughout the 
 current decade that it has held for the first three years of it, its foreign commerce is 
 likely to be twice as valuable as that of the five next leading American seaports. 
 
 Boston, as the figures demonstrate, has practically stood still during the past 
 decade and a third. Between 1871 and 1900 New Orleans made small relative progress. 
 Philadelphia has made steady progress during the last four decades, the same is to be 
 said of Baltimore. 
 
 Galveston's growth, which has been almost wholly in exports, is largely due to 
 the development of our cotton crops and their large increase in value. To increase a 
 foreign conmierce valued at but three and one-third millions of dollars in value to that 
 of $245,000,000 in forty years is remarkable. So long as the growth of our cotton crop 
 maintains its present progress, and values maintain their present scale, Galveston 
 is likely to steadily forge ahead, but as an export port. 
 
 Statistics of the value of foreign trade of the next five leading United States 
 seaports fails to disclose anything menacing to the Port of New York. New York 
 seems to be abundantly able to hold her own. It is in imports, of course, that New 
 York signally outranks all other American ports. Over one billion dollars is now the 
 annual value of the imports at the Port of New York, while only at the Port of Boston 
 does the annual value of imports exceed one hundred and forty million dollars, as will 
 be shown in the statistics of growth year by year, although not revealed in the decade 
 periods. 
 
 New York's stability as a great port is shown in the evenness of its imports and 
 exports. Although the value of the latter does not reach that of imports, in bulk, 
 which is the essential consideration with shipping, the exports largely exceed the 
 imports. The Port of New York is notable, above its rival sister ports, for its 
 
 [4] 
 
 «> 
 
 4 
 
 !l 
 
 4 V 
 
 ^ 
 
 superior ability to furnish return cargoes to vessels bringing it imports. This is a con- 
 sideration that is sure to make New York more and more attractive to the ships of the 
 world that seek to carry on the foreign commerce of the United States. 
 
 During the year 1880 there was a great gain in the foreign commerce of the 
 United States, and in all of the ports, with the single exception of Galveston. This 
 increase amounted to $350,000,000, an increase of one-third over the previous year. 
 The gain at the Port of New York was more than $241,000,000, an increase slightly 
 more than one-third. But during the succeeding twenty years the value of the foreign 
 conimerce of the Port of New York did not average any higher than it attained 
 during the single year of 1880. It was that long period of stagnation that gave rise 
 to the alarm of New Yorkers, and led to the widespread discussion of its "loss of 
 foreign commerce," and the appointment by Governor Black, in 1898, of the New 
 York Commerce Commission, to "study the subject of New York's commerce, the 
 cause of its decline and the means for its revival." That commission filed its final 
 report with Governor Roosevelt in 1900, before which time, however, New York had 
 taken on a new growth, and during the years that succeeded its foreign commerce has 
 grown, proportionately, more rapidly than that of all of the Atlantic ports of the 
 United States combined, and even slightly more, proportionately, than the foreign 
 commerce of the entire nation has grown. 
 
 More latterly— indeed, during the whole of the past fifteen years— it has not 
 been so much the loss of its c6mmerce that the Port of New York has had to fear, as 
 its ability to take care of that offering. 
 
 The rapid growth of ocean steamships, of which the largest, longest and deepest 
 that are built come to the Port of New York, has of recent years entailed large appro- 
 priations for new piers and slips for their adequate accommodation, in the construction 
 of which the City of New York is at present engaged. 
 
 TONNAGE OF VESSELS IN FOREIGN TRADE THAT ENTERED AT LEADING UNITED 
 
 STATES PORTS BY SINGLE YEARS FROM 1830 TO 1880, AND AVERAGE 
 ANNUAL TONNAGE BY DECADES FROM 1881-1913 
 
 1830 
 
 1841 
 
 1850 
 
 1860 
 
 1870 
 
 1880 
 
 1881-90.. 
 1891-00.. 
 1901-10.. 
 
 1911-13.. 
 
 New York, 
 
 N.Y. 
 
 Entered 
 Tons 
 
 305,181 
 
 547,694 
 1,145,331 
 1,973,812 
 3,093,186 
 7,611,282 
 
 6,181,931 
 
 7,241,695 
 
 10,516,817 
 
 13»855,625 
 
 27.7 
 
 23.9 
 
 30.5 
 
 39.4 
 
 49. 
 
 49.9 
 
 45.6 
 38.3 
 38.8 
 
 39.5 
 
 Philadelphia, 
 Pa. 
 
 Entered 
 Tons 
 
 77,016 
 
 39,070 
 
 132,370 
 
 182,162 
 
 300,006 
 
 1,391,312 
 
 1,093,541 
 1,566,639 
 2,112,097 
 2,752,350 
 
 7. 
 1.7 
 3.5 
 3.6 
 
 4.8 
 9.1 
 
 8.0 
 8.3 
 
 7.8 
 
 7.8 
 
 Boston, Mass. 
 
 Entered 
 Tons 
 
 113,238 
 291,323 
 478,859 
 718,587 
 793,927 
 1,347,447 
 
 1,327,234 
 1,816,206 
 2,761,388 
 
 2,951,322 
 
 % 
 
 10.3 
 12.7 
 12.8 
 14.3 
 12.6 
 8.8 
 
 9.8 
 
 9.6 
 
 10.1 
 
 8.4 
 
 New Orleans, 
 La. 
 
 Entered 
 Tons 
 
 349,949 
 632,398 
 458,447 
 760,910 
 
 759,458 
 1,224,376 
 1,789,421 
 
 2,259,656 
 
 % 
 
 9.3 
 12.6 
 7.3 
 5. 
 
 5.6 
 6.4 
 6.6 
 6.4 
 
 Baltimore, Md. 
 
 Entered 
 Tons 
 
 61,121 
 89,748 
 99,588 
 186,417 
 272,290 
 1,502,713 
 
 744,153 
 1,115,134 
 1,377,365 
 1,355,106 
 
 5.5 
 3.9 
 2.7 
 3.7 
 4.3 
 9.8 
 
 5.5 
 5.9 
 
 5.0 
 3.8 
 
 Galveston, Tex. 
 
 Entered 
 Tons 
 
 2,987 
 
 32,263 
 
 31,555 
 
 117,972 
 
 134,808 
 474,743 
 867,963 
 
 1,099,765 
 
 .08 
 .06 
 .05 
 .07 
 
 .1 
 2.5 
 3.2 
 
 3.1 
 
 [5] 
 
TOTAL VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE 
 
 OF THE UNITED STATES 
 
 ^.t^ 
 
 Fiscal Years 
 
 Value of Imports 
 
 Value of Exports 
 
 Value of Imports and 
 Exports 
 
 1790 
 
 $23,000,000 
 
 91,262,768 
 
 85,400,000 
 
 74,450,000 
 
 62,720,956 
 
 98,258,706 
 
 173,509,526 
 
 353,616,119 
 
 435,958,408 
 
 667,964,746 
 
 642,664,628 
 724,639,574 
 723,180,914 
 667,697,693 
 577,527,329 
 635,436,136 
 692,319,768 
 723,957,114 
 745,131,652 
 789,310,409 
 
 844,916,196 
 827,402,462 
 866,400,922 
 654,994,622 
 731,969,966 
 779,724,674 
 764,730,412 
 616,049,664 
 697,148,489 
 849,941,184 
 
 823,172,165 
 903,320,948 
 1,025,719,237 
 991,087,371 
 1,117,513,071 
 1,226,562,446 
 1,434,421,425 
 1,194,341,792 
 1,311,920,224 
 1,556,947,430 
 
 1,527,226,105 
 1,653,264,934 
 1,812,978,234 
 
 $20,206,166 
 
 70,971,780 
 
 66,757,970 
 
 69,691,669 
 
 71,670,735 
 
 123,668,932 
 
 144,375,726 
 
 333,576,057 
 
 392,771,768 
 
 835,638,658 
 
 902,377,346 
 750,642,257 
 823,839,402 
 740,513,609 
 742,189,755 
 679,524,830 
 716,183,211 
 695,954,507 
 742,401,375 
 857,828,684 
 
 884,480,810 
 
 1,030,278,148 
 
 847,665,194 
 
 892,140,672 
 
 807,538,165 
 
 882,606,938 
 
 1,050,993,556 
 
 1,231,482,330 
 
 1,227,023,302 
 
 1,394,483,082 
 
 1,487,764,991 
 1,381,719,401 
 1,420,141,679 
 1,460,827,271 
 1,518,561,666 
 1,743.864,500 
 1,880,851,078 
 1,860,773,346 
 1,663,011,104 
 1,744,984,720 
 
 2,049,320,199 
 2,204,322,409 
 2,465,884,149 
 
 $43,205,156 
 
 162,224,548 
 
 152,157,970 
 
 144,141,669 
 
 144,366,428 
 
 239,227,465 
 
 330,037,038 
 
 762,288,660 
 
 828,730,176 
 
 1,503,592,304 
 
 1,545,041,974 
 1,475,181,831 
 1,547,020,316 
 1,408,211,302 
 1,319,717,084 
 1,314,960,966 
 1,408,502,979 
 1,419,911,621 
 1,487,533.027 
 1,647,139,093 
 
 1,729,397,006 
 1,857,680,610 
 1,714,066,116 
 1,647,135,194 
 1,539,508,130 
 1,662,331,612 
 1,815,723,968 
 1,847,531,984 
 1,924,171,791 
 2,244,424,266 
 
 2,310,937,156 
 2,285,040,349 
 2,445,860,916 
 2,451,914,642 
 2,636,074,737 
 2,970,426,946 
 3,315,272,503 
 3,055,115,138 
 2,974,931,328 
 3,301,932,150 
 
 3,576,546,304 
 3,857,587,343 
 4 278 862 383 
 
 1810 
 
 1820 
 
 1830 
 
 1840 
 
 1850 
 
 I860 
 
 1870 
 
 1880 
 
 1881 
 
 1882 
 
 1883 
 
 1884 
 
 1885 
 
 1886 
 
 1887 
 
 1888 
 
 1889 
 
 1890 
 
 1891 
 
 1892 
 
 1893 
 
 1894 
 
 1895 
 
 1896 
 
 1897 
 
 1898 
 
 1899 
 
 1900 
 
 1901 
 
 1902 
 
 1903 
 
 1904 
 
 1905 
 
 1906 
 
 1907 
 
 1908 
 
 1909 
 
 1910 
 
 1911 
 
 1912 
 
 1913 
 
 
 
 «> 
 
 f 
 
 h||^ 
 
 VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT ATLANTIC PORTS 
 
 AND PERCENTAGE OF WHOLE UNITED STATES 
 
 Fiscal 
 
 Value of 
 
 Per 
 
 Value of 
 
 Per 
 
 Total 
 
 Per 
 
 Years 
 
 Imports 
 
 Cent 
 
 Exports 
 
 Cent. 
 
 Value 
 
 Cent. 
 
 1860 
 
 $304,576,874 
 
 86.13 
 
 $160,215,768 
 
 48.03 
 
 $464,792,642 
 
 67.63 
 
 1870 
 
 370,613,980 
 
 84.32 
 
 293,440,129 
 
 74.71 
 
 664,054,109 
 
 80.12 
 
 1880 
 
 689,623,936 
 
 88.27 
 
 651,413,193 
 
 77.95 
 
 1,241,037,129 
 
 82.53 
 
 1881 
 
 652,949,557 
 
 86.04 
 
 687,024,077 
 
 76.00 
 
 1,239,973,634 
 
 80.25 
 
 1882 
 
 620,455,563 
 
 85.62 
 
 556,823,209 
 
 74.19 
 
 1,177,278.762 
 
 79.80 
 
 1883 
 
 625,153,920 
 
 86.44 
 
 597,387,924 
 
 72.51 
 
 1,222,541,844 
 
 79.01 
 
 1884 
 
 683,397,462 
 
 87.37 
 
 542,779,590 
 
 73.29 
 
 1,126,177,052 
 
 80.00 
 
 1885 
 
 481,844,535 
 
 83.43 
 
 563,743,207 
 
 75.91 
 
 1,045,587.742 
 
 79.23 
 
 1886 
 
 533,641,664 
 
 83.98 
 
 505,361,562 
 
 74.38 
 
 1,039,003,116 
 
 79.00 
 
 1887.... 
 
 578,039,609 
 
 83.49 
 
 538,942,998 
 
 75.25 
 
 1,116,982,607 
 
 79.33 
 
 1888 
 
 595,776,426 
 
 79.03 
 
 522,695,810 
 
 72.22 
 
 1,118,472,236 
 
 79.43 
 
 1889 
 
 609,888,373 
 
 81.84 
 
 548,010,836 
 
 73.81 
 
 1,157,899,209 
 
 77.84 
 
 1890 
 
 653,534,537 
 
 82.82 
 
 628,864,721 
 
 73.30 
 
 1,282,399,258 
 
 77.85 
 
 1891 
 
 697,964,807 
 
 82.56 
 
 637,454,280 
 
 72.07 
 
 1,335,419,087 
 
 77.23 
 
 1892 
 
 689,457,889 
 
 83.32 
 
 753,106,829 
 
 73.09 
 
 1,442,564,718 
 
 77.70 
 
 1893 
 
 717,360,074 
 
 82.79 
 
 624,278,332 
 
 73.76 
 
 1,341,638,406 
 
 78.27 
 
 1894 
 
 537,643,885 
 
 82.08 
 
 670,266,025 
 
 75.12 
 
 1,207,909,910 
 
 78.21 
 
 1895 
 
 613,737,342 
 
 83.84 
 
 590,392,743 
 
 74.34 
 
 1,204,130,085 
 
 78.18 
 
 1896 
 
 646,204,456 
 
 82.75 
 
 635,841,697 
 
 72.09 
 
 1.281,046,153 
 
 76.56 
 
 1897 
 
 639,407,219 
 
 83.61 
 
 733,204,968 
 
 68.81 
 
 1,372,612,187 
 
 75.62 
 
 1898 
 
 502,145,575 
 
 81.51 
 
 862,325,006 
 
 70.01 
 
 1,364,470,581 
 
 73.83 
 
 1899 
 
 576,163,388 
 
 82.65 
 
 870,754,673 
 
 70.97 
 
 1,446,918,061 
 
 75.19 
 
 1900 
 
 693,112,563 
 
 81.55 
 
 963,569,447 
 
 69.10 
 
 1,656,682,010 
 
 73.81 
 
 1901 
 
 670,622,399 
 
 81.47 
 
 1,002,840,573 
 
 67.41 
 
 1,673,462,972 
 
 72.42 
 
 1902 
 
 724,370,676 
 
 80.19 
 
 895,444,758 
 
 64.81 
 
 1.619,815,434 
 
 70.89 
 
 1903 
 
 821,251,923 
 
 80.07 
 
 904,171,980 
 
 63.68 
 
 1,725,423,903 
 
 70.54 
 
 1904 
 
 779,237,183 
 
 78.62 
 
 897,106,123 
 
 61.41 
 
 1,676,343,306 
 
 68.37 
 
 1905 
 
 888,238,697 
 
 79.50 
 
 917,349,861 
 
 60.41 
 
 1,805,588,558 
 
 68.50 
 
 1906 
 
 974,562,799 
 
 79.45 
 
 1,061,778,069 
 
 60.88 
 
 2,036,340,868 
 
 68.56 
 
 1907 
 
 1,133,032,203 
 
 79.00 
 
 1,079,770,229 
 
 57.41 
 
 2,212,802,432 
 
 66.75 
 
 1908.... 
 
 907,184,563 
 
 75.95 
 
 1,155,761,363 
 
 62.11 
 
 2,062,945,926 
 
 67.52 
 
 1909 
 
 1,018,847,312 
 
 77.66 
 
 976,962,769 
 
 58.74 
 
 1,995,810,081 
 
 67.08 
 
 1910 
 
 1,227,154,723 
 
 78.83 
 
 1,018,143,541 
 
 58.35 
 
 2,245,298,264 
 
 68.00 
 
 1911 
 
 1,163,540,071 
 
 76.19 
 
 1,166,468,899 
 
 56.92 
 
 2,330,008,970 
 
 63.75 
 
 1912 
 
 1,268,100,584 
 
 76.71 
 
 1,262,679,331 
 
 57.28 
 
 2,530,779,915 
 
 65.57 
 
 1913.... 
 
 1,375,819,835 
 
 75.88 
 
 1,348,911,300 
 
 55.14 
 
 2,724,731,135 
 
 63.67 
 
 [7] 
 
 [6] 
 
,?=*•! 
 
 i^'Vy 
 
 VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT LEADING 
 
 UNITED STATES PORTS BY DECADES 
 
 Fiscal 
 Year 
 
 1861-70 
 
 1871-80 
 
 1881-90 
 
 1891-00 
 
 1901-10 
 
 1911-13 
 
 PORTS 
 
 New York • . 
 
 Boston 
 
 New Orleans 
 Philadelphia • 
 Baltimore • • • 
 Galveston . • • 
 
 New York- ■ 
 New Orleans. 
 Boston . . . . ■ 
 Baltimore • • • 
 Philadelphia • 
 Galveston . • • 
 
 New York • . 
 
 Boston 
 
 New Orleans. 
 Philadelphia . 
 Baltimore • • • 
 Galveston . • • 
 
 New York . • 
 
 Boston 
 
 New Orleans. 
 Baltimore ■ • • 
 Philadelphia • • 
 Galveston . • . 
 
 New York . • 
 
 Boston 
 
 New Orleans. 
 Galveston . . • 
 Philadelphia • 
 Baltimore • • • 
 
 New York . • 
 Galveston . • • 
 New Orleans. 
 
 Boston 
 
 Philadelphia - 
 Baltimore • • • 
 
 Average 
 
 Annual Value 
 
 of Imports 
 
 227,408,703 
 
 35,967,959 
 
 6,884,028 
 
 11,616,632 
 
 9,691,370 
 
 221,405 
 
 Per 
 Cent 
 
 64.8 
 
 10.2 
 
 1.9 
 
 3.2 
 
 2.7 
 
 .06 
 
 357,430,909 
 
 66.7 
 
 13,244,561 
 
 2.4 
 
 52,421,466 
 
 9.7 
 
 23,542,156 
 
 4.4 
 
 23,584,576 
 
 4.4 
 
 1,383,235 
 
 .2 
 
 460,475,898 
 
 66.3 
 
 63,637,221 
 
 9.2 
 
 11,195,278 
 
 1.6 
 
 38,478,519 
 
 5.5 
 
 13,333,911 
 
 1.9 
 
 1,322,914 
 
 .1 
 
 490,142,932 
 
 64.2 
 
 68,463,638 
 
 9.0 
 
 16,207.859 
 
 2.1 
 
 13,630,713 
 
 1.7 
 
 50,450,865 
 
 6.4 
 
 1.080,312 
 
 .1 
 
 697,726,032 
 
 60.5 
 
 96,669,251 
 
 8.3 
 
 37,079,867 
 
 3.1 
 
 3,385,920 
 
 .2 
 
 64,125,104 
 
 5.5 
 
 26,231,394 
 
 2.2 
 
 968,542,546 
 
 58.1 
 
 5,220,447 
 
 .3 
 
 74,737,094 
 
 4.4 
 
 130,829,969 
 
 7.6 
 
 87,391,503 
 
 5.3 
 
 30,502,680 
 
 2.1 
 
 Average 
 
 V^r 
 
 Annual Value 
 
 Cent. 
 
 of Exports 
 
 137,648,066 
 
 34.5 
 
 13,397,628 
 
 3.3 
 
 35,695,965 
 
 8.9 
 
 10,697,226 
 
 2.6 
 
 9,636,169 
 
 2.4 
 
 3,133,547 
 
 .8 
 
 269,565,783 
 
 45.7 
 
 79,120,011 
 
 13.4 
 
 33,422,197 
 
 5.6 
 
 34,151,144 
 
 52 
 
 31,162,248 
 
 5.7 
 
 14,387,692 
 
 2.4 
 
 339,724,966 
 
 44.4 
 
 63,135,671 
 
 8.2 
 
 86,612,929 
 
 11.2 
 
 36,093,616 
 
 4.7 
 
 51,334,249 
 
 6.6 
 
 19,682,955 
 
 2.4 
 
 397,291,510 
 
 38.8 
 
 97,360,668 
 
 9.7 
 
 96,730,005 
 
 9.5 
 
 86,898,808 
 
 8.4 
 
 49,963,545 
 
 4.7 
 
 51,069,128 
 
 4.7 
 
 575,271,730 
 
 35.5 
 
 95,422,645 
 
 5.8 
 
 150,172,374 
 
 9.3 
 
 150,182,062 
 
 9.3 
 
 81,215,180 
 
 5.0 
 
 90,218,198 
 
 5.6 
 
 840,815,693 
 
 37.4 
 
 240,036,290 
 
 10.6 
 
 163,992,160 
 
 7.2 
 
 70,259,636 
 
 3.1 
 
 71,780,485 
 
 3.2 
 
 97,935,387 
 
 4.3 
 
 Average Annual 
 
 vSue of 
 
 Imports and Exports 
 
 365,056,769 
 49,365,587 
 42,579,993 
 22,213,858 
 19,327,539 
 3,354,952 
 
 626,996,692 
 92,364,572 
 85,843,663 
 57,693,300 
 54,746,824 
 15,770,927 
 
 800,200,864 
 126,772,892 
 97,808,207 
 74,572,135 
 64,668,160 
 21,005,869 
 
 887,434,442 
 165,824,306 
 112,937,864 
 100,529,521 
 100,414,410 
 52,149,440 
 
 1,272,997,762 
 192,091,896 
 187,252,261 
 153,567,982 
 145,340,284 
 116,449,592 
 
 1,809,358,239 
 245,256,737 
 238,729,254 
 201,089,605 
 159,071,988 
 128,438,067 
 
 Per 
 Cent. 
 
 48.7 
 6.5 
 5.7 
 3. 
 2.5 
 .4 
 
 55.7 
 8.2 
 7.6 
 5.0 
 5.0 
 L4 
 
 55.1 
 8.6 
 6.7 
 5.2 
 4.4 
 1.4 
 
 49.6 
 9.3 
 6.3 
 5.7 
 5.6 
 2.8 
 
 45.9 
 7.0 
 6.8 
 5.4 
 5.2 
 4.2 
 
 46.2 
 6.2 
 6.0 
 5.4 
 4.0 
 3.4 
 
 t> 
 
 f 
 
 
 [8] 
 
 VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE PORT OF NEW YORK 
 
 AND PERCENTAGE OF WHOLE UNITED STATES 
 
 Fiscal 
 
 Value of 
 
 Per 
 
 Value of 
 
 Per 
 
 Value of Imports 
 
 Per 
 
 Years 
 
 Imports 
 
 Cent. 
 
 Exports 
 
 " Cent. 
 
 and Exports 
 
 Cent. 
 
 1860. ... 
 
 $231,310,086 
 
 65.4 
 
 $80,047,978 
 
 24.0 
 
 $311,358,064 
 
 45.3 
 
 1870 
 
 281,048,813 
 
 64.4 
 
 159,919,679 
 
 40.7 
 
 440,968,492 
 
 63.2 
 
 1880 
 
 459,937,153 
 
 68.8 
 
 392,560,090 
 
 43.9 
 
 852,497,243 
 
 66.6 
 
 1881 
 
 435,450,905 
 
 67.7 
 
 407,181,024 
 
 45.1 
 
 842,641,929 
 
 54.6 
 
 1882 
 
 493,060,891 
 
 68.0 
 
 344,503,775 
 
 45.9 
 
 837,564,666 
 
 66.7 
 
 1883 
 
 496,005,276 
 
 68.6 
 
 361,425,361 
 
 43.8 
 
 857,430,637 
 
 55.4 
 
 1884 
 
 465,119,630 
 
 68.1 
 
 329,883,267 
 
 44.5 
 
 796,002,897 
 
 56.4 
 
 1885 
 
 380,077,748 
 
 65.8 
 
 344,514,761 
 
 46.5 
 
 724,592,509 
 
 54.9 
 
 1886 
 
 419,338.932 
 
 66.0 
 
 314,329,411 
 
 46.2 
 
 733,668,343 
 
 65.7 
 
 1887. ... 
 
 456,698,631 
 
 65.9 
 
 316,347,219 
 
 44.1 
 
 773,045,850 
 
 64.8 
 
 1888 
 
 470,426,774 
 
 64.8 
 
 310,627,496 
 
 44.6 
 
 781,054,270 
 
 55.0 
 
 1889 
 
 472,153,507 
 
 63.3 
 
 319,385,555 
 
 43.0 
 
 791,054,270 
 
 55.0 
 
 1890 
 
 616,426,693 
 
 65.3 
 
 349,051,791 
 
 40.6 
 
 865,478,494 
 
 52.6 
 
 1891 
 
 537,786,007 
 
 63.6 
 
 346,528,847 
 
 39.0 
 
 884,314,864 
 
 51.1 
 
 1892 
 
 536,538,112 
 
 64.8 
 
 413,952,783 
 
 40.1 
 
 960,490,895 
 
 51.1 
 
 1893 
 
 548,558,593 
 
 63.3 
 
 347,967,717 
 
 41.2 
 
 896,516,310 
 
 52.3 
 
 1894 
 
 415,795,991 
 
 63.6 
 
 369,146,366 
 
 41.4 
 
 784,942,356 
 
 50.6 
 
 1895..... 
 
 477,741,128 
 
 65.2 
 
 325,580,062 
 
 40.3 
 
 803,321,190 
 
 52.1 
 
 1896 
 
 499,327,920 
 
 64.1 
 
 354,274,941 
 
 40.1 
 
 853,602,861 
 
 51.3 
 
 1897 
 
 480,603,590 
 
 62.7 
 
 391,679,907 
 
 37.2 
 
 872,283,498 
 
 48.0 
 
 1898 
 
 402,281,050 
 
 65.3 
 
 445,515,794 
 
 36.2 
 
 847,796,844 
 
 45.9 
 
 1899 
 
 465,559,650 
 
 66.7 
 
 459,444,217 
 
 37.4 
 
 925,003,867 
 
 47.6 
 
 1900 
 
 537,237,282 
 
 63.2 
 
 518,834,471 
 
 35.6 
 
 1,056,071,763 
 
 47.0 
 
 1901 
 
 527,259,906 
 
 64.0 
 
 629,592,978 
 
 35.6 
 
 1,056,852,884 
 
 46.7 
 
 1902 
 
 559,930,849 
 
 61.9 
 
 490,361,695 
 
 35.5 
 
 1,050,292,544 
 
 46.9 
 
 1903 
 
 618,705,662 
 
 61.5 
 
 605,829,694 
 
 35.6 
 
 1,124,535,356 
 
 45.9 
 
 1904 
 
 600,171,033 
 
 60.5 
 
 606,808,013 
 
 34.7 
 
 1,106,979,046 
 
 45.1 
 
 1905 
 
 679,629,256 
 
 60.8 
 
 524,726,005 
 
 34.5 
 
 1,204,365,261 
 
 45.7 
 
 1906 
 
 734,350,823 
 
 59.9 
 
 607,160,314 
 
 34.8 
 
 1,341,611,137 
 
 45.5 
 
 1907 
 
 853,696,952 
 
 59.5 
 
 627,949,857 
 
 33.3 
 
 1,481,646,809 
 
 44.7 
 
 1908 
 
 688,215,938 
 
 57.6 
 
 701,062,913 
 
 37.6 
 
 1,389,278,851 
 
 46.4 
 
 1909 
 
 779,308,944 
 
 59.4 
 
 607,239,481 
 
 36.6 
 
 1,386,548,426 
 
 46.6 
 
 1910 
 
 935,990,968 
 
 60.1 
 
 661,986,366 
 
 37.3 
 
 1,587,977,314 
 
 48.1 
 
 1911 
 
 881,592,689 
 
 57.7 
 
 778,332,890 
 
 37.8 
 
 1,659,925,579 
 
 46.1 
 
 1912 
 
 976,744,320 
 
 69.0 
 
 826,175,203 
 
 37.4 
 
 1,801,919,523 
 
 46.6 
 
 1913 
 
 1,048,290,629 
 
 67.8 
 
 917,938,988 
 
 37.2 
 
 1,966,229,617 
 
 45.9 
 
 [9] 
 
 0^A 
 
VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE PORT OF BOSTON 
 
 AND PERCENTAGE OF WHOLE UNITED STATES 
 
 Fiscal 
 Years 
 
 1860. 
 1870. 
 
 1880. 
 
 I 
 
 1881. 
 1882. 
 1883. 
 1884, 
 1885. 
 1886. 
 1887. 
 1888. 
 1889. 
 1890. 
 
 1891. 
 1892. 
 1893. 
 1894. 
 1895. 
 1896. 
 1897. 
 1898. 
 1899. 
 1900. 
 
 1901, 
 1903. 
 1904. 
 1905. 
 1906. 
 1907. 
 1908. 
 1909. 
 1910. 
 
 1911. 
 1912. 
 1913. 
 
 Value of 
 Imports 
 
 $39,333,684 
 47,484,060 
 68,503,136 
 
 61,960,103 
 69,594,057 
 72,552,075 
 65,865,551 
 53,445,929 
 58,430,707 
 61,018,330 
 63,897,778 
 66,731,023 
 62,876,666 
 
 71,212,614 
 71,780,489 
 79,357,654 
 50,309,331 
 66,889,118 
 79,179,864 
 90,178,319 
 51,475,099 
 52,057,960 
 72,195,939 
 
 61,452,370 
 
 86,310,586 
 
 80,657,697 
 
 100,317,881 
 
 106,442,077 
 
 124,432,977 
 
 93,678,716 
 
 112.472,595 
 
 129,006,184 
 
 116,597,440 
 129,293,016 
 146,599,451 
 
 Per 
 Cent 
 
 11.12 
 10.91 
 10.25 
 
 9.64 
 9.60 
 10.07 
 9.87 
 9.25 
 9.19 
 8.81 
 8.80 
 8.94 
 7.96 
 
 8.44 
 8.69 
 9.15 
 7.67 
 9.13 
 10.16 
 11.79 
 8.36 
 9.00 
 8.49 
 
 7.47 
 8.41 
 8.14 
 8.98 
 8.68 
 8.68 
 7.84 
 8.57 
 8.28 
 
 7.00 
 8.00 
 8.08 
 
 Value of 
 Exports 
 
 $12,747,794 
 12,012,965 
 59,237,831 
 
 73,433,677 
 62,471,426 
 62,356,749 
 63,497,829 
 62,000,103 
 54,099,505 
 59,001,505 
 56,457,384 
 66,835,595 
 71,202,944 
 
 77,020,081 
 
 87,175,636 
 
 85,460,422 
 
 83,972,460 
 
 85,505,196 
 
 95,851,004 
 
 100,857,281 
 
 117,531,903 
 
 128,037,149 
 
 112,195,555 
 
 143,708,232 
 88,126,444 
 89,845.772 
 87,804,492 
 98,739,647 
 
 100,872,147 
 96,051,068 
 76,157,558 
 70,516,789 
 
 71,534,082 
 69,692,171 
 69,552,657 
 
 Per 
 Cent. 
 
 3.82 
 
 3.05 
 7.08 
 
 8.13 
 8.32 
 7.56 
 8.57 
 8.33 
 7.97 
 8.39 
 8.11 
 9.00 
 8.03 
 
 8.93 
 8.36 
 
 10.08 
 9.40 
 
 10.59 
 
 12.29 
 9.60 
 9.55 
 
 10.43 
 8.05 
 
 9.66 
 6.21 
 6.15 
 5.78 
 5.66 
 5.36 
 5.16 
 4.58 
 4.03 
 
 3.48 
 3.16 
 
 2.82 
 
 Value of Imports 
 and Exports 
 
 $52,081,478 
 
 59,497,025 
 
 127,740,967 
 
 135,393,780 
 132,065,483 
 134,908,824 
 129,363,380 
 115,446,032 
 112,530,212 
 120,019,835 
 120,355,162 
 133,566,618 
 134,079,610 
 
 205,160,602 
 174,437,030 
 170,503,469 
 188,122,373 
 205,181,724 
 225,305,124 
 189,729,784 
 188,630,153 
 199,522,973 
 
 188,131,522 
 198,985,187 
 216,152,108 
 
 148,232,695 
 
 8.58 
 
 158,956,125 
 
 8.55 
 
 164,818,076 
 
 9.61 
 
 134,281,791 
 
 8.67 
 
 152,394,314 
 
 9.89 
 
 175,030,868 
 
 10.52 
 
 191,035,600 
 
 10.52 
 
 169,007,002 
 
 9.15 
 
 180,095,109 
 
 9.4 
 
 184,391,494 
 
 8.22 
 
 Per 
 Cent. 
 
 7.57 
 7.17 
 8.48 
 
 8.76 
 8.95 
 8.70 
 9.17 
 8.74 
 8.55 
 8.52 
 8.47 
 8.97 
 8.14 
 
 8.88 
 7.13 
 6.95 
 7.14 
 6.91 
 6.80 
 6.21 
 6.34 
 6.7 
 
 5.56 
 
 5.6 
 
 5.05 
 
 [lo] 
 
 K^0 
 
 f 
 
 mjl 
 
 VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE PORT OF PHILADELPHIA 
 
 AND PERCENTAGE OF WHOLE UNITED STATES 
 
 Fiscal 
 
 Value of 
 
 Per 
 
 Value of 
 
 Per 
 
 Value of Imports 
 
 Per 
 
 Years 
 
 Imports 
 
 Cent. 
 
 Exports 
 
 Cent. 
 
 and Exports 
 
 Cent 
 
 1860 
 
 $14,611,934 
 
 4.13 
 
 $5,526,967 
 
 1.35 
 
 $20,138,901 
 
 2.93 
 
 1870 
 
 14,483,211 
 
 3.30 
 
 10,056,364 
 
 2.56 
 
 24,639,575 
 
 2.96 
 
 1880 
 
 35,944,500 
 
 5.46 
 
 49,649,693 
 
 5.94 
 
 86,594,183 
 
 5.68 
 
 1881 
 
 32,583,106 
 
 5.07 
 
 44,229,705 
 
 4.90 
 
 76,812,811 
 
 6.26 
 
 1882 
 
 34,136,597 
 
 5.07 
 
 38,131,258 
 
 5.08 
 
 72,267,855 
 
 4.91 
 
 1883 
 
 33,738,556 
 
 4.65 
 
 38,147,744 
 
 4.62 
 
 71,886,300 
 
 4.71 
 
 1884 
 
 33,657,216 
 
 5.04 
 
 36,492,668 
 
 4.92 
 
 70,149,784 
 
 4.98 
 
 1885 
 
 29,919,019 
 
 5.04 
 
 38,723,261 
 
 6.19 
 
 68,642,280 
 
 5.20 
 
 1886 
 
 36,561.313 
 
 5.75 
 
 33,753,317 
 
 4.99 
 
 70,314,630 
 
 5.33 
 
 1887 
 
 39,952,349 
 
 5.77 
 
 35,426,856 
 
 4.94 
 
 - 75,379,205 
 
 6.36 
 
 1888 
 
 41,772,121 
 
 5.75 
 
 28,845,861 
 
 4.14 
 
 70,617,982 
 
 4.97 
 
 1889. ... 
 
 48,528,602 
 
 6.51 
 
 29,774,911 
 
 4.01 
 
 78,303,513 
 
 5.26 
 
 1890 
 
 53,936,315 
 
 6.83 
 
 37,410,683 
 
 4.24 
 
 91,346,998 
 
 5.60 
 
 1891 
 
 59,427,890 
 
 7.03 
 
 33,674,356 
 
 3.80 
 
 93,102,245 
 
 5.38 
 
 1892 
 
 60,006,791 
 
 7.25 
 
 58,541,457 
 
 4.49 
 
 118,548,248 
 
 6.38 
 
 1893 
 
 66,122,147 
 
 7.63 
 
 49,402,482 
 
 5.82 
 
 115,524,629 
 
 6.74 
 
 1894 
 
 53,726,963 
 
 8.22 
 
 40,500,786 
 
 4.53 
 
 94,227,749 
 
 6.09 
 
 1896 
 
 48,802,836 
 
 5.62 
 
 35,043,093 
 
 4.33 
 
 83,845,769 
 
 6.44 
 
 1896 
 
 43,840,836 
 
 5.62 
 
 39,567,376 
 
 4.48 
 
 83.408,212 
 
 6.01 
 
 1897 
 
 48,072,672 
 
 6.28 
 
 47,305,273 
 
 4.49 
 
 95,377,945 
 
 5.24 
 
 1898 
 
 31,419,997 
 
 5.10 
 
 56,244,436 
 
 4.57 
 
 87,664,433 
 
 4.74 
 
 1899 
 
 41,222,523 
 
 5.91 
 
 60,950,065 
 
 4.99 
 
 102,172,593 
 
 6.31 
 
 1900 
 
 51,866,002 
 
 6.10 
 
 78,406,131 
 
 6.62 
 
 130,272,033 
 
 6.80 
 
 1901 
 
 48,043,443 
 
 5.84 
 
 79,354,025 
 
 5.33 
 
 127,397,468 
 
 5.51 
 
 1902 
 
 47,750,342 
 
 5.29 
 
 80,383,403 
 
 6.82 
 
 128,133,745 
 
 5.61 
 
 1903 
 
 59,995,431 
 
 5.85 
 
 73,531,968 
 
 5.18 
 
 133,537,399 
 
 5.46 
 
 1904 
 
 53,890,106 
 
 5.44 
 
 71,393,254 
 
 4.89 
 
 125,283,360 
 
 5.11 
 
 1905 
 
 60,180,901 
 
 5.39 
 
 63,278,070 
 
 4.17 
 
 123,458,970 
 
 4.68 
 
 1906 
 
 70,801,273 
 
 5.78 
 
 82,564,389 
 
 4.73 
 
 153,365,662 
 
 5.16 
 
 1907 
 
 79,869,942 
 
 5.57 
 
 94,832,480 
 
 5.04 
 
 175,702,422 
 
 5.27 
 
 1908 
 
 63,432,007 
 
 5.31 
 
 109,261,436 
 
 5.87 
 
 172,693,443 
 
 5.65 
 
 1909 
 
 68,884,146 
 
 6.25 
 
 84,286,440 
 
 6.07 
 
 153,170,686 
 
 6.16 
 
 1910 
 
 88,403,451 
 
 5.73 
 
 73,266,343 
 
 4.20 
 
 161,669,794 
 
 4.92 
 
 1911 
 
 83,626,647 
 
 6.48 
 
 69,956,380 
 
 3.41 
 
 153,583,027 
 
 4.30 
 
 1912 
 
 85,038,185 
 
 5.14 
 
 69,069,730 
 
 3.13 
 
 154,107,915 
 
 4.00 
 
 1913 
 
 93,209,678 
 
 
 76,315,344 
 
 
 169,525,022 
 
 3.96 
 
 [II] 
 
VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE PORT OF BALTIMORE 
 
 AND PERCENTAGE OF WHOLE UNITED STATES 
 
 Fiscal 
 Years 
 
 1860, 
 
 1870.... 
 1880 
 
 H 
 
 1881. 
 1882. 
 1883. 
 1884. 
 1885. 
 1886. 
 1887. 
 1888. 
 1889. 
 1890. 
 
 1891. 
 1892. 
 1893. 
 1894. 
 1895. 
 1896. 
 1897. 
 1898. 
 1899. 
 1900. 
 
 1901 
 
 1902, 
 
 1903, 
 
 1904. 
 
 1905. 
 
 1906. 
 
 1907. 
 
 1908. 
 
 1909. 
 
 1910. 
 
 1911. 
 1912. 
 1913. 
 
 Value of 
 Imports 
 
 $9,781,205 
 
 19,512,468 
 
 19,945,989 
 
 16,189,816 
 14,938,258 
 14,599,179 
 11,423,665 
 11,849,696 
 11,696,944 
 12,535,920 
 11,741,585 
 15,223,844 
 13,140,203 
 
 20,555,687 
 13,418,523 
 16,150,946 
 11,978,900 
 12,260,706 
 13,467,630 
 11,371,193 
 8,907,118 
 9,151,155 
 19,045,279 
 
 18,899,473 
 22,825,281 
 27,803,167 
 20,345,788 
 21,181,239 
 30,084,653 
 37,774,305 
 29,477,101 
 24,022,324 
 29,900,618 
 
 32,174,404 
 26,438,400 
 32,895,238 
 
 Per 
 Cent. 
 
 2.76 
 4.47 
 
 2.98 
 
 2.51 
 2.06 
 2.01 
 1.71 
 2.05 
 1.84 
 1.83 
 1.61 
 2.01 
 1.66 
 
 2.43 
 1.62 
 1.85 
 1.81 
 1.67 
 1.72 
 1.48 
 1.45 
 1.31 
 2.24 
 
 2.29 
 2.53 
 2.71 
 2.05 
 1.90 
 2.45 
 2.63 
 2.47 
 1.83 
 1.92 
 
 2.11 
 1.60 
 2.81 
 
 Value of 
 Exports 
 
 $8,940,100 
 
 12,039,800 
 
 76,253,566 
 
 72,471,693 
 39,428,236 
 55,003,351 
 43,099,294 
 45,052,904 
 35,847,788 
 51,607,149 
 46,236,727 
 50,611,662 
 73,983,693 
 
 64,412,247 
 
 98,850,197 
 
 71,506,995 
 
 78,422,129 
 
 61,938,905 
 
 66,398,905 
 
 85,926,510 
 
 118,845,580 
 
 107,156,240 
 
 115,530,378 
 
 106,239,081 
 80,532,512 
 81,704,497 
 82,836,164 
 91,215,058 
 109,925,046 
 104,808,952 
 89,988,505 
 77,550,658 
 77,381,507 
 
 85,120,843 
 
 92,210,877 
 
 116,474,439 
 
 Per 
 Cent. 
 
 2.50 
 
 3.06 
 
 9.13 
 
 8.03 
 5.24 
 6.79 
 5.81 
 6.07 
 5.27 
 7.20 
 6.62 
 6.80 
 8.61 
 
 7.28 
 9.59 
 8.43 
 8.79 
 7.67 
 7.52 
 8.15 
 9.65 
 8.73 
 8.28 
 
 7.14 
 5.83 
 5.75 
 5.67 
 6.01 
 6.31 
 5.57 
 4.84 
 4.66 
 4.43 
 
 4.15 
 4.18 
 4.72 
 
 Value of Imports 
 and Exports 
 
 $18,721,305 
 
 31,552,268 
 
 96,199,555 
 
 88,661,509 
 54,366,494 
 69,602,530 
 54,522,959 
 56,902,600 
 47,544,732 
 64,143,069 
 57,978,312 
 65,835,506 
 87,123,896 
 
 Per 
 Cent 
 
 2.72 
 
 3.87 
 
 6.39 
 
 5.73 
 3.68 
 4.49 
 3.87 
 4.31 
 3.61 
 4.55 
 4.08 
 4.42 
 5.28 
 
 84,967,934 
 
 4.91 
 
 112.268,720 
 
 6.00 
 
 87,657,941 
 
 5.11 
 
 90,401,029 
 
 5.84 
 
 74,199,611 
 
 4.81 
 
 79,866,535 
 
 4.80 
 
 97,297,703 
 
 5.35 
 
 127,752,698 
 
 6.91 
 
 116,307,395 
 
 8.00 
 
 134,575,657 
 
 6.00 
 
 125,138,554 
 
 5.41 
 
 103,357,793 
 
 4.52 
 
 109,507,664 
 
 4.48 
 
 103,181,952 
 
 4.21 
 
 112,396,297 
 
 4.26 
 
 140,009,699 
 
 4.71 
 
 142,583,257 
 
 4.30 
 
 119,465,606 
 
 3.91 
 
 101,572,982 
 
 3.42 
 
 107,282,125 
 
 3.25 
 
 117,295,247 
 
 3.55 
 
 118,649,277 
 
 3.32 
 
 149,369,677 
 
 3.49 
 
 VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE PORT OF NEW ORLEANS 
 
 AND PERCENTAGE OF WHOLE UNITED STATES 
 
 Fiscal 
 
 Value of 
 
 Per 
 
 Value of 
 
 Per 
 
 Value of Imports 
 
 Per 
 
 Years 
 
 Imports 
 
 Cent. 
 
 Exports 
 
 Cent. 
 
 and Exports 
 
 Cent. 
 
 1860 
 
 $20,636,316 
 
 5.80 
 
 $108,164,712 
 
 32.40 
 
 $128,801,028 
 
 18.74 
 
 1870 
 
 14,377,471 
 
 3.29 
 
 89,049,888 
 
 22.67 
 
 103,427,359 
 
 12.48 
 
 1880 
 
 10,611,353 
 
 1.61 
 
 90,442,019 
 
 10.82 
 
 101,053,372 
 
 6.72 
 
 1881 
 
 12213,920 
 12,133,291 
 
 1.90 
 
 103,743,986 
 
 11.49 
 
 115,957,906 
 
 7.50 
 
 1882 
 
 1.67 
 
 70,958,731 
 
 9.45 
 
 83,092,022 
 
 5.70 
 
 1883 
 
 9,596,762 
 
 1.32 
 
 95,107,314 
 
 10.31 
 
 104.704,076 
 
 6.77 
 
 1884 
 
 10,784,561 
 
 1.61 
 
 81,868,229 
 
 11.55 
 
 92,652,790 
 
 6.57 
 
 1885 
 
 8,688,552 
 
 1.50 
 
 79,147,574 
 
 10.67 
 
 87,836,126 
 
 6.88 
 
 1886 
 
 8,115,171 
 
 1.27 
 
 82,560,196 
 
 12.14 
 
 90.675,367 
 
 6.89 
 
 1887 
 
 9,652,135 
 
 1.24 
 
 79,519,909 
 
 1L16 
 
 89,172,044 
 
 6.26 
 
 1888 
 
 11,617,749 
 
 1.60 
 
 81,257,490 
 
 11.66 
 
 92,875,239 
 
 6.54 
 
 1889 
 
 14,492,480 
 
 2.00 
 
 83,838,976 
 
 11.15 
 
 98,331,456 
 
 6.60 
 
 1890 
 
 14,658,163 
 
 1.96 
 
 108,126,891 
 
 12.69 
 
 122,785,054 
 
 7.46 
 
 1891 
 
 20,267,060 
 
 2.39 
 
 109,106,687 
 
 12.34 
 
 129,373,747 
 
 7.47 
 
 1892 
 
 18,909,553 
 
 2.29 
 
 131,252,873 
 
 12.79 
 
 150,162,426 
 
 8.08 
 
 1893 
 
 21,789,732 
 
 2.50 
 
 77,838,043 
 
 9.18 
 
 99,627,775 
 
 5.81 
 
 1894 
 
 18,087,944 
 
 2 73 
 
 81,529,453 
 
 9.13 
 
 99,617,397 
 
 6.43 
 
 1895 
 
 13,861,507 
 
 1.89 
 
 68,413,362 
 
 8.47 
 
 82,274,869 
 
 5.34 
 
 1896 
 
 13,471,142 
 
 1.71 
 
 80,986,791 
 
 9.17 
 
 94,457,933 
 
 5.68 
 
 1897 
 
 16,618,727 
 
 2.17 
 
 101,494,120 
 
 9.68 
 
 118,112,847 
 
 6.52 
 
 1898 
 
 9,664,457 
 
 1.57 
 
 112,826,681 
 
 9.16 
 
 122,49L138 
 
 6.63 
 
 1899 
 
 11,917,659 
 
 1.71 
 
 87,993,277 
 
 7.17 
 
 99,910,936 
 
 6.19 
 
 1900 
 
 17,490,811 
 
 2.06 
 
 115,858,764 
 
 8.31 
 
 133,349,575 
 
 5.93 
 
 1901 
 
 20,462,307 
 
 2.48 
 
 152,776,599 
 
 10.27 
 
 173,238,906 
 
 7.48 
 
 1902 
 
 23,763,480 
 
 2.63 
 
 134,486,863 
 
 9.73 
 
 158,250,343 
 
 6.93 
 
 1903 
 
 28,880,744 
 
 2.81 
 
 149,072,519 
 
 10.49 
 
 177,953,263 
 
 7.28 
 
 1904 
 
 34,036,516 
 
 3.43 
 
 148,595,103 
 
 10.17 
 
 182,631,619 
 
 7.44 
 
 1905 
 
 33,933,298 
 
 3.04 
 
 150,936,947 
 
 9.94 
 
 184,870,245 
 
 7.01 
 
 1906 
 
 39,464,982 
 
 3.22 
 
 150,479,326 
 
 8.63 
 
 189,944,308 
 
 6.39 
 
 1907 
 
 46,046,772 
 
 3.21 
 
 170,562,428 
 
 9.07 
 
 216,609,200 
 
 6.63 
 
 1908 
 
 42,785,646 
 
 3.58 
 
 159,455,773 
 
 8.57 
 
 202,241,419 
 
 6.62 
 
 1909 
 
 45,713,098 
 
 3.48 
 
 144,981,625 
 
 8.72 
 
 190,694,723 
 
 6.41 
 
 1910 
 
 55,712,027 
 
 3.58 
 
 140,376,560 
 
 8.05 
 
 196,088,587 
 
 5.94 
 
 1911 
 
 66,722,295 
 
 4.37 
 
 172,835,293 
 
 8.43 
 
 239,557,588 
 
 7 86 
 
 1912 
 
 75,089,887 
 
 4.55 
 
 149,160,910 
 
 6.77 
 
 224,250,797 
 
 6.27 
 
 1913 
 
 82,399,100 
 
 4.54 
 
 169,980,277 
 
 6.90 
 
 252,379,377 
 
 5.90 
 
 [12] 
 
 [«3] 
 
Kf:" 
 
 VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE PORT OF GALVESTON 
 
 AND PERCENTAGE OF WHOLE UNITED STATES 
 
 !l 
 
 1 
 
 i 
 
 Fiscal 
 
 Value of 
 
 Per 
 
 Value of 
 
 Per 
 
 Value of Imports 
 
 Per 
 
 Years 
 
 Imports 
 
 Cent 
 
 Bxports 
 
 Cent 
 
 and Bxports 
 
 Cent 
 
 1860 
 
 ^33,153 
 
 0.12 
 
 $5,772,158 
 
 1.73 
 
 $6,305,311 
 
 0.92 
 
 1870 
 
 509,231 
 
 0.11 
 
 12,306,490 
 
 3.13 
 
 12,815,721 
 
 1.54 
 
 1880 
 
 1,004,514 
 
 0.16 
 
 16,749,887 
 
 2.01 
 
 17,764,403 
 
 L18 
 
 1881 
 
 3,101,324 
 
 0.48 
 
 26,767,107 
 
 2.96 
 
 29,868,431 
 
 1.93 
 
 1882 
 
 3,022,274 
 
 0.41 
 
 15,523,388 
 
 2.06 
 
 18,545,662 
 
 1.21 
 
 1883 
 
 1,511,712 
 
 0.21 
 
 29,629,047 
 
 3.59 
 
 31,140,759 
 
 2.01 
 
 1884 
 
 1,119,708 
 
 0.16 
 
 20,454,948 
 
 2.76 
 
 21,574,666 
 
 1.53 
 
 1885 
 
 1,157,370 
 
 0.20 
 
 12,679,154 
 
 1.69 
 
 13,836,524 
 
 1.04 
 
 1886 
 
 757,133 
 
 0.12 
 
 16,966,851 
 
 2.05 
 
 17,723,984 
 
 1.34 
 
 1887 
 
 705,309 
 
 0.10 
 
 18,902,888 
 
 2.63 
 
 19,608,197 
 
 1.39 
 
 1888 
 
 715,868 
 
 0.09 
 
 15,703,147 
 
 2.26 
 
 16,419,016 
 
 1.16 
 
 1889 
 
 722,656 
 
 0.09 
 
 15,756,192 
 
 2.12 
 
 16,478,848 
 
 1.10 
 
 1890 
 
 415,792 
 
 0.05 
 
 24,446,831 
 
 2.84 
 
 24,862,623 
 
 1.60 
 
 1891 
 
 648,821 
 
 0.07 
 
 33,772,005 
 
 3.08 
 
 34,420,826 
 
 1.99 
 
 1892 
 
 1,317,000 
 
 0.15 
 
 36,386,256 
 
 3.43 
 
 36,703,256 
 
 L97 
 
 1893 
 
 863,452 
 
 0.09 
 
 37,476,494 
 
 4.42 
 
 38,339,946 
 
 2.23 
 
 1894 
 
 680,717 
 
 0.10 
 
 36,011,788 
 
 3.92 
 
 35,692,505 
 
 2.30 
 
 1895 
 
 369,575 
 
 0.05 
 
 41,886,651 
 
 5.18 
 
 42,266,226 
 
 2.74 
 
 1896 
 
 602,770 
 
 0.07 
 
 36,397,091 
 
 4.12 
 
 36,999,861 
 
 2.22 
 
 1897 
 
 779.695 
 
 0.10 
 
 58,198,174 
 
 5.52 
 
 58,977,869 
 
 3.24 
 
 1898 
 
 1,166,180 
 
 0.18 
 
 68,428,621 
 
 6.56 
 
 69,694,801 
 
 3.76 
 
 ■ 1899 
 
 2,921,366 
 
 0.42 
 
 78,476,681 
 
 6.40 
 
 81,398,047 
 
 4.20 
 
 1900 
 
 1,453,545 
 
 0.17 
 
 86,657,624 
 
 6.14 
 
 87,111,069 
 
 3.88 
 
 1901 
 
 953,801 
 
 0.11 
 
 101,857,300 
 
 6.85 
 
 102,811,101 
 
 4.65 
 
 1902 
 
 969,246 
 
 0.11 
 
 96,722,066 
 
 7.00 
 
 97,691,312 
 
 4.28 
 
 1903 
 
 1,511,119 
 
 0.15 
 
 104,121,087 
 
 7.32 
 
 106,632,206 
 
 4.32 
 
 1904 
 
 1,847,646 
 
 0.19 
 
 145,316,467 
 
 9.95 
 
 147,164,103 
 
 6.00 
 
 1905 
 
 4,992,361 
 
 0.46 
 
 126,182,043 
 
 8.31 
 
 131,174,404 
 
 4.98 
 
 1906 
 
 6,018,876 
 
 0.41 
 
 166,317,652 
 
 9.54 
 
 171,336,528 
 
 5.77 
 
 1907 
 
 7,029,186 
 
 0.49 
 
 237,308,494 
 
 12.62 
 
 244,337,680 
 
 7.37 
 
 1908 
 
 5,693,609 
 
 0.48 
 
 161,362,201 
 
 8.67 
 
 167,045,810 
 
 5.47 
 
 1909 
 
 3,355,358 
 
 0.26 
 
 189,464,335 
 
 11.39 
 
 192,819,693 
 
 6.48 
 
 1910 
 
 2,488,006 
 
 0.16 
 
 173,178,992 
 
 9.92 
 
 175,666,998 
 
 5.32 
 
 1911 
 
 3,530,945 
 
 0.23 
 
 220,504,917 
 
 10.76 
 
 224,036,862 
 
 6.27 
 
 1912 
 
 4,309,758 
 
 0.26 
 
 218,146,097 
 
 9.90 
 
 222,455,855 
 
 5.77 
 
 1913 
 
 7,820,638 
 
 0.48 
 
 281,457,868 
 
 11.41 
 
 289,278,496 
 
 6.78 
 
 i 
 
 [14] 
 
 r 
 
 c 
 
 (Ji 
 
 ■f 
 
 NEW YORK'S RANK AMONG THE LEADING SEAPORTS OF THE 
 
 WORLD 
 
 The available statistics of the value of the foreign commerce of great foreign sea- 
 ports, and of the tonnage of vessels entering and leaving them, do not extend far 
 enough back, and lack uniformity, so that their comparative value does not equal 
 those of the leading seaports of the United States., 
 
 The indications are, however, that the palm of primacy is fluctuating so closely 
 between New York, Hamburg and London, and to an extent Liverpool, as to make it 
 a matter of some doubt as to which port really leads. The truth probably is that at 
 one time one port is ahead, and at another time another leads. 
 
 New York stands so high, however, among the leading world ports, that its im- 
 portance equals any of them, when measured either by the value of her foreign com- 
 merce or the tonnage of vessels entering and leaving in foreign trade. The statistical 
 tables of foreign countries are usually for the calendar year ending with December 31. 
 In the United States the tables are made up for fiscal years that end on June 30. 
 So that New York while seemingly a year in advance, or a year behind, in comparative 
 tables based upon years, is, in reality, but six months ahead or six months, behind, as the 
 case may be. If the periods covered were identical, New York's claim to first rank 
 among the world's ports could not be successfully disputed, either upon the basis of 
 values or of tonnage. 
 
 In order to present more conveniently, and more vividly, the closeness of the 
 leading seaports in both the value of their foreign commerce and the tonnage that 
 entered and cleared in foreign trade, the following tables are submitted: 
 
 ^ 
 
 :i 
 
 VALUE OF IMPORTS AND EXPORTS AND NET TONNAGE 
 
 OF VES- 
 
 
 SELS 
 
 ; THAT ENTERED AND CLEARED IN FOREIGN TRADE 
 
 
 
 AT THE FOUR PRINCIPAL SEAPORTS OF THE WORLD: 
 
 •1 
 
 
 Ports 
 
 New York. 
 London • • . 
 Liverpool • • . 
 Hamburg. • 
 
 Year 
 . 1910 
 1909 
 
 1909 
 1909 
 
 Values of 
 Imports Exports 
 
 $935,990,956 $651,986,356 
 
 1,000,746,471 569. 256,. 326 
 
 723,146,084 728,131,030 
 
 810,179,970 578,343,753 
 
 Total 
 
 $1,587,977,314 
 1,570,002,792 
 1,451,277,114 
 1,388,523,723 
 
 Net Tonnage of Vessels 
 Entered Cleared 
 
 13,042,318 12,541,903 
 
 11,605,698 8,622,316 
 
 7,747,994 6,593,094 
 
 11,061,041 11,247,191 
 
 J 
 
 k. 
 
 New York- 
 London • • • 
 Liverpool • • 
 Hamburg. • . 
 
 . 1911 
 1910 
 1910 
 1910 
 
 881,592,689 
 
 1,110,828,205 
 
 828,620,152 
 
 872,629,975 
 
 772,552,449 
 643,014,124 
 829,250,836 
 661,480,352 
 
 1,654,145,138 
 1,753,842,329 
 1,657,870,988 
 1,534,110,327 
 
 13,428,950 
 
 12,154,162 
 
 7,588,653 
 
 11,417,773 
 
 13,366,869 
 8,999,635 
 6,697,512 
 
 11,583,211 
 
 
 w^ 
 
 1 
 
 New York- 
 London • • . 
 Hamburg* . • 
 Liverpool • • 
 
 1912 
 1911 
 1911 
 1911 
 
 975,744,320 
 
 1,119,238,957 
 
 962,925,352 
 
 778,225,287 
 
 817,945,803 
 672,618,684 
 711,261,824 
 859,055,190 
 
 1,793,690,123 
 1,791,857,641 
 1,674,187,176 
 1,637,280,447 
 
 13,673,765 
 
 11,973,249 
 
 11,830,949 
 
 7,887,719 
 
 13,549.138 
 
 9,004,974 
 
 11,945,239 
 
 6,880,271 
 
 
 
 New York- 
 Hamburg- • 
 London . . . 
 Liverpool . • . 
 
 1913 
 1912 
 1912 
 1912 
 
 1,048,290,629 
 
 1,096,550,183 
 
 1,164,769,445 
 
 872,320,787 
 
 917,935,988 
 864,229,672 
 702,161,337 
 944,662,492 
 
 1,966,326,617 
 1,960,779,855 
 1,866,930,782 
 1,816,983,279 
 
 14,464,161 
 
 13.567,913 
 
 10,800,716 
 
 7,253,016 
 
 14,370,619 
 
 13,837.076 
 
 8,748,008 
 
 7,446,873 
 
 [is] 
 
'r^V 
 
 The ports of Rotterdam and Antwerp and Hongkong, have a rank 
 that entitles them to consideration with the four ports above named, in the essentials 
 that indicate the extent of their foreign commerce. As to Rotterdam, unfortunately 
 the value of its imports is not tabulated, but they are, instead, indicated in tons; and 
 the same is true of Hongkong. It is probable that the actual traffic of Rotterdam 
 exceeds that of Antwerp. The number of tons of merchandise that entered and left 
 Rotterdam, and the tonnage of vessels that entered and cleared, in foreign trade, are 
 indicated in the following table: 
 
 TONS OF IMPORTS AND EXPORTS AT THE PORT OF ROTTERDAM, AND NET TONS 
 OF VESSELS THAT ENTERED AND CLEARED, IN FOREIGN TRADE 
 
 Year 
 
 1909 
 1910 
 
 TONS OF MERCHANDISE 
 Imported Exported 
 
 15,820,016 14,818,241 
 17,859,027 
 
 lo,o9o,DOl 
 
 20,849,975 
 
 Total 
 30,638,257 
 
 Net Tonnage of Vessels 
 Bntered Cleared 
 
 9,217,493 8,902,570 
 10,649,843 10,490,049 
 11,052,186 10,800,490 
 11,552,119 11,532,619 
 
 1911 
 
 
 1912 
 
 
 The value of the imports and exports at the port of Antwerp, inclusive of that 
 by canal and river, and the net tonnage of vessels that entered and cleared in foreign 
 trade from that port are indicated in the following table : 
 
 VALUE OF IMPORTS AND EXPORTS AT THE PORT OF ANTWERP, AND NET TONS 
 
 IN FOREIGN TRADE 
 
 Net Tons of Vessels 
 Bntered Cleared 
 
 11,907,689 11,894,492 
 
 12,654,318 12,625,165 
 
 13,330,699 13,325,781 
 
 11,483,214 11,453,859 
 
 At Hongkong the imports and exports are expressed in tons instead of 
 value. The figures in the following table cover only imports and exports at Hongkong 
 by sea, and the net tonnage of vessels that entered and cleared, by sea, in foreign 
 trade, so that the table excludes everything brought by junks and other inland craft: 
 
 TONS OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE PORT OF HONGKONG, 
 AND NET TONS OF VESSELS THAT ENTERED AND CLEARED, IN FOREIGN TRADE 
 
 OF 
 
 Year 
 1909 
 1910 
 1911 
 1912 
 
 VESSELS THAT 
 
 Imports 
 
 $529,626,422 
 560,994,911 
 594,472,069 
 
 ENTERED AND CLEARED, 
 
 VAI,UE OF 
 
 Exports Total 
 
 $444,845,196 $974,471,618 
 523,075,033 1,084,069,944 
 527,182,730 1,121,654,799 
 
 Year 
 
 1909 
 1910 
 1911 
 1912 
 
 Imports 
 
 TONS OF 
 
 Exports 
 
 Total 
 
 Net Tonnage of Vessels 
 Bntered Cleared 
 
 4,151,805 
 
 3,219,000 
 
 7,370,805 
 
 11,150,560 
 10,489,203 
 10,246,022 
 12,179,035 
 
 11,194,098 
 10,477,301 
 10,243,898 
 12,100,365 
 
 A study of the percentage of growth of the value of the foreign commerce of the 
 other great ports of the world, and a study of the percentage of growth of the tonnage 
 entering foreign ports in foreign trade, should shed some light upon the natural querj% 
 as to whether or not any of the other ports are growing more rapidly than the port of 
 
 [i6] 
 
 e> 
 
 t, 
 
 k\ 
 
 I 
 
 New York. Elsewhere will be found tables showing the value of imports and exports 
 at the leading foreign ports, by years, from 1890 to 1912, inclusive. The following 
 table shows the average values by ten-year periods, and for the last two years: 
 
 AVERAGE VALUES OF IMPORTS AND EXPORTS OF MERCHANDISE AT 
 
 LEADING PORTS OF THE WORLD 
 
 Port 
 
 New York . . 
 London • • • • 
 Liverpool. . . 
 Hamburg. . . 
 
 New York. . 
 London .... 
 Liverpool. . . 
 Hamburg. • • 
 
 New York • . 
 London • . • • 
 Liverpool. . . 
 Hamburg. • • 
 
 Period 
 
 1891 to 1900 
 1890 to 1899 
 
 1890 to 1899 
 
 1891 to 1900 
 
 1901 to 1910 
 1900 to 1909 
 
 1900 to 1909 
 
 1901 to 1910 
 
 1911 to 1913 
 1910 to 1912 
 
 1910 to 1912 
 
 1911 to 1912 
 
 Average Values of 
 
 Imports 
 
 $490,142,932 
 722,268,462 
 509,938,390 
 408,389,677 
 
 697,726,032 
 901,154,806 
 674,313,821 
 696,843,806 
 
 968,542,546 
 1131,612,202 
 
 826,390,075 
 1029,737,767 
 
 Exports 
 
 $397,291,510 
 402,397,617 
 472,505,650 
 335,081,888 
 
 575,271,730 
 504,715,689 
 633,705,637 
 556,203,170 
 
 840,815,693 
 504,715,689 
 877,654,839 
 787,745,748 
 
 Total 
 
 $887,434,442 
 
 1124,566,078 
 
 982,444,050 
 
 743,471,566 
 
 1272,997,762 
 1405,870,498 
 1308,019,459 
 1253,646,986 
 
 1809,358,239 
 1804,210,251 
 1704,044,914 
 1817,483,515 
 
 Average Percentage of 
 Increase over preceding decade 
 Imports Kxporto Total 
 
 42.3 
 24.7 
 31.4 
 70.6 
 
 38.8 
 25.5 
 22.5 
 
 47.7 
 
 44.8 
 25.4 
 34.1 
 66.1 
 
 46.1 
 33.2 
 38.4 
 41.5 
 
 43.4 
 24.9 
 32.1 
 
 68.6 
 
 42.1 
 28.1 
 30.2 
 44.9 
 
 The foregoing table serves but to give additional emphasis to the closeness of 
 these four great ports in the race for world supremacy. A study of the table clearly 
 indicates that the advantage seems to be strongly with Hamburg. She has reached 
 from fourth to first position. In this showing the port of New York ranks second, 
 London a very close third and Liverpool a hundred millions of dollars in the rear, on 
 the total average value of her imports and exports. Moreover, Hamburg's percentage 
 of growth quite overshadowed that of thq other ports for the period of 1901 to 1910 
 over 1891 to 1900, and it substantially leads them during the short period covered by 
 the last section of the table — with the exception of New York, whose percentage of 
 increase was only slightly less than that of Hamburg. 
 
 The figures of the tonnage of vessels that entered these four ports will be 
 interesting, by way of further comparison. 
 
 AVERAGE NET TONNAGE OF VESSELS THAT ENTERED LEADING PORTS 
 
 Port 
 
 New York . . 
 London • « • . 
 Liverpool- • • 
 Hamburg. . . 
 
 New York. • 
 London • • • * 
 Liverpool. . . 
 Hamburg. • • 
 
 *Decline 
 
 OF 
 
 1901 to 1910 
 1901 to 1910 
 1901 to 1910 
 1900 to 1909 
 
 1911 to 1913 
 1911 to 1912 
 1911 to 1912 
 1910 to 1912 
 
 THE WORLD, 
 
 Period 
 
 IN FOREIGN TRADE 
 
 over 
 
 1 ( 
 
 over 
 
 1891 to 1900 
 1891 to 1900 
 1891 to 1900 
 1890 to 1899 
 
 1901 to 1910 
 1901 to 1910 
 1901 to 1910 
 1900 to 1909 
 
 [17] 
 
 Average Net 
 Tonnage 
 
 10,516,817 
 
 11,006,968 
 
 7,654,646 
 
 10,147,372 
 
 13,855,625 
 
 11,386,982 
 
 7,570,368 
 
 12,272,212 
 
 Average 
 
 Percentage of 
 
 Increase 
 
 45.2 
 27.1 
 44.1 
 79.4 
 
 31.7 
 3.4 
 1.1* 
 
 20.9 
 
 ^ , -* 
 
If the net tonnage of vessels entering the ports in foreign trade is the better 
 indication of their relative importance in foreign trade, the showing in the last table is 
 more favorable to the port of New York than the one based upon the values of imports 
 and exports of merchandise. While Hamburg's growth in tonnage during the decade 
 between 1901 and 1910 over the preceding decade was 79.4 per cent, and, covering a 
 greater number of years, may be regarded as a clearer indication of trend, its advance in 
 the subsequent three years was but one-fifth as rapid as during the decade named. 
 
 Liverpool's growth during the 1901-1910 decade is striking, considering the 
 effect of the Manchester ship canal upon the maritime business of the port of Liverpool. 
 And it should be said of Liverpool that, although the construction of the Manchester 
 canal has not seemed to seriously affect its maritime business, nevertheless it has to an 
 extent doubtless checked the rapidity of Liverpool's progress. The Manchester canal 
 was completed in November, 1893, a fact deserving of consideration in any review of 
 the development of Liverpool's maritime progress during the past twenty years. The 
 showing of London and of Liverpool for the two years — 1911 and 1912 — as compared 
 with the preceding decade, does not indicate as rapid progress during the current de- 
 cade as during 1901 to 1910. New York shows up the best of all, although both New 
 York and Hamburg's averages cover three years, while those of London and Liver- 
 pool cover but two. 
 
 These studies would seem to indicate that, so far as the United States is con- 
 cerned, the port of New York's commercial and maritime supremacy is unassailable. 
 If it has reason for the slightest apprehension it would seem to lie in the growth of the 
 foreign conmierce of the two leading Gulf ports. Unless some totally unlooked for 
 new development completely revolutionizes the trends of international traffic, and until 
 industries in the South have been far more extensively diversified than at present, any 
 apprehensions from that section would seem to be groundless — at least, seemingly, quite 
 "beyond our time." Nor is there reason to believe that the Panama Canal will be so 
 extremely advantageous to Gulf ports as to seriously imperil the commercial and mari- 
 time interests of Atlantic ports. j 
 
 In each of the great European ports the local physical conditions are, naturally, 
 greatly different from those at the port of New York. Moreover, the control of each 
 of the European ports named is almost entirely centered in a single authority, whereas 
 at New York the authority is shared by the Federal Government, the government of the 
 States of New York and New Jersey, and the municipal subdivisions in each of the 
 States named wherever their areas extend to the foreshores of the port. The separate 
 European port authorities are vested with the sole power to establish and control their 
 fiscal policies. Their bonds, issued for port improvements, command ready sales at 
 
 [i8] 
 
 try 
 
 
 
 n 
 
 4. J 
 
 A'^ 
 
 low rates of interest, and, of course, the receipts from the sale of such bonds, as well 
 as the revenues derived from the use of the waterfront facilities — wharves, docks, 
 warehouses and mechanical apparatus for transferring cargoes — ^accrue to and are under 
 the sole control of these port authorities. So that, in the only ports in the world that 
 rival the port of New York, their development and progress are wholly under the con- 
 trol of the port administrative authorities who permit nothing whatever to abridge or 
 restrain such development and progress. In the circumstances, the high rank to which 
 the port of New York has attained is an evidence of its inherent attractiveness. 
 
 The port of New York is quite unsurpassed in the natural advantages its great 
 area offer to shipping and commerce. The limitations placed upon their development 
 by the different authorities exercising jurisdiction over them may alone prevent the port 
 of New York from achieving and maintaining supreme rank among the great ports of 
 the world. But whether it shall lead or follow in the future commercial and maritime 
 progress of the world is a matter largely within its own control. 
 
 WORLD'S MERCHANT MARINE. 
 
 Table showing increase in size of vessels and growth of steam tonnage. (Ves- 
 sels of over 100 tons.) 
 
 Number of Vessels Total, 
 
 Tonnage Total, 
 
 Steam gross tons, 
 
 Sail net " 
 
 MERCHANT MARINE OF UNITED STATES. 
 
 Table showing increase in size of vessels and growth of steam tonnage. (Ves- 
 sels of over 100 tons.) 
 
 Per cent, 
 22 years. 
 Increase + 
 1890 1912 Decrease — 
 
 Number of Vessels Total, 23,467 3,442 — 85.3 
 
 Tonnage Total, 4,424,497 5,258,487 + 18.8 
 
 Steam gross tons, 1,859,088 4,107,849 +120.9 
 
 Sail net " 2,565,409 1,150,638 —55.1 
 
 In 1890 the United States had 20 per cent, of the world's shipping tonnage. 
 In 1912 its share was 11.7 per cent. 
 
 [19] 
 
 1800 
 
 1912 
 
 Per Cent. 
 
 22 year*. 
 Increase + 
 Decrease — 
 
 32,298 
 
 30,316 
 
 — 6.1 
 
 22,151,651 
 
 44,600,677 
 
 +101.8 
 
 12,985,372 
 
 40,518,177 
 
 +211.9 
 
 9,166,279 
 
 4,082,500 
 
 — 55.2 
 
VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE 
 
 PORT OF HAMBURG 
 
 I 
 
 f' 
 
 Year 
 
 Imports 
 
 Exports 
 
 Total 
 
 1851 to 1855.. 
 1856 to I860.. 
 1861 to 1865.. 
 1866 to 1870.. 
 1871 to 1875.. 
 1876 to 1880.. 
 1880 
 
 $68,882,860 
 88,285,566 
 110,020,772 
 133,606,344 
 211,307,866 
 204,976,680 
 212,896,391 
 
 222,249,669 
 327,249,669 
 
 262,092,874 
 354,424,909 
 370,537,233 
 372,721,992 
 395,421,140 
 407,710,919 
 426,218,339 
 479,639,093 
 472,299,279 
 542,830,995 
 
 513,849,294 
 546,640,356 
 560,625,478 
 608,131,373 
 679,316,117 
 765,216,640 
 851,400,906 
 760,447,954 
 810,179,970 
 872,629,975 
 
 962,925,352 
 1,096,550,183 
 
 $191*734,228 
 
 205,214,072 
 301,993,267 
 
 308,311,112 
 285,082,217 
 307,339,674 
 279,071,242 
 318,952,043 
 342,532,009 
 341,580,818 
 354,620,011 
 382,303.967 
 431,026,790 
 
 433,032,269 
 442,172,290 
 482,075,117 
 505,081,340 
 558,238,660 
 625,802,693 
 669,927,905 
 610,877,316 
 578,343,753 
 661,480,.35-2 
 
 711.261,824 
 864,229,672 
 
 $404,630,619 
 
 427,463,741 
 629.702 311 
 
 1885 
 
 1890 
 
 1891 
 
 570.403 986 
 
 1892 
 
 639,507,126 
 677.876,907 
 
 1893 
 
 1894 
 
 1895 
 
 651,793,234 
 714 373,183 
 
 1896 
 
 750,242,928 
 
 1897 
 
 767.799.157 
 
 1898 
 
 834,259,104 
 
 1899 
 
 854,603,246 
 
 1900 
 
 973.856.785 
 
 1901 
 
 947,881,563 
 988.812.646 
 
 1902 
 
 1903 
 
 1904 
 
 1905 
 
 1,042,700,595 
 1,113,212,713 
 1.237.554.777 
 
 1906 
 
 1907 
 
 1,391,019,333 
 1,521,328,811 
 
 1908 
 
 1.371.325.370 
 
 1909 
 
 1,388,623,723 
 
 1910 
 
 1,534,110,327 
 
 1911 
 
 1.674.187.176 
 
 1912 
 
 1,960,779,855 
 
 [.o] 
 
 
 (h 
 
 i 
 
 f 
 
 
 ^ 
 
 TOTAL VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE 
 
 AT THE PORT OF LONDON 
 
 Calendar Years 
 
 Imports 
 
 Exports 
 
 Total 
 
 1890 
 
 $703,287,075 
 
 $433,179,005 
 
 $1,136,466,080 
 
 1891 
 
 727,411,746 
 
 423,974,093 
 
 1,151,385,839 
 
 1892 
 
 702,106,574 
 
 401,371,892 
 
 1,103,478,466 
 
 1893 
 
 688,902,747 
 
 373,089,201 
 
 1.061,991,948 
 
 1894 
 
 688,394,982 
 
 370,837,486 
 
 1,059,232,468 
 
 1895 
 
 705,873,391 
 
 387,718,342 
 
 1,093,591,733 
 
 1896 
 
 714,657,974 
 
 405,018,549 
 
 1,119,676,523 
 
 1897 
 
 735,861,922 
 
 402,225,467 
 
 1,138,087,389 
 
 1898 
 
 757,567,841 
 
 397,460,856 
 
 1,155,028,696 
 
 1899 
 
 798,620,365 
 
 429,101,277 
 
 1,227,721,642 
 
 1900 
 
 856,023,711 
 
 445,297,169 
 
 1,301,320,880 
 
 1901 
 
 825,183,250 
 
 450,638,830 
 
 1,275,822,080 
 
 1902 
 
 815,470,908 
 
 455,559,644 
 
 1,271,030,552 
 
 1903 
 
 842,547,306 
 
 462,206,875 
 
 1,304,754,181 
 
 1904 
 
 849,085,780 
 
 462.698,526 
 
 1,311,784,316 
 
 1905 
 
 881,134,646 
 
 505,842,186 
 
 1,386,976,832 
 
 1906 
 
 970,415,679 
 
 561,368,017 
 
 1,531,783,696 
 
 1907 
 
 1,020,371,523 
 
 601,212,471 
 
 1,621,583,994 
 
 1908 
 
 950,568,790 
 
 533,076,848 
 
 1,483,645,648 
 
 1909 
 
 1,000,746,471 
 
 569,256,326 
 
 1,570,002,797 
 
 1910 
 
 1,110,828,205 
 
 643,014,124 
 
 1,753,842,329 
 
 1911 
 
 1,119,238,957 
 
 672,618,684 
 
 1,791,857,641 
 
 1912 
 
 1,164,769,445 
 
 702,161,337 
 
 1,866,930,782 
 
 I 
 
 [2.] 
 
Hit 
 
 i 
 
 TOTAL VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE 
 
 AT THE PORT OF LIVERPOOL 
 
 Calendar Years 
 
 Imports 
 
 Exports 
 
 Total 
 
 1890 
 
 1527,901,724 
 
 $572,990,645 
 
 $1,100,892,369 
 
 1891 
 
 560,344,607 
 
 526,157,400 
 
 1,086,502,007 
 
 1892 
 
 532,138,898 
 
 502,781,450 
 
 1,034,920,348 
 
 1893 
 
 475,463,016 
 
 464,059,454 
 
 939,522,470 
 
 1894 
 
 462,981,154 
 
 421,664,249 
 
 884,645,403 
 
 1895 
 
 465,385,774 
 
 441,004,057 
 
 906,389,832 
 
 1896 
 
 503,742,389 
 
 454,039,360 
 
 957,781,749 
 
 1897 
 
 495,910,604 
 
 440,261,807 
 
 936,172,411 
 
 1898 
 
 539,261,892 
 
 428,670,811 
 
 967,932,703 
 
 1899 
 
 536,253,840 
 
 473,427,267 
 
 1,009,681,107 
 
 1900 
 
 606,917,936 
 
 499,170,979 
 
 1,106,088,915 
 
 1901 
 
 640,225,990 
 
 514,915,440 
 
 1,155,141,440 
 
 1902 
 
 618,991,455 
 
 527,602,946 
 
 1,146,594,401 
 
 1903 
 
 627,782,589 
 
 557,398,986 
 
 1,185,181,575 
 
 1904 
 
 669,257,023 
 
 608,023,396 
 
 1,277,280,419 
 
 1905 
 
 677,881,477 
 
 672,966,215 
 
 1,350,847,692 
 
 1906 
 
 713,923,580 
 
 731,671,029 
 
 1,445,594,609 
 
 1907 
 
 780,611,823 
 
 807,085,583 
 
 1,587,697,406 
 
 1908 
 
 684,400,257 
 
 690,090,762 
 
 1,374,491,019 
 
 1909 
 
 723,146,084 
 
 728,131,030 
 
 1,451,277,114 
 
 1910 
 
 828,620,152 
 
 829,250,836 
 
 1,(557,870,988 
 
 1911 
 
 778,229,287 
 
 859,051,189 
 
 1,637,280,476 
 
 1912 
 
 872,320,787 
 
 944,662,492 
 
 1,816,983,279 
 
 [22] 
 
 wi/' 
 
 VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE 
 
 PORT OF ANTWERP, BY SEA 
 
 fl^ 
 
 Year 
 
 Imports 
 
 Exports 
 
 Total 
 
 1860 
 
 1870 
 
 1880 
 
 $64,711,942 
 
 139,449,153 
 
 242,927,679 
 
 250,199,269 
 
 226,906,106 
 
 268,596,749 
 
 323,857,749 
 343,274,417 
 388,173,942 
 383,776,162 
 439,013,550 
 484,135,539 
 538,546,014 
 475,418,998 
 529,626,422 
 560,994,911 
 
 594,472,069 
 
 $55,603,941 
 
 75,577,063 
 
 118,032,817 
 
 110,086,621 
 
 118,893,664 
 
 146,294,210 
 
 299,152,043 
 316,911,094 
 347,940,335 
 346,054,279 
 386,156,112 
 374,722,449 
 442,138,597 
 400,102,655 
 444,845,196 
 523,075,033 
 
 527,182,730 
 
 $120,315,883 
 215,026,216 
 360,960,496 
 
 1890 
 
 1895 
 
 360,285,890 
 341,799,772 
 
 1900 
 
 414,890,959 
 
 1901* 
 
 623,009,955 
 
 1902 
 
 660,185,511 
 
 1903 
 
 736,114,277 
 
 1904 
 
 729,830,441 
 
 1905 
 
 825,169,662 
 
 1906 
 
 1907 
 
 858,857,988 
 980,684,611 
 
 1908 
 
 1909 
 
 1910 
 
 1911 
 
 1912 
 
 875,521,653 
 
 974,471,618 
 
 1,084,069,944 
 
 1,121,654,799 
 
 
 
 
 
 / ' 
 
 N> 
 
 •Includes value of imports and exports by rivers and canals from 1901 to 1912, inclusive. 
 
 ',^- 
 
 ,y 
 
 TONS OF IMPORTS AND EXPORTS OF MERCHANDISE AT THE 
 
 PORT OF HONGKONG, BY SEA 
 
 Year 
 
 Imports 
 
 Exports 
 
 Total 
 
 1900 
 
 1905 
 
 1906 
 
 1907 
 
 1908 
 
 1912 
 
 4,198,389 
 4,414,006 
 4,493,715 
 4,841,000 
 4,169,856 
 4,151,805 
 
 2,836,905 
 3,011,305 
 2,778,441 
 3,049,000 
 2,102,857 
 3,219,000 
 
 7,035,294 
 7,425,311 
 7,272,156 
 
 7,890,000 
 6,272,713 
 7,370,805 
 
 [23] 
 
River and Harbor Improvements at the 
 
 Port of New York. 
 
 1852. 
 
 1868. 
 
 $13,861.59 
 
 20,000.00 
 
 1 
 
 EAST RIVER AND HELL GATE 
 
 DATE, CHARACTER AND COST OF IMPROVEMENTS 
 East River, a tidal strait about 16 miles long and 600 to 4,000 feet wide, exclu- 
 sive of bays and estuaries, separating Manhattan and Bronx Boroughs from Brooklyn 
 and Queens Boroughs, in the City of New York, extends from the Battery to Throggs 
 Neck, at the head of Long Island Sound. Though a channel navigable by seagoing 
 vessels has always existed, it was in its original condition rendered tortuous and dan- 
 gerous by rocks and reefs, especially in the part known as Hell Gate. 
 
 1851. The City of New York made the initial expenditure, for re- 
 moval of rocks obstructing Hell Gate, and part of Dia- 
 mond Reef, 
 
 Initial appropriation by Congress, to reduce Pot Rock to 
 20.5 feet below mean low water. 
 
 Congress appropriated $300,000 (later reduced by $85,000) 
 for a project estimated to cost $8,692,645.15, to carry out 
 the following: 
 
 Removal to 26 feet depth below mean low water mark of Pot Rock, 
 Frying Pan Reef, Shell Drake, Heel Tap, rock off Negro Point, Scaly 
 Rock, Hallets Point, Middle Reef (which includes the rocks desig- 
 nated in earlier reports as Negro Head, Flood Rock, Hen and 
 Chickens, and Gridiron), Diamond Reef, Coenties Reef, and Battery 
 Reef; the construction of sea walls on Hogs Back, Holmes Rock, 
 Great and Little Mill Rocks, Bread and Cheese, and Rhinelander 
 Reef; and the construction of a dike closing the channel between 
 Bread and Cheese and Blackwells Island. 
 
 Project was modified, by omitting construction of sea walls 
 and dike, by including Diamond and Coenties Reefs in the 
 estimate, which latter was reduced to $5,139,120. 
 On June 30, 1913, 68 per cent, of the work had been 
 completed, the total cost of which amounted to 
 An increase in the estimate, of $239,950, because of proposed 
 removal of rocky obstructions as necessities of navigation de- 
 manded, was made, which estimate was later increased to a 
 total of $366,215 as a result of more extended investigation. 
 Removal of Man-o'- War Reef at an estimated cost of $500,- 
 000 was authorized, thus increasing amount of estimate for 
 entire project to $5,639,120. 
 
 [24] 
 
 1874. 
 
 1908. 
 
 $5,392,369.35 
 
 1899. 
 
 ft 
 
 e 
 
 
 1%' 
 
 ^^L.--' 
 
 il 
 
 '^•> 
 
 1910. Act June 25 authorized removal of Middle Ground to depth 
 of 26 feet below mean low water, and making of channel be- 
 tween North and South Brother Islands. 
 
 1913. On June 30, the estimated cost for completing project was 
 $8,757,183.00. 
 
 On June 30, with the exception of Hell Gate, off Hallets 
 Point, the channel from the Battery to Long Island Sound, 
 at mean low water has a uniform depth throughout of 
 On June 30, with exceptions already noted where width is 
 from 200 to 300 feet, the channel has a uniform width of 
 A large part of the waterfronts of Manhattan and Brook- 
 lyn are unavailable for deep sea commerce because of a 
 varying depth of from 
 
 The tidal range is greatest at entrance of East River into 
 Long Island Sound, and least at Brooklyn Navy Yard, the 
 mean range being from 
 
 Table Showing Work Called for Under Existing Project: 
 
 Distance by Least Least T»miM«f«i 
 
 LOCALITY Water from Original Present ^Si 
 
 the Battery Depth Depth i^pm 
 
 Miles Feet Feet Feet 
 
 Battery Reef 12.8 12.8 «6 
 
 South Ferry Reef 17 19 S6 
 
 Diamond Reef j4 15.7 26 26 
 
 Reef off Diamond Reef- }4 19 26 %6 
 
 Coentis Reef ^ 14.3 25.5 28 
 
 Third Street Reef. 3 15.9 26 »6 
 
 Shell Reef 2>^ to 4 7.5 13 18 
 
 Pilgrim Rock 3^ 12 24 26 
 
 Twenty-sixth Street Reef 4 16.1 26 26 
 
 Charlotte Rock 4^ 14.7 26 26 
 
 Ferry Reef 4>^ 7 24 26 
 
 Man-of-War Rock 4)< 0.8 26 26 
 
 Middle Reef (including Negro 
 
 Head, Flood Rock, Hen and 
 
 Chickens, and Gridiron^).... 7)4 6 14.9 26 
 
 Heel Tap Rock 7^ 12.1 20.5 26 
 
 Hallets Point Reef 7>4 4 26 26 
 
 Frying Pan Reef, 734 9 23.8 26 
 
 Pot Rock 8 8 26 26 
 
 Shell Drake Rock 8 8 26 26 
 
 Ways Reef 8^ 5 26 26 
 
 Rock oflF Negro Point 9 .... .... 26 
 
 Scaly Rock 9^ .... .... .... 
 
 Middle Ground* 10 11 17.8 26 
 
 Reef off North Brother Island- . . 10^ 16 
 
 Channel between North Brother 
 
 and South Brother Islands' • . 10^-11^ 19 19 26 
 
 Barretto Reef H^ ^"^ 26 26 
 
 1 Under contract for completing removal. 
 
 2 Under contract for part removal. 
 
 3 Under contract for deepening for a width of about 300 feet. 
 
 [25] 
 
 30 feet 
 
 550 feet 
 
 13 to 30 feet 
 
 4 to 7.2 feet 
 
 REMARKS 
 
 Completed. 
 Completed. 
 
 Completed. 
 
 Completed. 
 Completed. 
 
 Completed. 
 
 95 per cent completed. 
 
 Completed. 
 
 Completed. 
 Completed. 
 Completed. 
 
 Reported Completed. 
 
 Completed. 
 
M 
 
 The traffic in East River is very great, and is intimately connected with that 
 of New York Harbor proper. The aggregate tonnage in the East River section 
 of Greater New York was estimated in 1911 at 45,331,216 short tons. This does 
 not include through traffic. Data secured from reliable sources in 1909 shows that 
 the number of trips through Hell Gate Channel by steamers and tugs of estab- 
 lished transportation lines average about 450 daily, and of ferryboats using and 
 crossing the channel about 400 daily. This does not include barges, lighters, 
 and car floats in tow, or privately owned commercial vessels or yachts. The size 
 of the boats of the transportation lines vary from 50 to 456 feet in length, 12 to 
 96 feet beam, and 6 to 20 feet draft. Barges and lighters in tow are quite numer- 
 ous, are of varying dimensions up to 23 feet draft, and are usually made up into 
 tows of three barges each. The car-floats are 327 feet long, 40 feet beam, and 
 about 10% feet draft, and are towed one on each side of a power boat, thus mak- 
 ing up a tow approximately 105 feet wide and 327 feet long. It is reported that 
 about 100 of these car-floats pass through Hell Gate during each 24 hours. 
 
 While the benefits derived from the improvement cannot be shown by its 
 influence on freight rates or directly by the increase in tonnage, the commerce of 
 the river is so enormous, both in tonnage and value, that every improvement which 
 facilitates and lessens the dangers to navigation in this waterway is unquestion- 
 ably justified. Perhaps the most obvious effect of the improvement is the in- 
 crease in the number of vessels of large tonnage using the river. 
 
 Improvements in the waterfront now contemplated by the local authorities, 
 if made, will result in a considerable reduction in rates and in cost of handling 
 freight. The amount of this reduction will be, to a very appreciable extent, de- 
 pendent upon the size of channels provided by the United States, and on the 
 depth of water provided outside the pierhead lines. 
 
 NEW PROJECT ABOUT TO BE UNDERTAKEN. 
 
 1914. The pending Rivers and Harbors Appropriation bill contains 
 an appropriation of $500,000 for beginning a new project 
 for the improvement of the East River and Hell Gate, under 
 a continuing contract, the estimated cost of completing 
 which is $13,398,519.00 
 
 This project was recommended by the district engineer, and has been 
 successively approved by the Board of Engineers for Rivers and Harbors, 
 the Chief of Engineers, and the Secretary of War, details of which follow : 
 
 To provide a through channel 35 feet deep, at mean low water: 
 
 Work at and near Battery channel 
 
 1,000 feet wide $ 777,223 
 
 Shell Reef, 900 feet wide 163,396 
 
 Ferry Reef, off Thirty-fourth St. 297,990 
 
 Entrance to West Channel, Black- 
 wells Island 732,632 
 
 West Channel, Blackwells Island, 
 
 to 100 ft. of bulkhead line 450,000 
 
 Middle Reef, 650 feet 959,756 
 
 [26] 
 
 f 
 
 f 
 
 V 
 
 - f 
 
 V 
 
 $8,616,780 
 
 Reef, Hallets Point to Hogs Back, 
 
 900 ft 1,775,377 
 
 Pot Rock 65,860 
 
 Ways Reef 135,238 
 
 Middle Ground, 550 feet 2,768,311 
 
 North Point, North Brother Island 228,000 
 Rocks off Port Morris and Bar- 
 
 retto Point 262,997 
 
 To give access to wharves, as follows : 
 
 Off Battery .$ 141,490 
 
 Brooklyn shore, Brooklyn Bridge 
 
 to off Corlears Hooks, to 30 ft. 31,066 
 
 Corlears Reef to 30 feet 451,048 
 
 Brooklyn shore, Newtown Creek to 
 
 south end of Blackwell's Island, 
 
 30 feet 89,928 
 
 New York shore, Corlears Hook 
 
 to Thirtieth Street, to 25 ft... 1,332,000 
 
 Isolated Rocks to 30 feet 83,926 
 
 $2,129,458 
 
 East Channel, Blackwell's Island, as follows : 
 
 Channel 20 ft. deep to within 50 
 
 ft. of bulkhead line on the Long 
 
 Island shore $1,877,000 
 
 Rhinelander Reef to 26 feet 141,579 
 
 Port Morris Shoal to 30 feet... 37,924 ' 
 
 Between South Brother and Ber- 
 
 rian Islands, channel 300 feet by 
 
 20 feet 380,778 
 
 Between North and South Brother 
 
 Islands, channel 400 ft. by 26 ft. 215,000 
 
 ■ $2,652,281 
 
 $13,398,619.00 
 
 The foregoing is the modification of the project as originally recommended by 
 the district engineer, which covered the following items: 
 
 For a through channel, 35 feet deep $10,504,500 
 
 To give 30 feet access to wharves 3,386|,644 
 
 East Channel, Blackwells Island 6,885,190 
 
 Rhinelander Reef - 141,579 
 
 Port Morris Shoal 37,924 
 
 Complete channel between North and South Brother Islands 215,000 
 
 Channel south of South Brother Island 380,778 
 
 Harlem Kills 4,833,257 
 
 Little Hell Gate 6,148,629 
 
 Total $32,533,501 
 
 [27] 
 
The Board of Engineers gives as its reasons for the modification their convic- 
 tion "that not all of the work recommended by the district officer would be justified at 
 this time or in the near future. * * In a problem of such a complex character, 
 with more or less uncertainty as to the tidal changes that would attend such work, it is 
 considered better to await the developments that may follow the construction of the 
 Harlem Kills Channel that has already been recommended, in case this is authorized 
 by Congress." 
 
 NEW YORK HARBOR, NEW YORK.— There are two improved entrance- 
 channels to New York Harbor, the Main Ship-Bayside-Gedney Channel, and the new 
 Ambrose Channel; the Swash South Channel, with about 22 feet available depth, has 
 not been improved. 
 
 MAIN SHIP BAYSIDE GEDNEY CHANNEL. 
 Date, Character and Cost. 
 
 The original channel was 23.7 feet deep across the outer bar 
 at mean low water, with same depth across shoals between 
 bar and deep water in harbor. Improvement authorized in 
 1884 and extended in 1886 authorized a channel 1,000 feet 
 wide and 30 feet deep between the sea and deep water in 
 the Narrows, at an estimated cost of $1,490,000, but an 
 actual expenditure of 
 
 Improvement was completed in October, 1891, since when 
 the cost of maintenance, which increases annually, has been 
 
 River and Harbor Act of June 25, provided for "improving 
 New York Harbor, for maintenance, including Ambrose 
 Channel," for which there was appropriated 
 
 1884. 
 
 1886. 
 
 1891. 
 
 1910. 
 
 AMBROSE CHANNEL IMPROVEMENT. 
 Date, Character and Cost. 
 
 1899. Formerly known as East Channel, had an original depth of 
 16 feet at mean low water. Act of 1899 authorized con- 
 struction of a channel 2,000 feet wide and 40 feet deep at 
 mean low water at a cost not exceeding $4,000,000 which 
 
 1907. limit was in 1907 raised to $5,148,510, which will suffice. 
 
 To June 30, 1913, there had been expended 
 
 and the project was reported as 99 per cent, completed. 
 
 1905. Congress provided, under Ambrose Channel improvement 
 work, in 1902 and 1905, for the removal of a reef opposite 
 
 1909. Pier A, Manhattan, North River, completed in 1909 at 
 a cost of 
 
 [28] 
 
 $1,518,024.52 
 
 815,898.64 
 
 200,000.00 
 
 $5,171,588.18 
 
 41,479.12 
 
 1913. Balance available for maintenance on July 1, 1913, covered 
 by uncompleted contracts, was 
 
 on which date there was an unexpended balance for construc- 
 tion of the Ambrose Channel of 
 
 $511,784.05 
 63,359.49 
 
 Ambrose Channel is at present safely navigated by steam vessels not only 
 during daylight, as formerly, but at nights and even in foggy weather. Until 
 within the past three years no vessels attempted to come in at night. At present 
 they come in at all hours of the night, and some steamers come in in heavy fog. 
 That such vessels may navigate the channel in safety there should be no other ves- 
 sels in the course which are not under control. The River and Harbor Act of 1913 
 contains a provision to meet this need, which will be put in operation when the 
 channel is declared completed. 
 
 Channel in Gowanus Bay, New York Harbor, New York. — Bay 
 
 Ridge and Red Hook Channels . — These channels lie along the east shore 
 of the upper bay. New York Harbor, and with Buttermilk Channel form the 
 easterly channel between the Narrows and East River, separated from the main chan- 
 nel by the broad shoal off Gowanus Bay and by Governors Island. 
 
 DatEj Character and Cost. 
 
 1881. Original depth 7 to 12 feet. Original project provided for a 
 channel 200 feet wide and 18 feet deep, subsequently modi- 
 fied to make the depth 26 feet and width 800 feet in Bay 
 Ridge Channel, with 400 feet width in Red Hook Channel, 
 
 1899. which was completed in 1899 at a cost of about 
 
 In 1899 provision was made for making Bay Ridge and 
 Red Hook Channels 40 feet deep at mean low water and 
 1,200 feet wide, at a cost not exceeding $2,500,000. The 
 1907. River and Harbor Act of March 2, 1907, authorized a 35- 
 foot channel first, and later the 40-foot channel, upon which 
 has been expended. The original (1899) project is about 78 
 per cent, completed, which includes 40 feet depth in Bay 
 Ridge Channel for about one-half the authorized width, and 
 35 feet in depth in Red Hook Channel, except in spots. 
 
 $1,090,000.00 
 
 2,460,187.34 
 
 "The result of work done has been to enlarge Bay Ridge Channel 
 from 26 feet deep and 800 feet wide to 35 feet deep and 1,200 feet 
 wide, with 40 feet deep for half of that width, and to enlarge Red 
 "Hook Channel from 26 feet deep and 400 feet wide to 32 feet 
 deep and nearly 1,200 feet wide. The maximum available depth 
 through Bay Ridge Channel is 40 feet ; through Red Hook 33 feet ; 
 the length of the improvement is 41/^ miles." 
 
 [29] 
 
 (( 
 
 a 
 
 a 
 
 a 
 
 « 
 
% 
 
 1913. On July 1, 1913, the available balance was 
 
 exclusive of which $659,000 is estimated as necessary for the 
 project's completion. 
 
 $346,008.32 
 
 The effect of the improvement projected is undoubtedly to lower freight 
 rates; these rates depend so largely upon the amount of business in hand and upon 
 competition that it is impracticable to separate the effect of the improvement 
 upon rates. A notable effect has been the growth of foreign commerce and the 
 class of ships which carry it, many of which could not have entered Bay Ridge 
 Channel before its improvement. Diu'ing the past year one trans- Atlantic steam- 
 ship line has diverted part of its traffic to the head of the Bay Ridge Channel. 
 
 The funds appropriated by the River and Harbor Act of 1913 will be applied 
 to deepening the west half of Bay Ridge Channel to 40 feet and to extending the 
 40 feet depth into Red Hook Channel, to be done under a contract about to be 
 made. In view of the extent and importance of this improvement it is recom- 
 mended that a further continuing contract authorization be made for its comple- 
 tion, or at least for completing work on Bay Ridge Channel, this latter part of 
 the project being estimated to cost $1,091,000, or $300,000 in excess of funds here- 
 tofore appropriated. 
 
 CONEY ISLAND CHANNEL, NEW YORK HARBOR .— This channel 
 lies immediately south of Coney Island, at the southwestern extremity of Long Island, 
 and is the northerly one of five channels which cross the bar between New York lower 
 bay and the ocean. 
 
 Date^ Chakactee and Cost. 
 
 1900. Original depth of narrow channel was about 10 feet, which 
 in 1900 was dredged to a depth of 14 feet at the shoal (or 
 west) end and 500 to 560 feet wide, and was in 1905 again 
 
 1905. dredged to a width of 400 feet. 
 
 1907. In 1907 provision was made for a channel 20 feet deep 
 and 600 feet wide at mean low water, at an estimated cost 
 of $168,300 and $20,000 annually for maintenance. The 
 work has been about one-half completed at an expenditure 
 
 1913. of $108,960.53, to June 30, 1913, out of an appropriation of 
 
 Available funds are regarded sufficient for completion. 
 The present maximum draft is 18 feet at mean low water. 
 The mean rise of tide is 4^/^ feet. Total length of pro- 
 jected channel 1% miles. 
 
 [30] 
 
 $188,300.00 
 
 ) 
 
 
 T 
 
 
 Coney Island Channel has no distinctive head of navigation; it is a connecting 
 channel between New York Harbor and Jamaica Bay, and for dump scows be- 
 tween the harbor and the ocean. 
 
 The project was intended to secure a sufficient channel for the use of tows, 
 principally dump scows entering and leaving New York Harbor, in order to free 
 the main channels from this class of navigation. It is also used, and will be for 
 many years, as the conmiunicating channel between Jamaica Bay and New York 
 Harbor, and is the general route for transporting garbage and refuse to Barren 
 Island disposal works and for summer excursion boats to and from Coney Island 
 and Rockaway Beaches. 
 
 The commerce through Coney Island Channel consists mainly of ashes and 
 garbage to the Barren Island disposal works, of fuel and building materials, and 
 general merchandise, amounting in 1912 to 425,551 short tons. 
 
 During the summer months six steamers regularly carry excursionists to the 
 shore resorts at Coney Island and Rockaway Beach; the number carried by boat 
 in 1912 was 1,034,222. The effect of the improvement upon freight rates is small 
 and indeterminable. 
 
 FLUSHING BAY. — Flushing Bay is on the north shore of Long Island, 
 about 14 miles by water from the Battery, and is about 1 mile wide and 2 miles long. 
 Before improvement the controlling depth up to Flushing was 3.9 feet at mean low 
 water. Flushing Creek, a tidal stream about 250 feet wide at its mouth, flows into the 
 head of the bay. The head of navigation on the creek is about 8.5 miles above its con- 
 fluence with the bay. 
 
 Date, Character and Cost. 
 
 1879. Before improvement the controlling depth of channel was 
 1888. 3.9 feet at mean low water. The project adopted March 3, 
 1891. 1879, modified Sept. 19, 1888, and June 9, 1891, provided 
 for making and maintaining a channel 6 feet deep at mean 
 low water, at an estimated cost of $173,500, upon which 
 1913. there had been expended, to June 30, 1913, 
 
 inclusive of $24,985.54 for maintenance. On March 4, 1913, 
 a new project was adopted for a channel for a "channel 
 from the bay to the bridge 200 feet wide and 10 feet deep at 
 mean low water, at the beginning, narrowing toward its end 
 to 7 feet deep, at an estimated cost of $235,700. Up to June 
 30, 1913, no work had been done, on which date there was an 
 unexpended balance of 
 exclusive of $59,123.29 required to complete the project. 
 
 [31] 
 
 $173,652.28 
 
 317,601.26 
 
 Jf ^ 
 
t. 
 
 $197,500.00 
 
 NEWTOWN CREEK IMPROVEMENT. 
 
 Date^ Character and Cost. 
 
 This Creek, an inlet from the East River, extends inland between Brooklyn 
 and Queens Boroughs, for a distance of about four miles. 
 
 1880. The natural depth varied from the mouth to the head of 
 1884. navigation, respectively, from 12% to 4 feet. The original 
 project, adopted in 1880 and modified in 1884, provided a 
 channel 240 feet wide and 21 feet depth from the mouth to 
 Vernon Avenue Bridge ; thence to head of navigation on both 
 branches of channel, decreasing from 175 to 100 feet wide, 
 and from 18 to 10 feet depth, at an estimated cost of $255,- 
 500, in carrying out which there was was expended 
 
 1896. The existing project, adopted June 3, 1896, provided for a 
 uniform channel 125 feet wide and 18 feet deep from the 
 East River to the head of navigation in the creek, and in 
 English Kills, respectively, at the Metropolitan Avenue 
 Bridge, at an estimated cost of $450,000, subsequently re- 
 
 1907. duced to $213,000. On March 4, 1907 the sum of $15,000 
 was appropriated for widening the entrance, increasing the 
 
 1913. total estunate to $228,000. Up to June 30, 1913, there had 
 been expended (inclusive of $65,047.25 for maintenance) on 
 the work, about 90 per cent, completed, 
 at which time there was an unexpended balance of 
 exclusive of which it was estimated that $30,000 could be 
 profitably expended for maintenance of improvement. 
 
 The channel requires extensive redredging. The maximum draft that could be 
 carried over the shoalest part of the channel on June 30, 1913 at mean low water, was 
 about 14 feet. The mean range of tides is about 4% feet. The total length of navi- 
 gable channel is about 4 miles. In 1903 there were 2,675,025 short tons, valued at 
 $90,535,640, and in 1912 there were 4,921,843 short tons, valued at $225,416,029 carried 
 in this creek. 
 
 The increased depth resulting from this improvement has greatly benefited 
 commerce. Freight rates have been reported as greatly reduced by it. It is diffi- 
 cult if not impracticable to ascertain details; but the large and valuable com- 
 merce of this water is the best index to the effect of the improvement. 
 
 WALLABOUT CHANNEL, N. Y.— This channel consists of a waterway 
 extending in a half circle around the inside of the island known as Cob Dock, which 
 lies in Wallabout Bay, a slight indentation of the East River, off the United States 
 Navy Yard at Brooklyn, and is part of United States property. Wallabout Channel 
 
 [32] 
 
 268,811.06 
 44,919.02 
 
 ^ 
 
 i 
 
 T 
 
 .y 
 
 /'> 
 
 $18,173.69 
 17,826.81 
 
 is separated in two parts, called "east" and "west" channels, and connects with the 
 East River east and west of Cob Dock. The east channel, which is about 2,000 feet 
 long and from 250 to 350 feet wide, with available depth of from 16 to 20 feet along 
 the line of deepest water, diminishing to 5 feet along the sides, is the part embraced in 
 the approved project for improvement. 
 
 Date, Character and Cost. 
 
 1899. The existing project, adopted in 1899, is to secure a depth of 
 20 feet at mean low water and widths ranging from 250 to 
 350 feet from the entrance at the East River, which was se- 
 cured in 1900 at a cost of 
 
 1913. in addition to which, to June 30, 1913, maintenance had cost 
 which leaves an unexpended balance, with no further work 
 needed, the present work adequately sufficing for present 
 need of 4,000.00 
 
 BRONX RIVER.— 15 miles long, flowing south into shallow bay 1 mile long, 
 300 to 4,500 feet wide, which opens into East River at Hunt's Point. Navigable part 
 of river, 50 to 300 feet wide, lies wholly within limits of Greater New York, extends 
 2% miles from mouth to dam at East 177th Street (West Farms) . Projected channel 
 extends from deep water in East River to dam, about 3I4 miles. 
 
 Date, Character and Cost. 
 
 1896. The original project, adopted June 30, 1896, provided for a 
 channel 4 feet deep at mean low water, from 100 feet wide 
 at mouth to 50 feet wide at head of navigation, at an esti- 
 
 1913. mated cost of $85,985. There had been expended, 
 
 to June 30, 1913, of which $26,909.23 was for maintenance. 
 Existing project, adopted March 4, 1913, provides for a 
 channel 10 feet deep at mean low water and a bottom width 
 of 100 feet, with increases at bends, including a turning 
 basin at the head of the improvement. It provides for 
 maintenance of channel excavated under 1896 project. The 
 estimated cost of the new project is $930,000, and $3,000 to 
 $4,000 annually for maintenance. On June 30, 1913, the 
 unexpended balance on the new project amounted to 
 in addition to which, on the 1896 project, there remains an 
 unexpended balance of 
 
 As a result of the improvement made under the project of June 3, 1896, the 
 cost of transportation has been reduced and the commerce of the river has grown 
 to such proportions that interruptions and delays to traffic are of daily occurrence. 
 
 [33] 
 
 $95,966.70 
 
 130,000.50 
 
 542.95 
 
 I 
 
The channel provided for under the existing project is intended to remedy this 
 evil, but traffic conditions will not be relieved until this deeper and wider chan- 
 nel has been completed up to the railroad bridge at least. The additional ap- 
 propriation recommended will be applied to this purpose. 
 
 EAST CHESTER CREEK, NEW YORK. — This creek, also known as 
 Hutchinson River, empties into East Chester Bay in the north shore of Long Island 
 Sound about 12 miles west of Connecticut State line and about 21 miles, by water, east 
 of the Battery, New York City. Its source is about 9 miles slightly east of north from 
 its mouth. The bay is about 3 miles long and 1,000 feet to 1% miles wide. 
 
 1873. 
 1891. 
 
 1910. 
 
 $89,091.22 
 26,410.78 
 
 1913. 
 
 29,918.24 
 34,048.56 
 
 Date^ Chakactek and Cost. 
 
 The original project, adopted in 1873, and modified in 1891 
 provided for a channel 100 feet wide and 9 feet deep, mean 
 high water, from deep water in East Chester Bay, at an esti- 
 mated cost of $89,091.22, completed in 1899 at a cost of 
 since which, up to June 30, 1910, there had been expended 
 for maintenance 
 
 Existing project was adopted June 25, 1910, and provided 
 for a channel 5 feet deep at mean low water and 150 feet 
 wide at mouth to 70 feet wide near head, at an estimated 
 cost of $103,000, and $3,000 annually for maintenance. 
 About 29 per cent, of the work had been completed up to 
 June 30, 1913, up to which time there had been expended on it 
 On July 1, 1913, the available balance amounted to 
 it being estimated that $39,000 is required to complete it. 
 The mean range of the tide is 7.1 feet. Length of section 
 improved under previous projects is about 2% miles. The 
 total navigable channel from the East River is about 5 miles, 
 of which 3 miles is included in the present project. 
 
 The tonnage and value of the commerce of this creek, mainly in building mate- 
 rial, coal, oil, steel, and products, were 104,655 short tons in 1903, valued at $572,800, 
 and 116,734 short tons in 1912 valued at $784,684. 
 
 The effect of this improvement under past projects has been to increase the 
 number of firms carrying on business along this stream. So far as has been 
 learned, this improvement has made no change in railroad freight rates, but the 
 effect has been to increase waterborne conmierce, for which freight rates are lower 
 than rail rates. Work under the present project has not progressed sufficiently 
 to have any appreciable effect on commerce. 
 
 [34] 
 
 V^ 
 
 k < 
 
 WESTCHESTER CREEK, NEW YORK .— This is a small stream lying 
 wholly within the limits of Greater New York, extending from an estuary in the north 
 shore of the East River northward a distance of about 4 miles. The estuary is about 1 
 mile long and 500 to 3,000 feet wide. 
 
 Date^ Character and Cost. 
 
 1910. Original depth of channel was navigable for vessels drawing 
 3% feet, and it was from 20 to 80 feet wide. Existing, which 
 was original, project, provides for a channel 8 feet deep at 
 mean low water and 100 feet wide across the estuary, to 60 
 feet wide at head of navigation. The estimated cost is $54,- 
 780 and $2,000 annually for maintenance. The expendi- 
 
 1913. tures up to June 30, 1913, amount to 
 leaving an unexpended balance of 
 
 $43,837.61 
 8,714.09 
 
 About 47 per cent, of the work has been completed. The max- 
 imum draft at mean low water was 8 feet at the lower and 
 6 feet at the upper section of the work. Mean range of 
 tides about 6.8 feet. The length of the section completed as 
 projected is about 1 6/10 miles, and of the partly improved 
 section about 1 1/16 miles. 
 
 The tonnage and value of the commerce of this creek, consisting mainly of build- 
 ing materials, coal, etc., were 50,000 short tons in 1890, valued at $242,000, and 169,164 
 short tons in 1912, valued at $733,236. 
 
 While the work thus far accomplished has caused a considerable reduction in 
 delays to waterborne conmierce, it is too early for the improvement to have had 
 any effect on freight rates. 
 
 JAMAICA BAY, NEW YORK.— This bay lies wholly within the limits of 
 New York City in the south shore of Long Island. It is approximately 8 miles long 
 and 4 miles wide, and covers an area of about 32 square miles. It is connected with 
 the ocean at Rockaway Inlet by a shifting channel having a least depth over the bar 
 of about 13 feet at mean low water when surveyed in 1908, increasing to about 50 
 feet inside of Rockaway Point. Low lying hummocks in the bay and bounding marshes 
 reduce the water area to about 25 square miles. Numerous channels, varying both in 
 depth and width, pass between the hummocks and along the shores of the bay, some of 
 which are not navigable at ordinary low water. 
 
 [35] 
 
1907, 
 1909. 
 
 1910. 
 
 1911. 
 
 1912. 
 
 1913. 
 
 JAMAICA BAY IMPROVEMENT. 
 Date^ Character and Cost. 
 
 The Engineers of the United States Army presented favor- 
 able reports for the improvement of Jamaica Bay by the 
 construction of a preUminary channel 18 feet in depth and 
 500 feet in width along the westerly and northerly shores, 
 which channel should ultimately be increased to 30 feet in 
 depth and 1,000 feet in width, it being recommended that 
 appropriations be made for this purpose provided the 
 Secretary of War should be satisfied that the City of 
 New York was committed to the general improvement of 
 Jamaica Bay, and upon the further proviso that the actual 
 work of dredging be performed and the money expended by 
 the City, reimbursement being made to it by the United 
 States Government for dredging at a rate not exceeding eight 
 cents per cubic yard. The entrance channel was to be opened 
 and maintained by the United States Government without 
 assistance from the City. 
 On June 25, 1910, Congress appropriated 
 as recommended by the Army Engineers, to become 
 available upon the certificate of the Secretary of War. 
 On January 11, 1911 the City of New York appropriated 
 the sum of $1,000,000 for the improvement of Jamaica 
 Bay, and as a result the Secretary of War declared himself 
 satisfied as to the intention of the City and the appropriation 
 became available. 
 
 The River and Harbor Act of this year appropriated the 
 sum of 
 
 for reimbursement of the City of New York for dredging of 
 
 interior channels. 
 
 The River and Harbor Act this year appropriated 
 
 for the same purpose. 
 
 Total appropriations by Congress 
 
 The following appropriations and expenditures have been 
 
 made by the City of New York for the Jamaica Bay 
 
 Improvement : 
 
 Appropriations: 
 
 July 1, 1910, for preliminary surveys, 
 February 9, 1911, for construction of bulkhead, 
 Februray 9, 1911, for dredging in main channel, 
 February 9, 1911, for acquiring lands, the precise 
 location to be determined by joint action by the 
 Commissioners of the Sinking Fund, 
 Total Appropriations 
 
 [36] 
 
 1 ' 
 
 $250,500.00 
 
 i 
 
 } 
 
 $300,000.00 
 
 300,000.00 
 
 $850,500.00 
 
 j.> 
 
 $50,000.00 
 
 50,000.00 
 
 150,000.00 
 
 750,000.00 
 $1,000,000.00 
 
 $50,000.00 
 
 1,115.71 
 
 154,884.00 
 
 76,139.21 
 
 129,860.50 
 68,978.15 
 
 On October 7, 1911, $76,000 was transferred from the Land 
 account to the Dredging account. 
 
 There has been expended by the City of New York : 
 
 For preliminary surveys. 
 
 For construction of bulkheads and retaining walls. 
 
 For dredging 
 
 of which $129,860.50 has been refunded by the 
 
 United States Government under its agreement. 
 
 No land has been purchased . 
 
 There has therefore been a total net expenditure by the 
 City of New York to date of 
 
 Net expenditure of the United States Government : 
 
 On interior channels. 
 On entrance channels. 
 
 Total expenditure U. S. Govt, and N. Y. City on Jamaica 
 
 Bay to date : $274,977.86 
 
 Extension of the interior channel is delayed by legal contests as to ownership of lands 
 under water. 
 
 The commerce during 1912 consisted chiefly of fuel, building and road 
 materials, fish and shellfish, oil, general merchandise, and ashes and refuse, in amount 
 425,551 tons valued at about $5,150,000. 
 
 SHEEPSHEAD BAY, NEW YORK .— Sheepshead Bay, a tidal arm of the 
 sea separating the eastern end of Coney Island from the main land of Long Island, is 
 situated entirely within the city limits of Greater New York, 15 miles by water from 
 the Battery. The bay is about li/g miles in length and one-fifth of a mile in average 
 width. The entrance is obstructed by a sand bar, over which there is approximately 
 only 3 feet of water at low tide. Within the bay there is a good channel, with depths 
 suflScient to meet the present needs of navigation. 
 
 1879. 
 
 1912. 
 1013. 
 
 Date, Character and Cost. 
 
 The first improvement, at first (in 1879) estimated to cost 
 $100,000, subsequently modified to $34,200 (in 1882) pro- 
 vided a channel 100 feet wide and 6 feet deep at mean low 
 water, to connect the bay with Dead Horse Inlet, the ex- 
 pense of dredging amounting to 
 
 in addition to which there was also expended for other pur- 
 poses 
 
 A project adopted in 1912 provides for a channel 6 feet 
 deep at mean low water and 100 feet wide, about 2,200 feet 
 in length, on which to June 30, 1913, there had been expended 
 
 [37] 
 
 $21,000.00 
 5,000.00 
 
 1,442.56 
 
r 
 
 leaving an unexpended balance of 
 
 The maximum draft that could be carried over the shoalest 
 part of the channel, on June 30, 1913, was 4 feet at mean 
 low tide. Mean range of tide 4.8 feet. 
 
 $12,158.87 
 
 HARLEM RIVER, NEW YORK. — The Harlem River and Spuyten Duy- 
 vil Creek, both included in the improvement, are two waterways of a joint length of 
 about 8 miles which join at Kingsbridge, N. Y., and separate Manhattan Island from 
 the mainland. 
 
 ii 
 
 *< 
 
 DatEj Construction and Cost. 
 
 1874. The original project provided for a depth of 12 feet at mean 
 low water, the cost of which totaled 
 
 1878. The existing project, adopted in 1878, provided for a channel 
 from the Hudson to the East River 15 feet deep at mean 
 low water, and 350 feet wide, at an estimated cost of 
 
 1879. $2,100,000. This was modified in 1879, increasing the pro- 
 posed width to 400 feet, except through Dyckman's Cut, 
 where the width was not changed, but the depth was increased 
 to 18 feet, at an estimated cost of $2,700,000. Subsequent 
 
 1886. modifications were adopted in 1886, and again in 1893, re- 
 
 1893. ducing the width of channel in vicinity of Washington 
 Bridge to 375 and to 354 feet, respectively, with no change in 
 
 1913. estimated cost. The act of March 4, 1913, provided for en- 
 larging the project by straightening the channel at John- 
 son's Iron Works, at a cost of $850,000. Estimated cost of 
 enlarged project is $3,550,000, on which 
 
 1913. had been expended up to June 30, 1913, about 44 per cent, 
 of the work being completed. The balance on hand was 
 on June 30, 1913, exclusive of which $1,628,000 is estimated 
 as necessary for its completion. 
 
 $188,875.56 
 
 1,683,678.01 
 218,187.61 
 
 The tonnage and value of the conmierce of this river, which is general in char- 
 acter, were 7,533,594 short tons in 1895, valued at $203,707,376, and in 1912 they were 
 15,376,742 tons, valued at $742,503,048. 
 
 The opening of the Harlem River to navigation has resulted in greatly in- 
 creasing the areas of Manhattan and Bronx Boroughs, to which heavy freight can 
 be brought by water with a marked saving in cost. 
 
 [38] 
 
 I 
 
 j'^ 
 
 ^ 
 
 $319,062.64 
 
 ARTHUR KILL, OR STATEN ISLAND SOUND, AND CHANNEL 
 NORTH OF SHOOTERS ISLAND, BETWEEN NEW YORK AND NEW 
 JERSEY. — (a) Aethue Kill, or Staten Island Sound, New York and New 
 
 Jersey. — This is a waterway about 12 miles long, which, together with the lower end of 
 Newark Bay, 2 miles long, and the Kill van Kull, 3 miles long, forms the inland water, 
 way between upper New York Bay and Raritan Bay. The section now contemplated 
 under this improvement consists of 14 miles of channel between Kill van Kull and Rar- 
 itan Bay. The State line between New York and New Jersey follows the center of 
 this waterway. 
 
 Date, Character and Cost. 
 
 1874. The improvement originally authorized in Arthur Kill, or 
 
 1880. Staten Island Sound, was modified in 1880 and further 
 
 1888. modified in 1888, providing a channel 14 feet deep at mean 
 low water, and 400 feet wide through the shoal in Newark 
 Bay, Steep Point was removed, and a channel dredged in 
 Lemon Creek to 8 feet depth at high water, at an expense of 
 
 1902. In 1902 a channel from Kill van Kull to Raritan Bay was 
 authorized, to be 300 feet wide and 21 feet deep at mean low 
 water, at an estimated cost of $696,000 and $5,000 a year for 
 maintenance, subsequently increased to $25,000 on which to 
 June 30, 1913, there had been expended 
 
 1913. On March 4, 1913, a project was approved for a channel 25 
 feet deep at mean low water and a width of 400 feet, with a 
 suitable turning basin at mouth of Fresh Kills, at an esti- 
 mated cost of $2,130,000 and $50,000 for annual mainten- 
 ance, on which, to June 30, 1913, there had been expended 
 leaving an unexpended balance of 
 also an unexpended balance from previous projects of 
 exclusive of which $1,630,000 it is estimated will be required 
 to complete the project. 
 
 (b) For the Channel north of Shooters Island, about one mile 
 long, 300 feet wide and 16 feet deep at mean low water, it 
 is estimated $280,115 with $5,000 for annual maintenance will 
 
 1910. be necessary, provision for which was made in 1910 and on 
 which there had been expended to June 30, 1913 
 on which date there was an unexpended balance of 
 exclusive of which $60,115.00 is estimated as needed for its 
 completion. 
 
 [39] 
 
 654,929.12 
 
 306.35 
 
 499,702.00 
 
 73,716.60 
 
 166,656.11 
 53,343.89 
 
li 
 
 1 . 
 
 II 
 1 
 
 ;i 
 
 li: I 
 
 The freight carried through this waterway consists of oil, coal, ores, clay 
 products, chemicals, fertilizers, grain, machinery, manufactures, and general mer- 
 chandise, and amounted in 1905 to 11,721,861 short tons valued at $265,193,813, 
 and in 1911 amounted to 30,525,094 short tons valued at $515,437,656. 
 
 HUDSON RIVER CHANNEL, NEW YORK HARBOR .— The Hudson 
 River empties into the Upper Bay of New York Harbor at the Battery, Manhattan 
 Island, New York City. Its source is in the Adirondack Mountains, about 250 miles 
 slightly west of north from its mouth. The section of the river included in the project 
 for improvement under the title of "Hudson River Channel" extends from a line 
 joining the Battery and Ellis Island to the northern limits of New York City, about 
 2% miles north of the mouth of Spuyten Duyvil Creek, a total distance of about 16 
 miles. The width of the river at this section measured between established pierhead 
 lines are, at the Battery, normal to the Manhattan shore, 3,900 feet, gradually 
 decreasing to 2,750 feet between Castle Point, N. J., and West 14th Street, Manhattan, 
 and 2,725 feet at West 59th Street; then widening to 5,400 feet at Spuyten Duyvil 
 Creek, whence it maintains a uniform width to the northern boundary of New York 
 City. A depth of 40 feet at mean low water can be carried from the Atlantic Ocean 
 through the eastern side of the stream up to and beyond the northern limits of the sec- 
 tion. On the west shore from a short distance above Ellis Island to about opposite 
 West 10th street. New York City, is a shoal covering about two-thirds of the channel 
 width. In a report dated January 9, 1913, favorably acted upon by the Secretary of 
 War and the Chief of Engineers, the New York Harbor Line Board makes the follow- 
 ing comment on this reach of the river: 
 
 This shoal now narrows the fairway of the 40-foot channel required by the 
 largest steamships to a minimum width of 1,100 feet near Franklin Street, and 
 makes difficult, if not impossible, the entrance to slips there by the largest type of 
 steamers. The removal of all or a portion of this shoal is required to make the use 
 of long piers in this section available, and this can easily be effected by dredging. 
 Such dredging would increase the cross-sectional area and decrease current veloc- 
 ities accordingly, so that the contraction which would be caused by the straightened 
 lines would not be injurious. The board would therefore recommend such rectifi- 
 cation. The dredging should be provided for by Congress at an early date and 
 the project for work in the lower Hudson modified accordingly. 
 
 From opposite West 10th Street, New York City, to about opposite West 50th 
 Street, the depths range from 33 to 43 feet along the pierhead line. At the latter 
 point a shoal begins, gradually extending out into the stream until it reaches its maxi- 
 mum about opposite West 131st Street, where the 30-foot contour is 1,650 feet east of 
 
 [40] 
 
 A 
 
 ♦ 
 
 the west bulkhead line. From a point opposite West 87th Street, New York City, the 
 18-foot contour extends outside of the pierhead line, reaching a maximum distance of 
 1,000 feet about opposite West 122d Street. On the east shore between West 23d 
 Street and West 30th Street the 30-foot contour is at an average distance of about 
 100 feet outshore of the pierhead line, and at West 34th Street repeated dredging by 
 local authorities from 50 to 100 feet outshore of the pierhead line is necessary to main- 
 tain a depth of 30 feet. A rock ledge comparatively small in area situated about 1,000 
 feet from Pier A at the Battery projects somewhat above the project depth of 40 feet 
 at mean low water, and a short distance north of Spuyten Duyvil Creek, near the 
 eastern shore of the river, a small shoal situated in about 16 feet of water is a menace to 
 navigation. 
 
 $25,000.00 
 
 1875. A project approved on March 3, 1875, provided for a chan- 
 nel 25 feet deep at mean low water, at a cost of $101,807.20, 
 on which there was expended 
 1877. before the work was discontinued in 1877. The existing pro- 
 1913. ject was approved March 4, 1913, and provides for a chan- 
 nel 800 feet wide and 30 feet deep at mean low water, from 
 deep water off Ellis Island to Newark Street, Hoboken; the 
 removal of a shoal in the waterfront of Hoboken from the 
 foot of Newark Street to Castle Point, to a depth of 40 feet ; 
 a channel 550 feet wide and 26 feet deep along the Wee- 
 hawken-Edgewater shore ; the removal of a ledge-rock about 
 1,000 feet southwest of Pier A at the Battery to a depth of 
 40 feet; the removal of a shoal on the New York side, from 
 West 19th Street to West 32d Street, to a depth of 40 feet; 
 and the removal of an obstruction north of Spuyten Duyvil 
 to the depth of the surrounding bottom, at an estimated cost 
 of $1,570,000, of which the sum of 
 was appropriated, of which but little had been expended on 
 June 30, 1913, there being an available balance of $177,- 
 578.75, exclusive of which $1,370,000 it is estimated will be 
 necessary to complete the contract. 
 
 The tonnage of commerce handled in the Hudson River Channel (North 
 River) in 1912, amounted to about 72,000,000 tons, of which 41,000,000 tons were 
 handled from piers in Manhattan Borough, New York City, and 31,000,000 tons 
 from piers in New Jersey at and above Jersey City to Fort Lee. 
 
 Owing to the great variance in the character of the traffic in the North River, 
 and the exceedingly large number of craft of all classes arriving at and departing 
 from the various piers and passing through the channel to points beyond, it is 
 impracticable to secure reliable information on the subject. 
 
 The work accomplished under the project to June 30, 1913, has benefited 
 the trans-Atlantic steamships by securing a depth which enables the largest of 
 them to arrive at and depart from their berths in Hoboken at all stages of the tide. 
 
 [41] 
 
 200,000.00 
 
 
 M 
 
 m 
 

 AMBROSE CHANNEL EXTENSION INTO UPPER BAY 
 
 Awaiting Adoption by Congress 
 
 In the river and harbor act of March 3, 1913, a preliminary examination was 
 ordered of channel opposite anchorage grounds in upper New York Bay, "with a 
 view to improving channel." The district engineer. Col. S. W. Roessler, Engineer 
 Corps, U. S. Army, in reports to the Chief of Engineers, United States Army, dated 
 August 15 and October 30, 1913, respectively, has complied with the requirements of 
 the river and harbor act, and reports in favor of such improvement, his reports being 
 approved by the Division Engineer, Col. W. M. Black, and by the Board of Army 
 Engineers for Rivers and Harbors, and by the Chief of Engineers, said reports being 
 transmitted to the Speaker of the House of Representatives by Secretary of War Gar- 
 rison in a letter dated January 10, 1914, and the whole published as "Document No. 518, 
 House of Representatives, 63rd Congress, 2nd session." From these it appears that the 
 anchorage grounds are located along the New Jersey shore on the westerly side of the 
 main channel of the upper bay. Abreast of man-of-war anchorage, opposite Tompkins- 
 ville, Staten Island, the available 40-foot channel has a width of only 450 feet, while 
 abreast of the general anchorage opposite Robbins Reef the channel width is still 
 further reduced to 370 feet. "These widths," say the reports, "are entirely inade- 
 quate for the deep-draft vessels engaged in commerce at this port," on account of 
 which it is deemed advisable for the United States to provide a channel through the 
 upper bay 2,000 feet wide and 40 feet deep, skirting the easterly side of the anchor- 
 age grounds, at an estimated cost of $830,000. This is regarded as an extension of 
 the Ambrose Channel, with whose dimensions it will correspond, and as an enlarge- 
 ment of the existing project for improving New York Harbor. Fifty thousand dol- 
 lars a year is reconmiended for maintenance and an initial appropriation of $250,000, 
 "with subsequent appropriations of similar amount annually until the work is fin- 
 ished." 
 
 The project has been considered by the leading commercial organizations of the 
 city of New York, and unanimously approved by them. This channel will widen the 
 fairway which is the main avenue of approach to the docks on the North and East 
 Rivers, at which the bulk of the port's traffic is carried on. Col. Roessler says: "In 
 my opinion the proposed improvement is fully justified as to nature and extent by the 
 present and prospective commercial and navigation interests involved and sufficient to 
 accommodate the largest vessels now in service or in contemplation." He thinks the 
 work may be completed inside of four or five years. The approval of Congress is still 
 required for this project. 
 
 [42] 
 
 1 
 
 '>^' 
 
 APPROPRIATIONS FOR THE IMPROVEMENT OF THE RIVERS 
 AND HARBORS OF THE UNITED STATES FROM THE 
 FOUNDATION OF THE GOVERNMENT UP TO JUNE 30, 1913: 
 
 Following is a careful compilation made up from data in the possession of the 
 United States Government, showing the amount of the appropriations for the improve- 
 ment of the rivers and harbors of the United States, by the Congress of the United 
 States from the foundation of the Government up to June 30, 1913, and such other 
 contributions as are of record as having been made by States, municipalities, individ- 
 uals and private interests for the same purpose : 
 
 Total appropriations by United States for rivers and harbors to 
 
 June 30, 1912 $697,311,347.06 
 
 River and Harbor Act, July 25, 1912 31,059,370.50 
 
 Appropriations, Sundry Civil Act, August 24, 1912 9,500,250.00 
 
 River and Harbor Act, March 4, 1913 41,073,094.00 
 
 Appropriations, Sundry Civil Act, June 23, 1913 10,045,795.00 
 
 Deficiency Act, March 4, 1913 1,157.89 
 
 Permanent annual appropriations 297,600.00 
 
 Total $789,288,614.45 
 
 Individual appropriations, care of canals, removing sunken 
 
 vessels, etc $ 2,338,115.74 
 
 Related expenditures, California Debris Commission, pre- 
 vention of deposit in New York Harbor, International 
 Waterways Commission, engineer school for river and 
 harbor instruction 217,010.00 
 
 The above statistics show a grand total of expenditures for rivers and har- 
 bors and related work from the earliest operations of the Government up to the 
 
 present time of 
 
 $791,843,740.19 
 
 This of course takes no account of appropriations for Panama Canal, upon which 
 there had been expended up to December ji, igi3, a total of $ji4,y26,yiy.yj. 
 
 During the past year the expenditures under the Mississippi River Commis- 
 sion for improvements, for protectionof levees and for rebuilding levees damaged 
 by floods, amounted to $5,946,817.15. 
 
 The minimum estimate relative to rivers and harbors for the year ending June 30, 
 1915, is $41,655,155. 
 
 [43] 
 

 1 1 
 
 AMOUNT EXPENDED BY UNITED STATES UPON IMPROVEMENT OF CHANNELS 
 IN THE HARBOR OF NEW YORK AND FOR MAINTENANCE OF SAME 
 
 Prom 
 
 Establishment of 
 
 Government antil 
 
 June 80, 1911 
 
 $706,490.97 
 
 29,000.00 
 
 73,598.68 
 
 630,024.51 
 
 64,574.18 
 
 Project 
 
 Arthur Kill, between Staten Island and New Jersey 
 and channel north of Shooters Island, between 
 New York and New Jersey 
 
 Bronx River 
 
 Bronx River and East Chester Creek 
 
 Buttermilk Channel 
 
 Canarrie Bay 
 
 Coney Island Channel 
 
 E«t Chester Creek ^'^^^'^^ 
 
 E«t River and Hell Gate 4,827,517.50 
 
 Flushing Bay 
 
 Gcdney*s Channel 
 
 Gowanus Bay 
 
 Harlem River 
 
 Hudson River Channel, New York Harbor 
 
 Jamaica Bay 
 
 Newton Creek 
 
 Daring 
 
 two Fiscal 
 
 Years ending 
 
 June 30, 1913 
 
 $152,038.35 
 15,639.48 
 
 122,595.53 
 
 200,000.00 
 
 3,468,107.62 
 
 1,585,000.00 
 
 10,449.15 
 
 445,498.00 
 
 New York Harbor (including Ambrose Channel) 6,979,622.14 
 
 Sandy Hook Channel 
 
 Sheepshead Bay 
 
 Staten Island Channel, between New York and New Jersey 
 
 Staten Island Ice breaker 
 
 Wallabout Channel 
 
 Westchester Creek 
 
 Totel 
 
 78,883.20 
 26,000.00 
 275,000.00 
 19,482.20 
 36,000.00 
 5,000.00 
 
 14,806.07 
 53,395.00 
 27,781.49 
 309,477.97 
 12,124.25 
 
 409,542 88 
 
 118,639.33 
 
 2.826.69 
 
 68,461.98 
 
 26,661.65 
 
 *383,511.69 
 
 1,442.56 
 
 6,697.44 
 38,837.61 
 
 $19,673,745.00 $1,641,884.44 
 
 ♦$14,000.09 "reimbursable." 
 
 $19,673,745.00 
 
 1,641.884.44 
 
 Gross totel .$21,315,639.44 
 
 Deduct amount "reimbursable ** . . . 
 
 14,000.09 
 
 Net totel. 
 
 .$21,301,639.35 
 
 Percentegc of totel amount appropriated by United Stetes for Rivers and 
 Harbors Improvements to June 30, 1913 
 
 -^f ^ 
 
 \ 
 
 EXPENDITURES BY UNITED STATES ON RIVERS AND HARBORS IN NEW YORK STATE 
 
 PROJECT 
 
 From Establishment From 
 
 of Government July 1, 1911 to 
 to June 80, 1911 
 
 Arthur Kill, between Steten Island and New Jersey.. $706,490.97 
 
 Black River 42,071 .14 
 
 Black Rock Harbor 2,385,792.58 
 
 Bronx River 29,000.00 
 
 Bronx River and East Chester Creek 73,598. 68 
 
 Browns Creek 34,000.00 
 
 Buffalo Harbor 5,625,956.05 
 
 419,452.54 
 630,024.51 
 
 64,574.18 
 116,984.27 
 
 57,410.00 
 704,766.85 
 
 980,633.69 
 90,901.32 
 East River and Hell Gate 4,827,517.50 
 
 Buffalo Entrance to Erie Basin and Black Rock Harbor . 
 
 Buttermilk Channel 
 
 Canarsie Bay 
 
 Cape Vincent Harbor 
 
 Catteraugus Creek ■ 
 
 Charlotte Harbor 
 
 Coney Island Channel 
 
 Dunkirk Harbor 
 
 East Chester Creek 
 
 46,110.00 
 122,595.53 
 200,000.00 
 
 63,000.00 
 9,000.30 
 
 2.68 
 
 Echo Bay, New Rochelle 
 
 Flushing Bay 
 
 Gedneys Channel 
 
 Glencove Harbor 
 
 Grass River at Massena 
 
 Gowanus Bay 3,468,107.62 
 
 Great Chazy River 17,931 .02 
 
 Great Sodus Bay 659,544.59 
 
 Great South Bay 68,997.00 
 
 Greenport Harbor ^ 44,715 .98 
 
 Harlem River 'l,585,000.00 
 
 Hempstead Harbor 996 . 48 
 
 Hudson River 5,307,644.56 
 
 Hudson River Channel, New York Harbor 
 
 Huntington Harbor 
 
 Jamaica Bay • 
 
 Lake Champlain 
 
 Breakwater at Rouses Point 
 
 Narrows of Lake Champlain, New York and Vermont 
 
 Lake Erie, entrance to Black Rock Harbor and Erie Basin 
 
 Larchmont Harbor 
 
 Little Sodus Bay 
 
 Mamaroneck Harbor. 
 
 64,989.06 
 10,449.15 
 
 98,467.55 
 
 63,500.00 
 636,643.00 
 
 76,879.06 
 466,758.16 
 
 40,000.00 
 
 June 30, 1913 
 $152,038.35 
 
 1,183,065.76 
 15,639.48 
 
 7,102.56 
 135,615.50 
 
 14,806.07 
 31,045.79 
 
 68,166.30 
 53,396.06 
 
 27,781.49 
 
 309,477.97 
 
 5,303.57 
 
 12,124.25 
 
 ♦39,541.29 
 30,816.88 
 
 118,639.33 
 
 39,027.11 
 
 860,528.04 
 
 2,826.69 
 
 Unexpended 
 
 Balances, on 
 
 June 80, 1913 
 
 $671,362.81 
 
 793,231.36 
 130,543.45 
 
 9,826.31 
 524,188.93 
 
 39,090.67 
 
 48,307.06 
 79,376.47 
 
 101,502.66 
 34,048.66 
 
 834,814.98 
 7,246.00 
 
 409,642.88 346,008.32 
 
 21,953.83 
 29,504.46 
 
 218,187.61 
 
 12,636.91 
 
 2,102,181.00 
 
 177,678.75 
 
 68,461.98 721,581.02 
 
 9,047.88 
 
 87.90 
 
 29.418.46 
 
 1.767.34 
 
 6,798.16 
 
 7,847.26 
 29,611.22 
 27,899.76 
 
 [44] 
 
 [45] 
 
EXPENDITURES ON RIVERS AND HARBORS IN NEW YORK STATE— Continued 
 
 PROJECT 
 
 Mattituck Harbor 
 
 New Rochelle Harbor 
 
 Newton Creek 
 
 New York Harbor, including Ambrose Channel 
 
 Niagara River 
 
 Oak Orchard Harbor 
 
 Ogdensburg Harbor 
 
 Olcott Harbor 
 
 Oswego Harbor 
 
 Patchogue River . . . . 
 
 Peconic River 
 
 Peekskill Harbor 
 
 Plattsburg Harbor 
 
 Port Chester Harbor 
 
 Port Jefferson Harbor 
 
 Port Jefferson, Mattituck, Huntington, Glen Cove, 
 Flushing Bay, Canarsie Bay and Sag Harbor Harbors 
 
 Portland Harbor 
 
 Port Ontario Harbor 
 
 Pultney ville Harbor 
 
 Rondout Harbor 
 
 Rondout and Peekskill Harbors 
 
 Sacketts Harbor 
 
 St. Lawrence River 
 
 Sag Harbor 
 
 Sandy Creek 
 
 Sandy Hook Channel 
 
 Saugerties Harbor 
 
 Sheepshead Bay 
 
 Staten Island Channel, between New York and New Jersey 
 
 Staten Island ice breaker 
 
 Sumpawamus Inlet 
 
 Ticonderoga River 
 
 Tonawanda River and Niagara River> • • 
 
 Tarrytown Harbor 
 
 Waddington Harbor 
 
 Wallabout Channel 
 
 Wappingers Creek 
 
 Westchester Creek 
 
 Whitehall Harbor 
 
 Wilson Harbor 
 
 Wilson and Orchard Harbors 
 
 From Bstablishment 
 of Government 
 to June 80, 1911 
 
 $15,000.00 
 
 23,174.79 
 
 445,498.00 
 
 6,979,622.14 
 
 75,912.48 
 
 204,740.16 
 
 392,570.45 
 
 173.523.02 
 
 2,292,437.07 
 
 40,000.00 
 
 25,000.00 
 
 19,400.00 
 
 188,789.09 
 
 121,500.00 
 
 137,512.68 
 
 229,721.00 
 56,442.36 
 49,663.36 
 84,378.19 
 
 118,000.00 
 30,600.00 
 19,477.45 
 68,000.00 
 134.29 
 127.44 
 78,883.29 
 
 107,500.00 
 26,000.00 
 
 275,000.00 
 
 19,482.20 
 
 7,000.00 
 
 16,500.00 
 
 655,427.55 
 16,000.00 
 35,500.00 
 36,000.00 
 20,500.00 
 5,000.00 
 33,000.00 
 72,500.00 
 3,372.22 
 
 From 
 July 1, 1911 to 
 June 80, 1918 
 
 $26,661.65 
 451,861.22 
 
 t98,268.75 
 
 1,677.78 
 
 125.258.01 
 
 12,869.20 
 23,448.17 
 
 131.84 
 14,068.65 
 
 10,210.34 
 1,442.56 
 
 11,084.22 
 
 6,697.44 
 
 5,855.06 
 
 38,837.61 
 
 Unexpended 
 Balances, on 
 June 80, 1918 
 
 $44,919.02 
 575,143.54 
 
 73,538.87 
 
 5,002.90 
 
 255,911.66 
 
 15.818.88 
 32,539.42 
 
 5,982.27 317,601 26 
 
 1,734.85 
 12,878.00 
 
 6,897.92 
 12,158.87 
 40.339.21 
 
 59,327.98 
 326.53 
 
 • •••■•••• 
 
 4,000.00 
 3,562.11 
 8,714.09 
 
 Total $42,838,291.86 $4,499,619.68 $8,336,641.54 
 
 ♦Reimbursable $10.00 
 
 tReimbursable 16.48 
 
 ToUl $26.48 
 
 [46] 
 
 ' ^ 
 
 State Commissions with Functions Affecting 
 
 Port Matters. 
 
 » 
 
 NEW YORK STATE COMMISSION 
 TO INVESTIGATE PORT CONDITIONS AND PIER EXTENSIONS IN 
 
 NEW YORK HARBOR. 
 
 Commissioners 
 
 The State Engineer. The Dock Commissioner of the City of New York. 
 A Member of the Chamber of Commerce of the State of New York. 
 
 T. O. McGILL, Secretary 
 
 Office: 100 Broadway, New York City. 
 
 The objects and purposes of the Commission hereby created being to make 
 a thorough investigation of Port conditions in this country and abroad with special 
 reference to remedial measures affecting the Port of New York in respect to the 
 following matters: Pier headlines and the needed extension thereof. The 
 harmonizing of the relations of water and rail carriers. Port charges and the 
 proper method of reducing the same. The adaption of modern methods to the 
 trans-shipment of freight between rail and water and to distribution of freight in 
 congested localities. The Commissioners appointed pursuant to this Act shall make 
 a report to the Governor or may in its discretion concur with any such Commissioner 
 or Commissioners in a report to the President of the United States or to the Governor 
 of the State of New Jersey, recommending the proper policy that shall be pursued for 
 the best interests of the entire Port of New York, and the Legislation, State and 
 Federal, that will be necessary to make said recommendations effective. 
 
 Canal Board 
 
 The Canal Board has power to fix and change canal boundaries ; may 
 determine whether certain canal lands may be sold or abandoned; may investigate all 
 matters and transactions connected with canals; examine and approve or disap- 
 prove of plans and estimates submitted to it by the State Engineer; may order 
 sale of surplus waters of the canals or creeks ; grant permits for erection for com- 
 mercial or manufacturing purposes, and may investigate charges against certain 
 canal officials. The meetings of the Board are held in the office of the Comptrol- 
 ler. The members of the Board are: 
 
 The Lieutenant-Governor The State Treasurer 
 
 The Secretary of State The Attorney-General 
 
 The Comptroller The State Engineer and Surveyor 
 
 The Superintendent of Public Works 
 
 [47] 
 
ii 
 
 U' 
 
 COMMISSIONEES OF THE CaNAL FuND 
 
 The Commissioners of the Canal Fund supervise and manage the canal 
 fund; make recommendations and report to the Legislature; make advances to 
 superintendents of repairs, and may borrow money when authorized. The meet- 
 ings of the Commissioners are held in the office of the Comptroller. The Com- 
 missioners of the Canal Fund are: 
 
 The Lieutenant-Governor The Secretary of State 
 
 The Comptroller The State Treasurer 
 
 The Attorney-General 
 
 Health Officer of the Port of New York 
 
 The Governor appoints, for a term of four years, by and with advice and 
 consent of the Senate. No person is eligible for appointment except a doctor of 
 medicine of good standing of at least ten years' experience in the practice of his 
 profession and practically familiar with quarantine diseases. The Health Officer 
 has general superintendence and control of the quarantine establishment, and the 
 care and treatment of the sick. He appoints two deputies and a resident physician 
 of the Swinburne Island Hospital, for whose conduct he is responsible ; and also 
 appoints nurses, boatmen and other employes. He receives fees fixed by law for 
 his services, out of which he is required to pay the salaries of all employes neces- 
 sary for the performance of the duties imposed upon him, and for the carrying 
 on of the quarantine establishment. He receives $12,500 per annum as total com- 
 pensation. 
 
 Commissioners of the Land Office 
 
 The Commissioners of the Land Office have the general care and superin- 
 tendence of all state lands, the superintendence whereof is not vested in some 
 other officer or board. The powers and duties of the Commission are defined in 
 chapter 50 of the Laws of 1909. Regular meetings are usually held in the office 
 of the Secretary of State. The Commissioners of the Land Office are: 
 The Lieutenant-Governor The Speaker of the Assembly 
 
 The Secretary of State The State Treasurer 
 
 The Comptroller The Attorney-General 
 
 The State Engineer and Surveyor 
 
 Port Wardens of the Port of New York 
 
 The Governor, by and with the advice and consent of the Senate, appoints 
 nine port wardens, one of whom shall be a resident of Brooklyn, for the term of 
 three years; also one special port warden who holds office for two years. The Port 
 Wardens have exclusive cognizance of all matters relating to the survey of ves- 
 sels and their cargoes arriving at the port of New York in distress, or damaged in 
 that port, and are the judges of the fitness of the cargo to be reshipped to its port 
 of destination. They specify the amount of damage that has occurred, and are 
 the judges of the repairs necessary to render such vessel again seaworthy, or of 
 the safety of the vessel and cargo on the intended voyage. The Board of Port 
 Wardens transmit a full and accurate account of their receipts and expenditures 
 to the State Comptroller each year. The compensation of the Port Wardens is 
 provided for by fees collected from ship owners. 
 
 [48] 
 
 $-- '-*■ 
 
 ^y 
 
 [■ 
 
 > 
 
 i 
 
 '-i 
 

 PRESENT ACTIVITIES OF THE CITY OF NEW YORK IN 
 CONNECTION WITH PORT IMPROVEMENT. 
 
 The City of New York, working through its Department of Docks and Ferries 
 and through a special committee on terminal improvements of the Board of Estimate 
 and Apportionment, is actively engaged at the present time in planning and executing 
 a number of important improvements for the more effective organization and develop- 
 ment of the Port of New York. These projects, although all directed toward the same 
 end, are of two general characters: 
 
 (1) The general co-ordination of commercial facilities through the planning 
 and construction of municipal freight terminals and the encouragement of co-ordinat- 
 ing private terminals. 
 
 (2) The construction of new piers and the improvement of obsolete piers for 
 the accommodation of the increasing commerce of the Port. 
 
 TERMINAL PLANS. 
 
 The first Municipal freight terminal in the City of New York has been planned 
 for the Brooklyn waterfront. The Board of Estimate and Apportionment in June, 
 1913, passed favorably upon plans for a municipally-owned freight railroad extending 
 along the waterfront from Brooklyn Bridge to Bay Ridge. The object of this plan 
 is to make this extensive section of the Port a freight distributing unit. It will permit 
 the collection of commercial freight at a central point in the middle section for trans- 
 shipment to the various trunk lines having their termini on the New Jersey shore. At 
 the present time this territory consists of three separate and distinct sections. The 
 first extends from Brooklyn Bridge to Atlantic Basin. It is served by three discon- 
 nected fragments of freight railroad owned and controlled by private interests. 
 
 The middle section extending from Atlantic Basin through the so-called "Red 
 Hook" and "Erie Basin" districts and thence south across the Gowanus Canal to 
 28th Street, is entirely without transportation facilities and has almost no commercial 
 development. 
 
 The third section extending south of 28th Street, has been developed by a private 
 terminal company as a unit terminal made up of factories, warehouses and piers, co- 
 ordinated by a freight terminal railroad. 
 
 The City's plan contemplates the acquisition of the existing railroads in the 
 northern and southern sections and the completion of a through line which will give 
 direct rail connection between all points on the waterfront from Brooklyn Bridge to 
 65th Street. 
 
 [49] 
 
INTENTIONAL SECOND EXPOSURE 
 
 ..:.^5« 
 
 2; 
 
 O 
 
 o 
 
 C 
 
 PRESENT ACTIVITIES OF THE CITY OF NEW YORK IN 
 CONNECTION WITH PORT IMPROVEMENT. 
 
 The City of New York, working through its Department of Docks and Ferries 
 and through a special committee on terminal improvements of the Board of Estimate 
 and Apportionment, is actively engaged at the present time in planning and executing 
 a number of important improvements for the more effective organization and develop- 
 ment of the Port of New York. These projects, although all directed toward the same 
 end, are of two general characters: 
 
 (1) The general co-ordination of commercial facilities through the planning 
 and construction of municipal freight terminals and the encouragement of co-ordinat- 
 ing private terminals. 
 
 (2) The construction of new piers and the improvement of obsolete piers for 
 the accommodation of the increasing commerce of the Port. 
 
 TERMINAL PLANS. 
 
 The first Municipal freight terminal in the City of New York has been planned 
 for the Brooklyn waterfront. The Board of Estimate and Apportionment in June, 
 1913, passed favorably upon plans for a municipally-owned freight railroad extending 
 along the waterfront from Brooklyn Bridge to Bay Ridge. The object of this plan 
 is to make this extensive section of the Port a freight distributing unit. It will permit 
 the collection of commercial freight at a central point in the middle section for trans- 
 shij^ment to the various trunk lines having their termini on the New Jersey shore. At 
 the present time this territory consists of three separate and distinct sections. The 
 first extends from Brooklyn Bridge to Atlantic Basin. It is served bv three discon- 
 nected fragments of freight railroad owned and controlled by private interests. 
 
 The middle section extending from Atlantic Basin through the so-called "Red 
 Hook" and "Erie Basin" districts and thence south across the Gowanus Canal to 
 28th Street, is entirely without transportation facilities and has almost no commercial 
 development. 
 
 The third section extending south of 28th Street, has been developed by a private 
 terminal company as a unit terminal made up of factories, warehouses and piers, co- 
 ordinated by a freight terminal railroad. 
 
 The City's plan contemplates the acquisition of the existing railroads in the 
 northern and southern sections and the completion of a through line which will give 
 direct rail connection between all points on the waterfront from Brooklyn Bridge to 
 C5th Street. 
 
 [49] 
 
*^Il'^ 
 
 I 
 
 It. is proposed that this railroad when completed shall be entirely municipally- 
 owned, but that it shall be operated by a company composed of all the trunk line rail- 
 roads reaching the Port of New York. A tentative agreement has been reached with 
 the railroad companies and the necessary legislation introduced at Albany. On Octo- 
 ber 9, 1913, the City took the first step toward the carrying out of this project and by 
 acquiring the property required for the assembling and classification yard in the Erie 
 Basin section, the cost of which is estimated at a very large figure. 
 
 The Dock Department has made careful studies for an extension of the 
 marginal railroad from Brooklyn Bridge to the Navy Yard and contemplates the fur- 
 ther extension of the line as far north through Brooklyn and Queens as the demands 
 of Commerce may require. 
 
 PLANS FOR TERMINAL FACILITIES ON THE WEST SIDE OF THE 
 
 BOROUGH OF MANHATTAN. 
 
 The only direct all rail freight service into the Borough of Manhattan is fur- 
 nished by The New York Central & Hudson River Railroad Co., which for a number 
 of years has operated tracks extending along the westerly waterfront of the island 
 of Manhattan from Spuyten Duyvil Creek to a terminal at St. John's Park, at Hud- 
 son and Laight Streets. These rail facilities have long outgrown their capacity and 
 have been a serious nuisance owing to their operation through several miles of city 
 streets at grade. This has necessarily involved considerable danger to those using 
 the streets for highway purposes and has made it impossible to operate even what 
 facilities exist to their full capacity and efficiency. 
 
 Acting under the provisions of Chapter 777 of the Laws of 1911, the Board 
 of Estimate and Apportionment through its Committee on Terminal Improvements has 
 been engaged for the greater part of three years in negotiating a settlement whereby the 
 rail facilities will be made adequate and the nuisance removed. The correct solution of 
 the problem is of vital importance to a very large and important section of the City 
 of New York. The Board of Estimate and Apportionment has at the present time 
 under consideration a comprehensive report from its Committee on Terminal 
 Improvements presented March 27, 1913, recommending a settlement with the rail- 
 road company. Without attempting to outline in detail the settlement proposed, it is 
 sufficient to refer to its main features, which consist of a complete elimination of oper- 
 ation at grade, the removal of the railroad nuisance along Riverside Drive and 
 through City parks by the covering of the railroad company's tracks, the enlargement 
 of capacity of existing railroad yards and their thorough modernization, together with 
 the establishment of new yards at important terminal points, and the removal of tracks 
 south of 30th Street from the waterfront to a subway located in Washington Street, 
 thus freeing the immediate waterfront for a possible joint railroad terminal. 
 
 [50] 
 
 
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INTENTIONAL SECOND EXPOSURE 
 
 It is proposed that this railroad when completed shall be entirely municipally- 
 ovnied, but that it shall be operated by a company composed of all the trunk line rail- 
 roads reaching the Port of New York. A tentative agreement has been reached with 
 the railroad companies and the necessary legislation introduced at Albany. On Octo- 
 ber 9, 1913, the City took the first step toward the carrying out of this project and by 
 acquiring the property required for the assembling and classification yard in the Erie 
 Basin section, the cost of which is estimated at a very large figure. 
 
 The Dock Department has made careful studies for an extension of the 
 marginal railroad from Brooklyn Bridge to the Navy Yard and contemplates the fur- 
 ther extension of the line as far north through Brooklyn and Queens as the demands 
 of Commerce may require. 
 
 PI.AXS FOR TERMINAL FACILITIES OX THE WEST SIDE OF THE 
 
 BOROUGH OF MANHATTAN. 
 
 The only direct all rail freight service into the Borough of Manhattan is fur- 
 nished bv The New York Central & Hudson River Railroad Co., which for a number 
 of years has operated tracks extending along the westerly waterfront of the island 
 of Manhattan from Spuyten Duyvil Creek to a terminal at St. John's Park, at Hud- 
 son and Laight Streets. These rail facilities have long outgrown their capacity and 
 have been a serious nuisance owing to their operation through several miles of city 
 streets at grade. This has necessarily involved considerable danger to those using 
 the streets for highway purposes and has made it impossible to operate even what 
 facilities exist to their full capacity and efficiency. 
 
 Acting under the provisions of Chapter 777 of the Laws of 1911, the Board 
 of Estimate and Apportionment through its Committee on Terminal Improvements has 
 been engaged for the greater part of three years in negotiating a settlement whereby the 
 rail facilities will be made adequate and the nuisance removed. The correct solution of 
 the problem is of vital importance to a very large and important section of the City 
 of New York. The Board of Estimate and Apportionment has at the present time 
 under consideration a comprehensive report from its Committee on Terminal 
 Improvements presented 3Iarch 27, 1913, recommending a settlement with the rail- 
 road company. Without attempting to outline in detail the settlement proposed, it is 
 sufficient to refer to its main features, which consist of a complete elimination of oper- 
 ation at grade, the removal of the railroad nuisance along Riverside Drive and 
 through City parks by the covering of the railroad company's tracks, the enlargement 
 of cai)acity of existing railroad yards and their thorough modernization, together with 
 the establishment of new yards at important terminal points, and the removal of tracks 
 south of 30th Street from the waterfront to a subway located in Washington Street, 
 thus freeing the immediate waterfront for a possible joint railroad terminal. 
 
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 [50] 
 
NEW PIERS FOR LARGE TRANSATLANTIC LINERS. 
 
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 The impossibility of securing from the Secretary of War further extension of 
 pierhead lines in the Chelsea district, made it necessary for the City to provide 
 adequate modern piers of at least one thousand feet in length at some other 
 point on the North River. The Board of Estimate and Apportionment has formally 
 designated that portion of the North River lying north of 44th Street as the location 
 for the new piers. Plans were prepared by the Department of Docks and Ferries for 
 the immediate construction of one full pier one thousand feet in length and one hundred 
 and fifty feet in width on the line of 46th Street, and the construction of a half pier with 
 a slip approximately the same length at 44th Street. The berthing space between the 
 piers is fixed at 360 feet. The City, on August 1, 1913, acquired the necessary prop- 
 erty together with sufficient additional property to allow a two-hundred foot area 
 either for further pier extension or marginal street uses as may ultimately prove neces- 
 sary. On November 5, 1913, work was actually begun upon the first contract for 
 dredging at the new site. This contract has been completed and a second contract let 
 b}^ the Department of Docks and Ferries for the construction of a coffer-dam prelim- 
 inary to the removal of a large amount of submerged rock which must be blasted out. 
 The improvement when completed will provide the highest type of modern steamship 
 terminal. The City has acquired sufficient back land to allow for a possible extension 
 of the new piers if ocean liners coming to the Port reach a length on the waterline of 
 1,000 feet. Should this back land not be needed for pier extension it can be devoted 
 to marginal street uses and at the same time provide means to relocate 12th Avenue. 
 The City plans ultimately to extend this terminal as far north as the demands of Com- 
 merce make necessary. 
 
 EXTENSION OF NORTH RIVER PIERS. 
 
 On March 1, 1913, the Secretary of War issued an order permitting the 
 straightening of the pierhead line on the Hudson River from the foot of Gansevoort 
 Street to Pier 1 at the Battery. This action by the War Department opened the way 
 for material relief of congestion of existing piers south of the Chelsea section. The 
 Department of Docks and Ferries took prompt action to permit lessees to extend piers 
 to the new line and a number of new leases have been approved by the Commissioners 
 of the Sinking Fund carrying the recommendations of the Department into effect. 
 The actual work of extension is well under way in a large number of cases. The result 
 will be a largely increased usefulness of existing piers, giving much needed relief in 
 many cases where congestion had become a serious problem. 
 
 [51] 
 
 I 
 
INTENTIONAL SECOND EXPOSURE 
 
 NEW PIERS FOR LARGE TRANSATLANTIC LINERS. 
 
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 The impossibility of securing from the Secretary of War further extension of 
 pierhead Hnes in the Chelsea district, made it necessary for the City to provide 
 adequate modern piers of at least one thousand feet in length at some other 
 point on the North River. The Board of Estimate and Apportionment has formally 
 designated that portion of the North River lying north of 44th Street as the location 
 for the new piers. Plans were prepared by the Department of Docks and Ferries for 
 the immediate construction of one full pier one thousand feet in length and one hundred 
 and fifty feet in width on the line of 46th Street, and the construction of a half pier with 
 a slip apj)roximately the same length at 44th Street. The berthing space between the 
 piers is fixed at 360 feet. The City, on August 1, 1913, acquired the necessary prop- 
 erty together with sufficient additional property to allow a two-hundred foot area 
 either for further pier extension or marginal street uses as may ultimately prove neces- 
 sary. On November 5, 1913, work was actually begun upon the first contract for 
 dredging at the new site. This contract has been completed and a second contract let 
 by the Department of Docks and Ferries for the construction of a coffer-dam prelim- 
 inary to the removal of a large amount of submerged rock which must be blasted out. 
 The improvement when completed will provide the highest type of modern steamship 
 terminal. The City has acquired sufficient back land to allow for a possible extension 
 of the new piers if ocean liners coming to the Port reach a length on the waterline of 
 1,000 feet. Should this back land not be needed for pier extension it can be devoted 
 to marginal street uses and at the same time provide means to relocate 12th Avenue. 
 The City plans ultimately to extend this terminal as far north as the demands of Com- 
 merce make necessary. 
 
 EXTENSION OF NORTH RIVER PIERS. 
 
 On March 1, 1913, the Secretary of War issued an order permitting the 
 straightening of the pierhead line on the Hudson River from the foot of Gansevoort 
 Street to Pier 1 at the Battery. This action by the War Department opened the way 
 for material relief of congestion of existing piers south of the Chelsea section. The 
 Department of Docks and Ferries took prompt action to permit lessees to extend piers 
 to the new line and a number of new leases have been approved by the Commissioners 
 of the Sinking Fund carrying the recommendations of the Department into effect. 
 The actual work of extension is well under way in a large number of cases. The result 
 will be a largely increased usefulness of existing piers, giving much needed relief in 
 many cases where congestion had become a serious problem. 
 
 [51] 
 
li 
 
 I 
 
 
 THE IMPROVEMENT OF THE WATERFRONT WITH CO-OPERA- 
 TION OF PRIVATE CAPITAL. 
 
 The necessary outlay of funds by the municipality for port development has 
 been so great that it has been impossible to provide funds at all points where improve- 
 ments have been very desirable. The Department of Docks and Ferries in co-opera- 
 tion and with the approval of the Conmiissioners of the Sinking Fund has worked out 
 a policy whereby certain important waterfront parcels are to be improved by the 
 employment of private capital, which is permitted to amortize itself over a term of a 
 lease sufficiently long to make the annual installments equal to a fair rental of the prop- 
 erty so improved. 
 
 The first important point at which this new policy has been applied is the section 
 of the North River lying between Rector and Carlisle Streets. This property has been 
 held by private owners and has been occupied by pier and shed structures which have 
 for a number of years been almost entirely useless for commercial purposes. The 
 shed lines have corresponded with the westerly line of West Street, covering entirely 
 the marginal way at this point and seriously blocking the free use of the waterfront for 
 street traffic. The Commissioners of the Sinking Fund have approved an arrangement 
 whereby the City is to acquire this property and lease it to the Lehigh Valley Rail- 
 road Co., for a term of forty-one years. The Company is to remove the existing struc- 
 tures, replacing them by modern piers and sheds in accordance with plans approved 
 by the Dock Department. The City has reserved the right of recapture at any time 
 after a period of ten years upon payment to the company of investment less the amor- 
 tized portion of the capital. At the end of the lease term the property will revert to the 
 City, together with all existing improvements. The result of this lease will be that an 
 important section of the Hudson River waterfront will be immediately improved and 
 that the City will receive, through the acquisition of the property, at the end of the lease 
 term, a value which will be equivalent to a very favorable annual rental over the forty- 
 one year period. 
 
 A similar arrangement has been approved with the Erie Railroad Co., for the 
 removal of existing Piers 20 and 21 at the foot of Chambers and Duane Streets, 
 North River, and the construction in their place of new concrete piers and steel sheds 
 on plans approved by the Department of Docks and Ferries. The investment of the 
 railroad company is estimated at approximately a million and a half dollars. The 
 present piers are of an obsolete type and entirely inadequate for the rapidly increasing 
 business which they are called upon to take care of. 
 
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 [52] 
 
INTENTIONAL SECOND EXPOSURE 
 
 'jfp 
 
 THE IMPROVEMENT OF THE WATERFRONT WITH CO-OPERA- 
 TION OF PRIVATE CAPITAL. 
 
 The necessary outlay of funds by the municipality for port development has 
 been so great that it has been impossible to provide funds at all points where improve- 
 ments have been very desirable. The Department of Docks and Ferries in co-opera- 
 tion and with the approval of the Commissioners of the Sinking Fund has worked out 
 a policy whereby certain important waterfront parcels are to be improved by the 
 employment of private capital, which is permitted to amortize itself over a term of a 
 lease sufficiently long to make the annual installments equal to a fair rental of the prop- 
 erty so improved. 
 
 The first important point at which this new policy has been applied is the section 
 of the North River lying between Rector and Carlisle Streets. This property has been 
 held by private owners and has been occupied by pier and shed structures which have 
 for a number of years been almost entirely useless for commercial purposes. The 
 shed lines have corresponded with the westerly line of West Street, covering entirely 
 the marginal way at this point and seriously blocking the free use of the waterfront for 
 street traffic. The Commissioners of the Sinking Fund have approved an arrangement 
 whereby the City is to acquire this property and lease it to the Lehigh Valley Rail- 
 road Co., for a term of forty-one years. The Company is to remove the existing struc- 
 tures, replacing them by modern piers and sheds in accordance with plans approved 
 by the Dock Department. The City has reserved the right of recapture at any time 
 after a period of ten years upon payment to the company of investment less the amor- 
 tized portion of the capital. At the end of the lease term the property will revert to the 
 City, together with all existing improvements. The result of this lease will be that an 
 important section of the Hudson River waterfront will be immediately improved and 
 that the City will receive, through the acquisition of the property, at the end of the lease 
 term, a value which will be equivalent to a very favorable annual rental over the forty- 
 one year period. 
 
 A similar arrangement has been approved with the Erie Railroad Co., for the 
 removal of existing Piers 20 and 21 at the foot of Chambers and Duane Streets, 
 North River, and the construction in their place of new concrete piers and steel sheds 
 on plans approved by the Department of Docks and Ferries. The investment of the 
 railroad company is estimated at approximately a million and a half dollars. The 
 present piers are of an obsolete type and entirely inadequate for the rapidly increasing 
 business which they are called upon to take care of. 
 
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 A similar arrangement has been agreed upon by the Delaware, Lackawanna k 
 Western Railroad Co., for the improvement of Pier old 34 (new 26), East River. 
 
 These three improvements will represent an aggregate investment of approxi- 
 mately $5,500,000.00 of private capital, all of which will be written off during the 
 terms of the leases, the property in each case reverting to the City of New York. 
 
 PRIVATE TERMINALS. 
 
 There is in course of construction in the so-called "Dutch Kills" section of the 
 Borough of Queens, an important private freight terminal, which will serve a rapidly 
 growing industrial community. It has been the policy of the City to encourage the 
 estabhshment of this and similar private terminals at such points where they do not 
 conflict with general City plans and where they form a natural supplement to munic- 
 ipal terminal facilities. 
 
 PROPOSED BROOKLYN DRYDOCK. 
 
 A drydock sufficient in capacity to accommodate the largest ships reaching the 
 Port is a necessary supplement to the new long piers which the City is constructing. 
 At the present time there is no drydock in the United States in which the largest vessels 
 now in service can be docked for repairs. In fact there is no drydock on the 
 Atlantic seaboard which can accommodate a ship longer than 800 feet. The largest com- 
 mercial drydock in New York Harbor cannot take a ship of more than 600 feet in 
 length. At the same time the infrequency with which such a dock would be used for 
 repair purposes is such that an outlay of capital is not justified if the structure can be 
 used for drydock purposes solely. The Commissioner of Docks has had studies pre- 
 pared for a combination dry and wet dock on City property in the vicinity of 37th 
 Street, South Brooklyn. The plans call for a dock 1,100 feet in leng-th, which, when not 
 in use for drydock purposes, can be flooded and used practically to full capacity as an 
 ordinary commercial pier. In this way the City can secure current revenue sufficient 
 to relieve it of much of the burden of construction. 
 
 RE-ADJUSTMENT OF WATER FRONT OCCUPATION THROUGHOUT 
 
 THE PORT. 
 
 The Dock Department has been able to do a great deal in the re-arrangement of 
 waterfront space occupied by lessees so as to consolidate terminal facilities and 
 re-assign certain locations for more economical use. A notable example of this policy 
 is the agreement with the New York, New Haven & Hartford Railroad Co., approved 
 by the Commissioners of the Sinking Fund in May, 1913, by which the Company 
 
 [53] 
 
INTENTIONAL SECOND EXPOSURE 
 
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 A similar arrangement has been agreed upon by the Delaware, Lackawanna & 
 AVestern Railroad Co., for the improvement of Pier old 34 (new 26), East River. 
 
 These three improvements will represent an aggregate investment of approxi- 
 mately $5,500,000.00 of private capital, all of which will be written off during the 
 terms of the leases, the property in each case reverting to the City of Xew York. 
 
 PRIVATE TERMINALS. 
 
 There is in course of construction in the so-called "Dutch Kills" section of the 
 Borough of Queens, an important private freight terminal, which will serve a rapidly 
 growing industrial community. It has been the policy of the City to encourage the 
 establishment of this and similar private terminals at such points where they do not 
 conflict with general City plans and where they form a natural supplement to munic- 
 ipal terminal facilities. 
 
 PROPOSED BROOKLYN DRYDOCK. 
 
 A drydock sufficient in capacity to accommodate the largest ships reaching the 
 Port is a necessary supplement to the new long piers which the City is constructing. 
 At the present time there is no drydock in the United States in which the largest vessels 
 now in service can be docked for repairs. In fact there is no drydock on the 
 Atlantic seaboard which can accommodate a ship longer than 800 feet. The largest com- 
 mercial drydock in New York Harbor cannot take a ship of more than 600 feet in 
 length. At the same time the infrequency with which such a dock would be used for 
 repair purposes is such that an outlay of capital is not justified if the structure can be 
 used for drydock purposes solely. The Commissioner of Docks has had studies pre- 
 pared for a combination dry and wet dock on City property in the vicinity of 37th 
 Street, South Brooklyn. The plans call for a dock 1,100 feet in length, which, when not 
 in use for drydock purposes, can be flooded and used practically to full capacity as an 
 ordinary commercial pier. In this way the City can secure current revenue sufficient 
 to relieve it of much of the burden of construction. 
 
 RE-ADJUSTMENT OF WATER FRONT OCCUPATION THROUGHOUT 
 
 THE PORT. 
 
 The Dock Department has been able to do a great deal in the re-arrangement of 
 waterfront space occupied by lessees so as to consolidate terminal facilities and 
 re-assign certain locations for more economical use. A notable example of this policy 
 is the agreement with the New York, New Haven & Hartford Railroad Co., approved 
 by the Commissioners of the Sinking Fund in .May, 1913, by which the Company 
 
 [53] 
 
acquires leases of Piers new 37 and new 42, East River, surrendering new Piers 27 and 
 old 45 and 46. The result is a consolidation of the railroad company's East River 
 terminals at a point admirably adapted for railroad purposes. The City also gains as 
 a part of this agreement a new steel-covered pier for refuse disposal for the use of its 
 Department of Street Cleaning which the contract provides shall be erected at the 
 expense of the lessee. 
 
 Considerable re-adjustment of sites has been necessitated by the subway con- 
 struction now going on under the supervision of the Public Service Commission. The 
 City has been under obligation to furnish suitable waterfront sites for the disposal 
 of excavated material. The Department of Docks and Ferries has been able to make 
 suitable assignments for that purpose. 
 
 RESUME OF LAWS AND ORDINANCES RELATING TO THE GOV- 
 ERNMENT AND CARE OF THE WATERFRONT 
 OF THE CITY, PRIOR TO 1870. 
 
 After the Revolutionary War it became the practice to renew ordinances of 
 the city each year, until 1813. 
 
 Chapter 86 of the laws of 1813 authorized the Common Council to make by-laws 
 and ordinances for regulating the wharves, piers and slips; to lay out wharves and 
 slips; to direct piers to be built. The act also fixed rates of wharfage and cranage, 
 the Port Warden to settle any disputes as to tonnage. 
 
 Chapter 18 of the laws of 1819 gave authority to Harbor Masters to regulate 
 and station all ships and vessels in the East and North Rivers within the limits of 
 the City of New York and the wharves thereof and to remove from time to time such 
 vessels as were not employed in receiving and discharging their cargoes, to make room 
 for such others as required more immediate accommodation; also giving Harbor 
 Masters authority to determine how far and in what instances it was the duty of 
 masters and others having charge of vessels to accommodate each other in their 
 respective stations. A penalty of $50 for every offense, for neglecting or refusing to 
 obey the directions of the Harbor Masters, or either of them, was fixed. 
 
 Harbor Masters were appointed by the Governor and exercised their functions 
 until Chapter 199 of the laws of 1888 vested the Dock Masters, appointed by the City 
 of New York, with all the powers and duties formerly conferred or imposed upon the 
 Harbor Masters. 
 
 By the Revised Ordinance of 1833, the Street Commissioner's Department was 
 organized and given charge of advertising for estimates and contracting for building 
 
 [54] 
 
 t 
 
 '^ 
 
 fl 
 
 tV- 
 
 'I 
 
 and repairing the wharves and piers, the execution of ordinances respecting wharves, the 
 removal of timber, goods, etc., encumbering wharf property; authorized the appoint- 
 ment of a superintendent of wharves and piers to inspect their condition, superintend 
 the erection and repair of same, and requiring them to report to the Street Commis- 
 sioner such improvements and alterations as from time to time became necessary, and to 
 attend to the execution of laws relating thereto. This ordinance authorized the 
 appointment of persons to direct the removal and disposition of vessels in each of 
 their respective districts, which persons were placed under the control of the Alder- 
 men and Assistant Aldermen of the city. 
 
 Chapter 32 of the Revised Ordinances of 1838 and 1839 authorized the appoint- 
 ment of Dockmaster by the Common Council. 
 
 The Commissioners of the Sinking Fund were organized in 1844, composed of 
 the Mayor, Recorder, Comptroller, Treasurer, Chairman of the Finance Committee 
 of the Board of Aldermen and Chairman of the Finance Committee of Assistant 
 Aldermen. 
 
 The ordinance authorizing this Commission provided that the Comptroller 
 should take charge of all real estate belonging to the corporation and prevent encroach- 
 ments thereon, and should superintend the collection of rents. 
 
 The Commission was authorized to issue grants of land under water, but pro- 
 vided that no grant should authorize the grantee to construct bulkheads or piers, or 
 make land in conformity thereto without the Common Council's permission, and obliged 
 grantees to make such lands, piers and bulkheads at such time and in such manner as 
 the Common Council should direct. The Commission was also authorized to sell and 
 dispose of real estate belonging to the corporation, not in use for or reserved for pub- 
 lic purposes, at public auction. 
 
 Thus the Commissioners of the Sinking Fund had authority to issue grants of 
 land under water, and to lease wharf property ; the Board of Aldermen to authorize 
 the construction of piers, bulkheads and filling in; the Dock Masters to collect wharfage; 
 the Comptroller to collect rent; the Street Commissioner to take charge of repairs 
 and dredging of waterfront property; and the Harbor Masters, appointed by the 
 Governor, to regulate and station vessels at the wharves. 
 
 Originally the duty of building wharves and exterior streets and filling out to 
 them was imposed upon the riparian owner, and was perhaps for a time more of a 
 burden than a benefit. The wharf or exterior street was a public wharf, opened to 
 the commerce of the port and the free passage of the people, and authority to encumber 
 it in any way was forbidden by statute. 
 
 [55] 
 
'■" 
 
 If 
 
 The needs and conveniences of commerce gradually pushed aside the prohibition 
 of the law or modified its restraint bj^ new legislation. Steamship lines sought and 
 obtained exclusive privileges at particular wharves, paying rental therefor, which stead- 
 ily grew to large amounts. They needed sheds to cover and protect their freight, and 
 these were built not only upon the piers but in front of the bulkheads which bounded 
 the exterior street. These constructions gradually converted the public wharf into what 
 practically became, and for the time being, private ownership. 
 
 The pressure of steamship lines for fixed and permanent accommodations along 
 the waterfront led to the enactment in 1858 of a law by the legislature which pro- 
 vided for what may be called a preferential use of piers or bulkheads by giving 
 exclusive use so far as needed for the conduct of their business, and left the wharf 
 open for the public only when not needed for the boats of the line, which became, in 
 fact, an exclusive use. 
 
 Prior to 1875 sheds existed on many piers, which made them in fact completely 
 private wharves. And in 1875 an act authorized the Department of Docks to grant 
 permits for sheds on pier or bulkhead expressly subject to the rules and regulations 
 of the Department, in whose discretion the matter was left. 
 
 ESTABLISHMENT OF THE DEPARTMENT OF DOCKS. 
 
 By the charter of 1870 the Board of Docks was created, consisting of five mem- 
 bers. This charter was so amended in 1871 as to revolutionize the entire dock system 
 of the city. It provided a plan for girdling the city with new wharves and piers wholly 
 belonging to the municipality, and terminating all private ownership along the water- 
 front. The holdings of the private owners were to be purchased by agreement or 
 taken by condemnation proceedings. The Department of Docks was authorized to 
 adopt a plan for the improvement of the waterfront, and thereafter no wharf, pier, or 
 bulkhead, should be laid out, built or rebuilt, except in accordance with such plan. 
 
 The charter of 1873 reduced the number of commissioners from five to three. 
 
 In 1901 the Board of Docks was superseded by a single commissioner with 
 less power than that exercised by the former Board, and subject in more particulars 
 to the supervision and control of the Commissioners of the Sinking Fund. 
 
 Prior to 1898 the control of ferries and of the wharf property used in connec- 
 tion therewith was divided; the Commissioners of the Sinking Fund leased the ferry 
 franchises, together with the property used in connection therewith, and the repairs, 
 dredging and jurisdiction generally over the wharf property itself was in the Dock 
 Department. This resulted in such a conflict of authority and general dissatisfaction 
 
 [56] 
 
 ( I. 
 
 ,1 
 
 >t^ 
 
 that in 1898 the charter placed the jurisdiction over ferries in the Dock Department, 
 subject to the supervision of the Commissioners of the Sinking Fund as to leases, 
 etc., and changing the name to The Department of Docks and Ferries. 
 
 The city acquired the private property to be used in connection with the ferries 
 from the foot of Whitehall street, Manhattan, to Staten Island, at a cost, from 1906 
 
 to Dec. 31, 1912, of $ 863,405.18 
 
 and has expended: for the construction of terminals 3,488,998.31 
 
 for the construction and purchase of boats 2,377,122.02 
 
 for operation and maintenance 8,184,258.47 
 
 the total expenditures being $14,913,783.98 
 
 The total receipts for the same period were $5,200,267.00 
 
 The private property to be used in connection with the ferry from the foot of 
 Whitehall street, Manhattan, to 39th street. South Brooklyn, has cost, from 1906 to 
 
 Dec. 31, 1912 $1,698,346.00 
 
 for the construction of terminals 1,683,727.00 
 
 for the construction and purchase of boats 735,080.71 
 
 for operation and maintenance 2,660,556.37 
 
 making the total expenditures $6,777,710.08 
 
 The total receipts for the same period were $1,137,569.00 
 
 POWERS AND DUTIES OF THE DEPARTMENT OF DOCKS AND 
 
 FERRIES. 
 
 The Commissioner of Docks has exclusive charge and control, subject in certain 
 particulars to the Commissioners of the Sinking Fund, of all wharf property belong- 
 ing to the City of New York. He is also invested, except as expressly otherwise stated 
 in the charter, with the exclusive government and regulation of all wharf property not 
 owned by the City of New York. 
 His powers are as follows: 
 
 To grant permits for the use of wharf property for periods not exceeding 
 one year. 
 
 To make contracts for construction work, furnishing material and supplies, 
 under the sum of One Thousand Dollars. 
 
 To direct private owners to dredge or deepen slips alongside of and adjoin- 
 ing their wharves, slips or bulkheads, and in default thereof cause the same to be 
 done and the cost assessed on the property. 
 
 To set aside piers for recreation purposes. 
 
 To build sheds for the protection of property belonging to the city and 
 to grant permits for lessees or private owners to erect sheds on their property 
 subject to the regulations of the Commissioner of Docks. 
 
 [57] 
 
To make rules and regulations and give such directions as will secure dis- 
 patch in loading and unloading vessels and the prompt removal of same from 
 the wharf property as soon as completed, also such as shall be necessary to pre- 
 vent any unnecessary accumulation of freight or merchandise while any vessel is 
 receiving or discharging cargo. 
 
 To order the removal of any ship or vessel from any portion of the water- 
 front which it is not entitled to occupy. 
 
 To regulate wharfage and dockage rates on property improved under the 
 new plan. 
 
 To designate berths for public baths, upon request of the Borough 
 President. 
 
 To set aside waterfront for other city departments. 
 
 Subject to the approval of the Conmiissioners of the Sinking Fund, he also 
 
 has the following powers: 
 
 To establish bulkhead and pierhead lines. 
 
 To adopt and execute general plans or change previously adopted plans 
 for waterfront improvement. 
 
 To establish new ferries and the leasing of franchises for ferry operation. 
 
 To regulate the use of marginal streets. 
 
 To take title to wharf property in the name of the city after agreement 
 with the owners or in case of failure to agree to institute, with the consent of 
 the Board of Estimate, condemnation proceedings, for the acquisition of same. 
 
 To lease any and all waterfront property belonging to the city. 
 Subject to the Board of Estimate and Apportionment he is authorized: 
 
 To prepare plans for terminal facilities and equipment thereof and to build 
 
 or cause to be built the whole or any part thereof. 
 
 A committee of the Board of Aldermen is at present engaged in codifying the 
 
 ordinances of the City and it is now proposed to enact as ordinances and incorporate 
 
 in the Code of Ordinances of The City of New York the rules and regulations for 
 
 the government and care of wharf property. 
 
 ACQUISITION OF PRIVATE PROPERTY. 
 
 There are two methods by which the city can acquire property for waterfront 
 improvement : 
 
 (a) By purchase under agreement with the private owner 
 
 ( b ) By condemnation proceedings. 
 
 1870. Shortly before the organization of the Department the esti- 
 mated value of the city property along the waterfront, in- 
 cluding whar\TS, piers and bulkheads, was estimated at 
 not including the unimproved property. 
 
 [58] 
 
 $4,457,000.00 
 
 - -f 
 
 -t . 
 
 I 
 
 The total amount of dock bonds and corporate stock of 
 the City of New York authorized for the uses and purposes 
 of the Department of Docks and Ferries, from May 1, 1870, 
 1913. to December 31, 1913, was 
 
 Of this there has been expended for the construction of 
 piers, bulkheads, etc $73,484,432 
 
 And for the acquisition of wharf property. . 42,417,444 
 making a total for acquisition and improvement of same of 
 
 Not including property in South Brooklyn for terminal 
 purposes, there is property in process of condemnation 
 at the present time the assessed value of which is 
 
 $124,525,786.00 
 
 $115,901,876.00 
 
 $3,323,203.00 
 
 LEASES BY THE DEPARTMENT .— Provision is made in the charter 
 for the leasing by the Commissioner of Docks of wharf property belonging to the city 
 for a term not exceeding ten years with covenant for renewal or renewals at advance 
 rents of such leases for terms of ten years each, but not exceeding in the aggregate fifty 
 years, but unless such leases are sold at public auction and duly advertised in the City 
 Record and the Corporation newspapers for at least ten days, the Commissioner shall 
 make no leases unless the terms thereof are approved by the Commissioners of the 
 Sinking Fund. Temporary permits, however, for a period not exceeding one year, 
 may be granted to use and occupy such wharf property, such permits to be terminable 
 at the will of the Commissioner. The form of lease used by the Department contains 
 generally the following provisions: 
 
 First: Authorizing the lessee to collect wharfage. 
 
 Second: Lessee to make all repairs. 
 
 Third: Lessee to do all dredging. 
 
 Fourth: In case of destruction by fire, floating ice, collision or action of 
 the elements, lessee is required to rebuild. 
 
 Fifth: Lessee is responsible for all accidents on the premises. 
 
 Sixth: Lessee not allowed to sublet without the consent of the Commis- 
 sioner of Docks. 
 
 Seventh: In cases where the improvement has not been completed by the 
 building of the exterior granite wall and the widening of the marginal street, the 
 lease contains clauses providing for the cancellation of the lease by the Commis- 
 sioner of Docks for the purpose of proceeding with said improvement. 
 
 The rents reserved in these leases of wharf property vary, of course, with the 
 locality in which the piers are located, the term for which they are granted and the 
 special privileges which are given the lessees. 
 
 [59] 
 
!l. ' 
 
 RECREATION BUILDINGS. — Since 1897 the Department has built 
 eight recreation buildings on piers belonging to the city in the Borough of Manhattan, 
 on the North River at Christopher street, West 50th street, and West 129th street ; on 
 the East River at Market street. East 3rd street. East 24th street, and East 112th street; 
 and in Brooklyn at the foot of North 2nd street. The construction of these recreation 
 buildings has cost from $50,000 to $150,000, according to size. The cost of main- 
 taining them is about $110,000 per year. 
 
 RULES AND REGULATIONS. — The Commissioner of Docks, in accord- 
 ance with authority conferred upon him by law, has adopted Rules and Regulations 
 for the government and care of this wharf property. The violation or disobedience to 
 any rule or regiUation or order of the Conmiissioner is a misdemeanor, punishable by 
 a fine not exceeding $500, or by imprisonment not exceeding 30 days, or by both 
 such fine and imprisonment, and no defendant in any action shall be permitted to 
 plead ignorance of any such order, rule or regulation. The following are prohibited 
 under penalties: 
 
 The discharge of cargo upon pier, bulkhead or wharf structure, after notice 
 that the structure will be endangered by the placing of additional cargo thereon. 
 
 The discharging of sand, gravel or similar substance from or loading on 
 any vessel, unless canvas, or similar material, be extended from the vessel's side 
 to the bulkhead to prevent the falling of the material into the water. 
 
 The discharging of any vessel by horse-power unless proper planking is 
 provided to protect the surface of the wharf structure from injury consequent 
 upon the travel of the horse or by the unloading of stone or similar material which 
 might injure the surface of the structure. 
 
 The throwing of ashes, refuse, offal, fruit, vegetables or any other substance 
 into the waters surrounding the city. 
 
 The loading or discharging or keeping on any wharf, pier or bulkhead, or 
 on any lighter or other craft moored thereto, of cotton, turpentine, rosin, hay, 
 straw or any explosive or other inflammable material, unless properly covered with 
 tarpaulins. 
 
 The dumping of snow and ice except from places designated by the Com- 
 missioner. The use of shedded piers, wharves or bulkheads for the permanent stor- 
 age of cargo or goods of any kind. 
 
 The placing or leaving of unharnessed trucks, or vehicles of any descrip- 
 tion on any exterior street, wharf, pier or bulkhead. 
 
 The following are prohibited under penalty, unless a permit therefor shall be 
 first obtained from the Commissioner: 
 
 The driving of piles, erection of platforms, filling in, or construction, 
 repairs, alterations, removals, dredging, or demolitions of any kind on the water- 
 front. 
 
 [6o] 
 
 
 The placing or maintaining of derricks, coal hoppers, signs or advertising 
 devices, or obstructions of any kind. 
 
 All goods, merchandise and materials of any kind, landed or placed upon 
 any pier, bulkhead or other wharf property, must be removed therefrom within 
 24 hours. 
 
 All brick, lumber or other materials in bulk, discharged upon any bulk- 
 head must be placed at least 20 feet from the edge of the bulkhead pending 
 removal. 
 
 The owners, lessees and occupants of every pier, wharf, and bulkhead in the city 
 of New York are required to keep the same cleaned and in repair, and as a general rule 
 the slips adjacent thereto properly dredged. A failure to do such dredging in addition 
 to the penalty imposed, may be done by the city and the cost thereof assessed on the 
 property. 
 
 OWNERSHIP AND CONTROL OF THE CITY'S WATERFRONT. 
 
 In 1686, the Colonial Governor, Thomas Dongan, granted to the City of New 
 York the waste, vacant and unappropriated lands on Manhattan Island extending to 
 low water mark. 
 
 In 1708, Governor Cornbury granted the municipality the lands between high 
 and low watermarks on the Brooklyn shore, extending from Wallabout to Red Hook, 
 and the right to control the establishment of all ferries from New York to the adjacent 
 shores. 
 
 In 1730, Governor Montgomery granted to the City the land under water of 
 the North River to a line 400 feet outshore from low water mark, between a point 
 about at the foot of King street to Battery Place, and on the East River between 
 Whitehall street and Corlears Hook. The JSIontgomery charter also extended the 
 City's jurisdiction to the low water mark on the Brooklyn and Jersey shores. In 
 1833, however, an agreement was made with the New Jersey authorities by which the 
 boundary line between the two States was fixed at the middle of the North River, New 
 York, however, maintaining certain jurisdiction to the Jersey shore; that is, the State 
 of New York retained exclusive jurisdiction over the waters of the Hudson River to 
 low water mark on the Jersey shore, over ships and vessels, for quarantine and health 
 purposes, to secure the interests of commerce and to preserve the public peace, etc. 
 
 The JNIontgomery charter gave the City the right to build wharves and piers and 
 to make all necessary ordinances for regulating same. It also confirmed the City's 
 power, granted by the Cornbury charter, to establish ferries from Manhattan Island 
 to the opposite shores and to let or otherwise dispose of them. It was thus the city 
 obtained exclusive rights of ferries to Brooklyn, Staten Island and New Jersey. 
 
 [60 
 
The State of New York, as successors in title to the British Crown, by Chap- 
 ter 115 of the laws of 1807 and Chapter 58 of the laws of 1826 granted the City a strip 
 400 feet wide on the North River from King street to Spuyten Duyvil Creek, and from 
 Corlears Hook along the East River to the Harlem River, and by Chapter 285 of the 
 laws of 1852 granted lands under water of the Harlem River to the North River, thus 
 completing the chain of title to the land under water around Manhattan Island. 
 
 In 1871 the Conmiissioners of the Land Office, under legislative authority con- 
 veyed to the City the ungranted land under water out to a line about 1,000 feet 
 beyond West Street and South street, and for a less distance around the upper part 
 of Manhattan. 
 
 A grant was issued in 1888 of the State's title in and to the land under water 
 from the mouth of the Bronx River along the Harlem River, Spuyten Duyvil Creek 
 to the Hudson, thence along the Hudson River to the City line. 
 
 In the former city of Brooklyn legislative acts authorized different individuals 
 to erect wharves, build bulkheads, etc. 
 
 In the boroughs of The Bronx, Brooklyn and Queens, the City, as successors 
 of the old towns at the time of consolidation, obtained possession of the ungranted 
 lands which were owned by the former townships. 
 
 Section 83 of the Greater New York charter granted in fee to the City the 
 right, title and interest of the State in and to the land under water within the pro- 
 jected line of any street intersecting the shore line and which street is in public use 
 or which may hereafter be opened for public use. 
 
 From the earliest time, therefore, the wisdom of increasing the City's dominion 
 and control of the waterfront was fully recognized; but, for a long time, the City was 
 in no financial position to undertake any systematic improvement of the waterfront, and 
 most of the wharves, piers and slips were built, during the early period of its history, by 
 private capital on water grants fronting on privately owned upland. These grants of 
 land under water prior to 1844 were nearly all made by the Common Council, there- 
 after by the Commissioners of the Sinking Fund; and, subsequent to 1770, contained 
 reservations for public streets and avenu«s. 
 
 [62] 
 
 J. 
 
 '11 
 
MAP SHOWING BOUNDARIES OF THE PORT AND HARBOR OF NEW YORK. 
 
 I 
 
 TABLL SHOWINS DIRECT VATER 
 FBONT of NEW VDRK CITY a.nA 
 tke PLRQENTA.GE PtJBLTCTf OWNED 
 
 Mile* 
 
 43.2 
 
 Bjeojsrx- 421.300 rga 
 
 SROOKL^TT. 1,063,800 201-5 
 
 QimBJTS 1,039.300 196.© 
 
 jaCKMOJfD — 301,500 57.1 
 
 2o<«/ afDir^cl ^ 
 
 l^&<4rviOx>**.. 3.053.900 578.4 
 
 ■groofcyr QatMx 
 
 HEtJiBn 
 
 29 3 247 14 4 577 13 
 
 W"» <rf KILE'S PUBLICLY QWKED 
 
 t' 
 
 Number of Miles of Straight Watirfront Measured 
 
 Along the Shore Line 
 
 MUes 
 
 Port of New York 771 
 
 NewYorkCity 578miles 
 
 New Jersey 193 '* 
 
 Number of Miles of Waterfront Measured Around Piers 
 
 AND Shore Line Miles 
 
 Port of New York 921 
 
 NewYorkCity 681 miles 
 
 New Jersey 240 ** 
 
 Number of Miles of Improved Waterfront Measured 
 
 Along the Shore Line Miles 
 
 Port of New York 290 
 
 NewYorkCity 227 miles 
 
 New Jersey 63 '* 
 
 Number of Miles of Improved Waterfront Measured 
 Around Piers and Shore Line 
 
 New York City 259 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 Publicly Owned, Measured Along Shore Line 
 
 City of New York 127 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 
 Publicly Owned, Measured Around Pier 
 
 AND Shore Line 
 
 City of New York 159 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 
 Publicly Owned That Have Been Improved, 
 
 Measured Around the Shore Line 
 
 City of New York 47 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 
 Publicly Owned That Have Been Improved, Measured 
 
 Around the Pier and Shore Line 
 
 City of New York 79 miles 
 
 Area of the Port of New York 175 square miles 
 
 [63] 
 
INTENTIONAL SECOND EXPOSURE 
 
 MAP SHOWING BOUNDARIES OF THE PORT AND HARBOR OF NEW YORK. 
 
 — HtAVY DOTTED UNES INDICATE 
 SrTrwnAPTF S of IKc PQBT o£ NEW YORK 
 BCCND^gjS^ IblT-ED LIOT3 SHOV CITY 
 
 UMiTs'?? GRATER NEW YOMT 
 . ..... ROUND DOTTED LINES SHOW 
 
 NEW YORK HARBOR LIMITS 
 
 Number of Miles of Straight Waterfront Measured 
 
 Along the Shore Line 
 
 Miles 
 
 Port of New York 771 
 
 New York City 578 miles 
 
 New Jersey 193 " 
 
 Number of Miles of Waterfront Measured Around Piers 
 
 and Shore Line Miles 
 
 Port of New York 921 
 
 New York City 681 miles 
 
 New Jersey 240 '* 
 
 Number of Miles of Improved Waterfront Measured 
 
 Along the Shore Line Miles 
 
 Port of New York 290 
 
 New York City 227 miles 
 
 New Jersey 63 '* 
 
 Number of Miles of Improved Waterfront Measured 
 Around Piers and Shore Line 
 
 New York City 259 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 Publicly Owned, Measured Along Shore Line 
 
 City of New York 127 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 
 Publicly Owned, Measured Around Pier 
 
 and Shore Line 
 
 City of New York 159 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 
 Publicly Owned That Have Been Improved, 
 
 Measured Around the Shore Line 
 
 City of New York 47 miles 
 
 Number of Miles of Waterfront in the Port of New York 
 
 Publicly Owned That Have Been Improved, Measured 
 
 Around the Pier and Shore Line 
 
 City of New York 79 miles 
 
 Area of the Port of New York 175 square miles 
 
 [63] 
 
TRANSPORTATIOX BY WATER 
 
 The last United States census report on "Transportation by Water," covers 
 the year 1906, the previous census report thereon having been made in 1889. For the 
 whole United States this shows that in 1906 there were 19,586 documented, regis- 
 tered, enrolled, or licensed craft, of 6,493,353 gross tons. In the ordinary statements 
 of the tonnage of American vessels only that documented is generally covered. But 
 the undocumented vessels numbered 19,497, of 6,579,402 gross tons. This shows a 
 grand total of documented and undocumented vessels numbering 39,083, of 13,072,755 
 gross tons, which constitute the real merchant marine of the United States. 
 
 The table of "all vessels and craft," however, which follows, eliminates 1,762 ves- 
 sels, of 179,326 gross tons, reported as idle in 1906, and 1,490 vessels, of 233,639 
 gross tons as idle, untracable, or lost prior to or during 1889. Following is the table 
 in question: 
 
 ALL VESSELS AND CRAFT: 1906 AND 1889: 
 
 ToUl Per cent. 
 
 1906 1889 of increase 
 
 Number of vessels 37,321 30,485 22.4 
 
 Gross tonnage 12,893,429 8,359,135 54.2 
 
 Value of vessels $507,973,121 $206,992,352 145.4 
 
 Gross income $294,854,532 $161,994,066 82.0 
 
 Number of employes 140,929 1 13,870 23.8 
 
 Wages $71,636,521 $41,482,812 72.7 
 
 Number of passengers carried 366,825,663 198,992,438 84.3 
 
 Freight carried, including harbor work, 
 
 (net tons) 265,545,804 129,851,658 104.5 
 
 STEAM VESSELS: 1906 AND 1889: 
 
 Number 9,927 5,603 77.2 
 
 Gross tonnage 4,059,521 1,710,073 137.4 
 
 Value of $386,772,727 $131,567,427 194.0 
 
 Gross income $262,167,342 $113,715,700 130.5 
 
 Number of employes 1 15,525 70,347 64.2 
 
 Wages $ 61,265,474 $ 28,521,220 64.2 
 
 Number of passengers carried 366,800,748 198,992,438 84.3 
 
 SAIL VESSELS: 1906 AND 1889: 
 
 Number 7,131 7,945 _io.2 
 
 Gross tonnage 1,704,277 1,675,706 1.7 
 
 Value of vessels $ 56,206,145 $ 53,192,972 5.7 
 
 Gross income $ 32,687,190 $ 48,278,366 —32.3 
 
 Number of employes 25,404 43,523 — 11.6 
 
 Number of passengers carried 24,915 
 
 UNRIGGED VESSELS: 1906 AND 1889: 
 
 Number 20,263 16,937 19.6 
 
 Gross tonnage 7,129,631 4,973,356 43.4 
 
 Value of vessels $ 64,994,249 $ 22,231,953 192.3 
 
 Gross income Included in statistics for steam vessels. 
 
 Number of employes Included in statistics for steam vessels. 
 
 Wages Included in statistics for steam vessels. 
 
 Number of passengers carried Included in statistics for steam vessels. 
 
 [64] 
 
 I 
 
 , ^ 
 
 The report says: 
 
 The larger portion of the freight received at the boroughs of Manhattan 
 and Bronx and at Brooklyn, N. Y., is delivered by water craft, and a considerable 
 proportion comes from surrounding places by means of lighters or barges. Large 
 numbers of these craft were operated in and around New York harbor during 
 1906, and as they are in constant movement from place to place, probably some 
 are missed in the enumeration. They do virtually an express and drayage busi- 
 ness for the harbor, and it was almost as difficult to ascertain the quantity of freight 
 handled on them as it would have been to secure similar data for the wagons 
 and other vehicles moving freight between points on land. Lightering freight is 
 a cheaper means of handling cargoes than the transportation on trucks, as large 
 consignments can be handled on a single lighter, thus keeping the shipment 
 together, and the entire amount can be delivered at one time and discharged directly 
 into the vessel, thus avoiding extra handling. Steamers will not receive cargo after 
 a fixed time, and it is a great advantage to get the entire shipment alongside at 
 once, instead of delivering it on numerous trucks. In some instances, too, large 
 steamers do not come to the wharves, but are loaded and unloaded by lighters, 
 which obtain and deliver the freight at points most convenient to the consignors 
 and consignees. These craft are thus indispensable to the delivery and shipment 
 of freight in many harbors. Estimates for the freight handled by these harbor 
 craft aggregated 88,026,046 tons for the entire country, exclusive of the Great 
 Lakes, in 1906. 
 
 The report states that there were 536 ferryboats in the United States, of 261,- 
 073 gross tons, valued at $29,578,380, with a gross income of $17,291,073, employing 
 4,519 persons, to whom $3,537,180 were paid, and that these ferryboats carried 330,- 
 737,639 passengers. In the port of New York there were 152 of these ferryboats, of 
 129,690 gross tons, valued at $17,098,677, with a gross income of $8,423,119, employing 
 1,622 persons, to whom $1,578,839 were paid, and which ferryboats carried 208,684,- 
 123 passengers. 
 
 The total freight transportation, including harbor traffic, is placed at 265,545,- 
 804 net tons, of which 140,512,043 are credited to Atlantic and Gulf ports, 113,969,355 
 net tons being credited to the port of New York. In the United States 357,794,491 
 passengers were carried by water, 213,575,383 being so carried in the port of New 
 York. 
 
 A table is presented showing "shipments and receipts of principal commodi- 
 ties, by ports, for 1906, regarding which the report says: 
 
 The total trade carried on between the ports covered by the table was 
 65,360,958 tons. This table comprises, first of all, the Atlantic and Gulf coast- 
 wise movements, and secondly, the relatively small amount of freight traffic be- 
 tween the ports of the Atlantic and Gulf coasts and the ports of Porto Rico, the 
 Pacific coast, Hawaii, and foreign ports. The shipments in the vessels of the 
 Atlantic coast and Gulf of Mexico from ports not on the Atlantic and Gulf coasts 
 
 [65] 
 
amounted to 1,587,789 tons. By taking this sum from the total shipments it is 
 found that the coastwise shipments were 63,773,169 tons. By similar process the 
 coastwise traflSc received at the ports of the Atlantic and Gulf coasts is shown to 
 have been 63,020,115. i 
 
 This portion of the census report, which deals with the water-borne transporta- 
 tion on the Atlantic coast and the Gulf of Mexico, was prepared by Prof. Emory R. 
 Johnson, of the University of Pennsylvania, who has been employed for some years 
 by the United States in making studies and reports of probable Panama Canal traffic. 
 Regarding the Port of New York the report says, in part: 
 
 New York naturally led all other ports, both in shipments and in receipts. 
 It is a notable fact, moreover, that the receipts at New York were more than 
 double the shipments from that port. * * * 
 
 While the port of New York alone greatly exceeds all other American 
 ports in the amount of traffic, it is also the center of a much larger volume of 
 traffic. In collecting the statistics, Hoboken, Jersey City, Newark, Perth Amboy, 
 and South Amboy were treated as separate ports. As a matter of fact the water- 
 borne traffic at each of these ports may properly be considered as part of that 
 handled in and about New York. 
 
 The following table shows the total receipts and shipments at these five 
 ports and at New York: 
 
 SHIPMENTS AND RECEIPTS OF PRINCIPAL COMMODITIES AT HOBOKEN, JERSEY CITY, 
 NEWARK, NEW YORK, PERTH AMBOY AND SOUTH AMBOY, 1906. 
 
 Nbt Tons. 
 
 COMMODITY 
 
 TOTAI. 
 
 HOBOKBN 
 
 Jersey City 
 
 Newark 
 
 New York 
 
 Perth Amboy 
 
 South Amboy 
 
 Ship- 
 ments 
 
 Receipts 
 
 Ship- 
 ments 
 
 Re- 
 ceipts 
 
 Ship- 
 ments 
 
 Re- 
 ceipts 
 
 Sh'p 
 m*ts 
 
 2^916 
 
 • • • • 
 
 Re- 
 ceipts 
 
 Ship- 
 ments 
 
 Receipts 
 
 Ship- 
 ments 
 
 Re- 
 ceipts 
 
 Ship- 
 ments 
 
 Re- 
 
 c'pts 
 
 Canned Goods 
 
 46,191 
 
 282,241 
 
 5,832,927 
 
 47,294 
 
 37,337 
 
 105,927 
 
 124,083 
 
 122 
 
 404 
 
 131,887 
 
 7,965 
 
 271,822 
 
 110,413 
 
 284,539 
 
 1,668,574 
 
 10,381 
 
 4,751,964 
 
 22,880 
 
 3,889,235 
 
 506,747 
 
 860.185 
 
 4,029 
 
 319,304 
 
 76,880 
 
 1,759.236 
 
 1,426 
 
 2,4«2,?78 
 
 142,724 
 
 686,021 
 
 74,528 
 
 92,584 
 3,510,688 
 
 88,707 
 4,429,310 
 
 "Kwo 
 
 646,181 
 
 ■'"58 
 
 i9;735 
 117,666 
 
 '8^428 
 3,789 
 
 ^'.606 
 2,613 
 
 46,191 
 
 181,425 
 
 943,692 
 
 47,280 
 
 37,537 
 
 105,927 
 
 97,372 
 
 50 
 
 404 
 
 129,566 
 
 7,822 
 
 270,619 
 
 108.686 
 
 265,668 
 
 1,809,264 
 
 10,331 
 
 4,736,747 
 
 8,596,374 
 
 22,880 
 
 8,491,387 
 
 502,345 
 
 850,186 
 
 4,U2V 
 
 319,904 
 
 60,560 
 
 1,758,179 
 
 824 
 
 2,3U«,694 
 
 142,724 
 
 692,482 
 
 16,600 
 
 91,584 
 3,184,477 
 
 88,707 
 iSSCl&'i 
 
 
 
 
 
 Cement, brick and Ume 
 
 CoaL 
 
 5,m 
 
 1,441,817 
 5 
 
 300,250 
 
 17,996 
 2,783.471 
 
 1,536 
 
 Cotton. 
 
 
 Flour 
 
 
 
 
 
 
 
 
 
 
 Fruita and vegetables 
 
 585 
 
 66 
 
 17,900 
 
 26',i26 
 6 
 
 i',657 
 602 
 
 1,578 
 
 • ••• 
 
 • • • ■ 
 
 • • • • 
 
 1,728 
 
 *675 
 6,318 
 
 42.502 
 '3^449 
 
 17i*,i87 
 
 ■ • • • • • 
 
 8,234 
 
 
 
 
 
 Grain. 
 
 
 
 
 
 Ice. 
 
 
 
 
 
 Iron Ore 
 
 
 
 
 
 T^nf hf>r , . . , . , ^ ^ 
 
 272 
 
 786 
 
 688 
 
 220 
 163 
 
 778 
 
 22,136 
 
 1,086 
 
 1,682 
 
 Nayal stores 
 
 Petroleum and other oils 
 
 174 
 
 '6^483 
 
 aoii97 
 
 225 
 100 
 
 18,702 
 2,950 
 
 '"689 
 
 90 
 1,601 
 
 1,000 
 149,501 
 
 •••■•• 
 
 4,912 
 
 
 
 
 Pboaphate and fertilizer 
 
 66,527 
 
 
 
 Pig iron and steel rails 
 
 
 
 
 Stone, sand, etc 
 
 7,642 
 
 
 36,718 
 
 
 Tobacco 
 
 
 
 Misoellaneous merchandise. . 
 
 7.480 
 
 10,970 
 
 5,708 
 
 ■■*832 
 
 Total 
 
 13.651,221 
 
 18,437,742 
 
 552,348 
 
 43,774 
 
 186,962 
 
 167.548 
 
 315,681 
 
 17,607,906 
 
 1,463.185 
 
 396,8SS 
 
 2,845,014 
 
 8,960 
 
 
 The receipts of these six ports enter mainly through New York. 
 
 In studying this table the fact should be kept in mind that the statistics presented in it cover only 
 the trafBc shipped from and delivered at the ports named in the table. In addition to this, 1,706,131 
 tons (coal 1,551,991 tons, other freight 154,140 tons) were shipped from, and 30,514 tons were received 
 at, minor ports around New York harbor, and a vast volume of freight was handled by unrigged craft 
 in and about this great port. Data relating to unrigged craft are as follows: 
 
 [66] 
 
 -■< 
 
 UNRIGGED CRAFT OPERATING IS AND AROUND NEW YORK HARBOR, 1906. 
 
 KIND 
 
 Canal Boats 
 
 Coal Boats 
 
 All other unrigged 
 
 Total 5,289 
 
 Number of 
 
 Gross 
 
 Freight Lightered 
 
 Vessels 
 
 Tonnage 
 
 (Net Tons) 
 
 305 
 
 47,640 
 
 1,338,741 
 
 1,859 
 
 453,841 
 
 14,691,914 
 
 3,125 
 
 969,310 
 
 39,100,763 
 
 1,470,791 
 
 55,131,418 
 
 4> 
 
 This table shows 55,131,418 tons of freight to have been lightered in and around New York harbor, 
 and the preceding table shows the shipments from New York and the five adjacent ports to have been 
 13,651,221 tons, and the receipts 18,437,742 tons, to which is to be added the freight shipments and 
 receipts of the minor ports, 1,706,131 tons and 30,514 tons, respectively. The sum of these, 33,825,608 
 tons, represent the traffic taken into and out of the harbor area of which New York is the center. 
 This traffic and the freight lightered within the port, 55,131,418 tons, make a total of 88,957,026. 
 
 This tonnage, however, does not cover the entire water-borne commerce 
 handled in and about New York. In order to secure that total it is necessary to 
 add the tonnage of the import and export traffic in foreign vessels. * * * The 
 foreign trade carried on at the six ports named above is credited by the Bureau 
 of Statistics to three customs districts — New York, Perth Amboy and Newark. 
 The value of the exports from Perth Amboy and Newark in foreign vessels were 
 $2,306,079 and the imports $8,599,580. By combining these with the correspond- 
 ing figures for New York, the amounts for the three customs districts in foreign 
 vessels become: Exports, $538,374,553; imports, $631,489,624; total, $1,169,864,- 
 177. 
 
 In an elaborate investigation made in the years 1899 to 1901 by the 
 Isthmian Canal Commission into the cargo tonnage of American maritime com- 
 merce, it was found that the average value of the cargo ton of exports from the 
 Atlantic coast was $35.98, and that the average value of the cargo ton of imports 
 was $62.84. Assuming that the average value per ton of the exports from New 
 York and vicinity in 1906 was $35.98, the tonnage was 14,963,162; and if the aver- 
 age value of the imports was $62.84, per ton, the tonnage of imports at New 
 York, Perth Amboy, and Newark was 10,049,167, making a total tonnage of 
 exports and imports of 25,012,329. By combining this total with the 88,957,026 
 tons of freight shipped, received and lightered, the total traffic moved on the water- 
 ways at and around New York is found to have been 113,969,355 tons in 1906. 
 
 This total represents approximately the amount of freight handled by water 
 in and around New York. It does not, however, for reasons that have already 
 been explained, include the full amount of freight carried by ferryboats. More- 
 over, it was found impossible to make an exact segregation of the freight carried 
 to and from points that may be considered adjacent to New York as distinguished 
 from freight that was shipped and delivered at non-adjacent points. The 
 factor of uncertainty in this connection is probably not a large one. The only 
 other fact to which attention needs to be called is that the totals given in the last- 
 above table includes boats that are operated in and around New York during a 
 part of the year and are used elsewhere the remainder of the twelve months. If 
 calculations regarding harbor work of other large ports were to be made, care 
 would have to be taken to avoid duplication. 
 
 [67] 
 
•1 
 
 THE STATE AND CITY OF NEW YORK LEAD IN 
 
 MANUFACTURING. 
 
 The United States census report on manufactures, for the year 1909, gives the 
 State of New York leading place among the states of the Union, in manufacturing, and 
 the City of New York leads all other cities in this respect. The report says, in part : 
 
 The geographic position and topography of New York, as well as the 
 abundant natural wealth of its fields, forests, mines, and quarries, have contrib- 
 uted to its industrial development and have been instrumental in making it the 
 leading manufacturing state in the Union. The Mohawk, upper Hudson, Black 
 and Genesee Rivers and Niagara Falls furnish the major part of the water 
 power, which, either directly or through the agency of transmitted electric cur- 
 rent, serves a large percentage of the manufacturing establishments of the state. 
 The Hudson River, the Erie Canal, connecting Lake Erie with the Hudson 
 River, and a system of canals which connect Lake Ontario with the Erie Canal 
 and Lake Champlain with the Hudson River, form a network of inland water- 
 ways for the exchange of various commodities within the state and furnish excel- 
 lent communication by water from Duluth and Chicago in the west and from 
 various points in Canada on the north to New York City, thereby affording an 
 outlet for coastwise and foreign commerce through the most important seaport 
 in the United States. A large majority of the commercial and manufacturing 
 centers of the state are located on these waterways or on the connecting water- 
 ways which border the state. The 8,448 miles of steam-railway trackage within 
 the state also afford excellent transportation facilities. 
 
 Although New York has important interests in agriculture and mining, its 
 predominance is most marked in manufacturing. Since the completion of the 
 Erie Canal in 1825, New York has held foremost rank in this respect, though, 
 since 1849, when the first authoritative census of manufactures was taken, the 
 proportion which the state has contributed to the total value of manufactured 
 products in the entire United States has decreased somewhat. This proportion 
 was 23.3 per cent, in 1849 and only 16.3 per cent, in 1909. 
 
 In 1849 the total value of manufactured products of New York, including 
 those of the neighborhood and hand industries, amounted to $237,597,249, while 
 in 1909, exclusive of the value of the products of the neighborhood and hand 
 industries, it reached a total of $3,369,490,192, or more than fourteen times that of 
 1849. During the same period the population of the state increased 194.2 per 
 cent. In 1849 an average of 199,349 wage-earners, representing 6.4 per cent of 
 the total population, were employed in manufactures, while in 1909 an average of 
 1,003,981 wage earners, or 11 per cent, of the total population, were so engaged. 
 During this period the gross value of products per capita of the total population 
 of the state increased from $77 to $370. 
 
 In 1909 there were 44,935 manufacturing establishments in the State of New 
 York, having a capital of $2,986,241,000. There were 1,203,241 persons engaged in 
 manufacturing, of which 47,569 were proprietors and firm members, 151,691 were sal- 
 aried employees, to whom were paid $186,032,000, an average of 1,003,981 wage-earn- 
 ers, to whom were paid $557,231,000, and for materials used in manufacturing $1,856,- 
 904,000, and $386,074,000 for miscellaneous expenses, resulting in products valued 
 at $3,369,490,000, of which $1,512,586,000 was the value added by manufacture. 
 
 [68] 
 
 t-v 
 
 ^\ 
 
 € 
 
 Regarding the City of New York the report says : 
 
 New York City is not only the leading city and the commercial center of 
 the United States, but also the industrial metropolis, holding first place in the 
 total value of manufactured products as well as in many individual industries. In 
 1909 the population of New York City was practically equal to that of the State 
 of Ohio and exceeded only by Pennsylvania, Illinois and New York itself, but the 
 value of its manufactured products exceeded that reported by any state except 
 Pennsylvania and New York. This predominance in manufactures is closely 
 connected with the abundant supply of labor, its large immigration population 
 being in particular an influential factor in causing manufacturing enterprises to 
 locate there. New York City is the chief center of trade between the United States 
 and Europe and also one of the principal distributing points for domestic trade. 
 This commercial importance has also contributed to the high rank of the city in 
 manufacturing industries and to making New York the financial center of the 
 United States, thereby rendering it easy to obtain capital for the establishment 
 and extension of such industries. * * * The value of the city's manufactures rep- 
 resented 9.8 per cent, of the total manufactured products of the United States in 
 1909 and 10.3 per cent, in 1904. There were 21 industries in New York City in 
 1909 for which the value of products in excess of $20,000,000 was reported. For 
 two of these industries, the refining of cane sugar and smelting and refining of 
 copper, statistics cannot be presented separately without disclosing the operations 
 of individual establishments. The other 19 industries, arranged in order of value of 
 products, are indicated in the following tabular statement, which shows the abso- 
 lute and relative increase in this respect between 1904 and 1909, and also the per- 
 centage which the value of products for each industry represents of the corre- 
 sponding total for the state: 
 
 VAI.UE OF Products : 1909. 
 
 INDUSTRY 
 
 Amount 
 
 Clothing, women's $266,477,000 
 
 Clothing, men's including shirts 218,411,000 
 
 Printing and Publishing 183,509,000 
 
 Slaughtering and meat packing 95,862,000 
 
 Foundry and machine shop products- . . . 63,853,000 
 
 Tobacco manufactures 62,488,000 
 
 Bread and other bakery products 61,904,000 
 
 Liquors, malt 53,469,000 
 
 Millinery and lace goods 51,239,000 
 
 Fur Goods 39,874,000 
 
 Gas, illuminating and heating 34,117,000 
 
 Paint and varnish 26,664,000 
 
 Musical instruments, pianos and organs 
 
 and materials 25,516,000 
 
 Furnishing goods, men's 25,496,000 
 
 Patent medicines and compounds and 
 
 druggist's preparations 24,984,000 
 
 Lumber and timber products 24,122,000 
 
 Copper, tin and sheet-iron products •.. • 23,303,000 
 
 Artificial flowers and feathers and plumes • 21,098,000 
 
 Confectionery 20,062,000 
 
 [69] 
 
 Per 
 
 Cent, of 
 
 total for 
 
 the State 
 
 Increase over 1904 
 Amount 
 
 Per 
 Cent. 
 
 97.8 
 
 $98,058,000 
 
 58.2 
 
 82.1 
 
 68,927,000 
 
 46.1 
 
 84.6 
 
 45,007,000 
 
 32.5 
 
 75.4 
 
 39,924,000 
 
 71.4 
 
 41.4 
 
 5,916,000 
 
 10.2 
 
 81.5 
 
 11,963,000 
 
 23.7 
 
 71.8 
 
 17,904,000 
 
 40.7 
 
 68.8 
 
 10,301,000 
 
 23.9 
 
 98.3 
 
 18,896,000 
 
 58.4 
 
 96.5 
 
 14,595,000 
 
 67.7 
 
 80.6 
 
 4,402,000 
 
 14.8 
 
 93.4 
 
 3,834,000 
 
 16.8 
 
 75.8 
 
 6,586,000 
 
 34.8 
 
 60.4 
 
 8,883,000 
 
 53.5 
 
 66.9 
 
 6,868,000 
 
 37.9 
 
 33.3 
 
 2,903,000 
 
 13.7 
 
 60.6 
 
 5,914,000 
 
 34.0 
 
 99.7 
 
 17,132,000 
 
 432.0 
 
 78.6 
 
 6,017,000 
 
 42.8 
 
^ 
 
 I 
 
 I 
 
 ) 
 I 
 
 't 
 
 I 
 
 r 
 
 Of the five boroughs which form A^ew York City, the Borough of Manhat- 
 tan is the most important industrially, the value of the manufactured products 
 reported by the establishments within its limits in 1909 constituting 68.4 per cent, 
 of the total for the entire city. The proportions of the total contributed by the 
 other boroughs in that year were as follows : Brooklyn, 20.6 per cent. ; Queens, 7.5 
 per cent.; the Bronx, 2.1 per cent.; and Richmond, 1.5 per cent. 
 
 The totals presented for New York City do not include statistics for three 
 establishments operated by the Federal Government, namely, the United States 
 Navy Yard, with 3,622 wage-earners and products valued at $7,032,416 in 1909; 
 the United States Naval Clothing Factory, with 96 wage-earners and products 
 valued at $670,198, located in Brooklyn; and the United States Lighthouse 
 Establishment, with 60 wage-earners and products, such as illuminating and signal 
 apparatus and machinery and other lighthouse supplies, valued at $995,745, 
 located at Tompkinsville, in the Borough of Richmond. 
 
 EARLIEST HISTORY OF PORT OF NEW YORK. 
 
 The earliest recorded reference to the port of New York have been the special 
 study of Dr. Edward Hagaman Hall, secretary of the American Scenic and Historic 
 Preservation Society, who was also an official of the Hudson-Fulton Celebration 
 Commission of 1909. He properly ascribes to Henry Hudson, operating under a 
 contract with the Dutch East India Company, the "discovery" of the river that bears 
 his name, and which Hudson explored to its source and described in 1609. But, says 
 Dr. Hall: 
 
 "The sharp re-entrant angle in the Atlantic coast which marks the outlet 
 of the Hudson River had not escaped the notice of earlier navigators, and the 
 bend in the shore line and the river itself were clearly delineated on maps made 
 before Hudson's day. We even know the names of some of his predecessors in 
 New York harbor. The earliest European visitor to these waters of whom we 
 have indisputable proof was Verazzano, who came in 1524. He referred to the 
 upper harbor as 'una grandissima riviera' — a very large river. He was fol- 
 lowed in 1525 by Gomez, who named the river after St. Anthony. Thus, with- 
 out taking into consideration the less easily demonstrated but not improbable 
 claims that French, Spanish and even Dutch traders had resorted to the river 
 between 1525 and 1609, it is apparent that so far as the undisputed records are 
 concerned, Verazzano had found the stream and Gomez had named it eighty- 
 five and eighty-four years respectively before Hudson sailed from Amsterdam." 
 
 Dr. Hall further says: 
 
 "Civilization followed Hudson's voyage into the Hudson river valley, partly 
 because the valley was beautiful and attractive, partly because it was fertile, 
 partly on account of the very valuable fur trade, which was the foundation of 
 New York commerce, and partly for other reasons, but very largely on account 
 of the relation of the river to other lines of water travel. ♦ * * The 
 remarkable situation of their territory with relation to the Hudson river and these 
 other waters was a leading factor of the pre-eminence of the Iroquois, the most 
 powerful aboriginal people in America north of Mexico, and, with the advent of 
 European civilization, has been one of the most potent causes of the pre-eminence 
 of New York as the Empire State. - - - 
 
 * * 
 
 (70] 
 
 ^Jf 
 
 4 
 
 V 
 
 "Hudson's voyage was followed immediately by the advent of the Dutch 
 traders who built temporary habitations on Manhattan Island and at the site of 
 Albany and at these trading posts carried on a lucrative fur trade with the 
 Indians. * * * 
 
 *' Although a few traders' huts had been erected in New Netherland as early 
 as 1613, it was not until 1624 that a permanent settlement was effected at Albany 
 and 1626 at New York. 
 
 "From that time the Colony grew steadily. New Netherland was captured 
 by the English in 1664; recaptured by the Dutch in 1673, and repossessed by the 
 English in 1674. For over a century it remained a colony of Great Britain. 
 Then came the American Revolution and American Independence. In 1807, 
 twenty-four years after the evacuation of New York by the British, occurred the 
 other great event which the Hudson-Fulton celebration commemorates, namely, 
 the; successful application of steam to navigation by Robert Fulton on the river 
 which Hudson had explored." 
 
 "It is a curious fact," says Dr. Hall, "that the commerce of New York City 
 and State began before the city and State were permanently settled." He discards as 
 unreliable the claims that the city was settled previous to 1626, but adds: 
 
 "However between the voyage of Hudson in 1609 and the settlement at 
 Fort Orange (Albany) in 1624 and New Amsterdam (New York) in 1626, a very 
 active and lucrative reciprocal commerce had sprung up between the Nether- 
 lands and New Netherland, which ante-dated also the settlement at Plymouth, 
 Massachusetts, in 1620, and may properly be called the beginning of the com- 
 merce of the present United States. 
 
 "The commercial events between 1609 and 1614 are partly veiled in uncer- 
 tainty and partly disclosed b}^ safe deduction. There was undoubtedly an Eng- 
 lish voyage to our River in 1610, the proof of which is to be found in the first 
 recognizable map of the Hudson River. * * * This map was secretly obtained 
 by the Spanish Ambassador to England and sent to Phillip III. of Spain March 
 22, 1611. It is now in the general archives of Simancas. The map was made by 
 a surveyor sent to America by James I., who returned to England about Decem- 
 ber, 1610. 
 
 "We cannot prove with certainty that there was any voyage to this River 
 in 1611, but we may suspect that the Dutch were not backward in following up the 
 information brought back to them by Hudson. However, we have evidence that 
 there was a voyage to this River in 1612. 
 
 "In 1613 Hendrick Christiaenssen and Adriaen Block visited this region 
 and appear to have spent the winter of 1613-14 making explorations of New 
 Netherland. 
 
 "On March 27, 1614, the States General of the United Netherlands granted 
 a general charter in which they promised that they would grant an exclusive 
 charter for a certain number of voyages to anyone who would discover passages, 
 havens, countries, and places that had not before then been discovered or fre- 
 quented. Encouraged by this promise a company of merchants of Amsterdam 
 and Hoorn sent five ships, namely, the Little Fox (Jan de With, skipper) ; the 
 Tiger (Adriaen Block, skipper) ; the Fortune (Hendrick Christiaenssen, skipper) ; 
 
 [71] 
 
1 
 
 I 
 
 the Nightingale (Thys Volckerstssen, skipper) ; and another vessel called the For- 
 tune (Comelis Jacobssen May, skipper), to explore New Netherland, and on 
 October 11, 1614, the States General granted them a monopolistic charter for 
 trading to these parts. In 1614 Block's ship, the Tiger, was burned, and a new 
 vessel called the Restless was built somewhere in New Netherland to take its place. 
 This first ship was probably built along the Hudson River but there is no authentic 
 data for saying it was built on Manhattan Island. 
 
 "From this time on until the permanent settlement at Fort Orange and New 
 Amsterdam a regular commerce was kept up by the Dutch with New Netherland. 
 The principal commodity exported from New Netherland was furs. Records of 
 this conmierce exist. In 1624 two ships took back the skins of 4,000 beavers and 
 700 otters which sold for between 25,000 and 27,000 guilders. In the month of 
 November, 1626, a ship returned to Holland taking samples of all kinds of pro- 
 duce growing here, the cargo being 7,246 beaver skins, 675 otter skins, 48 mink, 
 36 wild-cat skins and various other sorts, many pieces of oak timber and hickory. 
 The total receipts from New Netherland in 1626 sold for 45,050 guilders." 
 
 STATISTICS OF COMMERCE DURING COLONIAL TIMES. 
 
 An idea of the value of the foreign commerce of the colony of New York, 
 nearly two hundred years ago will be found in the following tabulation, to be found 
 in the "Documentary History of the State of New York," by Christopher Morgan, 
 Secretar}^ of State of the State of New York, published in 1849: 
 
 Value of Impobts and Exports of Merchandise into and from the Colony of 
 
 New York from 1717 to 1728: 
 
 ybar 
 
 imports exports 
 
 Expressed in pounds, shillings and pence, sterling 
 
 From 1717 to 1718 27,331 
 
 From 1718 to 1719 19,596 
 
 From 1719 to 1720 16,836 
 
 From 1720 to 1721 15,681 
 
 From 1721 to 1722 19,564 
 
 From 1722 to 1723 28,518 
 
 From 1723 to 1724 21,191 
 
 From 1724 to 1725 25,316 
 
 From 1725 to 1726 38,307 
 
 From 1726 to 1727 31,617 
 
 From 1727 to 1728 21,005 
 
 s. 
 
 d. 
 
 12 
 
 1 
 
 6 
 
 5 
 
 12 
 
 7 
 
 4 
 
 5 
 
 15 
 
 4 
 
 12 
 
 6 
 
 2 
 
 3 
 
 18 
 
 9 
 
 17 
 
 10 
 
 8 
 
 1 
 
 12 
 
 11 
 
 / 
 
 s. 
 
 d. 
 
 62,966 
 
 16 
 
 3 
 
 56,355 
 
 3 
 
 9 
 
 37,397 
 
 19 
 
 5 
 
 50,788 
 
 10 
 
 6 
 
 57,889 
 
 15 
 
 10 
 
 54,838 
 
 9 
 
 8 
 
 63,020 
 
 
 
 9 
 
 70,650 
 
 8 
 
 
 
 84,850 
 
 18 
 
 
 
 67,373 
 
 6 
 
 3 
 
 78,561 
 
 6 
 
 4 
 
 In the annual report of Hon. Campbell W. Adams, State Engineer and Sur- 
 veyor, for the year 1897, there is a very interesting statement regarding the commerce 
 of the port and State of New York, accompanied by extensive tables, showing the 
 value of the foreign trade of the different colonies for a period of over two hundred 
 5'ears. It is stated in the report that a "compilation" is found of "Trade between the 
 American Colonies and Great Britain," issued by the Federal Government, and copied 
 
 17^1 
 
 ■ , . 
 
 I 
 
 ■ 
 
 4 
 
 from "Hazard's Commercial and Statistical Register." The following table, as show- 
 ing the comparative importance of the colony of New York during the larger part 
 of the eighteenth century, is of interest: 
 
 Table showing the trade between the American Colonies and Great Britain, 
 
 between 1697 AND 1774, in ten-year periods: 
 
 (Amounts are stated in pounds, sterling) 
 
 New England New York Virginia and Maryland Carolina 
 
 Year Exports Imports Exports Imports Exports Imports Exports Imports 
 
 1697 26,282 68,468 10,093 4,579 227,756 58,796 12,374 5,289 
 
 1707 38,796 120,631 14,283 29,855 207,625 237,901 23,311 10,492 
 
 1717 58,898 132,001 24,534 44,140 296,884 215,962 41,275 25,058 
 
 1727 75,052 187,277 31,617 67,452 421,588 192,965 95,055 23,254 
 
 1737 63,347 223,923 16,833 125,833 492,246 211,301 187,758 58,986 
 
 1747 41,771 210,640 14,992 137,984 492,619 200,008 107,500 95,529 
 
 1757 27,556 363,404 19,168 353,311 418,881 426,687 130,889 213,949 
 
 1767 128,207 406,081 61,422 417,957 437,936 437,628 395,027 244,093 
 
 1774 112,248 562,476 80,008 437,937 612,030 528,738 432,302 378,116 
 
 The period of the Revolutionary War is passed over as being abnormal, and 
 the statistics are resumed with the year in which the first Congress under the present 
 Constitution was going out of existence. The present method of statistical compila- 
 tion used by the United States Government was begun in 1821. The above table, 
 therefore, is carried down for each of the ten-year periods that closed with 1811, show- 
 ing value of exports, this time expressed in dollars: 
 
 Table Showing the Value of Exports From the Leading Atlantic and Gulf 
 States, in Ten- Year Periods, as Stated, Expressed in Dollars: 
 
 Massachusetts New York Pennsylvania Maryland Virginia So. Carolina Louisiana 
 
 ^^^^ Exports Exports Exports Exports Exports Exports Exports 
 
 1791 $2,519,651 $2,505,465 $3,463,093 $2,239,691 $3,131,865 $2,693,268 
 
 1801 14,870,556 19,851,136 17,438,193 12,767,530 5,655,574 14,304,045 
 
 1811 11,235,465 12,266,215 9,560,117 6,833,987 4,822,307 4,861,279 $2,650,050 
 
 Mr. Adams states that the value of imports by States was not published, preced- 
 ing 1821, although the collections of customs dues were. He therefore presents in a 
 table the customs collections for the three ten-year periods used in the last table, and 
 shows : 
 
 Customs Duties on Foreign Merchandise Imported: 
 
 ^^^ Massachusetts New York Pennsylvania Maryland Virginia So. Carolina Louisiana 
 
 1791 $1,025,974 $1,356,064 $1,475,428 $641,646 $805,887 $106,694 
 
 1801 4,442,577 4,984,235 3,702,898 2,157,649 822,153 141,781 
 
 ^811 2,772,074 2,436,092 2,364,635 1,082,864 214,304 63,053 $166,029 
 
 Of course the port of New York, as everybody knows, has forged far in the 
 lead among the ports of the United States, since the periods covered by the foregoing 
 
 [73] 
 
 .*> *■ 
 
" 
 
 tables of colonial times, and of the early years of the existence of our states. Some of 
 the reflections of the State Engineer, as expressed by Mr. Adams in his 1897 report, 
 may be pertinent as suggesting the causes for the growth of New York. Speaking, 
 evidently of the port of New York, he says: 
 
 Imports have been the great bed-rock of our commercial superstructure, for 
 nearly a century. (His tables were carried down to 1891.) Even back of that, 
 however, while our commercial growth, in imports, was as remarkable as it was 
 rapid, yet, at one period, at least, Massachusetts slightly led. It required seventy 
 long years for New York to pass New England, before the Revolution, in the 
 matter of imports. And we have but to refer to the record to see how tenaci- 
 ously Massachusetts held to New York during the first twenty years of our 
 national life. These lessons are impressive. They must not be forgotten. It may 
 not be New England that we need fear again, but the commercial conqueror of 
 New York may be to the south, nevertheless, but quite unlikely in the west. 
 During the last century Virginia and Maryland were invulnerable, commercially. 
 The value of their commerce was almost continuously double that of any other 
 of the colonies, but Carolina became remarkably vigorous and expansive just pre- 
 ceding the Revolution. Indeed, that colony pressed hard upon New York, and 
 passed her with flying colors in the early part of the last century, a lead which 
 she held until the Revolutionary War changed things. But even after the new 
 Constitution had gone into effect, while New York far exceeded South Carolina 
 in the matter of imports, yet the latter led New York in the volume of her exports. 
 
 So, we see, commerce has no hard and fast abiding place. It is as mobile as 
 the water that floats it. This is a fact never to be lost sight of. The mutations 
 of time have dealt hardly with some of our States, commercially, as the data 
 tabulated above will show. In exports Massachusetts, Pennsylvania, Virginia, 
 and South Carolina all led New York a hundred years ago. In exports * * * 
 Louisiana led New York for several successive years just preceding the Civil 
 War. * * * 
 
 One of the present strongest reliances of New York, is the large and grow- 
 ing population. So long as this growth continues its supremacy in commerce may 
 be reasonably expected. * * * 
 
 While New York is by far the leading manufacturing city in the United 
 States, yet there is a danger in the fact that the things manufactured are pro- 
 duced from materials often brought from long distances. And the things manu- 
 factured are often carried equally long distances. When matters reach that stage 
 of perfection that the point of producing manufactures comes nearer to the place 
 where the raw materials used are produced. New York's manufacturing and 
 commercial danger will be much more imminent than now. Commerce, being a 
 product of transportation, we must see to it, and that vigilantly, that the cost of 
 transportation, by being constantly at the minimum, shall be the least disturbing 
 factor in our industrial and commercial growth. As transportation is cheapened, 
 production increases, and commerce grows. The distance from which materials 
 may be brought to be consumed and transformed into manufactures may be 
 still further removed from the point of manufacture, if the cost of trans- 
 portation may be lowered. The lowering of the cost of transportation cheapens 
 the cost of living, and enables us to consume more. There is a double advantage, 
 
 [74] 
 
 i 
 
 and especially to a community like New York, in cheapened transportation. It 
 not only affects the things brought to us, and reduces their cost, but the area in 
 which the products of New York may be profitably sold increases (with each 
 reduction in transportation. * * * Cheap transportation is New York's 
 most vital necessity. * * * 
 
 Blessed, indeed, is the State, therefore, that possesses the means for minimiz- 
 mg transportation charges. In this respect New York is most signally fortunate, 
 so fortunate, indeed, that its people have even become indifferent to these very 
 primary but vital truths. * * * 
 
 The accessories to commerce, sufficient docks, available warehouses, with 
 every possible appliance that expedites and cheapens handling, must always be 
 so ample, so numerous, so cheap, so accessible, as to always keep in advance of 
 demand. However extensive and ample our waterways, if the means be not at 
 hand for acconmiodating, and at reasonable rates, all of the commerce that would 
 naturally be attracted to these waterways, the beneficence of them is wasted. In 
 this respect New York, the great City of New York, has been extravaffantlv 
 wasteful. "^ 
 
 Since the foregoing was written the State of New York has appropriated and 
 expended about $145,000,000 on its canals. Of this, about $17,000,000 has been for 
 maintenance, $108,000,000 for enlargement, and $19,800,000 for canal terminals. 
 During the same period the City of New York has expended millions of dollars addi- 
 tional for the acquisition of land, in South Brooklyn and elsewhere, and expended 
 additional millions in the construction of the most up-to-date piers to be found in the 
 United States. 
 
 n 
 
 \ 
 
 (75] 
 
NET TONNAGE OF VESSELS THAT ENTERED AND CLEARED AT THE 
 
 PORT OF HAMBURG IN FOREIGN TRADE 
 
 Year 
 
 I 
 
 1841 to 1845.. 
 
 1846 to 1850.. 
 
 1851 to I860.. 
 
 1861 to 1870.. 
 
 1871 to 1880.. 
 
 1881 
 
 1882 
 
 1883 
 
 1884 
 
 1885 
 
 1886 
 
 1887 
 
 1888 
 
 1889 
 
 1890 
 
 1891 
 
 1892 
 
 1893 
 
 1894 
 
 1895 
 
 1896 
 
 1898 
 
 1899 
 
 1900 
 
 1901 
 
 1902 
 
 1903 
 
 1904 
 
 1905 
 
 1906 
 
 1907 
 
 1908 
 
 1909 
 
 1910 
 
 1911 
 
 1912 
 
 Bntered 
 
 392,877 
 
 461,770 
 
 756,099 
 
 1,260,675 
 
 2,206,254 
 
 2,805,605 
 3,030,909 
 3,351,670 
 3,727,724 
 3,704,112 
 3,791,992 
 3,920,234 
 4,355,511 
 4,809,892 
 
 5,202,825 
 5,762,369 
 5,639,010 
 5,886,378 
 6,228,821 
 6,254,493 
 6,445,167 
 
 Cleared 
 
 756,255 
 
 1,255,780 
 
 2,207,760 
 
 2,857,384 
 3,022,027 
 3,353,879 
 3,707,189 
 3,712,394 
 3,786,845 
 3,927,865 
 4,347,723 
 4,826,906 
 
 5,214,271 
 5,766,318 
 5,640,163 
 5,933,580 
 6,248,875 
 6,279,707 
 6,300,458 
 
 7,765,950 
 
 i,ovo,ooo 
 
 7,779,707 
 
 8,037,514 
 
 8,050,159 
 
 8,383,365 
 
 8,351,817 
 
 8,727,294 
 
 8,704,869 
 
 9,155,926 
 
 9,221,261 
 
 9,610,794 
 
 9,610,479 
 
 10,380,775 
 
 10,378,573 
 
 11,039,069 
 
 11,007,720 
 
 12,040,461 
 
 12,103,209 
 
 11,914,250 
 
 11,738,768 
 
 12,184,268 
 
 12,339,129 
 
 11,417,773 
 
 11,583,211 
 
 11.830,949 
 
 11,945,239 
 
 13,567,913 
 
 13,837,076 
 
 176] 
 
 i 
 
 NET TONNAGE OF VESSELS THAT ENTERED AND CLEARED 
 
 FROM PORTS OF LONDON AND LIVERPOOL 
 
 IN FOREIGN TRADE 
 
 > 
 
 
 London I 
 
 LlVBRPOOI, 
 
 Calendar 
 
 
 
 
 
 Year 
 
 Bntered 
 
 Cleared 
 
 Entered 
 
 Cleared 
 
 1870 
 
 4,089,366 
 
 3,026,916 
 
 3,416,933 
 
 3,356,138 
 
 1880 
 
 5,970,341 
 
 4,606,641 
 
 4,913,324 
 
 4,746,489 
 
 1881 
 
 5,810,043 
 
 4,478,266 
 
 4,940,548 
 
 4,796,671 
 
 1882 
 
 6,130,027 
 
 4,645,651 
 
 5,165,211 
 
 4,882,878 
 
 188o .... ... 
 
 6,589,594 
 
 4,810,680 
 
 5,467,274 
 
 5,167,568 
 
 1884 
 
 6,769,767 
 
 4,996,833 
 
 5,209,357 
 
 4,966,936 
 
 1885 
 
 6,902,655 
 
 5,146,482 
 
 5,173,330 
 
 4,822,021 
 
 1886 
 
 6,810,647 
 
 5,215,984 
 
 5,017,815 
 
 4,714,654 
 
 1887 
 
 6,880,187 
 
 5,284,149 
 
 5,186,393 
 
 4,758,525 
 
 1888 
 
 7,470,949 
 
 5,470,912 
 
 5,368,196 
 
 4,941,556 
 
 1889 
 
 7,550,121 
 
 5,566,620 
 
 5,789,400 
 
 5,147,028 
 
 1890 
 
 7,708,705 
 
 5,772,062 
 
 5,782,351 
 
 5,159,450 
 
 1891 
 
 7,637,965 
 
 5,787,552 
 
 5,866,920 
 
 5,220,988 
 
 1892 
 
 7,866,946 
 
 6,049,513 
 
 5,913,860 
 
 5,206,116 
 
 1893 
 
 7,782,402 
 
 5,635,654 
 
 5,251,570 
 
 4,588,231 
 
 1894 
 
 8,301,868 
 
 6,131,712 
 
 5,492,327 
 
 4,997,251 
 
 1895 
 
 8.435,676 
 
 6,110,325 
 
 5,598,341 
 
 4,883,199 
 
 1896 
 
 8,993,285 
 
 6,588,910 
 
 5,643,285 
 
 5,239,610 
 
 1897 
 
 9,110,925 
 
 6,686,734 
 
 5,845,384 
 
 5,415,667 
 
 1898 
 
 9,437,764 
 
 7,158,438 
 
 6,170,454 
 
 5,998,348 
 
 1899 
 
 9,437,950 
 
 7,091,125 
 
 6,152,187 
 
 5,665,813 
 
 1900 
 
 9,580,854 
 
 7,119,673 
 
 6,001,563 
 
 5,666,145 
 
 1901 
 
 9,992,753 
 
 7,282,892 
 
 6,465,153 
 
 6,171,072 
 
 1902 
 
 10,179,023 
 
 7,385,085 
 
 6,848,200 
 
 6,314,514 
 
 1903 
 
 10,958,739 
 
 8.104,890 
 
 7,817,050 
 
 6,682,568 
 
 1904 
 
 10,788.212 
 
 7,850,947 
 
 7,986,584 
 
 6,730,206 
 
 1905 
 
 10.814,115 
 
 7,913,115 
 
 7,806,844 
 
 6,932,687 
 
 1906 
 
 11,222,542 
 
 8,185,400 
 
 8,145,441 
 
 7,125,417 
 
 1907 
 
 11,160,367 
 
 8,598,979 
 
 8,167,419 
 
 7,257,869 
 
 1908 
 
 11,194,073 
 
 8,487,841 
 
 7,973,123 
 
 6,901,594 
 
 X«7U«7 • • • • • • • 
 
 11,605,698 
 
 8,622,316 
 
 7,747,994 
 
 6,593,094 
 
 1910 
 
 12,154,162 
 
 8,999,635 
 
 7,588,653 
 
 6,697,612 
 
 1911 
 
 11,973,249 
 
 9,004,974 
 
 7,887,719 
 
 6,880,271 
 
 1912 
 
 10,800,716 
 
 7,446,873 
 
 7,253,016 
 
 7,446,873 
 
 [771 
 
NET TONNAGE OF VESSELS THAT ENTERED AND CLEARED AT 
 PORT OF HONGKONG, IN FOREIGN TRADE, BY SEA 
 
 Tear 
 
 Entered 
 
 Cleared 
 
 1860 
 
 875,199 
 
 
 1870 
 
 2,836,207 
 
 
 1880 
 
 4,319,207 
 
 
 1890 
 
 6,852,588 
 
 
 1895 
 
 7,827,398 
 
 
 1900 
 
 9,288,762 
 
 • • • • • • • • 
 
 1905 
 
 11,328,762 
 
 
 1906 
 
 11,249,233 
 
 
 1907 
 
 11,512,223 
 
 
 1908 
 
 11,164,386 
 
 
 1909 
 
 11,150,560 
 
 11,V94,698 
 
 1910 
 
 10,489,203 
 
 10,477,301 
 
 1911 
 
 10,246,622 
 
 10,243,898 
 
 1912 
 
 12,170,035 
 
 12,100,365 
 
 NET TONNAGE OF VESSELS THAT ENTERED AND CLEARED AT THE 
 PORT OF ROTTERDAM IN FOREIGN TRADE 
 
 Year 
 
 Entered 
 
 Cleared 
 
 1850 
 
 346,186 
 
 
 1860 
 
 592,978 
 
 
 1870 
 
 1,026,348 
 
 
 1880 
 
 1,681,650 
 
 
 1885 
 
 2,120,347 
 
 
 1890 
 
 2,918,425 
 
 
 1895 
 
 4,177,478 
 
 
 1900 
 
 6,589,091 
 
 
 1901 
 
 6,382,934 
 
 
 1902 
 
 6,549,233 
 
 
 1903 
 
 7,626,263 
 
 
 1904 
 
 7,657,707 
 
 
 1905 
 
 8,673,179 
 
 
 1906 
 
 9,192,467 
 
 
 1907 
 
 10,303,940 
 
 
 1908 
 
 8,994,797 
 
 
 1909 
 
 9,217,493 
 
 8,902,570 
 
 1910 
 
 10,649,843 
 
 10,490,049 
 
 1911 
 
 11,052,186 
 
 10,800,490 
 
 1912 
 
 11,552,119 
 
 11,532,619 
 
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 TOTAL DOCUMENTED GROSS TONNAGE OF AMERICAN VESSELS 
 
 Years 
 Ending 
 
 Dec. 31. 
 *1793... 
 *1800... 
 *1810.., 
 
 1820.. 
 
 1830.. 
 
 Sept. 30. 
 
 1840.. 
 
 June 30. 
 
 1850.. 
 
 I860.. 
 
 1870.. 
 
 1880.. 
 
 United States 
 Tons 
 
 478,377 
 
 972,492 
 
 1,424,783 
 
 1,280,167 
 
 1,191,776 
 
 2,180,764 
 
 3,535,454 
 5 353,868 
 4,246,507 
 4,068,034 
 
 Years 
 Ending 
 
 1881... 
 
 4,057,734 
 
 1882... 
 
 4,165,933 
 
 1883... 
 
 4,235,487 
 
 1884... 
 
 4,271,229 
 
 1885... 
 
 4,265,934 
 
 1886... 
 
 4,131,136 
 
 1887... 
 
 4,105,845 
 
 1888... 
 
 4,191,916 
 
 1889... 
 
 4,307,475 
 
 1890... 
 
 4,424,497 
 
 1891... 
 
 4,684,759 
 
 1892... 
 
 4,764,921 
 
 1893... 
 
 4,825,071 
 
 1894... 
 
 4,684,029 
 
 1895... 
 
 4,635,960 
 
 1896... 
 
 4,703,880 
 
 1897... 
 
 4,769,020 
 
 1898... 
 
 4,749,738 
 
 1899... 
 
 4,864,238 
 
 1900... 
 
 5,164,839 
 
 1901... 
 1902... 
 1903... 
 1904... 
 1905 . . . 
 1906... 
 1907... 
 1908... 
 1909 . . . 
 1910... 
 
 1911... 
 1912... 
 
 5,524,218 
 5,797,902 
 6,087,345 
 6,291,535 
 6,456,543 
 6,674,969 
 6,938,794 
 7,365,445 
 7,388,755 
 7,508,082 
 
 7,638,790 
 7,714,183 
 
 1829. 
 1841. 
 
 New York 
 Tons 
 
 59,754 
 151,592 
 244,162 
 
 * 261,764 
 
 438,014 
 
 835,868 
 1,464,001 
 1,133,175 
 
 950,058 
 
 951,685 
 945,646 
 948,775 
 985,753 
 992,663 
 918,664 
 933,112 
 915,511 
 946,314 
 951,391 
 
 1,018,138 
 1,045,523 
 1,054,684 
 1,057,788 
 1,036,801 
 1,024,697 
 1,051,941 
 1,017,223 
 1,036,435 
 1,112,989 
 
 1,185,367 
 1,247,828 
 1,399,358 
 1,460,694 
 1,540,809 
 1,571,084 
 1,578,326 
 1,594,486 
 1,611,024 
 1,601,692 
 
 1,641,777 
 1,670,411 
 
 Boston 
 Tons 
 
 187,880 
 291,867 
 431,123 
 
 PORTS OF 
 
 Philadelphia 
 Tons 
 
 144,523 
 
 227,608 
 
 320,687 
 464,213 
 332,323 
 264,264 
 
 253,551 
 266,966 
 261,423 
 261,837 
 267,804 
 262,487 
 249,846 
 265,050 
 257,051 
 251,526 
 
 236,282 
 233,478 
 214,746 
 214,916 
 198,163 
 195,428 
 190,206 
 168,771 
 163,851 
 174,941 
 
 166,589 
 160,589 
 159,455 
 188,868 
 217,200 
 210,443 
 182,601 
 206,138 
 209,628 
 196,707 
 
 212,995 
 251,362 
 
 65,550 
 103,552 
 118,557 
 
 77*318 
 
 105,805 
 
 206,498 
 241,737 
 315,122 
 215,001 
 
 215,436 
 211,653 
 227,330 
 224,769 
 222,257 
 231,122 
 221,272 
 212,490 
 225,444 
 255,695 
 
 284,744 
 277,838 
 278,849 
 221,648 
 245,550 
 220,567 
 209,742 
 201,500 
 221,909 
 216,836 
 
 233,487 
 233,487 
 247,146 
 248,513 
 266,125 
 266,679 
 273,784 
 299,729 
 276,348 
 286,954 
 
 304,107 
 287,037 
 
 Baltimore 
 Tons 
 
 •Covers States of New York, Massachusetts, Pennsylvania and Maryland. 
 
 [831 
 
 New Orleans 
 Tons 
 
 37,740 
 120,546 
 128,513 
 
 45,569 
 
 83,638 
 
 149,019 
 200,109 
 125,225 
 102,139 
 
 99,740 
 104,476 
 107,113 
 115,470 
 123,493 
 122,328 
 118,192 
 121,000 
 114,037 
 115,017 
 
 121,589 
 120,571 
 122,179 
 122,872 
 125,742 
 122,526 
 127,011 
 130,949 
 153,119 
 159,268 
 
 172,924 
 182,635 
 194,727 
 188,993 
 191,511 
 193,255 
 203,846 
 207,003 
 206,231 
 198,117 
 
 232,099 
 232,380 
 
 44,751 
 
 145,115 
 
 248,709 
 
 228,243 
 
 101,316 
 
 87,961 
 
 86,517 
 78,248 
 70,656 
 69,028 
 66,752 
 63,377 
 60,051 
 58,982 
 56,872 
 68,873 
 
 60,055 
 54,342 
 
 52,804 
 43,064 
 50,079 
 48,003 
 46,500 
 40,062 
 48,717 
 42,452 
 
 41,488 
 37,314 
 43,659 
 37,276 
 29,753 
 28,351 
 29,878 
 32,571 
 33,097 
 33,678 
 
 27,667 
 36,887 
 
 Galveston 
 Tons 
 
 3,309 
 10,457 
 15,684 
 
 9,780 
 
 12,464 
 8,102 
 8,313 
 8,144 
 6,804 
 
 10,604 
 9,197 
 7,959 
 7,361 
 8,249 
 
 11,862 
 14,827 
 15,269 
 20,859 
 17,850 
 18,033 
 19,995 
 18,162 
 17,094 
 17,151 
 
 14,929 
 21,275 
 35,949 
 46,742 
 52,630 
 66,816 
 47,534 
 35,647 
 16,644 
 8,160 
 
 16,968 
 9.871 
 
 i 
 
 [82] 
 
 '*' ^ 
 
TONNAGE OF VESSELS THAT ENTERED AND CLEARED AT SEAPORTS OF UNITED STATES 
 
 IN FOREIGN TRADE 
 
 Fiscal Yean 
 
 New York State 
 
 Entered 
 
 Cleared 
 
 1891 
 
 Net Tons 
 170.849 
 
 Net Tons 
 168,894 
 
 
 
 1821. 
 
 1821. 
 
 ii 
 
 Port of New York 
 
 18S0 
 1841. 
 1860 
 I860 
 1870, 
 1880 
 
 1881. 
 1882 
 1888 
 1884 
 
 805,181 
 547.694 
 1.145.881 
 1,978,812 
 8,093.186 
 7,611,282 
 
 7,506.522 
 7,860,848 
 6,448.887 
 5,658,871 
 
 243.155 
 
 405,088 
 
 982,478 
 
 1,678,905 
 
 2.971,924 
 
 7.428.802 
 
 7,518,808 
 7,268.174 
 6,827.690 
 5,428,958 
 
 Massachusetts 
 
 159,774 
 
 180.261 
 
 Port of Boston 
 
 1880. 
 
 1841 
 
 1860 
 
 1860 
 
 1870 
 
 1880 
 
 1881 
 
 1882 
 1883 
 1884 
 
 118,288 
 291,828 
 478,859 
 718,587 
 798,927 
 1.347,447 
 
 1,566,926 
 1,416,281 
 1.844,515 
 1,186.871 
 
 98.408 
 284.848 
 437.760 
 633.467 
 570,288 
 1.235,752 
 
 1,515.958 
 1,805,172 
 1,168,136 
 1,031,662 
 
 Pennsylvania 
 
 74.841 
 
 73,077 
 
 Port of Philadelphia 
 
 1830 
 1841. 
 1860. 
 1860 
 1870, 
 1880 
 
 1881, 
 1882 
 1888 
 1884, 
 
 77.016 
 
 39,070 
 
 182,370 
 
 182.162 
 
 800,006 
 
 1.391.812 
 
 1,076.085 
 
 1,065.961 
 
 857.292 
 
 776,927 
 
 67.829 
 
 88,523 
 
 111.618 
 
 135,037 
 
 282.639 
 
 1.240,364 
 
 1,004,557 
 969.163 
 791.367 
 660.388 
 
 Fiscal Years 
 
 Maryland 
 
 Bntered 
 
 Cleared 
 
 1821 
 
 Net Tons 
 72,993 
 
 Net Tons 
 66,364 
 
 Port of Baltimore 
 
 1841 
 
 1850 
 
 1860 
 
 1870 
 
 1880 
 
 1881.... 
 
 1882 
 
 1883 
 
 1884 
 
 61,121 
 
 89,748 
 
 99,588 
 
 186,417 
 
 272,290 
 
 1,502,713 
 
 1,865,865 
 852,575 
 898,774 
 627.344 
 
 58,252 
 
 87,186 
 
 126,819 
 
 174,000 
 
 246,569 
 
 1,491,060 
 
 1,350,446 
 802,827 
 930,452 
 676,516 
 
 Mississippi-Lonisiana 
 
 1841. 
 
 264,637 
 
 817,565 
 
 Port of New Orleans 
 
 1850, 
 1860 
 1870, 
 1880, 
 
 1881, 
 1882, 
 1883, 
 1884 
 
 349,949 
 632,398 
 
 458,447 
 760,910 
 
 963,835 
 620,072 
 734,791 
 684,231 
 
 869,937 
 894,353 
 561,458 
 858,765 
 
 183,349 
 661,498 
 765,934 
 688,860 
 
 Port of Galveston 
 
 1850. 
 1860. 
 1870. 
 1880. 
 
 1881. 
 1882. 
 1888. 
 
 1884. 
 
 2,987 
 
 32,263 
 
 31,565 
 
 117.972 
 
 215.311 
 141,743 
 153,614 
 124,094 
 
 2,924 
 47,755 
 52,701 
 99,007 
 
 183.849 
 115,579 
 166,459 
 184,981 
 
 Total 
 
 1821 
 
 1880 
 
 1840 
 
 1850 
 
 1860 
 
 1870 
 
 1880 
 
 1881 
 
 1882 
 
 1888 
 
 1884 
 
 846.624 
 1,099,127 
 2.289,809 
 3,748,639 
 5.000,194 
 6,270.189 
 15,251,329 
 
 15,680,541 
 14,656,499 
 13,860,857 
 12,085,156 
 
 888.020 
 1,105,196 
 2,353,495 
 4,361,002 
 5,257,336 
 6,361,628 
 15,295,697 
 
 15,793,997 
 14,846,468 
 13,565,022 
 12,205,719 
 
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 I 
 
SHIPBUILDING IN THE UNITED STATES 
 
 Statement exhibiting the Class, Number and Gross Tonnage of the Vessels that were built 
 in the United States during the fiscal year, ending June 30, 1912. 
 
 1911-1912. 
 
 Class op Vessels. 
 
 Schooners 
 
 Sloops. 
 
 River Steamers, Side Wheel. . 
 River Steamers. Stem WheeL. 
 
 River Steamers, Screw 
 
 Lake Steamers. Screw 
 
 Ocean Steamers, Screw 
 
 Canal Boats 
 
 Barges 
 
 Number. 
 
 60 
 86 
 
 8 
 
 150 
 
 868 
 
 8 
 
 17 
 
 27 
 
 332 
 
 Tonnage. 
 
 20,803 
 
 418 
 
 3,719 
 
 5,930 
 
 50,988 
 
 36.910 
 
 55,946 
 
 2,978 
 
 54,977 
 
 Total United States. 
 
 1,505 
 
 232,669 
 
 Statement exhibiting the Class, Number and Gross Tonnage of Steel Vessels built in the 
 United States during the fiscal year ending June 30, 1912. 
 
 Ports. 
 
 ^ ew jL orK ,M. x«..«*..«**.«4<.v 
 
 Boston, Mass 
 
 Albahy.N.Y 
 
 Philadelphia, Pa 
 
 Wilmington, Del 
 
 Baltimore. Md ... 
 
 Newport News, Va 
 
 New Orleans. La 
 
 Memphis. Tenn.... 
 
 St. Louis, Mo 
 
 Dubuque, Iowa -. 
 
 Wheeling. W. Va. 
 
 Pittsburgh, Pa 
 
 Buffalo. N.Y , 
 
 Erie. Pa 
 
 Cleveland, Ohio 
 
 Toledo, Ohio 
 
 Detroit. Mich 
 
 Orand Haven, Mich 
 
 Kilwaukee, Wis 
 
 San Francisco. Cal 
 
 Port Townsend, Wash 
 
 Total United States. . . . 
 
 SHIPBUILDING 
 
 Sail. 
 
 Steam. 
 
 Barges. 
 
 Total. 
 
 2Vo. 
 
 " s 
 
 Tons. 
 
 No. 
 
 Tons. 
 
 No. 
 
 Tons. 
 
 No. 
 
 2'ons. 
 
 • • 
 
 • • • • 
 
 8 
 
 1,891 
 
 • • 
 
 • • • • 
 
 8 
 
 1.891 
 
 • • 
 
 • • • • 
 
 3 
 
 5,698 
 
 • • 
 
 • • • • 
 
 3 
 
 5,698 
 
 • • 
 
 • • • • 
 
 2 
 
 1,044 
 
 • • 
 
 • • • • 
 
 2 
 
 1,044 
 
 3 
 
 2.040 
 
 5 
 
 4,^5 
 
 7 
 
 3,748 
 
 16 
 
 10,733 
 
 • • 
 
 • • • •. 
 
 4 
 
 5,221 
 
 • • 
 
 • • • • 
 
 4 
 
 5.221 
 
 • • 
 
 ■ • • • 
 
 5 
 
 11,914 
 
 3 
 
 2,222 
 
 8 
 
 14,136 
 
 • •• 
 
 • • • • 
 
 4 
 
 10.169 
 
 • • 
 
 • • • • 
 
 4 
 
 10,169 
 
 • • 
 
 • • • • 
 
 1 
 
 11 
 
 • • 
 
 • • •'• 
 
 1 
 
 11 
 
 
 
 3 
 
 276 
 
 • • 
 
 • • • • 
 
 3 
 
 276 
 
 • •« 
 
 • • • • 
 
 2 
 
 16 
 
 • • 
 
 • • • • 
 
 2 
 
 16 
 
 • • 
 
 V • • • ' 
 
 1 
 
 82 
 
 • • 
 
 • • • • 
 
 1 
 
 82 
 
 • • 
 
 • • • • 
 
 1 
 
 8 
 
 • • 
 
 • • • • 
 
 1 
 
 8 
 
 • • 
 
 • • 9 » 
 
 • • 
 
 • • • 
 
 3 
 
 697 
 
 3 
 
 597 
 
 • • 
 
 • • • • 
 
 2 
 
 371 
 
 2 
 
 436 
 
 4 
 
 807 
 
 • • 
 
 • • • « ■ 
 
 1 
 
 37 
 
 • • 
 
 • • • • 
 
 1 
 
 37 
 
 2 
 
 4.057 
 
 U 
 
 22,096 
 
 3 
 
 3,600 
 
 16 
 
 29.753 
 
 • • 
 
 • • • • 
 
 2 
 
 3,345 
 
 • • 
 
 ,• • • • 
 
 2 
 
 3,345 
 
 • • 
 
 • • • • 
 
 13 
 
 48,298 
 
 • • 
 
 • • • • 
 
 13 
 
 48,298 
 
 * • 
 
 • • • • 
 
 1 
 
 98 
 
 • • 
 
 
 1 
 
 98 
 
 .• • 
 
 • • • • 
 
 2 
 
 968 
 
 • » 
 
 • • • • 
 
 2 
 
 968 
 
 • • 
 
 • • • • 
 
 2 
 
 1,567 
 
 • * 
 
 ^•,«>.»' 
 
 2 
 
 1,667 
 
 .• • 
 
 '• • • » 
 
 8 
 81 
 
 1,126 
 119,181 
 
 18 
 
 
 8 
 104 
 
 1,126 
 
 5 
 
 6.097 
 
 10.603 
 
 135.881 
 
 G IN 
 
 THE 
 
 STATE 
 
 OF NEW YORK 
 
 
 
 Statement exhibiting the Class, Number and Gross Tonnage of the Vessels that were built 
 in the State of New York during the fiscal year ending June 30, 1912. 
 
 Class of Vessels. 
 
 Sailing 
 Vessels. 
 
 Steam 
 Vessels. 
 
 Canal 
 Boats. 
 
 Barges. 
 
 Total. 
 
 New York — 
 
 Albany 
 
 Patchogue.... 
 Cold Spring.. 
 Greenport. . . . 
 Champlaln... 
 Oswegatchie.. 
 Cape Vincent. 
 Buffalo Creek. 
 
 No. 
 1 
 
 Tons. No. 
 11 37 
 
 • • • • ^ 
 
 • • • • v 
 •• • • • ^ 
 
 • • • • 3 
 
 « • • • ^ 
 
 • • • • X 
 
 • • • • X 
 
 4 
 
 • • • • ^ 
 
 Tons. No. 
 
 3,152 
 
 1.044 
 
 127 
 
 31 
 
 77 
 
 39 
 
 50 
 
 13 
 
 535 
 
 Total State Of N.Y. 
 
 11 61 5,077 
 
 14 
 
 8 
 
 5 
 
 27 
 
 Tons. No. 
 
 . . . m OX 
 
 1,504 1 
 
 Tons. No. 
 10,236 69 
 
 175 
 
 972 
 
 502 
 
 1 
 
 6 
 
 23 
 1,488 
 
 17 
 9 
 2 
 3 
 
 10 
 1 
 2 
 
 16 
 
 Tons. 
 
 13.399 
 
 2,723 
 
 127 
 
 31 
 
 77 
 
 1.011 
 
 69 
 
 36 
 
 2,525 
 
 2,978 39 11.922 128 19.988 
 
 [86] 
 
 - l rf-- 
 
 V 
 
 i 
 
 I 
 
 VALUE OF IMPORTS AND EXPORTS, STATE OF NEW YORK, BY PORTS— 1898 AND 1913 
 
 Porta 
 
 For the Year 1898 
 Imports Exports 
 
 For the Year 1918 
 Imports Bxports 
 
 New York $402,281,050 
 
 Sag Harbor 6,752 
 
 Buffalo Creek 3,631,815 
 
 Cape Vincent 188,053 
 
 Champlain 2,803,573 
 
 Dunkirk 4,709 
 
 Genesee 544,094 
 
 Niagara 1,753,082 
 
 Oswegatchie 5,127,309 
 
 Oswego • 588,858 
 
 Albany 89,678 
 
 Syracuse 119,321 
 
 ToUl $417,138,294 
 
 Exclusive of New York $14,857,244 
 
 $445,515,794 $1,048,290,629 
 2,709 
 
 7,339,127 
 
 264,807 
 
 6,101,430 
 
 832,128 
 7,232,247 
 
 4,894,891 
 1,798,270 
 
 14,408,594 
 
 224,313 
 
 11,098,563 
 
 14,044 
 
 2,186,130 
 
 5,996,124 
 
 21,074,499 
 
 1,322,934 
 
 2,378,566 
 
 312,440 
 
 $917,935,988 
 
 66,706,609 
 
 223.954 
 
 29,771,183 
 
 2,925,069 
 
 36,396,970 
 
 6,869,197 
 
 3,945,198 
 
 $473,978,694 $1,107,309,543 $1,064,773,171 
 $29,462,900 $59,018,914 $146,837,183 
 
 Port of New York 
 
 State, Exclusive of Port of New York • • 
 
 Total Imports and Exports — Port of 
 New York 
 
 Total Imports and Exports — Exclusive 
 of Port of New York 
 
 Total Imports and Exports State of New 
 York, inclusive of Port of New York 
 
 65.30 
 2.4 
 
 PERCENTAGE OF UNITED STATES 
 
 36.18 57.82 
 
 2.4 3.25 
 
 37.22 
 5.9 
 
 45.83 
 
 2.4 
 
 48.23 
 
 45.94 
 4.8 
 
 50.7 
 
 TOTAI< VAI,UE OF 
 For the Year 1896 For the Year 1913 
 
 Imports Exports Imports Exports 
 
 United States $616,049,654 $1,231,482,330 $1,812,978,234 $2,465,884,149 
 
 Total Imports and Exports Total Imports and Exports 
 
 United States $1,847,531,984 $4,278,862,383 
 
 Port of New York 847, 796,844 1,966,229,617 
 
 State of New York, exclusive of 
 
 the Port of New York 44,320,144 205,856,097 
 
 (Compiled from data published by the Bureau of Foreign and Domestic Commerce, United States 
 
 Department of Commerce.) 
 
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 [89] 
 
: 
 
 ! 
 
 I 
 
 TOTAL VALUE OF ALL THE ARTICLES MOVED ON THE CANALS OF NEW YORK STATE 
 
 Year 
 
 Product of the 
 Forest 
 
 Agriculture 
 
 Manufactures 
 
 Merchandise 
 
 Other Articles 
 
 Total 
 
 1837 
 
 $6,146,716 
 
 $16,201,331 
 
 $6,390,486 
 
 $23,935,990 
 
 $3,134,766 
 
 $55,806,288 
 
 1840 
 
 4,609,035 
 
 19,644,481 
 
 4,719,054 
 
 35,636,943 
 
 2,694,379 
 
 66,303,892 
 
 1850 
 
 15,117,661 
 
 46,152,958 
 
 7,933,108 
 
 81,531,320 
 
 6,059,003 
 
 156,397,929 
 
 1860 
 
 10,654,710 
 
 55,838,977 
 
 8,113,177 
 
 84,252.425 
 
 11,989,909 
 
 170,849,198 
 
 1868* 
 
 24,039,591 
 
 76,383,656 
 
 17,298,574 
 
 131,786,764 
 
 55,793,344 
 
 305,301,920 
 
 1870 
 
 22,266,184 
 
 49,231,912 
 
 10,777,897 
 
 94,852,911 
 
 54,707,269 
 
 231,836,176 
 
 1880 
 
 14,351,622 
 
 68,994,219 
 
 14,236,227 
 
 109,870,264 
 
 40,392,459 
 
 247,844,790 
 
 1890 
 
 21,888,280 
 
 32,680,782 
 
 1,879,276 
 
 73,838,260 
 
 15,464,488 
 
 145,617,086 
 
 1900 
 
 9,161,366 
 
 11,051,632 
 
 2,073,468 
 
 42,819,110 
 
 19,018,196 
 
 84,123,772 
 
 1901 
 
 10,697,001 
 
 15,036,822 
 
 1,773,198 
 
 37,467,681 
 
 18,504,178 
 
 83,478,880 
 
 1902 
 
 9,546,375 
 
 15,546,609 
 
 1,687,462 
 
 34,857,640 
 
 20,070,367 
 
 81,708,453 
 
 1903 
 
 9,726.311 
 
 15,812,570 
 
 1,835,315 
 
 34,613,801 
 
 15,725,328 
 
 77,713,325 
 
 1904 
 
 9,255,116 
 
 13,791,790 
 
 1,515,628 
 
 27,205,160 
 
 14,614,123 
 
 66,381,817 
 
 1905 
 
 11,640,382 
 
 13,875,972 
 
 1,589,118 
 
 19,292,625 
 
 11,520,489 
 
 57,918,586 
 
 1906 
 
 12,639,416 
 
 17,743,782 
 
 1,903,347 
 
 23,531,901 
 
 10,682,971 
 
 66,501,417 
 
 1907 
 
 11,032,348 
 
 22,069,011 
 
 1,146,417 
 
 19,957,084 
 
 9,699,110 
 
 63,903,970 
 
 1908 
 
 7,905,428 
 
 15,641,072 
 
 1,403,612 
 
 19,415,235 
 
 10,146,162 
 
 54,511,509 
 
 1909 
 
 9,027,781 
 
 13,902,062 
 
 2,665,622 
 
 22,405,574 
 
 11,080,533 
 
 59,081,572 
 
 1910 
 
 9,373,099 
 
 15,068,375 
 
 2,161,199 
 
 25,132,370 
 
 7,307,135 
 
 59,042,178 
 
 1911 
 
 9,471,169 
 
 12,874,402 
 
 1,806,938 
 
 17,044,496 
 
 8,380,624 
 
 49,577,629 
 
 1912 
 
 8,917,887 
 
 6,491,416 
 
 1,599,552 
 
 15,007,394 
 
 6,428,368 
 
 38,444,617 
 
 *Year of greatest value of articles carried on canals. 
 
 ! 
 
 THE TONS OF TOTAL MOVEMENT OF ARTICLES ON ALL THE CANALS OF 
 NEW YORK STATE IN TEN-YEAR PERIODS, 1840 TO 1900, AND YEARLY THEREAFTER 
 
 Year 
 
 Product of the 
 Forest 
 
 Agriculture 
 
 Manufactures 
 
 Merchandise 
 
 Other Articles 
 
 Total 
 
 1837 
 
 618,741 
 
 208,043 
 
 81,735 
 
 94,777 
 
 168,000 
 
 1,171,296 
 
 1840 
 
 587,647 
 
 393,780 
 
 100,367 
 
 112,021 
 
 222,231 
 
 1,416,046 
 
 1850 
 
 1,261,991 
 
 965,619 
 
 200,218 
 
 269,371 
 
 379,419 
 
 3,076,617 
 
 1860 
 
 1,509,977 
 
 1,682,754 
 
 268,759 
 
 250,360 
 
 938,364 
 
 4,650,214 
 
 1870 
 
 1,916,511 
 
 1,309,153 
 
 352,497 
 
 271,856 
 
 2,323,752 
 
 6,173,769 
 
 1872* 
 
 1,950,798 
 
 1,683,868 
 
 325,564 
 
 298,758 
 
 2,414,288 
 
 6,673,370 
 
 1880 
 
 1,566,764 
 
 2,408,358 
 
 278,114 
 
 355,165 
 
 1,849,255 
 
 6,457,656 
 
 1890 
 
 1,397,862 
 
 1,201,916 
 
 139,310 
 
 769,672 
 
 1,737,342 
 
 5,246,102 
 
 1900 
 
 726,984 
 
 511,518 
 
 142,784 
 
 250,436 
 
 1,714,219 
 
 3,345,941 
 
 1901 
 1902 
 1903 
 1904 
 1905 
 1906 
 1907 
 1908 
 1909 
 1910 
 
 839,191 
 805,067 
 690,161 
 738,793 
 851,098 
 854,610 
 747,736 
 565,443 
 647,739 
 654,094 
 
 558,135 
 572,676 
 597,047 
 427,969 
 436,979 
 648,715 
 606,159 
 449,846 
 447,217 
 492,536 
 
 129,857 
 131,755 
 130,406 
 129,665 
 132,438 
 170,584 
 96,916 
 106,371 
 163,871 
 145,419 
 
 230,615 
 207,972 
 241,564 
 200,472 
 172,665 
 202,285 
 169,258 
 166,061 
 194,273 
 215,446 
 
 1,662,815 
 1,557,140 
 1,956,207 
 1,641,648 
 1,633,716 
 1,664,713 
 1,787,845 
 1,763,156 
 1,663,436 
 1,565,917 
 
 3,420,613 
 3,274,610 
 3,615,385 
 3,138,547 
 3,226,896 
 3,540,907 
 3,407,914 
 3,051,877 
 3,116,536 
 3,073,412 
 
 1911 
 1912 
 
 656,500 
 584,964 
 
 355,301 
 196,014 
 
 137,463 
 119,512 
 
 166,419 
 152,982 
 
 1,781,385 
 1,552,644 
 
 3,097,068 
 2,606,116 
 
 *Year of largest tonnage carried on canals. 
 
 
 M 
 
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 WATERBORNE TRAFFIC OF STATE OF NEW YORK 
 
 The United States Army Engineers, in charge of River and Harbor 
 improvements at ports located in the State of New York, make reports of the 
 tonnage of freight waterborne at the places where improvements are now under 
 way. This, of course, covers only a part of the ports in the State of New York, 
 there being many ports in which no improvements are under way, and which are 
 not, therefore, covered in these reports. The reports of the several United States 
 Engineers, as to the tonnage carried by water in the places now under improvement, 
 give the following for the year 1913: 
 
 SHORT TONS OF MERCHANDISE TRANSPORTED BY WATER AT PORTS IN THE 
 
 STATE OF NEW YORK NOW UNDER IMPROVEMENT BY THE UNITED STATES 
 
 Port or Place Short Tons 
 
 New York 90,000.000 
 
 Port Jefferson, Long Island 21,591 
 
 Mattituck Harbor, Long Island 3,900 
 
 Huntington Harbor, Long Island 36,716 
 
 Hempstead Harbor, Long Island 2,701,295 
 
 Browns Creek, Long Island 10,734 
 
 Great South Bay, Long Island 185,860 
 
 Port Chester Harbor 255,141 
 
 Mamaroneck Harbor 64,371 
 
 New Rochelle Harbor (Echo Bay) • . 532,003 
 
 Plattsburg Harbor 26,481 
 
 Narrows, Lake Champlain 548,700 
 
 Hudson River 3,045,136 
 
 Saugerties Harbor 81,624 
 
 Peekskill Harbor 290,505 
 
 Rondout Harbor 618,146 
 
 Wappingers Creek 46,235 
 
 Tarrytown Harbor 176,243 
 
 Dunkirk Harbor 6,995 
 
 Buffalo Harbor 16,695,738 
 
 Tonawanda Harbor 1 ,210, 390 
 
 Charlotte Harbor 1,129,968 
 
 Great Sodus Bay 56,874 
 
 Little Sodus Bay 185,187 
 
 Oswego Harbor 644,912 
 
 Cape Vincent Harbor 6,737 
 
 Ogdensburg Harbor 195,321 
 
 Total 118,676,803 
 
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NUMBER AND TONNAGE OF VESSELS ENGAGED IN THE FOREIGN TRADE 
 
 OF THE UNITED STATES 
 
 Statement exhibiting the number of American and Foreign Vessels, Sail and Steam, with their Ton- 
 nage, which ENTERED the Port of New York, and the Countries from which they Arrived, during the 
 fiscal year ending June 30, 1912. 
 
 AMERICAN AND FOREIGN STEAM VESSELS 
 
 Entered the 
 Port of New York from 
 
 American 
 Vessels. 
 
 Foreign' 
 Vessels. 
 
 Total. 
 
 78 304,105 
 
 87 292,225 
 
 Number. Tons. 
 
 Argentina .. 
 
 Austria-Hungary .... 
 
 Belgium 11 87.197 
 
 Brazil 
 
 Central American States : 
 
 Costa Rica on the Caribbean Sea. . . . 
 
 Guatemala on the Caribbean Sea. . . . 
 
 Honduras on the Caribbean Sea. . . . . 
 
 Panama on the Caribbean Sea 
 
 Chile 
 
 China 
 
 Colombia on the Caribbean Sea 
 
 Ci^ba 
 
 Denmark and Dependencies : 
 
 Denmark .... 
 
 Danish West Indies 
 
 France and Dependencies : 
 
 France on the Atlantic 1 5,893 
 
 France on the Mediterranean 
 
 French Guiana < 
 
 French Africa 
 
 Germany 
 
 German Africa 
 
 Great Britain and Dependencies : 
 United Kingdom : 
 
 England 
 
 Scotland .. .... 
 
 Ireland .... 
 
 Malta, Gozo, etc 
 
 Bermuda 1 519 
 
 Dominion of Canada : 
 
 Nova Scotia, New Brunswick, 
 
 etc 29 8,761 
 
 Quebec, Ontario, etc 4 2,131 
 
 Newfoundland and Labrador .... 
 
 British West Indies — 
 
 Barbadoes .... 
 
 Jamaica .. .... 
 
 Trinidad and Tobago .... 
 
 OtherBritish 5 14,135 
 
 British Guiana .... 
 
 British Honduras 
 
 [96] 
 
 Number. 
 
 70 
 80 
 
 99 
 148 
 
 32 
 1 
 8 
 
 17 
 
 10 
 1 
 
 70 
 382 
 
 37 181,563 
 
 36 
 5 
 
 137 
 
 30 
 
 2 
 
 7 
 
 232 
 1 
 
 420 
 
 68 
 
 3 
 
 1 
 
 123 
 
 65 
 12 
 42 
 
 6 
 
 185 
 
 20 
 
 28 
 
 74 
 
 6 
 
 Tons. 
 
 232,680 
 394,307 
 561,005 
 416.272 
 
 97,330 
 
 781 
 
 8.727 
 
 46.073 
 
 39,225 
 
 4.849 
 
 209,890 
 
 640,213 
 
 183,961 
 22,935 
 
 566.752 
 
 121.887 
 
 3,827 
 
 18,092 
 
 1.699,116 
 
 3,413 
 
 2.714,278 
 
 295,967 
 
 8,954 
 
 2.154 
 
 449,163 
 
 68,595 
 14,195 
 78.200 
 
 13,569 
 
 201,378 
 
 37,081 
 
 74.715 
 
 152,343 
 
 9.510 
 
 Number. 
 
 70 
 
 80 
 110 
 148 
 
 32 
 1 
 
 8 
 95 
 10 
 
 1 
 
 70 
 469 
 
 36 
 6 
 
 138 
 
 30 
 
 2 
 
 7 
 
 232 
 1 
 
 457 
 
 68 
 
 3 
 
 1 
 
 124 
 
 94 
 16 
 42 
 
 6 
 
 185 
 
 20 
 
 33 
 
 74 
 
 6 
 
 Tons. 
 
 232.680 
 394.307 
 648,202 
 416,272 
 
 97,330 
 
 781 
 
 8,727 
 
 350,178- 
 
 39,225 
 
 4,849 
 
 209.890 
 
 932,438 
 
 183.961 
 22,935 
 
 672,645 
 
 121.887 
 
 3,827 
 
 18,092 
 
 1,699,116 
 
 3,413 
 
 2;895.§41 
 
 295,967 
 
 8,954 
 
 2,154 
 
 449,682 
 
 77,356 
 16,326 
 78,200 
 
 13,669 
 201,378 
 
 37,081 
 
 88.8W 
 152,313 
 
 9.010 
 
 Entered the 
 Port of New York from 
 
 American 
 
 Vessels . 
 
 Foreign 
 
 Vessels. 
 
 Total. 
 
 ^"^ r**, 
 
 Number 
 
 British East Indies : 
 
 British India. 
 
 Straits Settlements 
 
 British Africa— South 
 
 —West 
 
 British Oceania 
 
 Australia and Tasmania 
 
 Greece 
 
 Haiti 
 
 Italy 
 
 Japan 
 
 Mexico on the Gulf. 
 
 Netherlands and Dependencies : 
 
 Netherlands 
 
 Dutch West Indies 
 
 Dutch Guiana 
 
 Dutch East Indies 
 
 Norway • • 
 
 Peru 
 
 Philippine Islands — 
 
 Portugal and Dependencies : 
 
 Portugal 
 
 Azores and Madeira Islands. 
 
 Portugese Africa 
 
 Roumania. 
 
 Russia on the Baltic and White Seas 
 
 Santo Domingo 29 
 
 Spain and Dependencies : 
 
 Spain on the Atlantic « *• 
 
 Spain on the Mediterranean 
 
 Canary Islands 
 
 Sweden , • • • 
 
 Turkey In Europe 
 
 Turkey in Asia 
 
 Turkey In Africa— Egypt 
 
 Uruguay 
 
 Venezuela •. 
 
 Tons. Number. Tons. 
 
 Number. Tons. 
 
 96 834,564 
 
 59.924 
 
 8 11,848 
 
 9 
 1 
 1 
 1 
 
 1 
 
 28 
 49 
 
 175 
 12 
 73 
 
 151 
 
 r 
 
 IS 
 13 
 
 5 
 12 
 
 20 
 
 6 
 4 
 
 8 
 1 
 
 27 
 38 
 
 41 
 
 IS 
 
 4 
 
 3 
 I 
 4 
 
 10 
 2 
 
 4 
 
 27,101 
 3.354 
 1,775 
 2.215 
 
 4.435 
 
 83,483 
 
 118,662 
 
 842,278 
 
 43.042 
 
 152,257 
 
 772,604 
 2,957 
 26,364 
 41.438 
 13,754 
 20.154 
 73,228 
 
 14,278 
 
 9,338 
 
 6,295 
 
 3,176 
 
 95,572 
 
 28,849 
 
 95.201 
 
 34,820 
 
 8.500 
 
 4,851 
 
 8,893 
 
 11.170 
 
 68.536 
 
 8,041 
 
 5,258 
 
 9 
 1 
 1 
 1 
 
 1 
 
 23 
 49 
 
 175 
 12 
 
 169 
 
 151 
 1 
 13 
 13 
 5 
 12 
 20 
 
 6 
 4 
 3 
 1 
 
 27 
 67 
 
 41 
 
 13 
 4 
 3 
 1 
 4 
 
 10 
 2 
 
 12 
 
 27.101 
 8,354 
 1,775 
 2.245 
 
 4,435 
 
 83,483 
 
 118.662 
 
 842,278 
 
 43,042 
 
 486,821 
 
 772,604 
 2,957 
 26,364 
 41,438 
 13,754 
 20,154 
 73,228 
 
 14,278 
 
 9,338 
 
 6.29S 
 
 3.176 
 
 95.572 
 
 88.773 
 
 95,201 
 
 34.820 
 
 8.500 
 
 4,851 
 
 8.893 
 
 11,170 
 
 68,536 
 
 8.041 
 
 17,106 
 
 Total Port of New York..... 886 1,302.865 3,143 12,023,346 3,529^ 13.326.211 
 
 Total all other Ports of the United 
 States 11.538 8,749.739 14,694 21,693,997 26,132 30,443,736 
 
 Total United States , 11.92410,052,604 17,737 33,717,343 29.661 43,769.947 
 
 [97] 
 
AMERICAN AND FOREIGN SAILING VESSELS. 
 
 AMERICAN Foreign 
 
 Entered the Vessels. Vessels. 
 
 Port of New York from . • . ,. • » 
 
 Number. Tons, Number. Tons. 
 
 Argentina .... 6 8,064 
 
 Brazil .... 3 4,132 
 
 Central American States : 
 
 Honduras on the Caribbean Sea. . . 1 102 2 467 
 
 Panama on the Caribbean Sea .... 10 2,089 
 
 Colombia on the Caribbean Sea .... 6 1 ,384 
 
 Cuba 1 507 3 1,560 
 
 France and Dependencies : 
 
 France on the Atlantic 12 24,169 
 
 France on the Mediterranean 5 8,445 
 
 Great Britain and Dependencies : 
 United Kingdom : 
 
 England 12 68.105 
 
 Dominion of Canada : 
 
 Nova Scotia, New Brunswick. 
 
 etc 119 64,063 264 127.825 
 
 Quebec. Ontario, etc 4 5,108 6 1,298 
 
 British West Indies— 
 
 Barbadoes 2 2,457 
 
 Jamaica .... 2 706 
 
 Trinidad and Tobago 3 2,431 1 986 
 
 Other British 2 1.939 1 175 
 
 British Honduras 2 666 
 
 Hong Kong l 2,969 
 
 British South Africa l 2,890 
 
 Japan 1 2,492 
 
 Mexico on the Gulf 1 5,935 .. .... 
 
 Netherlands and Dependencies : 
 
 Dutch East Indies .... 5 2.803 
 
 SantoDomlngo .... 1 249 
 
 Spain on the Atlantic 2 1.212 
 
 Uruguay .... 3 4,336 
 
 Total Port of New York 131 78,085 351 269.469 
 
 Total all other Ports of the United 
 
 States 4.194 1.126.409 2.689 914.161 
 
 ToUl United States 4.325 1.201,494 3.040 1,183,630 
 
 Total. 
 
 Number. 
 
 Tons. 
 
 6 
 
 8.064 
 
 3 
 
 4,132 
 
 3 
 
 569 
 
 10 
 
 2,089 
 
 6 
 
 1,384 
 
 4 
 
 2,057 
 
 12 
 
 24.169 
 
 5 
 
 M4& 
 
 12 
 
 68,105 
 
 383 
 
 191,888 
 
 10 
 
 6.406 
 
 2 
 
 2,457 
 
 2 
 
 706 
 
 4 
 
 8,417 
 
 3 
 
 2.114 
 
 2 
 
 666 
 
 1 
 
 2,989 
 
 1 
 
 2,890 
 
 1 
 
 2.492 
 
 1 
 
 3.936 
 
 5 
 
 2,803 
 
 1 
 
 249 
 
 2 
 
 1.212 
 
 3 
 
 • 4.336 
 
 482 
 
 347.564 
 
 6,883 
 
 2,040.570 
 
 7.366 
 
 2,388.124 
 
 AMERICAN AND FOREIGN STEAM VESSELS. 
 
 It- '-%• 
 
 [98] 
 
 Cleared from the Port of 
 New York for 
 
 American 
 Vessels. 
 
 / * > 
 
 Number. Tons. 
 
 Foreign 
 
 Vessels. 
 
 Total. 
 
 Argentina 
 
 Austria-Hungary 
 
 Belgium 
 
 Brazil • 
 
 Central American States : 
 
 Costa Rica on the Caribbean Sea. . 
 
 Guatemala on the Caribbean Sea. . 
 
 Honduras on the Caribbean Sea.. . 
 
 Panama on the Caribbean Sea 
 
 Chile 
 
 China 
 
 Colombia on the Caribbean Sea 
 
 Cuba 
 
 Denmark and Dependencies : 
 
 Denmark 
 
 Danish West Indies 
 
 France and Dependencies : 
 
 France on the Atlantic 
 
 France on the Mediterranean 
 
 Miquelon, Langley , etc 
 
 French West Indies 
 
 French Africa 
 
 Germany 
 
 German China 
 
 Great Britain and Dependencies : 
 United Kingdom : 
 
 England 
 
 Scotland 
 
 Ireland 
 
 Malta, Gozo. etc 
 
 Bermuda 
 
 British Honduras 
 
 Dominion of Canada : 
 
 Nova Scotia, New Brunswick, 
 
 etc 
 
 Quebec, Ontario, etc 
 
 British Columbia 
 
 Newfoundland and Labrador 
 
 British West Indies— 
 
 ; Barbadoes 
 
 Jamaica 
 
 Trinidad and Tobago 
 
 Other British 
 
 British Guiana.. 
 
 British East Indies : 
 
 British India 
 
 Straits Settlements 
 
 Hong Kong 
 
 British Oceania : 
 
 Australia and Tasmania 
 
 New Zealand 
 
 British South Africa 
 
 Greece 
 
 12 94,926 
 
 82 317,814 
 
 88 298,893 
 
 Number. 
 
 103 
 42 
 
 82 
 128 
 
 14 
 
 6 
 
 5 
 
 70 
 
 24 
 
 25 
 
 55 
 
 212 
 
 Tons. Nwmber 
 
 37 192,248 
 
 33 
 1 
 
 13,918 
 418 
 
 24 70.543 
 
 19 
 9 
 
 153 
 41 
 1 
 8 
 6 
 184 
 2 
 
 345 
 
 45 
 
 5 
 
 1 
 
 122 
 2 
 
 101 
 
 6 
 
 5 
 
 20 
 
 3 
 243 
 
 25 
 
 28 
 
 8 
 
 40 
 
 2 
 
 15 
 
 35 
 11 
 29 
 23 
 
 327,914 
 209,277 
 506.289 
 367,236 
 
 35,595 
 
 5,330 
 
 4,264 
 
 199,026 
 
 87.078 
 
 88.699 
 
 168,358 
 
 379,038 
 
 70,427 
 19,539 
 
 613,480 
 
 143.811 
 
 3.961 
 
 9,312 
 
 21,478 
 
 1,473,269 
 
 6,368 
 
 2,424,223 
 
 228,564 
 
 15,600 
 
 2,564 
 
 440,357 
 
 1,978 
 
 134,714 
 
 9,037 
 
 16,650 
 
 34,983 
 
 7,395 
 
 354,487 
 
 58,432 
 
 65,296 
 
 16.081 
 
 148.504 
 
 8,205 
 
 63.352 
 
 146,191 
 49,397 
 
 109,442 
 81.678 
 
 103 
 42 
 94 
 
 128 
 
 14 
 
 6 
 
 5 
 
 152 
 
 24 
 
 25 
 
 55 
 
 300 
 
 19 
 9 
 
 153 
 41 
 1 
 8 
 6 
 184 
 2 
 
 382 
 
 45 
 
 5 
 
 1 
 
 122 
 
 2 
 
 134 
 
 7 
 
 5 
 
 20 
 
 3 
 
 243 
 
 25 
 
 52 
 
 8 
 
 40 
 
 2 
 
 15 
 
 35 
 11 
 29 
 23 
 
 Tons. 
 
 327-,914 
 209,277 
 601,215 
 367,236 
 
 35,595 
 
 5.330 
 
 4.264 
 
 516,840 
 
 87,078 
 
 88,699 
 
 168,358 
 
 677.931 
 
 70,427 
 19,539 
 
 613,480 
 
 143,811 
 
 3.961 
 
 9,312 
 
 21,478 
 
 1,473,269 
 
 6.368 
 
 2,616,471 
 
 228.564 
 
 15,600 
 
 2.564 
 
 440,357 
 
 1.978 
 
 148,632 
 
 9,455 
 
 16,650 
 
 34,983 
 
 7,395 
 354,487 
 
 58,432 
 125,839 
 
 16,081 
 
 148,504 
 
 8,205 
 
 63,352 
 
 146,191 
 49,397 
 
 109.442 
 81.678 
 
 [99] 
 
Cliaked pbom the Port op 
 New Yoi^k for 
 
 American 
 
 Vessei^. 
 
 Foreign 
 
 Vessels. 
 
 Total. 
 
 123 442.901 
 
 Number. Tons. 
 
 Haiti 
 
 Italy 
 
 Japan 
 
 Japanese China 
 
 Korea 
 
 Mexico on the Gulf 
 
 Netherlands and Dependencies : 
 
 Netherlands 
 
 Dutch Guiana 
 
 Dutch West Indies 
 
 Dutch East Indies 
 
 Norway 
 
 Persia 
 
 Peru 
 
 Philippine Islands 
 
 Portugal and Dependencies : 
 
 Portugal 
 
 - Azores and Madeira Islands 
 
 Portuguese Africa 
 
 Russia on the Baltic and White Seas- . 
 
 Santo Domingo 
 
 Spain and Dependencies : 
 
 Spain on the Atlantic 
 
 Spain on the Mediterranean 
 
 Canary Islands 
 
 Sweden 1 
 
 Turkey in Europe 
 
 Turkey in Asia 
 
 Turkey in Africa— Egypt 
 
 Tripoli 
 
 Venezuela 13 
 
 Number. 
 
 73 
 
 166 
 
 18 
 
 • • • • 
 
 31 63.876 
 
 7,927 
 
 19,672 
 
 2 
 1 
 
 46 
 
 133 
 
 31 
 
 1 
 
 11 
 
 27 
 
 1 
 
 6 
 
 24 
 
 5 
 2 
 1 
 
 23 
 30 
 
 6 
 17 
 4 
 6 
 3 
 3 
 1 
 1 
 2 
 
 Tons. 
 
 146.591 
 
 902,082 
 
 69,719 
 
 6.597 
 
 3,016 
 
 90.009 
 
 742,162 
 
 63,671 
 
 2,028 
 
 38.587 
 
 136,098 
 
 2.724 
 
 9,447 
 
 91.888 
 
 9.213 
 
 23.787 
 
 707 
 
 73,487 
 
 21.521 
 
 13.633 
 
 45,090 
 
 13.178 
 
 12.863 
 
 4,734 
 
 5,774 
 
 1,316 
 
 4,435 
 
 1.264 
 
 Number. 
 
 73 
 
 166 
 
 18 
 
 2 
 
 1 
 
 169 
 
 133 
 31 
 
 1 
 
 11 
 27 
 
 1 
 
 6 
 24 
 
 5 
 2 
 1 
 
 23 
 61 
 
 6 
 17 
 
 7 
 3 
 3 
 1 
 1 
 15 
 
 Tons, 
 
 146,591 
 
 902,082 
 
 69,719 
 
 6.597 
 
 3.016 
 
 532,910 
 
 742,162 
 
 63,671 
 
 2,028 
 
 38.587 
 
 136.098 
 
 2.724 
 
 9.447 
 
 91.888 
 
 9.213 
 
 23.787 
 
 707 
 
 73.487 
 
 86.397 
 
 18,633 
 
 45,090 
 
 18.178 
 
 20,280 
 
 4.734 
 
 6.774 
 
 1.316 
 
 4,435 
 
 20,936 
 
 Total Port of New York 445 1.523.136 2,947 11.681,990 3,392 13.205.126 
 
 Total all other Ports of the United 
 States....' 11.102 8.925.617 14,746 21.809,724 25,848 80,735.341 
 
 Total United States 11,547 10,448,753 17.693 33.491,714 29.240 43.940.467 
 
 [loo] 
 
 4 
 
 "^t^"^' 
 
 
 -1 9 
 
 r 
 
 NUMBER AND TONNAGE OF VESSELS ENGAGED IN THE FOREIGN TRADE 
 
 OF THE UNITED STATES.— Continued. 
 
 Statement exhibiting the number of American and Foreign Vessels, Sail and Steam, 
 with their Tonnage, which Departed from the Port of New York and the Countries for 
 which they Cleared, during the fiscal year ending June 30, 1912. 
 
 American and Foreign Sailing Vessels, 
 
 American Foreign 
 
 Cleared from the Port op Vessem. Vessels. Total, 
 
 New York for / *» » , • » * ■ » 
 
 Number. Tout. Number. Tons. Number. Tons, 
 
 Argentina 2 2,312 6 7,699 8 10,011 
 
 Brazil 8 1,724 8 1,724 
 
 Central American States : 
 
 Honduras on the Caribbean Sea... 1 102 .. .... 1 102 
 
 Panama on the Caribbean Sea 1 564 7 1,433 8 1,997 
 
 Colombia on the Caribbean Sea .... 2 350 2 .350 
 
 CUba , 4 1,585 .. .... 4 1,585 
 
 Dcmark and Dependencies : 
 
 Denmark. .. .... 2 1,630 2 1,680 
 
 Iceland and Faroe Islands .. .... 1 589 1 689 
 
 France and Dependencies : 
 
 France on the Atlantic v... 3 7,254 3 7,254 
 
 France on the Mediterranean .... 4 6,756 4 6,756 
 
 French Guiana • 1 664 .3 904 4 1,468 
 
 Great Britain and Dependencies ; 
 United Kingdom : 
 
 England -. .... 10 62,746 10 62,746 
 
 Dominion of Canada : 
 
 Nova Scotia. New Brunswick, 
 
 etc 60 48,722 249 132,124 309 180,846 
 
 Quebec. Ontario, etc .. .... 1 M 1 16 
 
 Newfoundland and Labrador.. .. , 1 643 1 96 2 739 
 
 British West Indies 1 894 1 364 2 758 
 
 Hong Kong , .< ^... 1 2,890 1 2.890 
 
 British Oceania : 
 
 Australia and Tasmania .... 14 28,733 14 28,738 
 
 New Zealand .... 1 1,700 1 1.700 
 
 Haiti 1 889 •. .... 1 336 
 
 Japan .... 8 7.785 3 7.785 
 
 Mexico on the Gulf 3 9,016 1 1.689 4 10.705 
 
 Netherlands and Dependencies ; 
 
 Dutch West Indies 1. 116 .. .... 1 116 
 
 Dutch East Indies .... 1 613 1 613 
 
 Portugal and Dependencies : 
 
 Azores and Maderia Islands 1 8^ ». .... 1 826 
 
 Spain and Dependencies : 
 
 Spain on the Atlantic , ••»».. 4^ 3 ,805 4 3,805 
 
 Canary Islands .. .... 1 469 1 469 
 
 Uruguay .... 7 7,397 7 7,397 
 
 Venezuela 1 667 .. l 567 
 
 Total Port of New York 78 65,246 S2& 278,766 404 844.012 
 
 Total all other Ports of the United 
 
 States .•. 4.301 1,189,468 2,789 942,965 7,090 2,132.438 
 
 Total United States 4,379 1,254,714 8,115 1,221.781 7.494 2.476,445 
 
 [lOl] 
 
 r . f 
 
I 
 
 
 i 
 
 1 
 
 ' 
 
 NUMBER AND TONNAGE OF VESSELS OWNED IN THE CITY OF 
 
 NEW YORK. 
 
 Statefneni exhibiting the Number and Gross Tottnage of Sailing Vessels, Steam Vessels, Canal Boats, and 
 Barges hailing from the City of New York on the 30th day offline, 191 2, 
 
 Class of Vessels 
 
 Sailing Vessels 
 
 Steam Vessels 
 
 Canal Boats 
 
 Barges 
 
 Total City of New York 
 
 Total of all other Cities of the State of New 
 York 
 
 Total State of New York 
 
 Total of all other Cities of the United States . . . 
 
 Total United States 
 
 Number 
 
 446 
 
 1,561 
 
 32 
 
 1,525 
 
 3,564 
 
 2,010 
 
 5,574 
 20,954 
 
 26,528 
 
 Tonnage 
 
 219,305 
 
 1,008,286 
 
 4,322 
 
 438,498 
 
 1,670,411 
 
 584,906 
 
 2,255,317 
 5,458,866 
 
 7,714,183 
 
 Statement exhibiting the Gross Tonnage of Registered, Enrolled and Licensed Vessels hailing 
 Port of New York, for the last twenty years ending fune 30th. 
 
 from the 
 
 Fiscal Year Ending June 90. 
 
 Registered 
 Tons 
 
 Enrolled and I<icensed 
 Tons 
 
 351,001 
 
 383,024 
 
 342,071 
 
 345,216 
 
 336,399 
 
 285,329 
 
 296,014 
 
 278,645 
 
 308,201 
 
 398,935 
 
 376,965 
 
 391,677 
 
 432,040 
 
 408,248 
 
 380,479 
 
 349,288 
 
 343,940 
 
 336,789 
 
 345,643 
 
 379,728 
 
 NoTK.-When the '* City of New York " is designated, the figures given are for the City only; when the "Port of New York" 
 the figures are for the customs district of New York, 
 
 [102] 
 
 1893 
 
 1894 
 
 1895 
 
 1896 
 
 1897 
 
 1898 
 
 1899 
 
 1900 
 
 1901 
 
 1902 
 
 1903 
 
 1904 
 
 1905 
 
 1906 
 
 1907 
 
 1908 
 
 1909 
 
 1910 
 
 1911 
 
 1912 
 
 703,683 
 
 674,764 
 
 694,730 
 
 679,480 
 
 715,542 
 
 731,894 
 
 740,421 
 
 834,344 
 
 877,166 
 
 948,893 
 
 1,022,393 
 
 1,069,017 
 
 1,108,769 
 
 1,162,836 
 
 1,197,847 
 
 1,245,198 
 
 1,267,084 
 
 1,313,160 
 
 1,345,622 
 
 1,341,520 
 
 Totals 
 Tons 
 
 1,054,684 
 1,057,788 
 1,036,801 
 1,024,696 
 1,051,941 
 1,017,223 
 1,036,435 
 1,112,989 
 1,185,367 
 1,247,828 
 1,399,358 
 1,460,694 
 1,540,809 
 1,571,084 
 1,578,326 
 1,594,486 
 1,611,024 
 1,649,949 
 1,691,265 
 1,721,248 
 is designated, 
 
 r - *^*i». 
 
 R ATES OF WHARFAGE IN FORCE JANUARY 1, 1913.— The follow- 
 ing are the rates of wharfage chargeable within the City of New York, as established 
 
 by Act of the Legislature: 
 
 NEW YORK CITY. — Regular Wharfage, two cents per ton up to two hundred tons, and one-half 
 cent per ton for any excess over two hundred tons. If vessel occupies an outside berth, and is not work- 
 ing cargo or ballast, one-half of this rate. 
 
 Floating Grain Elevators, half rates. 
 
 Floating Structures, not otherwise provided for, double rates. 
 
 STATE TRAFFIC— North River Barges, Market Boats and Barges, Sloops 
 employed upon the rivers and waters of the State, and Schooners employed exclu- 
 sively upon the rivers and waters of the State, as follows: 
 
 Under 50 tons $ .50 
 
 50 tons and under 100 62^ 
 
 100 " " " 150 75 
 
 150 " " " 200 87>4 
 
 200 " " " 250 1.00 
 
 250 
 
 300. 
 
 300 tons and under 350 $1.25 
 
 350 " " " 400 1.37^ 
 
 400 " " " 450 1.50 
 
 450 " " " 500 1.62^ 
 
 500 " " " 550 1.75 
 
 1.12>4 550 " " " 600 \AlV2 
 
 For six hundred tons and upwards, twelve and a half cents per fifty tons in excess of last rate. 
 
 Canal Boats, per diem, 50 cents loaded; 30 cents unloaded. (It is understood that a "canal boat" 
 is a vessel built for navigating the canals of the state, measuring not more than 98 feet in length, nor 
 more than 18 feet in width, and whose registered net tonnage does not exceed 150 tons.) 
 
 Vessels freighting brick upon the Hudson River, same rate. Scows or barges freighting gravel, 
 broken stone, cement or sand upon the rivers and waters of the state, fifty cents per day. 
 
 Clam and Oyster Vessels, under two hundred tons, one and a half cents per ton for an inside berth 
 and one cent per ton for an outside berth, but no vessel to pay less than twenty-five cents per day, nor for 
 
 less than one day. ' 
 
 Lighters and Barges engaged in lightering freight in Harbor of New York, one cent per runnmg 
 
 foot. 
 
 Coal Hoists on Scows or Floats, with Coal Hopper, etc., one dollar per day. 
 
 Twenty-four hours from the time of day or night when a boat reaches a pier or slip constitute a 
 day for all vessels. A fraction of a day counts as one day, and vessels remaining any fraction over 
 twenty-four hours pay for another day. 
 
 Top Wharfage on merchandise, five cents per ton. 
 
 (Accrues after the expiration of twenty-four hours from the time of landing.) 
 
 THE PORT OF NEW YORK.— The Collection District of the City of New 
 York, as defined by Section 2535 Revised Statutes: 
 
 "The District of the City of New York; to comprise all the waters and shores of the State of New 
 York, and of the Counties of Hudson and Bergen in the State of New Jersey, not included in other dis- 
 tricts; in which New York shall be the port of entry, and New Windsor, Newburgh, Poughkeepsie, 
 Esopus, Kinderhook, Albany, Hudson, Troy, Rhinebeck Landing, Cold Spring, Port Jefferson ports of 
 delivery; and Jersey City a port of entry and delivery with an assistant Collector to act under the Col- 
 lector at New York." 
 
 The following is an interpretation of this law by H. C. Stuart, Special Deputy 
 Collector of Customs at New York: 
 
 "There is no statute which defines the limits or boundaries of the Port of New York, and it is not 
 considered to be coterminus with the 'district of the City of New York.' 
 
 "Under the date of July 20, 1910, the Treasury Department expressed the opinion that the limits 
 of the Port of New York so far as the Customs laws and regulations are concerned, 'should be con- 
 sidered as including all the territory lying within the corporate limits of the cities of Greater New York 
 and Yonkers, N. Y., and of Jersey City, N. J., and in addition thereto all the waters and shores of the 
 
 [103] 
 
I 
 
 I 
 
 Hudson River and Kill von Kull in the State of New Jersey from a point opposite Fort Washington to 
 Bergen Point Light and all the waters and shores of Newark Bay and the Hackensack River lying 
 within Hudson County, N. J., from Bergen Point Light to the city limits of Jersey City.' 
 
 "Patchogue was constituted a port of delivery by the Act of January 29, 1875, and the Act of 
 February 28, 1879, entitled an act extending the limits of the port of New York provides 'That the col- 
 lection district of the port of New York, shall hereafter include, in addition to the other territory 
 embraced therein, all that part of the County of Hudson, in the State of New Jersey, and the waters 
 adjacent, now within the collection district of Newark, New Jersey, east of Newark Bay and the Hack- 
 ensack River.' The act of May 7, 1894, extended the limits of the port of New York so as to include 
 the City of Yonkers, in Westchester County. Saugerties, Jones' Point, Dodge's Yard, Port Eaton 
 (Eaton's Neck), Barren Island, Hall's Yard (Hackensack River), Manhasset Bay, Rondout and West- 
 chester, with Port Chester and New Rochelle added, are not ports of delivery in the sense of the 
 statute and are not named therein as such, but are places especially designated by the Secretary of the 
 Treasury under the provision of Section 29 of the Act of June 26, 1884, where vessels laden with coal, 
 salt, railroad iron, and other like articles in bulk, may proceed to discharge, under supervision of cus- 
 toms officers, after due entry of vessel and cargo at tliis port of entry and at the expense of the parties 
 interested, and should be omitted from the quotation of Section 2535 R. S." 
 
 THE PORT OF NEW YORK— PORT CHARGES. 
 
 RATES OF PILOTAGE. 
 The following are the rates of pilotage at Sandy Hook, as established by Act 
 of the Legislature, passed April 3, 1884, and at Hell Gate as determined by other 
 Laws: 
 
 Sandy Hook. 
 
 From April 1 to November 1 
 
 Prom April 1 to November 1 
 
 Feet and 
 Inches 
 
 Inward 
 
 Outward 
 
 6 . 
 6.6. 
 
 7 . 
 7.6. 
 
 8 . 
 8.6 
 
 9 . 
 9.6. 
 
 10 . 
 10.6. 
 
 11 . 
 11.6. 
 
 12 . 
 12.6. 
 
 13 . 
 13.6. 
 
 14 . 
 14.6. 
 16 . 
 16.6. 
 
 16 . 
 16.6. 
 
 17 . 
 17.6. 
 
 18 . 
 18.6. 
 
 19 . 
 19.6. 
 
 ao . 
 20.6. 
 
 Rate 
 $2 78 
 
 S 38 
 
 4 13 
 
 Pilotage 
 $16 68 
 
 18 07 
 
 19 46 
 
 20 85 
 
 22 24 
 
 23 63 
 
 25 02 
 
 26 41 
 
 27 80 
 
 29 19 
 
 30 58 
 
 31 97 
 
 33 36 
 
 34 75 
 
 36 14 
 
 37 54 
 47 32 
 
 49 01 
 
 50 70 
 52 39 
 
 54 08 
 
 55 77 
 67 46 
 59 15 
 74 84 
 76 40 
 78 47 
 80 63 
 82 60 
 84 66 
 
 Kate 
 $2 02 
 
 2 83 
 
 3 08 
 
 Pilotage 
 $12 12 
 
 13 13 
 
 14 14 
 
 15 15 
 
 16 16 
 
 17 17 
 
 18 18 
 
 19 19 
 
 20 20 
 
 21 21 
 
 22 22 
 
 23 23 
 
 24 24 
 
 25 25 
 
 26 26 
 
 27 27 
 
 32 62 
 
 33 78 
 
 34 95 
 
 36 11 
 
 37 28 
 
 88 44 
 
 89 61 
 40 77 
 
 55 44 
 
 56 98 
 58 53 
 
 60 06 
 
 61 60 
 63 14 
 
 Feet and 
 Inches 
 
 Inward 
 
 Outward 
 
 21. . 
 21.6. 
 22 . 
 22.6. 
 28 . 
 23.6. 
 
 24 . 
 24.6. 
 
 25 . 
 25.6. 
 
 26 . 
 26.6. 
 
 27 . 
 27.6. 
 
 28 . 
 28.6. 
 
 29 . 
 29.6. 
 
 80 . 
 80.6 
 
 81 . 
 81.6. 
 
 82 . 
 82.6. 
 88 
 
 83.6. 
 34 . 
 34.6. 
 85 . 
 
 Rate 
 
 $4 88 
 
 11 
 It 
 •< 
 1 1 
 
 
 Pilotage 
 $102 48 
 104 92 
 107 36 
 109 80 
 112 24 
 114 68 
 117 12 
 119 56 
 122 00 
 124 44 
 126 88 
 129 32 
 131 76 
 134 20 
 186 64 
 139 08 
 141 52 
 143 96 
 146 40 
 148 84 
 151 28 
 153 72 
 156 16 
 158 60 
 161 04 
 163 48 
 165 92 
 168 36 
 170 80 
 
 Rate 
 $3 56 
 
 
 Pilotage 
 
 $74 76 
 
 76 54 
 
 78 33 
 
 80 10 
 
 81 88 
 83 66 
 85 44 
 87 22 
 
 89 00 
 
 90 78 
 
 93 56 
 
 94 34 
 
 96 12 
 
 97 90 
 99 68 
 
 101 46 
 103 24 
 
 105 02 
 
 106 80 
 108 58 
 110 36 
 
 112 14 
 
 113 92 
 115 70 
 117 48 
 119 26 
 
 121 04 
 
 122 82 
 124 60 
 
 Vessels boarded so far south or east that Sandy Hook lighthouse can not be seen from deck in day- 
 lime and clear weather, one-quarter extra. - 
 
 Transportation North to East River, and vice versa, $5. 
 Hauling to or from wharf, $3. Detention, $3 per day. 
 Quarantine to New York, and vice versa, one-quarter pilotage. 
 
 [104] 
 
 n 
 
 ■ 
 
 V 
 
 J 
 
 4 
 
 \\ 
 
 Pilotage for Taking Vessels from Upper to Lower Quarantine, Etc. 
 Established by the Board under Section 15 of the Act. 
 For vessels having had death or sickness on board, double outward Pilotage. 
 For vessels from sickly ports, but having had no sickness on board, single outward Pilotage. 
 Pilotage from New York to Perth Amboy, and vice versa, one dollar and fifty cents P^^ foot 
 Pilotaie from sea to Perth Amboy, two-thirds to the Bar Pilot and one-third to the Perth Amboy 
 
 ^'^°*'pilotage of vessels from the North River or the East River to Bayonne or Yonkers, or vice versa, 
 
 ten dollars each way. . u ,„„„ 
 
 Pilotage from dock to anchorage in Upper Bay, or vice versa, five dollars each way. 
 
 For remaining on board to dock the vessel (unless prevented by the weather) three dollars per day, 
 excluding the day of arrival. 
 
 For half pilotage, see By-Law 20g. 
 
 Seaward Limit of the Harbor. 
 
 From Navesink southerly light house NE S/g E easterly to Scotland light ^^^sel, thence NNE/2 E 
 through Gedney Channel whistling buoy to Rockaway Beach life s^^^^g f^^^^^"' //^^y f '' ./°^^^ 
 
 Winter Pilotage. -Yxom November 1st to April 1st, inclusive, $4, to be added to each pilotage. 
 
 Sloops and Schooners 
 
 /N 
 
 Hell Gate. 
 
 Brigs, Staysail and Topsail 
 Schooners 
 
 Barks, Ships and Steamers 
 
 Feet 
 
 5 
 6 
 
 7 
 
 8 
 
 9 
 10 
 11 
 12 
 13 
 14 
 15 
 
 Inside 
 
 Pilotage 
 
 City Island 
 
 $1.00 per ft. 
 
 00 
 00 
 00 
 00 
 
 Outside 
 
 Pilotage 
 
 Sands Point 
 
 $1.50 per ft. 
 
 $7 50 
 
 9 00 
 
 9 00 
 
 10 00 
 
 11 00 
 
 12 00 
 
 13 00 
 
 14 00 
 
 15 00 
 
 10 50 
 
 12 00 
 
 13 50 
 
 15 00 
 
 16 50 
 
 18 00 
 
 19 60 
 
 21 00 
 
 22 50 
 
 Inside 
 
 Pilotage 
 
 City Island 
 
 $1.25 per ft 
 
 $6 25 
 7 50 
 
 8 75 
 
 10 00 
 
 11 25 
 
 12 50 
 
 13 75 
 
 15 00 
 
 16 25 
 
 17 50 
 
 18 75 
 
 Outside 
 
 Pilotage 
 
 Sands Point 
 
 $1.75 per ft. 
 
 $8 75 
 10 50 
 12 25 
 
 14 00 
 
 15 75 
 17 50 
 19 25 
 
 21 00 
 
 22 75 
 24 50 
 26 25 
 
 Inside 
 
 Pilotage 
 
 City Island 
 
 $1.25 per ft. 
 
 $6 25 
 
 7 50 
 
 8 75 
 
 10 00 
 
 11 25 
 
 12 50 
 
 13 75 
 
 15 00 
 
 16 25 
 
 17 50 
 
 18 75 
 
 Outside 
 
 Pilotage 
 
 Sands Point 
 
 $1.75 per ft. 
 
 $8 75 
 
 10 50 
 12 25 
 
 14 00 
 
 15 75 
 
 17 50 
 19 25 
 
 21 00 
 
 22 75 
 24 50 
 26 25 
 
 sum of Two Dollars, and from every 
 the first day of April in every year, 
 
 It shall be lawful to demand from every ship, bark or brig the 
 schooner and sloop One Dollar from the first day of November to 
 in addition to the rate of pilotage established, as winter pilotage. 
 
 PORT WARDEN CHARGES.— The following are the rates of charges to 
 be collected by the Port Wardens, as established by Act of the Legislature: 
 
 "The said Board of Wardens shall be allowed for each and every survey held on board of any ves- 
 sel, on hatches, stowage of cargo, or damaged goods, or at any warehouse, store or dwelling, or m the 
 public street, or on the wharf, within the limits of the Port of New York, on goods said to be damaged, 
 the sum of two dollars, and for each and every certificate given in consequence thereof, the sum ot one 
 dollar, and for each and every survey on the hull, sails, spars or rigging of any vessel damaged, or arriv- 
 ing at said port in distress, the sum of five dollars, and for each and every certificate given m consequence 
 thereof, the sum of two dollars and fifty cents, and for each valuation or measurement of any vessel, 
 the sum of ten dollars. 
 
 HEALTH OFFICER'S FEES.— The following Quarantine fees are paid 
 on entering a vessel at the Custom House: 
 Health Officer's fees, each vessel 
 
 [■05I 
 
 $5.00 
 
 y 
 

 PAGE 
 
 INDEX. 
 
 Acquisition of private property by City of New York for water front improvement — 
 How possible 
 
 Adams, Campbell W., Report as State Engineer and Surveyor State of New York, for 1897 
 on Commerce of New York 
 
 Adoption of East River and Hell Gate project means much to Commerce of port and country. 
 
 Aldermanic Hall Hearing on East River and Hell Gate Improvement Project called by 
 Commission to Investigate Port Conditions and Pier Extensions in Harbor of New York. . . 
 
 American and foreign vessels, and coim tries for which they cleared from port of New York. . 
 
 American colonies and Great Britain — Trade between 1 697 and 1 774 of. 
 
 Amount expended by United States upon improvement of channels in the Harbor of New 
 
 York and for maintenance of same 
 
 Ambrose Channel Extension into Upper Bay, New York 
 
 Ambrose Channel, New York Harboi — Improvement of 
 
 Ambrose Channel, Upper Bay Extension — Improvement of 
 
 Antwerp 
 
 Antwerp — Imports and Exports and net tonnage of vessels that entered and cleared at 
 
 Antwerp — ^Traffic of probably exceeded by Rotterdam 
 
 Antwerp — Value of Imports and Exports at port of 
 
 Appropriations for the improvement of the Rivers and Harbors of the United States from the 
 
 foundation of the Government up to June 30, 1913 43 
 
 Arthur Kill or Staten Island Sound, and Channel north of Shooters Island, between New 
 
 York and New Jerseys Improvement of 39, 40 
 
 Articles of all kinds moved on canals of New York State — ^Tons of. 91 
 
 Atlantic and Gulf Ports — Freight transportation by water at 65 
 
 Atlantic Ports — Value of imports and exports of merchandise at 7 
 
 Authority over ports 18 
 
 Average value of imports and exports of merchandise at leading ports of world 17 
 
 Baltimore 3, 4, 5, 8, 12, 83, 84, 85 
 
 Percentage of growth of foreign commerce at 3, 4, 5 
 
 5 
 
 8 
 
 12 
 
 83 
 
 84-5 
 
 29-30 
 
 vii 
 
 5 
 
 58, 
 
 59 
 
 72-75 
 
 
 vii 
 
 
 vii 
 
 99- 
 
 101 
 
 
 74 
 
 
 44 
 
 41, 
 
 42 
 
 28, 
 
 29 
 
 41, 
 
 42 
 
 16, 
 
 23 
 
 
 16 
 
 
 16 
 
 
 23 
 
 Tonnage of vessels that entered port of, in foreign trade 
 
 Value of imports and exports of merchandise by decades at 
 
 Value of imports and exports of merchandise at 
 
 Total documental gross tonnage of American vessels at 
 
 Tonnage of vessels that entered and cleared in foreign trade at 
 
 Bay Ridge and Red Hook Channels, New York Harboi — Improvement of 
 
 Black, Colonel William M.,U. S. Army, Engineer Corps, in charge of First New York District 
 
 Black, Governor 
 
 Boston: 3, 4, 5, 8, 10, 83, 84, 85 
 
 Percentages of growth of foreign commerce at 3, 4, 5 
 
 Tonnage of vessels that entered port of, in foreign trade at 5 
 
 Total documented gross tonnage of American vessels at 83, 84, 85 
 
 Value of imports and exports of merchandise by decades at 8 
 
 Value of imports and exports of merchandise at 10 
 
 Bronx River, New York Harboi — Improvement of 33, 34 
 
 Brooklyn Borough : Dry Dock 1 , 1 00 feet long proposed in ( Illustrated) 53 
 
 Brooklyn Bridge to 65th Street — Municipal freight railway to connect along shore 49, 50 
 
 Boundaries and port charges — Port of New York 104-1 05 
 
 Boundaries of Port and Harbor of New York — Also map showing 63 
 
 Canal Board — Commissioners of. 47 
 
 [io6] 
 
 T 
 
 ^^^^W^ 
 
 - lA 
 
 // / 
 
 .. ^ . 
 
 INDEX— Continued. 
 
 PAGS 
 
 Canal Fund — Commissioners of ** 
 
 Canals — Tons of total movement of all articles on New York State's 91 
 
 Canals of New York State— Amount expended on, since 1897 W 
 
 Canals— Transportation and value of property carried in State of New York on its M 
 
 Canals — Value of all articles moved in New York State on its 8® 
 
 Census Report on Transportation by Water in the United States 64-68 
 
 Changes in rank of leading United States ports 3. 4, 5 
 
 Channel in Gowanus Bay, New York Harbor 29, 30 
 
 City of New York leads in manufacturing 68-70 
 
 City of New York : Millions expended for lands and pier construction by 75 
 
 Collection district of Port of New York 103, 104 
 
 Colony of New York — Imports and Exports of 72, 73 
 
 Commentary on table showing percentages of growth of foreign commerce at leading United 
 
 States ports 3,4,5 
 
 Commerce of Port of New York — Earliest records of 71 
 
 Commerce of State of New York during Colonial times 7« 
 
 Commissioner of Docks and Ferries of City of New York— Rules and Regulstions adopted by 60-61 
 
 Commissioners of the Canal Fund -^ ** 
 
 Commissioners of the Land Office ** 
 
 Commission to Investigate Port Conditions and Pier Extensions in Harbor of New York 48 
 
 Coney Island Channel, New York Harboi — Improvement of 30-3 1 
 
 Customs duties collected, by States 73 
 
 Delaware, Lackawanna & Western Railroad improving waterfront in New York City with its 
 
 own capital " 
 
 Department of Docks and Ferries of City of New York — Powers and duties of 57,58 
 
 Department of Docks— Establishment in New York City of 56, 57 
 
 Docks and Ferries — Department of — Working with special committee on terminal improve- 
 ments of Board of Estimate and apportionment of New York City 49-54 
 
 Dock Department data of special interest at this time ▼>> 
 
 Dock Department — Leases by *^ 
 
 Documented gross tonnage of United States by leading ports 83 
 
 Doubt as to leading world port * ^ 
 
 Earliest history of Port of New York 70-72 
 
 East Chester Creek, New York — Improvement of 34 
 
 East River and Hell Gate — Examination and Survey of same vii 
 
 East River and Hell Gate — Improvement of 24-28 
 
 East River and Hell Gate — Improvement of about to be undertaken 26-28 
 
 Effect of Civil War on exports at New Orleans * 
 
 Entrance to New York Harbor via Hell Gate and East River not now possible for larger type 
 
 of vessels ^** 
 
 Erie Railroad improving waterfront in New York with its capital 53 
 
 Establishment of the Department of Docks, New York City 56-57 
 
 Expenditures by United States on Rivers and Harbors in New York State — 45-46 
 
 Exports and imports at Antwerp and net tons of vessels that entered and cleared at 16 
 
 Exports and imports at Rotterdam *6 
 
 Exports and imports of Colony of New York 72, 74 
 
 Exports and imports of merchandise : Average value at leading world ports 17 
 
 Value of at Boston ^ 
 
 Value of at Baltimore 1* 
 
 [107] 
 
 1 
 
 I 
 
INDEX— Continued. 
 
 PAGE 
 
 > 
 
 f 
 
 Value of at Hamburg 20 
 
 Value of at Galveston ^* 
 
 Value of at leading United States ports by decades 8 
 
 Value of at New Orleans 1' ' 
 
 Value of at Philadelphia >! 
 
 Value of at port c»f Antwerp 23 
 
 Value of at port of Hongkong 28 
 
 Value of at port of Liverpool 22 
 
 Value of at port of London 21 
 
 Value of at port of New York 9 
 
 Totol value of United States 6 
 
 Value of and net tonnage of vessels that entered and cleared at leading seaports of the 
 
 world ^ ^ 
 
 Value of at Atlantic ports 7 
 
 Value of per ton as estimated by Isthmian Canal Commission at Port of New York — 67 
 
 Value of— State of New York — by ports 87 
 
 Extension of North River piers, west side of Manhattan, New York City 51,52 
 
 Ferries owned and operated by City of New York 57 
 
 Ferr}'boats — number and tonnage of in United States and in port of New York 65 
 
 Figures of value of foreign commerce of leading United States ports — percentage by decades 3 
 
 First port — What City of New York must do to make port of New York greatest in world vii 
 
 Flushing Bay, New York Harbor — Improvement of 31 
 
 Foreign commerce at leading United States ports — Table showing percentage of growth of 3, 4, 5 
 
 Freight railway along waterfront of Brooklyn to be municipally owned 49, 50 
 
 Freight transportation by water in United States, Atlantic and Gulf ports and Port of New York 65 
 
 Galveston 3, 4, 5, 8, 14, 83, 84, 85 
 
 Galveston's growth from sixth to second port in value of foreign commerce 4 
 
 Galveston — Percentage of growth of foreign commerce at 3, 4, 5 
 
 Tonnage of vessels that entered port in foreign trade 5, 84, 85 
 
 Total documented gross tonnage of American vessels at 83 
 
 Value of imports and exports of merchandise at l* 
 
 Value of imports and exports of merchandise by decades at 8 
 
 Government of ports *8 
 
 Gowanus Bay Channel, New York Harbor — Improvement of 29, 30 
 
 Growth of commerce of port of New York 72-75 
 
 Growth of foreign commerce at leading United States ports — table showing percentages of 3, 4, 5 
 
 Growth of foreign commerce of port of New York rapid since 1898 5 
 
 Hall, Dr. Edward Hagaman— Study of earliest history of port of New York 70-72 
 
 Hamburg 15, 17, 18,20, 76 
 
 Average net tonnage of vessels that entered in foreign trade 17 
 
 Average value of imports and exports at ^ 7 
 
 Net tonnage of vessels that entered and cleared in foreign trade at 1 5-76 
 
 Supremacy as leading world port probable ^ 7 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared at 1 5 
 
 Value of imports and exports of merchandise at port of 20 
 
 Harbor of New York — Channels of— Amount expended by United States on 44 
 
 Harlem River, New York — Improvement of 88 
 
 Health Officer's fees at port of New York 105 
 
 Hoboken, New Jersey — Shipments of principal commodities at 66 
 
 [io8] 
 
 '' 
 
 ;• 
 
 INDEX— Continued. 
 
 Hongkong 16, 
 
 Net tonnage of vessels that entered and cleared at port of 
 
 Tons of imports and exports and net tons of vessels that entered and cleared in foreign 
 trade at port of 
 
 Hudson, Henry^Discovery of Hudson River by 
 
 Hudson River Channel, New York Harboi — Improvement of 
 
 Hudson Rivei — Discovery by Henry Hudson of. 
 
 Illustrations : f 
 
 As it will finally appear opposite 
 
 Manhattan's new 1000-foot piers and slips opposite 
 
 Plan for 1000-foot dry-dock at South Brooklyn opposite 
 
 Planning for dispatch opposite 
 
 Territory where Manhattan's long piers are to be reared, as it appeared before the work 
 was begun opposite 
 
 Important Improvements along waterfront of City of New York planned and under way 
 
 Imports and Exports : And net tons of vessels that entered and cleared at Antwerp 
 
 At Hongkong 
 
 At Rotterdam 
 
 Of Colony of New York 
 
 Imports and exports of Merchandise : — Average value at leading world ports 
 
 Value of at Baltimore 
 
 Value of at Boston 
 
 Value of at Hamburg 
 
 Value of at New Orleans 
 
 Value of at leading United States ports by decades 
 
 Value of at Philadelphia 
 
 Value of at port of Antwerp 
 
 Value of at port of Hongkong 
 
 Value of at port of Liverpool 
 
 Total value of at port of London 
 
 Value of at port of New York 
 
 State of New York, by ports 
 
 Total value of United States 
 
 Imports and Exports : Value of and net tonnage of vessels that entered and cleared at four 
 leading seaports of world 
 
 Value of at Atlantic ports 
 
 Value of per ton as estimated by Isthmian Canal Commission for port of New York 
 
 Improved navigable channel to the East through Sound to result from improvement of East 
 
 River and Hell Gate 
 
 Improvements along waterfront of New York City planned and under way 
 
 Improvement of River and Harbor at Port of New York 
 
 Improvement of: Ambrose Channel, New York harbor, upper bay extension 
 
 Arthur Kill, or Staten Island Sound, and Channel north of Shooters Island, between 
 New York and New Jersey 
 
 Bay Ridge and Red Hook Channels, New York Harbor 
 
 Bronx River, New York Harbor 
 
 Channel in Gowanus Bay, New York Harbor 
 
 Channels in the Harbor of New York and for maintenance of same — Amount expended 
 by United States upon 
 
 Coney Island Channel, New York Harbor 
 
 [109] 
 
 PAGB 
 
 23, 
 
 78 
 
 
 78 
 
 16, 
 
 23 
 
 
 70 
 
 40, 
 
 41 
 
 
 70 
 
 
 51 
 
 
 50 
 
 
 53 
 
 
 52 
 
 
 49 
 
 49, 
 
 54 
 
 
 16 
 
 
 16 
 
 
 16 
 
 72, 
 
 73 
 
 
 17 
 
 
 12 
 
 
 10 
 
 
 20 
 
 13, 
 
 14 
 
 
 8 
 
 
 11 
 
 
 23 
 
 
 23 
 
 
 22 
 
 
 21 
 
 
 9 
 
 
 87 
 
 
 6 
 
 
 15 
 
 
 7 
 
 
 67 
 
 
 vii 
 
 49-54 
 
 24-42 
 
 41, 
 
 42 
 
 39, 
 
 40 
 
 29, 
 
 30 
 
 33, 
 
 34 
 
 29, 
 
 30 
 
 
 44 
 
 30, 
 
 31 
 
 < 
 
 • ■ • 
 
/ 
 
 INDEX— Continued. 
 
 East Chester Creek, New York 
 
 East River and Hell Gate 
 
 East River and Hell Gate — New project about to be undertaken 
 
 Flushing Bay, New York Harbor 
 
 Harlem River, New York 
 
 Hudson River Channel, New York Harbor 
 
 Jamaica Bay, New York 
 
 Newtown Creek, New York Harbor ."■ 
 
 New York Harbor 
 
 New York Harbor — Main-Ship-Bayside-Gedney Channel 
 
 Rivers and Harbors from the foundation of the Government up to June 30, 1913 — 
 Appropriations for 
 
 Improvement of Rivers and Harbors in New York State — Expenditures by United States upon 
 
 Improvement of Sheepshead Bay, New York 
 
 Improvement of the water front of New York City with private capital 
 
 Improvement of Wallabout Channel, New York Harbor 
 
 Improvement of Westchester Creek, New York 
 
 Inquiries of Members of Congress and other Legislative bodies for information on port 
 matters caused publication of this book 
 
 Introductory 
 
 Isthmian Canal Commission — Average value of ton of import and of export at port of 
 New York estimated by 
 
 Jamaica Bay, New York — Improvement of 
 
 Jersey City, New Jersey — Shipments and Receipts of principal commodities at 
 
 Johnson, Emory R. — Census report on waterbome transportation by 
 
 Land Office — Commissioners of 
 
 Large appropriations at port of New York for new piers and slips for largest ocean steamships 
 
 Leading port of world in doubt 
 
 Leading United States ports — Percentage of growth of foreign commerce by decades 
 
 Leading United States ports — Value of imports and exports of merchandise by decades 
 
 Leases by Dock Department of the City of New York 
 
 Lehigh Valley Railroad improving water front of New York City with its capital 
 
 Liverpool : 15, 17, 
 
 Average net tonnage of vessels that entered in foreign trade 
 
 Average value of imports and exports at 
 
 Net tonnage of vessels that entered and cleared from port of 
 
 Rank among leading world ports 
 
 Total value of imports and exports of merchandise at port of 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared at port of 
 London : 15, 17, 18, 
 
 Average net tonnage of vessels that entered in foreign trade '. 
 
 Average value of imports and exports at port of 
 
 Net tonnage of vessels that entered and cleared at port of in foreign trade 
 
 Rank among leading world pwrts 
 
 Total value of imports and exports of merchandise at 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared 
 
 Loss of foreign commerce" at port of New York — Widespread discussion of 
 
 Main-Ship- Bayside Gedney Channel, New York Harbor — Improvement of 
 
 Manchester Canal — When completed 
 
 [i.o| 
 
 PAGE 
 
 
 34 
 
 24-28 
 
 26-28 
 
 
 31 
 
 
 38 
 
 40, 
 
 41 
 
 35-37 
 
 
 32 
 
 24-42 
 
 
 28 
 
 
 43 
 
 45, 
 
 46 
 
 37, 
 
 38 
 
 52, 
 
 53 
 
 S2, 
 
 33 
 
 
 35 
 
 
 vii 
 
 
 vii 
 
 
 67 
 
 35-37 
 
 
 66 
 
 
 66 
 
 
 48 
 
 
 5 
 
 
 15 
 
 3,4,5 
 
 
 7 
 
 
 59 
 
 
 52 
 
 18, 
 
 77 
 
 
 17 
 
 
 17 
 
 15, 
 
 77 
 
 
 17 
 
 
 22 
 
 
 15 
 
 21, 
 
 77 
 
 
 17 
 
 
 17 
 
 15, 
 
 77 
 
 
 17 
 
 
 21 
 
 
 15 
 
 
 5 
 
 
 28 
 
 
 18 
 
 
 INDEX— Continued. 
 
 PAGE 
 
 Manhattan Borough, New York City : Extension of North River piers 51,52 
 
 New piers for large transatlantic liners in 51 
 
 Plans for terminal facilities on west side of 50 
 
 Manufacturing — State and City of New York lead in 68-70 
 
 Maps : 
 
 All Ocean Ways Lead to New York ii 
 
 Showing boundaries of the port and harbor of New York opposite 63 
 
 The principal parts of the world compared to New York iii 
 
 Merchandise : Imports and exports in United States of 6 
 
 Value of imports and exports of at Atlantic ports 7 
 
 Value of imports and exports at Baltimore 12 
 
 Value of imports and exports at Boston 10 
 
 Value of imports and exports at Hamburg 20 
 
 Value of imports and exports at New Orleans IS 
 
 Value of imports and exports at New Orleans 14 
 
 Value of imports and exports at port of Antwerp 23 
 
 Value of imports and exports at port of Hongkong 23 
 
 Value of imports and exports at port of Liverpool 22 
 
 Value of imports and exports at port of London , 23 
 
 Value of imports and exports at port of New York 9 
 
 Value of imports and exports at port of Philadelphia II 
 
 Value of imports and exports by decades at leading ports 8 
 
 Merchant Marine of the United States 19 
 
 Merchant Marine of world 19 
 
 Miles of water front in port of New York, improved and unimproved 63 
 
 Millions spent by City of New York for land and for pier construction 75 
 
 Morgan, Christopher — Documentary History of State of New York 72 
 
 Municipal freight railway along Brooklyn water front 49, 50 
 
 Net tonnage of vessels that entered and cleared at Antwerp .... 16 
 
 Net tonnage of vessels that entered and cleared at port of Hamburg 1 5, 76 
 
 Net tonnage of vessels that entered and cleared at port of Hongkong 1 6, 78 
 
 Net tonnage of vessels that entered and cleared at port of Liverpool 15,77 
 
 Net tonnage of vessels that entered and cleared at port of London 15, 77 
 
 Net tonnage of vessels that entered and cleared at ports of New York, London, Liverpool 
 
 and Hamburg, for foreign trade 15 
 
 Net tonnage of vessels that entered and cleared at port of Rotterdam 78 
 
 Newark, New Jersey — Shipments and Receipts of principal commodities at 66 
 
 New Netherland (former name of Colony of New York) 71 
 
 New Amsterdam (former name of City of New York) 71 
 
 Newprleans: 3, 4, 5, 8, 13, 83, 84, 85 
 
 hti in exports preceding Civil War 8 
 
 Percentage of growth of foreign trade at 3, 4, 5 
 
 Value of imports and exports of merchandise at IS 
 
 Value of imports and exports of merchandise by decades at 8 
 
 Tonnage of vessels that entered port of S 
 
 New piers for large transatlantic liners in New York City 51 
 
 Newtown Creek Improvement, New York Harbor S2 
 
 New York: iii, 8, 4, 5, 8, 9, 15, 16, 17, 19, 24-42, 44, 49-62, 63, 65, 66, 67, 68, 69, 70, 71, 72, 73, 
 74, 75, 83, 84, 85, 86, 87, 88, 89, 93, 95, 96, 97, 98, 99, 100, 101, 102, 103, 104, 175 
 
 [III] 
 
 J 
 
INTENTIONAL SECOND EXPOSURE 
 
 /L 
 
 INDEX— Continued. 
 
 PAGE 
 
 East Chester Creek, New York 84 
 
 East River and Hell Gate 24-28 
 
 East River and Hell Gate — New project about to be undertaken 26-28 
 
 Flushing Bay, New York Harbor SI 
 
 Harlem River, New York 38 
 
 Hudson River Channel, New York Harbor 40, 41 
 
 Jamaica Bay, New York 35-37 
 
 Newtown Creek, New York Harbor .'. 32 
 
 New York Harbor 24-42 
 
 New York Harbor — Main-Ship- Bayside-Gedney Channel 28 
 
 Rivers and Harbors from the foundation of the Government up to June 30, 1913 — 
 
 Appropriations for 43 
 
 Improvement of Rivers and Harbors in New York State — Expenditures by United States upon 45, 46 
 
 Improvement of Sheepshead Bay, New York 37, 38 
 
 Improvement of the water front of New York City with private capital 52, 53 
 
 Improvement of Wallabout Channel, New York Harbor 32, 33 
 
 Improvement of Westchester Creek, New York 35 
 
 Inquiries of Members of Congress and other Legislative bodies for information on port 
 
 matters caused publication of this book vii 
 
 Introductory vii 
 
 Isthmian Canal Commission — Average value of ton of import and of export at port of 
 
 New York estimated by 67 
 
 Jamaica Bay, New York — Improvement of 35-37 
 
 Jersey City, New Jersey — Shipments and Receipts of principal commodities at 66 
 
 Johnson, Emory R. — Census report on waterbome transportation by 66 
 
 Land Office — Commissioners of 48 
 
 Large appropriations at iwrt of New York for new piers and slips for largest ocean steamships 5 
 
 Leading port of world in doubt 15 
 
 Leading United States ports — Percentage of growth of foreign commerce by decades 3, 4, 5 
 
 Leading United States ports — Value of imports and exports of merchandise by decades 7 
 
 Leases by Dock Department of the City of New York 59 
 
 Lehigh Valley Railroad improving water front of New York City with its capital 52 
 
 Liverpool : 15, 17, 18, 77 
 
 Average net tonnage of vessels that entered in foreign trade 17 
 
 Average value of imports and exports at 17 
 
 Net tonnage of vessels that entered and cleared from port of 15, 77 
 
 Rank among leading world ports 17 
 
 Total value of imports and exports of merchandise at port of 22 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared at port of 15 
 
 London : 15, 17, 18, 21 , 77 
 
 Average net tonnage of vessels that entered in foreign trade ". 17 
 
 Average value of imports and exports at port of 17 
 
 Net tonnage of vessels that entered and cleared at port of in foreign trade 15, 77 
 
 Rank among leading world ports 17 
 
 Total value of impjorts and exports of merchandise at 21 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared 15 
 
 Loss of foreign commerce" at port of New York — Widespread discussion of 5 
 
 Main-Ship-Bayside Gedney Channel, New York Harbor — Improvement of 28 
 
 Manchester Canal — When completed 18 
 
 [iiol 
 
 INDEX— Continued. 
 
 PAGE 
 
 Manhattan Borough, New York City : Extension of North River piers 51, 52 
 
 New piers for large transatlantic liners in 51 
 
 Plans for terminal facilities on west side of 50 
 
 Manufacturing — State and City of New York lead in — 68-70 
 
 Maps : 
 
 All Ocean Ways Lead to New York fi 
 
 Showing boundaries of the port and harbor of New York opix>site 63 
 
 The principal parts of the world compared to New York iii 
 
 Merchandise : Imports and exports in United States of 6 
 
 Value of imports and exports of at Atlantic ports 7 
 
 Value of imports and exports at Baltimore 12 
 
 Value of imports and exports at Boston 10 
 
 Value of imports and exports at Hamburg 20 
 
 Value of imports and exports at New Orleans IS 
 
 Value of imports and exports at New Orleans 14 
 
 Value of imports and exports at port of Antwerp 23 
 
 Value of imports and exports at port of Hongkong 23 
 
 Value of imports and exports at port of Liverpool 22 
 
 Value of imports and exports at port of London , 23 
 
 Value of imports and exports at port of New York 9 
 
 Value of imports and exports at port of Philadelphia 11 
 
 Value of imports and exports by decades at leading ports 8 
 
 Merchant Marine of the United States 19 
 
 Merchant Marine of world 19 
 
 Miles of water front in port of New York, improved and unimproved 63 
 
 Millions spent by City of New York for land and for pier construction 75 
 
 Morgan, Christopher — Documentary History of State of New York 72 
 
 Municipal freight railway along Brooklyn water front 49, 50 
 
 Net tonnage of vessels that entered and cleared at Antwerp .... 16 
 
 Net tonnage of vessels that entered and cleared at port of Hamburg 1 5, 76 
 
 Net tonnage of vessels that entered and cleared at port of Hongkong 1 6, 78 
 
 Net tonnage of vessels that entered and cleared at port of Liverpool 15, 77 
 
 Net tonnage of vessels that entered and cleared at port of London 15, 77 
 
 Net tonnage of vessels that entered and cleared at ports of New York, London, Liverpool 
 
 and Hamburg, for foreign trade 15 
 
 Net tonnage of vessels that entered and cleared at port of Rotterdam 78 
 
 Newark, New Jersey — Shipments and Receipts of principal commodities at 66 
 
 New Netherland (former name of Colony of New York) 71 
 
 New Amsterdam (former name of City of New York) 71 
 
 Newprleans: 3, 4, 5, 8, 13, 83, 84, 85 
 
 Let in exports preceding Civil War 3 
 
 Percentage of growth of foreign trade at 3, 4, 5 
 
 Value of imports and exports of merchandise at 18 
 
 Value of imports and exports of merchandise by decades at 8 
 
 Tonnage of vessels that entered port of 5 
 
 New piers for large transatlantic liners in New York City 51 
 
 Newtown Creek Improvement, New York Harbor 32 
 
 New York: iii, 3, 4, 5, 8, 9, 15, 16, 17, 19, 24-42, 44, 49-62, 63, 65, 66, 67, 68, 69, 70, 71, 72, 73, 
 74, 75, 83, 84, 85, 86, 87, 88, 89, 93, 95, 96, 97, 98, 99, 100, 101, 102, 103, 104, 175 
 
 [III] 
 
 M 
 
 I' 
 
 i 
 
 I 
 
M 
 
 
 '-5 
 
 
 f 
 
 INDEX— Continued. 
 
 PAGE 
 
 American and foreign vessels and countries for which they cleared from port of 99, 100, 101 
 
 Area of port of 63 
 
 Average net tonnage of vessels that entered in foreign trade at 17 
 
 Average value of imports and exports at port of 17 
 
 Boundaries and port charges of the port of 104, 105 
 
 New York Central & Hudson River railroad's surface tracks between Spuyten Duy vil 
 
 and St. Johns Park, Manhattan 50 
 
 New York City : Board of Estimate and Apportionment attempting to eliminate New York 
 
 Central railroad tracks on west side of Manhattan from grade 50 
 
 New York City : Brooklyn Borough — Proposed dry dock 1 , 1 00 feet long in 53 
 
 Establishment of Department of Docks of 56, 57 
 
 Ferries owned and operated by 57 
 
 Government making material headway in port's development vii 
 
 How private property may be acquired for water front improvement by 58, 59 
 
 Improvement along water front planned and under way in 49-54 
 
 Improvement of its water front with private capital 52, 53 
 
 Leases by Dock Department of 59 
 
 Manhattan Borough : Extension of North River piers 51 , 52 
 
 New piers for large transatlantic liners in 51 
 
 Millions expended for lands and pier construction by 75 
 
 Large expense entailed for new piers and slips for accommodation of largest ships 5 
 
 Ownership and control of water front of 6 1 , 62 
 
 Plans for terminal facilities on the west side of Borough of Manhattan 50 
 
 Powers and duties of Department of Docks and Ferries 57, 58 
 
 Readjustment of water front occupation throughout 53, 54 
 
 Recreation buildings built upon piers in 60 
 
 Resume of laws and ordinances relating to the government and care of the water front, 
 
 prior to 1 870 54-56 
 
 Rules and Regulations adopted by Commissioner of Docks 60, 61 
 
 Value of water front property estimated as owned by 58, 59 
 
 New York : Collection district of port of 103, 104 
 
 Colony of — Imports and exports of 72-73 
 
 Commerce Commission — Report of 5 
 
 Earliest history of port of 70-72 
 
 Earliest records of commerce of port of 72 
 
 Freight transportation by water at port of 65 
 
 Harbor and Port of — Improvement of River and Harbor at 24-42 
 
 New York Harbor : Improvement of 24-42 
 
 New York : Improvement of Main-Ship-Bayside-Gedney Channel 88 
 
 New York Harbor Unrigged craft operating in and around 67 
 
 New York : Miles of water front of port of 68 
 
 Municipal freight along Brooklyn water front 49, 50 
 
 Net tonnage of vessels that entered and cleared at 15 
 
 Number of tonnage of vessels belonging to northern lake ports of State of 04 
 
 Number and tonnage of vessels engaged in foreign trade of United States and countries 
 
 from which they have entered the port of New York 96, 97, 98 
 
 Number and tonnage of vessels engaged in foreign trade of United States which have 
 
 entered New York State ports 95 
 
 Number and tonnage of vessels owned in port of. . . 102 
 
 [112] 
 
 INDEX— Continued. 
 
 Number of miles of straight water front measured along shoreline of port of. 
 
 Percentages of growth of foreign commerce at 
 
 Port of — Amount expended by United States on improvement of 
 
 Present activities of city in connection with dock improvement 
 
 Private terminals in ** Dutch Kills " section of Borough of Queens 
 
 Port and Harbor of — Boundaries as shown on map opposite 
 
 Port of — " Loss of Foreign commerce "at 
 
 Port of notable above its sister rival ports 
 
 Port of: Rapid growth of foreign commerce since 1 898 
 
 Rank of among leading world ports 
 
 Rates cf wharfage in force in city of. 
 
 Shipbuilding in State of 
 
 New York's foreign commerce : Stagnation period in growth of. 
 
 New York's lead among United States ports unassailable 
 
 New York's rank among the leading seaports of the world 
 
 New York State and City : Lead and manufacturing 
 
 New York State : Expenditures by United States for Rivers and Harbors in 
 
 Commission to Investigate Port Conditions and Pier Extensions in New York Harbor 
 
 Commission actively behind project for improvement of East River and Hell Gate 
 
 Commission to Investigate Port Conditions and Pier Extensions in New York Harbor 
 explains reasons for publication of this book 
 
 Documentary History of, by Christopher Morgan 
 
 Expenditures for canals since 1 897 
 
 Number and tonnage of vessels engaged in foreign commerce which have cleared 
 from ports of State of New York 
 
 Statistics of commerce during colonial times of 
 
 Tons of total movement of articles on all canals of 
 
 Value of all articles moved on canals of 
 
 Transportation on canals and value of property they carried in 
 
 Terminal plans of City of 
 
 Tonnage of vessels in State of 
 
 New York— Port of— 
 
 Unsurpassed in natural advantages 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared at 
 
 Value of ton of imports and of exports as estimated by Isthmian Canal Commission at 
 
 Value of imports and exports of merchandise by decades at 
 
 Value of imports and exports of merchandise at 
 
 Waterborne traffic of 
 
 New York : Waterborne traffic of State of 
 
 Number and gross tons of documented and undocumented American vessels in United 
 
 States 
 
 Number and tonnage of vessels belonging to northern (New York) lake ports 
 
 Number and tonnage of vessels engaged in foreign trade of United States and countries 
 
 from which they entered port of New York 
 
 Number and tonnage of vessels engaged in foreign trade of United States which have 
 
 cleared from ports of the State of New York 
 
 Number and tonnage of vessels engaged in foreign trade of United States which have 
 entered the ports of the State of New York 
 
 ["3l 
 
 PAGE 
 
 63 
 
 3, 4, 5 
 
 44 
 
 49, 54 
 
 53 
 
 63 
 
 5 
 
 4, 5 
 
 5 
 
 17 
 
 403 
 
 86 
 
 5 
 
 18 
 
 15 
 
 68-70 
 
 45, 46 
 
 47 
 
 vii 
 
 vii 
 
 7« 
 75 
 
 88 
 
 72-73 
 91 
 90 
 92 
 
 49,50 
 89 
 
 19 
 15 
 
 67 
 8 
 9 
 
 65,67 
 93 
 
 64 
 
 ww 
 
 96-98 
 
 88 
 
 r 
 
 ; ( 
 
 r 
 f 
 
 I 
 
 95 
 
--v.« .ooXe 
 
 (I 
 
 INDEX— Continued. 
 
 PAGE 
 
 Number and tonnage of vessels owned in the Citv of New York 102 
 
 Ownership and control of (New York) City's waterfront Cl^ 62 
 
 Palm of port primacy 15 
 
 Panama Canal : Not likely to give Gulf ports advantage over Atlantic ports 18 
 
 Percentage of growth of foreign commerce at leading United States ports, by decades . . 3, 4, 5 
 Percentage of growth of foreign commerce of ports of Baltimore, Boston, Galveston, New 
 
 Orleans, New York and Philadelphia 3, 4, 5 
 
 Perth Amboy, New Jersey : Shipments and receipts of principal commodities at 66 
 
 Plans for terminal facilities on the west side of Manhattan, New York City 50 
 
 Philadelphia 3, 4, 5, 8, 11, 83, 84, 85 
 
 Percentages of growth of foreign commerce at 3, 4, 5 
 
 Tonnage of vessels that entered port of 5 
 
 Value of imports and exports of merchandise at .* 11 
 
 Value of imports and exports of merchandise by decades at 8 
 
 Port and Harbor of New York : Boundaries shown on map opposite 63 
 
 Port of New York: American and foreign vessels, and countries they cleared for from 99-101 
 And its Hinterland is a Magnet That Draws the Shipping of the Whole World 
 
 (map) ii 
 
 Area of 63 
 
 Average net tonnage of vessels that entered in foreign trade at 17 
 
 Average value of imports and exports at 8 
 
 Collection district of 1 03, 1 04 
 
 Dry Dock 1,100 feet long proposed in Brooklyn Borough of 53 
 
 Earliest history of 70-72 
 
 Ferryboats in 65 
 
 Growth of commerce of 72-75 
 
 Lead among United States ports unassailable 18 
 
 "Loss of foreign commerce at" 5 
 
 New piers and improved terminals proposed at 49-54 
 
 Notable above its rival sister ports 4, 5 
 
 Number and tonnage of vessels engaged in foreign trade, and countries from which 
 
 they entered the 96-98 
 
 Number and tonnage of vessels owned in 102 
 
 Port Wardens of 48 
 
 Publicly owned waterfront of 63 
 
 Rank among leading ports of the world of , 15 
 
 Rapid growth of foreign commerce since 1 898 5 
 
 Readjustment of waterfront occupation throughout 53, 54 
 
 Stagnation period in growth of foreign commerce of 5 
 
 Unsurpassed in natural advantages 19 
 
 Value of imports and exports and net tonnage of vessels tliat entered and cleared at 1 5 
 
 Value of imports and exports of merchandise at 9 
 
 Value of imports and exports of merchandise by decades at 8 
 
 Value of ton of imports and of exports as estimated by Lsthmian Canal Commission at 67 
 
 Authority over 18 
 
 Ports : Government of 18 
 
 Physical conditions in Europe different than at New York 18 
 
 Principal of the world compared with New York (map) iii 
 
 Port Warden charges as fixed by New York Legislature 1 05 
 
 ["4] 
 
 V*- 
 
 / 
 
 V 
 
 INDEX— Continued. 
 
 PAGB 
 
 Port Wardens of the Port of New York 48 
 
 Powers and duties of Department of Docks and Ferries of City of New York 57, 58 
 
 Present activities of the City of New York in connection with dock improvement 49-54 
 
 Principal ports of the world compared to New York (map) iii 
 
 Private capital — Improvement of the waterfront of New York City with 52, 53 
 
 Private Terminals 53 
 
 Property acquired by City of New York for ferry purposes — expenditures and receipts. . . 57 
 
 Proposed Brooklyn dry dock 1,100 feet in length 53 
 
 Public Hearing on Project to Improve East River and Hell Gate by the New York State 
 Commission to Investigate Port Conditions and Pier Extensions in Harbor of 
 
 New York at Aldermanic Chamber, City Hall, New York vii 
 
 Publicly owned portion of waterfront of port of New York 63 
 
 Queens Borough — New York City — Private terminal in the so-called "Dutch Kills" section 
 
 of 53 
 
 Rank of leading American ports 3,4,5 
 
 Railway for freight purposes along Brooklyn waterfront 49, 50 
 
 Rapid growth of foreign commerce of Port of New York since 1 898 5 
 
 Rates of Wharfage in force in the City of New York 103 
 
 Readjustment of waterfront occupation throughout the port of New York 53,54 
 
 Reasons for publication of this book vii 
 
 Receipts and shipments of principal commodities of ports of New York, Hoboken, Jersey 
 
 City, Newark, Perth Amboy and South Amboy 66 
 
 Recreation buildings on New York City piers 60 
 
 Resume of laws and ordinances relating to the government and care of the waterfront 
 
 prior to 1870 54-56 
 
 River and Harbor Improvements at the port of New York 24-42 
 
 Rivers and Harbors of New York State — Expenditures by United States on improvement of 45-46 
 
 Rivers and Harbors of United States and amount appropriated for improvement of 43 
 
 Roosevelt, Governor 5 
 
 Rotterdam 16, 17, 78 
 
 Net tonnage of vessels that entered and cleared at port of 78 
 
 Tons of imports and exports and net tons of vessels that entered and cleared in for- 
 eign trade at 16 
 
 Traffic of probably exceeds that of Antwerp 16 
 
 Rules and Regulations adopted by Commissioner of Docks of New York City 60-61 
 
 Sheepshead Bay, New York — Improvement of 37, 38 
 
 Shipbuilding in New York State 86 
 
 Shipbuilding in the United States 86 
 
 Shipments and Receipts of principal commodities at New York, Newark, Hoboken, Jersey 
 
 City, Perth Amboy and South Amboy 66 
 
 Sinking Fund Commissioners of City of New York have approved of improvement of 
 
 waterfront of the City of New York with private capital 52, 53 
 
 South Amboy, New Jersey — Shipments and Receipts of principal commodities at 66 
 
 State and City of New York lead in manufacturing 68-70 
 
 State Commissions with functions affecting port matters 47-48 
 
 State of New York : Documentary History of, by Christopher Morgan 72 
 
 Shipbuilding in 86 
 
 Number and tonnage of vessels engaged in foreign commerce which have cleared 
 
 from ports of 88 
 
 [■15] 
 
 ill 
 
 (H 
 
 ^ * 
 
i 
 
 /'y 
 
 INDEX— Continued. 
 
 PAGE 
 
 Number and tonnage of vessels engaged in foreign trade of United States which 
 
 have entered ports of the 95 
 
 Tonnage of 89 
 
 Tons of total movement of articles on all canals in 91 
 
 Transportation on canals^ and value of property carried on same in 92 
 
 Waterborne traffic of 93 
 
 Stability of Port of New York 4 
 
 Stagnation period in New York's foreign commerce 5 
 
 Statistics of commerce during colonial times — State of New York 72-73 
 
 Statistics of number, gross tons^ value, earnings, freight carriage, of American vessels of 
 
 all types, documented and undocumented in United States 64 
 
 Supremacy of Hamburg as leading world port probable 17 
 
 Table: Average net tonnage of vessels that entered leading world ports in foreign trade. . 17 
 
 Average value of imports and exports of merchandise at leading ports of the world. . 17 
 
 Distribution of tonnage of the United States 82 
 
 Net tonnage of vessels that entered and cleared at port of Hamburg 76 
 
 Net tonnage of vessels that entered and cleared at port of Hongkong 78 
 
 Net tonnage of vessels that entered and cleared at port of Rotterdam 78 
 
 Net tonnage of vessels that entered and cleared at ports of London and Liverpool. . 77 
 
 Number and tonnage of vessels belonging to northern (New York) lake ports 94 
 
 Number and tonnage of vessels engaged in foreign trade of United States 79-80 
 
 Number and tonnage of vessels engaged in foreign trade of United States which have 
 
 cleared from ports of the State of New York 88 
 
 Number and tonnage of vessels engaged in foreign trade of United States which have 
 
 entered ports of the State of New York 95 
 
 Number and tonnage of vessels engaged in foreign trade of the United States which 
 
 have entered ports of the State of New York 95 
 
 Number and tonnage 'of vessels owned in the City of New York 102 
 
 Shipments and receipts of principal commodities at Hoboken, Jersey City, New 
 
 York, Newark, Perth Amboy and South Amboy 66 
 
 Showing percentages of growth of foreign commerce at leading United States ports 3 
 
 Showing trade between American colonies and Great Britain, 1697-1774 73 
 
 Showing value of exports from leading Atlantic and Gulf states 73 
 
 The tons of total movement of articles on all canals of New York State 91 
 
 Tonnage of vessels that entered at leading United States ports 5 
 
 Tonnage of the State of New York 89 
 
 Tonnage of vessels that entered and cleared at seaports of United States — by lead- 
 ing states and ports 84, 85 
 
 Tons of imports and exports at the port of Hongkong 23 
 
 Tonnage of the United States 81 
 
 Total documented gross tonnage of the United States — by leading ports 83 
 
 Total value of all the articles moved on the canals of New York State 90 
 
 Total value of imports and exports of merchandise at port of Liverpool 22 
 
 Total value of imports and exports of merchandise at port of London 21 
 
 Total value of imports and exports of merchandise of United States 6 
 
 Transportation on canals of New York State and value of property carried 92 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared in 
 
 foreign trade at four principal seaports of the world 15 
 
 Value of imports and exports of merchandise at Atlantic ports 7 
 
 [ii6] 
 
 V I 4 
 
 INDEX— Continued. ^^^„ 
 
 PAGE 
 
 Value of imports and exports of merchandise at leading United States ports by 
 
 decades 
 
 Value of imports and exports of merchandise at port of Antwerp 23 
 
 Value of imports and exports of merchandise at the port of Hamburg 20 
 
 Value of imports and exports, State of New York, by ports 87 
 
 Terminal plans of City of New York *^> ^^ 
 
 The Port of New York— see port of New York— see New York— see New York City, Its 
 
 boundaries and port charges 104-105 
 
 Tonnage of documented vessels at leading United States ports 83 
 
 Tonnage of vessels that entered and cleared at seaports of the United States, by leading 
 
 states and ports 
 
 Tonnage of the United States *^ 
 
 Tonnage of United States — Distribution of ^^ 
 
 Tons of imports and exports and net tons of vessels in foreign trade that entered and 
 
 cleared at Rotterdam *® 
 
 Tons of imports and exports at Hongkong ^^ 
 
 Tons of imports and exports of merchandise at Hongkong 2^ 
 
 Tons of total movement of articles on all canals of New York State 91 
 
 Total value of imports and exports of merchandise at port of London 21 
 
 Total value of imports and exports of merchandise of United States • 
 
 Trade between American colonies and Great Britain — 1697-1774 78 
 
 Transportation by water in United States 64-68 
 
 Transportation on canals of New York State and value of property carried W 
 
 United States: Amount appropriated for improvement of Rivers and Harbors from 
 
 foundation of Government until June 30, 1913, by ♦• 
 
 Distribution of tonnage of ** 
 
 Ferryboats in " 
 
 Freight transportation — total of in ^ 
 
 19 
 Merchant Marine of 
 
 Number and tonnage of vessels engaged in foreign trade of 79, 80 
 
 United States ports: Percentage of growth of foreign commerce at leading , . . . 3, 4, 5 
 
 United States : Shipbuilding in ** 
 
 Tonnage of 
 
 Total value of imports and exports of merchandise of • 
 
 Transportation by water in 64-67 
 
 Unrigged craft operating in and around New York Harbor ^7 
 
 Value of all the articles moved on the canals of New York State 90 
 
 Value of imports and exports and net tonnage of vessels that entered and cleared in for- 
 eign trade at four leading seaports of the world 1* 
 
 Value of imports and exports of merchandise : at Atlantic ports 7 
 
 IS 
 
 at Baltimore * 
 
 at Boston '' 
 
 at Galveston ** 
 
 at leading United States ports by decades • 
 
 IS 
 
 at New Orleans * 
 
 at Antwerp ** 
 
 at Philadelphia ** 
 
 Value of imports and exports. State of New York, by ports «7 
 
 Value of imports and exports of the United States • 
 
 ["7] 
 
 \ 11 -^ 
 
 ft 
 
I^p 
 
 INDEX— Continued. 
 
 PAGE 
 
 Value of New York City's waterfront property — estimated 58-59 
 
 Verazzano — Earliest visitor to waters oV* Port of New York 70 
 
 Vessels: American and Foreign that cleared from port of New York and countries for 
 
 which cleared 99-101 
 
 Distribution of tonnage of in the United States 82 
 
 Net tonnage that entered and cleared at Antwerp 16 
 
 Net tonnage that entered and cleared at Hongkong in foreign trade 16 
 
 Net tonnage that entered and cleared at port of Hamburg 1 5, 76 
 
 Net tonnage that entered and cleared at port of Hongkong 78 
 
 Net tonnage that entered and cleared at port of Liverpool 15, 77 
 
 Net tonnage that entered and cleared at port of London 1 5, 77 
 
 Net tonnage that entered and cleared at port of Rotterdam 78 
 
 Net tonnage that entered and cleared at ports of London and Liverpool 15, 77 
 
 Net tonnage that entered and cleared at ports of New York, London, Liverpool and 
 
 Hamburg in foreign trade 15 
 
 Number and gross tons of documented and undocumented American 64 
 
 Number and tonnage belonging to northern (New York) lake ports 94 
 
 Number and tonnage engaged in foreign commerce which have cleared from ports of 
 
 State of New York 88 
 
 Number and tonnage engaged in foreign trade and countries from which they entered 
 
 the port of New York 96-98 
 
 Number and tonnage engaged in foreign trade of the United States 79, 80 
 
 Number and tonnage engaged in foreign trade of United States which have entered 
 
 New York State ports 95 
 
 Number and tonnage owned in the port of New York 102 
 
 Tonnage in the State of New York 89 
 
 Tonnage in the United States of 81 
 
 Tonnage that entered and cleared at leading States and ports 84-85 
 
 Total documented tonnage at leading United States ports of 83 
 
 Wallabout Channel, New York Harbor — Improvement of 32, 33 
 
 Waterbome traflBc of the port of New York 65-67 
 
 Waterbome traffic of the State of New York 93 
 
 Waterfront improvement in New York City — How private property may be acquired for. . 58, 59 
 
 Waterfront of New York City — Ownership and control of 61, 62 
 
 Water transportation in the United States 64-68 
 
 Westchester Creek, New York — Improvement of 35 
 
 Wharfage rates in the City of New York 103 
 
 World's leading port in doubt 15 
 
 World's leading seaports — Rank of — New York among 15 
 
 World's merchant marine 19 
 
 
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