COLUMBIA LIBRARIES OFFSITE AVERY CINE ARTS RESTRICTED in AR01410644 Avery Architectural and Fine Arts Library Gift of Seymour B. Durst Old York Library Digitized by the Internet Archive in 2013 http://archive.org/details/reportsofnewyorkOOnewy_0 REPORT OF COMMISSIONERS BTTTtATlVK TO ENCROACHMENTS AND PRESERVATION OF THE HAEBOE OF NEW YOEK. TRANSMITTED TO THE LEGISLATURE, JANUARY 8, 1856. REPORTS OF THE NEW YORK IIAIIBOII COMMISSION, OF 1 856 AND 1 857. REPUBLISHED BY ORDER OF THE CHAMBEK OF COMMERCE OF THE STATE OF NEW YORK. l^cm JDork: C . S . W E S T C T 1^ & CO., PRINTERS, 9 John Street. 1 8 6 4 . A3 PREFACE. The harbor of New York may be justly regarded as one of the finest in the world. Its preservation for the use and convenience of shipping, aside from other considerations, is of great im- portance to the commercial interests of the whole country. It is well known that a system of encroachments have been devised and gradually carried into effect, by filling in from the land around the shore, thus narrowing its limits and lessening the volume of tide water fiowing in from sea. So extensive and alarming had these encroachments become, that, in 1855, the legislature of the state of New York insti- tuted a Commission to prevent their continuance. The Com- mission, in the discharge of its duties, collected valuable facts bearing upon this subject ; and it is for the purpose of preserving these facts for future reference that this volume is printed. Although the legislature have passed stringent laws to pre- serve the harbor, yet the water lots surrounding the same have so enhanced in value, compared with those back from the water, that the greatest vigilance is required to prevent constant en- croachments. The pilot commissioners have done much to arrest these public injuries, but it is difficult to hold in check the spirit of aggression, when filling out into the water can be done with so much less expense, than creating water basins by making ex- cavations in the land. It is hoped the facts set forth in this volume will show the im- portance of adding to our wharf and dock facilities, by docking iv Preface. inland, rather than filling in the harbor, and by this means pre- serve and improve, instead of damaging, if not ruining, this noble harbor. Another important measure to its preservation, is the erecting of stone wharves or piers, for the use of shipping, in place of the fragile log structures now used. In the year 1836, Aaron Clark, then an alderman — afterward the mayor of the city — reported to the common council in favor of stone piers on the North river. This very creditable report was never acted upon, and the piers and wharves of the city ot New York remain of inadequate strength to safety and dura- bility, and unworthy of her commercial importance. The Treasury Department have commenced the erection of piers at Staten Island, a plan and description of which are annexed to these reports. It is hoped that this example may be profitably followed in New York city. These reports are republished by order of the Chamber of Commerce of the State of New York. Geo. W. Blunt, ) John D. Jones, > Committee. J. A. Stevens, Jr., ) I D E X. Pag-. Appendix to Report of Harbor Commission, January 8, 1856 31 Appendix to Eeport of 1856, Contents of . , 32 Appendix to the Report of the Advisory Council of the New York Harbor Commission, December 29, 1855 48, 49 Appendix to Report of Harbor Commission, January 29, 1857 149 Appendix to Report of 1857, Contents of 150 Boundary Line between New York and New Jersey — Marked (J) 97-100 Brooklyn Bulkhead and Pier Line, as established by the Legislature — Marked (H) 89-92 Coast Survey Papers accompanying Appendix to Report of Advisory Council on New York Harbor, January 3, 1856 50-57 Commissioners' Certificate on Gowanus Bay Lines — Marked (D) 192, 193 Commissioners' Letter to the Mayor of New York— Marked (I) 210, 211 Commissioners' Letter to Hon. William H. Seward, on Improvements of HeUgate— Marked (G) 205, 206 Corporation Ordinance — Marked (J) 211 Cost of Piers and Revenue derived therefrom 231-261 Documents relating to Survey of New York Bay and Harbor, and Dependen- cies • 70-73 Entrances and Clearances at Port of New York — Marked (D) 78 Exterior Lines in New York Harbor— Marked (B) 161-177 General Remarks 44-48 Grants of Land under Water, &c.— Marked (G) 80-88 Harbor Expenses at the Various Ports — Marked (C) 74-78 Lnprovement of HeUgate— Marked (F) 197-205 Improvement of Harlem River— Marked (H) 206-210 Legislative Grants— Marked (I) 92-97 List of Maps and Books consulted by the Advisory Council 58 London and Liverpool Docks 308 London and Liverpool Docks, Landing Rates and Warehouse Rents at. . .309-311 Memorial of Citizens of Brooklyn — Marked ^^K) 212-215 vi Index. Page. Piers, 'Slips, &c.. Testimony on Condition of 273-308 Public Docks and Slips, leased March 14, 1855, compared with the Kent of 1853 and 1854 261-272 Quarantine Anchorage Grounds — Marked (E) 193-196 Eegistered and Enrolled Tonnage of the Port of New York — Marked (E). ... 79 Kemonstrance of Citizens of Brooklyn — Marked (L) 215-218 Report of Advisory Council of the New York Harbor Commission, December 29, 1855— Marked (A) 33-44 Report of the Advisory Council of New York Harbor Commission, recom- mending certain Lines in the East and North Rivers, and in Brooklyn, July, 1856— Marked (B 2) 178-184 Report of the Advisory Council on Gowanus Bay and its improvements, July 31, 1856— Marked (C) 185-191 Report of Professor A. D. Bache, December 8, 1855 58-60 Report of Professor A. D. Bache, December 2, 1856— Marked (A) 151-160 Report of the New York Harbor Commission, January 8, 1856 1-30 Report of the New York Harbor Commission, January 29, 1857 101-147 Resurvey of New York Bay and Harbor and Dependencies, by United States Coast Survey for Commissioners on Harbor Encroachments 60-69 Survey of the Hudson River— Marked (M), Staten Island, New Dock at— Marked (Q). . Tonnage of Canal Boats — Marked (F) 218-223 .. 315 ..79, 80 "Wharfage Rates, Index to Testimony on Wharfage Rates, Testimony on— Marked (N). ViTiarves, Estimated Value of— Marked (P). . . .. 312 224-231 ... 312 REPORT OF THE NEW YORK HARBOR COMMISSION, JANUAET 8, 1 8 5 6. The commissioners appointed under the act of March 30, 1855, en- titled, " An act for the appointment of a commission for the preservation of the liarbor of New York from encroachments, and to prevent obstruc- tions to the necessary navigation thereof," respectfully submit the following report : The act creating the commission requires the commissioners to cause surveys and examinations of the harbor of New York and the adjacent lands to be made by skilful persons, in order to ascertain whether thii navigation thereof is improperly obstructed, and whether in reference to the present and probable future commerce of the cities of New York and Brooklyn, any further extension of piers, wharves, and bulkheads, into the harbor ought to be allowed, and to what extent, and whether any grants already made by the legislature or the commissioners of the land office, or the common council of the city of New York, for the filling up of any of the land under water will, if executed, impair or obstruct its navigation, and to report to the legislature from time to time, and at least by the second Tuesday of January next, the result of the information thus oljtained, and the evidence upon which the same shall be founded. The commissioners are further required to recommend, submit and pre- sent to the legislature, the establishment of exterior lines in different parts of the harbor, opposite and along the water fronts of the cities of New York and Brooklyn, the county of Kings and the county of Richmond, and beyond which no erection or permanent obstruction of any kind should be permitted to be made, and to recommend to the legislature such provis- ions as the commissioners shall deem necessary, in respect to the enlarging or filling up of slips, coves, and recesses, the size, position and extent of piers, wharves, bulkheads, or other erections or improvements within the exterior water line, and a suitable rate of wharfage for vessels usino the same, and the laying out and establishing such piers and wharves, and leaving open space between and under them, and in respect to every matter and thing calculated to preserve for ever the free navigation of the harbor of New York ; and they are directed to have prepared, an I submit with their report, maps of the harbor, exhibiting the exterior lines recommended 1 2 New York Harhor Commission Reports. by them, and the lines of the existing piers, wharves, and bulkheads, and of any grants of land under water in the harbor, which have not been oc- cupied, and the original shore line, as far as can be ascertained, accom- panied by such field-notes, measurements, and elucidations, as shall be necessary to a full exposition and understanding of the subject. They are also directed to inquire and report the propriety of laying out on the Ea^t river, a street on the permanent water line in the city of Brooklyn, to be called West street, and upon the power, practicability, and utility of estab- lishing a boundary line between the counties of Kings, Queens, and New York, in the East river. The importance of the subjects referred to them, some of which are complicated hy questions of claimed and vested rights, the large pecuniary interest involved, and the lasting influence of their proper adjustment on the general prosperity of the state, as well as upon the commerce of the cities of New York and Brooklyn, have been sensibly felt by the commis- sioners in the discharge of the duties assigned to them. A very inadequate view of the subject will be taken if the determination of the water lines, and the projection of a system of dockage for the harbor of New York, be regarded simply as the settlement of conflicting claims to jurisdiction or property, or as a convenient arrangement for the present trade of the cities which surround its shores. Its dimensions are co-equal to the commerce which will yet be gathered in its capacious waters and make New York the commercial capital of the world. The benefits of extended commerce, in augmenting the wealth and power of a pet)ple, in ameliorating their condition, diffusing the comforts of life, and enlarging the sphere of employment and usefulness, need not be portrayed. The maritime nations in every age have sedulously cherished their foreign commerce. Regarding it as an essential means of their pros- perity, they have been careful to provide spacious and commodious har- bors for its reception, and by the construction of breakwaters, the erection of moles and piers, of light-houses and beacons, and the employment of every device which science or skill could suggest, to render their ports easy of access from the ocean, and secure from the influence of storms. The remains of ancient art show how elaborate were the structures designed for the protection of harbors and the purposes of commerce, when the inter- course among men was confined to the tribes dwelling upon the shores rsf the Mediterranean. And in more modern times, while the commerce of the world was limited to the wants of the rude and half-civilized nations of Europe, the cities of Venice, Genoa, and Leghorn, on the Mediterra- nean, and the Hanse towns on the North sea, expended large sums in im- proving the natural advantages of their respective ports. But it is to England and France, at a more recent period, that we must look for the full expression of the value placed by commercial nations upon safe and convenient depots and resting-places of trade. On the harbor of Cherbourg the governments of France have expended since 1784 the sum of fifteen millions of dollars, and a further large ex- penditure will be necessary to make it a secure anchorage ground for their w.:r and mercantile navies. The ports of Dunkirk, Calais, and Dieppe, though iheir commerce is inconsiderable, have nevertheless been improved by the erection of expensive structures to protect them from storms and New Yo7-k Harbor Commission Reports. 3 render the approach to them less difficult. At Marseilles, Havre, Toulon, and Boulogne, several millions have been expended in the formation of artificial basins for the reception and accommodation of shipping. In Great Britain the outlay for the improvement of harbors has been still larger, nor has it been confined to the chief marts of commerce. The lesser ports of Hull, Bristol, Dover, and Ramsgate, in England ; of Leith, Greenock, and Dundee, in Scotland; of Belfist, Kingstown, and Howth, in Ireland, with many others, have, through the sagacious policy of the British government, been improved by the erection of costly works of art. The admirable provision made for the reception of vessels at London and Liverpool, exhibits the sedulous care with which the commerce of Gieat Britain is cherished, and the importance attached to the security and ac- commodation of her shipping. The docks of London are basins excavated on the margins of the river Tliames, varying in extent from thirty to two hundred and seventy acres, protected by massive walls of hewn stone, and fitted with every appliance for the protection and the speedy lading and discharge of cargoes. The present and proposed docks of London com- prise one thousand and seventy-one acres in extent, varying from sixteen to twenty-five feet in depth, and costing sixty-five millions of dollars. The docks at Liverpool are constructed in the same substantial and costly manner as those of London. They cover an area of six hundred and ten acres, of which one hundred and seventy-four are wet basins, with a quay frontage of over fourteen miles, exclusive of those recently constructed at Birkenhead on the opposite shore of the Mersey. The aggregate amount expended by Great Britain in the construction of docks during th.e past fifty years, cannot be less than two hundred millions of dollars. Such have been the outlays for the improvement of her harbors by the govern- ment and people of Great Britain, and though they form a serious tax upon her commerce, it cannot be doubted that the expenditure has been judicious. Indeed, works of the same character are now projected, in- volving the cost of many millions, and which the success of those which are completed and in use seem to justify and demand. But while the experience of Great Britain, and every commercial nation in Europe, shows the necessity of elaborate and costly structures for the protection of commerce, and though it may be affirmed that without them many cities which have risen to opulence and power would still have been villages and hamlets, or the maiket towns of their neighborhood, yet these works constitute a very onerous tax upon the commerce which they shelter. It is in this respect that the staXe of New York possesses advantages of inestimable value. Provided by nature with a harbor unrivalled in geo- graphical position, in immediate proximity to the ocean, and sheltered on every side from the influence of storms — of sufficient capacity to hold the navies of the world, and requiring none of the manifold contrivances of art for the protection of the ships that visit it — the state can dispe -sewith the imposition of the charges Which are so oppressive on the commerce of European cities. It is difficult to compute the injurious influence of high port duties, ex- cept by reference to example, or to understand why the imposition of a tax, slight in comparison with the value of a cargo, will deter a vessel from en- tering one port and induce her to seek another where the charges are less 4 New York Harbor Commission Reports. onerous. That the course of trade is often determined by causes appa- rently so trivial is verified by the liistory of many European cities, which, once the marts of lucrative commerce, now exhibit in their vacant docks and tenantless warehouses the destructive influence of excessive local taxa- tion. During the sixteenth and seventeenth centuries, Holland possessed the carrying trade of the world. The shipping of her ports comprised one half of the tonnage of Europe, and was nearly five times in amount that. of Great Britain. The rapid decline of her commercial greatness may be attributed to several causes, but the chief, by the confession of her own statesmen, V^as the enormous taxation imposed on her trade to defray the debts in- curred in her expensive wars. The city of Bristol affords a more recent instance of the fatal effects of excessive port charges. At the middle of the last century the commerce of Bristol was infierior only to that of Lon- don, in magnitude, but from the injudicious increase of harbor and dock dues, it was gradually transferred to Liverpool, and l^ristol sank into the third or fourth rank of English cities. A reduction of the tonnage duties at Amsterdam, within the past year, has been deemed of sufficient import- ance to cause a notification thereof throughout the commercial world, while the beneficial and instant effect of a like reduction at Bristol, has elicited a public expression of the gratitude of its merchants, to Mr. Bright, who was the agent in effecting the salutary change. For the annexed statement of the expenses to which vessels are incident in the ports of Europe, the commissioners are indebted to leading mer- chants of the city of New York. Expenses incurred on a ship of one thousand tons entering and clearing from the following ports : London $1,340 I St. Petersburgh S560 Liverpool 1,300 | Havre 1,340 Antwerp 1,250 Leghorn 2,000 Amsterdam 2,100 | New York 240 It will be seen by the above statement, that the port charges of New York are less than those of either of the great commercial cities mentioned, and that the difference ir some instances is sufficient to constitute a satis- factory profit on a voyage. It will always determine, in the absence of controlling reasons, the destination of a vessel, und with the beneficial in- fluence of the warehousing system, must tend to the rapid increase of the commerce of the port. By virtue of the provisions of that sy.-tem, foreign merchandise may be deposited in government warehuu^es, free from duties or charge of any description, other than for slorage, if exported, so that cargoes comprising the manufactures and products of all nations may be made up on nearly as favorable terms as in the several countries trom which they were imported. This system whicli was established in England in 1803, has so increased her foreign trade as to form an era in her com- mercial history. If the port of New York were to be regarded simply as the depot of the surplus products of the neighboring states, vast as would be its trade, and swelling in magnitude with the gathering of every harvest, it would be of little comparative importance whether the imposts exacted on its ship- ping were moderate or expens^ive, or whether they were the necessary re- sults of an excessive system of harbor and dock improvements, or caused Neio York Harbor Commission Reports. 5 by the cupidily of its rulers. But we are not permitted to take so narrow a view of its future greatness. That it will become, at no distant period, the first of commercial cities, may be inferred from its natural advantages and from its connection with the great lakes by those works of internal navigation which so well attest the enterprise, and by results already ob- tained, so nobly vindicate the wisdom of the state, in their construction. And when we survey the extent of fertile lands lying between the hikes on the north and the Ohio river on the south, extending thence through the still unpeopled territoiies far beyond the Mississippi, and reflect that the products of this vast region following the channels made by nature or the enterprise of man, must flow to the harbor of New York, it is manifest that its commerce will be greater than that of any city in ancient or in modern times, that it must become the centre of trade and exchanges, the storehouse and metropolis of the commercial world. That these conclusions are not erroneous, but the sound deductions from the cau-es which have been alluded to, the continuous and rapid increase of the commerce of the port sufficiently confirms. The following statement exhibits the commerce of New York, since 1G97 : YEAES. IMPOBTS. EXPORTS. YEAKS. IMPOETS. EXPORTS. 1697.... $22,895 850,465 j 1793... (destroyed by fire) (( (( §2,934,370 1703.... 87,810 37,355 i 1803. . . 10,818,387 1713.... 232,350 72,140 1' 1813... 8,185,494 1723.... 265,065 139,960 j 1823.. . $30,601,455 21,089,696 1733.... 327,085 58,130 J 1833. . . 60,944,044 24,723,903 1743.... 672,435 75,335 1843. . . 50,308,526 23,440,326 1753.... 1,389,320 202,765 1853... 178,270,999 78 206,290 1763.... 1,192,800 269,990 1854. . . 195,427,933 122,534.446 1773.... 1,446,060 381,230 1 1855. . . 164,776,511 113,731,238 1783.... 2,735,660 417,065 The annual arrivals and clearances were : ARRIVED. CEEARED. ARRIVED. CliEARED. YEARS. TONS. TONS. YEARS. TONS. TONo. 1762 19,514 25,539 29,132 1821 171,963 337,009 549,025 1,624,052 1,919,313 154,472 294,235 407,325 1,234,235 1,528,104 1770 1831 1772 1841 1800 1851 1854 Tlie official returns of the registered and enrolled tonnage of the port exhibits a similar remarkable increase : YEARS. VESSELS. 1 TONS. YEARS. VESSELS. TONS. 1687 35 99 157 returns 1,500 4,513 6,406 burnt up. 146,442 268,543 I 1821 236,178 286,438 438,014 931,193 1,288,234 1747 1831 1749 1841 1789 1851 1800 1855 1820 6 , New York Harbor Commission Reports. It is evident from an examination of the following tables, that the port of New York is gradually absorbing the foreign trade of the United States. It will be seen that during the colonial period the larger proportion of the commerce with Great Britain, was with the Southern ports, but that since 1800, and more especially since 1830, the commerce of New York has so rapidly increased as to indicate the ultimate centralization of the foreign trade of the continent at that point. The following table shows the commerce of the colonies therein named with Great Britain, from 1754 to 1779, inclusive : IMPORTS. EXPORTS. $49,686,915 89,504,610 50,772,760 50,613,935 37,367,390 6,094,765 Relative Increase of the Commerce of the Principal Ports of the United States during the j^ast ticenty-four years. 1830. 1850. 1854. EXPORTS. IMPORTS. EXPORTS. IMPORTS. EXPORTS. IMPORTS. Philadelphia Baltimore . . Charleston. . NewOrleans New York. . Total .... $5,180,178 $8,348,653 4,291,793 8,702,122 3,791,482 4,533,866 7,627,031' 1,054,619 15,488,692 7,599,083 17,666,6241 38,656,054 $9,342,336 4,501,606 6,%7,353 11,447,800 38,105,350 38,661,517 $29,589,013 12,066,154 6,124,201 1,933,785 10,760,499 103,259,508 $20,256,917 10,104,416 11,782,632 11,955,016 60,931,852 113,731,238 $46,480,444 21,359,306 6,787,522 1,711,385 14.422,154 164,776,511 $73,849,508 $70,876,920 $136,946,912 1 1 $178,138,318 $275,156,846 261,382,960 The following statements are submitted to show the relative increase of the foreign commerce of Great Britain, the most prosperous commercial nation of Europe, with that of the United States. Tonnage of Arr ivals from Foreign Countr ies in all tlie 2^orts of Great Britain^ and in all the ports of the United States. Increase Incx-eaae YEARS. Great Britain. over United States. over tonnage tonnage of 1830. of 1830. tona. per cent. tons. per cent. 1830 2,739,894 1,099,027 1835 2,952,894 "'^ , 1,993,963 " "8i 4,105,207 2,289,309 109 5,023,588 80 j 2,946,049 177 1350 6,113,696 123 ! 4,348,639 295 1851 6,988,233 155 1 4,993,440 354 1852 6,730,169 145 ! 5,292.880 381 1853 7,797,550 177 6,281,943 472 7,899,742 188 1 5,884,339 435 Nxiw York Harbor Commission Reports. 7 The following statement shows the relative amount of tonnage engaged in the foreign trade of the United States to that of Great Britain; 1830 Proportionate tonnage of arrivals in the United States, 40 per cent. 1835 do. do. do. do. 68 do. 1840 do. do. do. do. 56 do. 1845 do. do. do. do. 59 do. 1850 do. do. do. do. 70 do. 1851 do. do. do. do. 71 do. 1852 do. do. do. do. 78 do. 1853 do. do. do. do. 78 do. 1854 do. do. do. do. 75 do. TONNAGE OF YEARS. Great Britain. United States. tons. 2,328,807 3,400,809 tons. 1,423,110 3,154,041 4,802,902 The arrivals at the ports of London and New York, from foreign coun^ tries, were, in 1824, at London 871,204 tons, at New York 353,769 tons. 1834, do 951,756 tons, at do 444,904 tons. 1844, do 1,361,809 tons, at do 593,373 tons. 1854, do 2,667,823 tons, at do 1,919,313 tons. The tonnage belonging to the port of London and New York, was, in 1842, London 625,365 tons, New York 440,934 tons- 1846, do 630,738 tons, do 532,513 tons. 1854, do do 1,171.265 tons- Imports and exports into and from Great Britain : YEAES. IMPOETS. EXPORTS. TEARS. mPOBTS. EXPORTS. 1801 £31,786,262 30,792,760 49,713,889 £24,927,684 40,831,744 60,683,933 1841 £64,377,962 75,281,958 £100,260,101 134,599,116 1821 1845 1831 Imports and exports into and from the United States : YEARS. IMPORTS. EXPORTS. YEARS. IMPORTS. EXPORTS. 1802 $76,333,333 62,585,724 103,191,124 127,946,177 $72,483,161) 64,974,382 81,310,583 121,851,803 1845 $127,254,564 178,138,318 305,780,253 $114,406,616 121,898,720 316,403,634 1821 1850 1831 1841.. 1854 The following table exhibits the relative increase of the population of the city of New York, and the towns on the harbor, with that of the prin- cipal commercial cities of the United States : 8 New Yorh Harbor Com il^sion Reports. 1 . Increase 1800. 1820. 1830. 1840. 1850. from 1840 to 1850. pG"* C6nt 24,027 43,298 61,392 93,383 136,881 46 * "PVi "i 1 fi rl a1 x\)r\ i q 108 116 167 188 oo Baltimore 26,614 62J38 80,' 625 102,3131 169,054 65 Charleston 18,712 24,480 30,289 29, 261 1 42,985 46 27,176 46,310 102,193| 116,375 16 Brooklyn ! Williamsburg j 63,787 130,881 216,669 354,623 650,021 82 The commissioners refrain from computing the prospective increase of the commerce of New York, because any conjectures based upon the past will appear extravagant. They will therefore content themselves with stating that estimates of the future, whether founded on the tonnage of arrivals, on the registered and enrolled tonnage of the port, the value of the annual importations, or, on the wider basis of the commerce and popula- tion of the United States, indicate so great an increase within the succeed- ing thirty years as to justify the assumption that, before that period will elapse, New York will surpass any city of the globe in the volume of its trade and the amount of its tonnage. But, independent of the local advantages which have been mentioned, the sure guarantee of the commercial supremacy of New York, and the unfailing source of its prosperity and greatness, are to be found in the in- ternal connection which has been established by means of canals and rail- roads with the West. The area which will be tributary to New York, when the Erie canal shall have been enlarged, embraces 800,000 square miles. Unsurpassed in fertility of soil, with a genial climate, and abound- ing in the useful metals, it holds forth attractions for occupancy and cul- ture beyond any other region on the continent. Of this vast territory there were in 1850, but forty millions of acres in cultivation, yet their cereal products alone were — Wheat 60, 000, 000 bushels. Eye 5,000,000 " Corn 260,000,000 Oats 70,000,000 " Total 395,000,000 " It has been the object of the most strenuous eftbrts of Canada, and the neighboring Atlantic states, to divert the trade of the West to their respec- tive ports. Canada, aided by the government of Great Britain, and the states of Massachusetts, Pennsylvania, and Maryland, have each expended large suras in the construction of canals and railroixds for this purpose, but with little other effect than the benefit derived from increasing the means of communication within their own borders. The products of the West still flow through the Eric canal, and over the railroads of the state, increas- ing every year in volume, augmenting the wealth of the state, and giving New York Harbor Commission Reports. 9 lucrative employment to her citizens. By the computations of Mr. Mc- Alpine, the late state engineer, contained in his able and elaborate rep(n*t to the legislature in 1854, the tonnage from the Western states passing through the canals of the St. Lawrence is 7 per cent., of Pennsylvania is 7 per cent , Baltimore and Ohio Railroad is 3 per cent, of the tonnage from the West passing through the Erie canal. The tonnage of agricultural products which arrived on the Hudson river from the interior, during the years 1835, 1840, 1845, 1850, and ] 854, was as follows : YEARS. 1835, by Erie and Champlain canals, . 1840, do, do. do. 1845, do. do. do, 1850, do. do. do. 1854, do. do. do. Do. by Central Eailroad Do. by New York and Erie Kaikoad. 2,223,743 328,186 383,734 753,061 669,011 1,204,915 1,850,247 2,935,713 It was then, with the conviction of the state and national importance of preserving the harbor of New York in all its noble dimensions and great capacities from further encroachments, that the commissioners entered upon the discharge of their duties. The legislature had directed them to employ skilful persons to make the necessary surveys and examinations of the harbor and the ac^acent lands. The distinguished ability with which Professor Bache had conducted the survey of the United States coast, the high character which that work had attained under his superintendence, for exactness of observation and scientific precision, excelling in these re- spects similar works undertaken by European governments, and his thorough acquaintance with the laws which govern the movement of tidal currents, induced the commissioners to apply to the general government for his co- operation and assistance. It was also desirable, in order to secure perfect accuracy, that the hydrographic surveys, the soundings and current obser- vations, should be made by persons accustomed to those duties, and such could best be found among the accomplished officers attached to the coast survey. It seemed proper, too, in view of the importance of preserving unimpaired the navigation of tlie chief port of entiy of the United States, that the expenses incident to a survey of the harbor, should be borne in part by the general government, if not by a direct appropriation from the treasury, by the use of the necessary instruments and vessels. For these reason, the commissioners, immediately after their appointment, repaired to Washington to communicate to the President of the United States the nature of their duties, and to solicit the aid of the federal government in their discharge On their arrival at ^\''ashington, they waited on Mr. Marcy, the Secretary ot State, who, on introducing them to the President, expressed in favorable and earnest terms, his opinion of the importance of the object which the legislature had in view in the appointment of the 10 Neiv York Harbor Commission Beports. commi>sion, and the duty of the general government to render such assis- tance as miiijht properly be granted. The President replied that he was fulh aware of the importance to the government, and to the couimercial and naval interests of the country, that the harbor of New York should be free from obstructions to its navigation, and that he would cordially ex- ercise his power to further the objects in view, so far as was compatible with the uninterrupted progress of the coast survey, and that he might present the subject to the superintendent of the survey, then in Florida, be requested the commissioners to submit their views in writing. They ac- cordingly addressed to him the following letter : To his Excellency Franklin Pierce, President of the United States — Sir: The undersigned, commissioners appointed by virtue of an act of the legislature of the state of New York, entitled, " An act for the ap- pointment of a commission for the preservation of the harbor of New York from encroachments, and to prevent obstructions to the necessary navigation thereof," a copy of which act is herewith enclosed, are in this city for the purpose of asking the general government to co-operate with the said commissioners. Considering the importance of tne subjects of inquny embraced within the act, to the commercial and naval interests of the whole country, as well as to the state of New York, and the interests which the general government has in questions so likely to affect the national property, and works in, and connected with that harbor, we would respectfully ask that such hydrographical and other engineers in the employment of the govern- ment, as may be deemed necessary for the purpose, may be detailed to aid us in making such surveys, examinations, and scientific observations, :n the said harbor and its dependencies as are contemplated by the act creating the commission. Very respectfully your obedient servants, Geo. W. Patterson, Preston King, John Vanderbilt, John L. Talcott, Washington, April 24, 1855. James Bowen. On the return of the commissioners to New York, Captain Benham, assistant in charge of the coast survey office, accompanied them in a tour around the harbor, and made valuable suggestions in regard to structures then in course of erection, and indicated the lines in the river that ought not to be transgressed. At a subsequent visit of two of the commission- ers, to Washington, they had an interview with Professor 13afhe, and they were gratified to learn from him the interest he felt in the prosecution of the survey and his readiness to superintend and direct it. On the 13th of June, the following letters were received from the ^resident : Washington, June 12, 1855. Gentlemen : Your letter of the 24tli of April last was referred by me to Professor Bache, for the purpose of ascertaining whether a compliance with your wishes would seriously interfere with the usual operations of the New York Harbor Gommission Reports. 11 coast sui-vey. A copy of the letter of Professor Bache is herewith en- closed. His suggestions meet with ray entire approval, and the facilities will be afforded and the services rendered as proposed. Very respectfully your obedient servant, Franklin Pierce. Hon. G. W. Patterson, Preston King, John Vanderbilt, John L. Talcott, James Bowen, Commissioners, Coast Survey Office, t7w??e 9, 1855, Dear Sir : In reference to the application of the commissioners of the state of New York, which you have done me the honor to refer to me, and after conference with them to ascertain their views as to the assist- ance to be rendered by the government in the matters of the harbor, I would suggest that they be informed that the superintendent of the coast survey has been requested to aid them by the information to be derived from the public records, and by his own advice and services and that of the officers of the survey, and of the instruments and other appliances of the work, so far as can be done without detriment to the regular duties and operations of the coast survey. Very respectfully yours, A. D. Bache. His Excellency Franklin Pierce, President U. S\ Soon after the receipt of the foregoing letters, Professor Bache visited New York and, in company with the commissioners, made a general recon- noissance of the harbor, and the adjacent waters, preliminary to the com- mencement of the survey. On the 20th June, the board passed the following resolutions, as expressive of the objects the commissioners had in view : Whereas, the President of the United States, on the application of this commission, has authorized Professor Bache to grant such assistance in the survey of the harbor of New York as may be consistent with the gen- eral progress of the coast survey ; and Whereas, Professor Bache has expressed his readiness to comply with the desire of this commission, and to furnish a sufficient number of engi- neei-s together with the necessary instruments and appliances to make the surveys and examinations contemplated by the law creating the commis- sion, and to superintend and direct the same : therefore Resolved, That Professor Bache, be, and he is hereby respectfully request- ed to detail, as soon as may be, such officers and engineers as he may deem necessary to make, under his superintendence, accurate surveys of the shores of the harbor of New York, to take such soundings in the said har- bor and observations of the currents therein, as will enable this commis- sion to present to the legislature an accurate map of the harbor of New York and the adjacent lands, in accordance with the requirements of the act of March 30, 1855, chap. 121. 12 New YorJc Harbor Commission Beporti In reply to a note enclosing the above resolution, the following letter was received from Professor Bache : New York, June 23, 1855. Deau Sir : I have to acknowledge the receipt of your note enclosing the preamble and resolutions of the commissioners on harbor encroach- ments, requesting me to make arrangements for a survey of the harbor of New York and the adjacent lands by parties of the coast survey, under authority given by the President of the United States and Secretary of the Treasury. In compliance with the request of the commissioners, I have already commenced the necessary arrangements by the detail of officers and the assignment of vessels and other appliances for the surveys, and will com- plete all the preliminaries in the course of next week. I shall endeavor so to organize the work as to complete at least the shore line and most essential hydrography by next November, so that it may be accurately mapped in the ofhce, presenting also, if practicable, in time for your report to the legislature next winter, the topography of the immediate shores. Should the commissioners desire special arrangements in regard to any part of the details of the work, I will be obliged by their communicating their wishes to me, that I may give the necessary directions to the several parties. As soon as the necessary arrangements are completed I will report them to the commissioners. Very respectfully yours, A. D. Bache. G. H, BouGHTON, Esq., Secretary Commission on Harbor Encroachments. 1. On the 9th July, Professor Bache reported to the commissioners that he had detailed Edw^ird Blunt, Esq., assistant U. S. coast survey, assisted by C. P. Bolles, and Lieut. Seward, U. S. A., as a triangulation party, to furnish the distances between the most important points, to ascer- tain their latitudes and longitudes, and the azimuth or astronomical bear- ings of the lines. Subsequently, Assistant John Rockwell was added to this party. 2. A plane table party under the charge of F. H. Gerdes, Esq., assist- ant U. S. coast survey, to be engaged in New York city, Brooklyn, Jersey City, and in the East river and Long Island sound, to Throg's Neck. 3. A plane table party under the charge of Richard D. Cutts, Esq., assistant U. S. coast survey, to be engaged on Staten Island and the ad- jacent shores. 4. A plane table party under the charge of A. M. Harrison, Esq., assistant II. S. coast survey, to be engaged at Sandy Hook and the vi- cinity, and on the north shore of Raritan bay. 5. A hydrographic party under the command of* Lieut. Commanding T. A. Craven, U. S. N., assistant coast survey, having the use of the U. S. steamer Corwin, and I J. S. schooner Madison, Lieut. Truxton, to survey the East river. Long Island sound to Throg's Neck, the upper and lower bays and approaches. New York Harbor Commission Beports. 13 6. A hydrographic party under the command of Lieut. Commanding Richard Wainwriglit, U. S. N., assistant coast survey, having the U. S. schooner Nautilus for the use of the party, to survey Hudson river from Yonkers to the city inclusive, and Harlem river. Professor Bache further reported that the above-mentioned parties, offi- cered from the coast survey, were all furnished with the vessels needed, instruments and other appliances, and that only the contingent expenses and such extra expenses as might be incurred by the officers would be charged to the commissioners. The amount and character of the work accomplished reflect the highest (Ttxlit on the gentlemen employed. By reference to the report of Profes- ^o,■ IViche, herewith submitted, it will be seen that the triangulation exe- cuti3d by Assistant Edmund Blunt, with the aid of Assistants Lieut. Seward, TJ. S. A., C. P. Bolles, and John Rockwell, between the 20th of June, and 30th of October, embraced an area of four hundred and thirty- four square miles, " that one hundred and thirty-eight stations have been occupied, and fifteen hundred and eighty-nine series of observations made, consisting of ten thousand three hundred and ninety-seven observations. This presents an amount of work almost unprecedented. With great practical skill it has been made of the character exactly required so as to lose no time by aiming at arrangements of triangles inappropriate to the circumstances of the case." Professor Bache had sujiposed that but little triangulation would be necessary when he detached Mr. Blunt and his as- sistants to that duty, but he states in his report that " he soon found that all Mr. Blunt' s ability and skill would be required to keep the parties de- pending on him for points, at work. The changes in the neighborhood of the city were such that not only most of the station points which had been previously established by the C. S. were lost by occupation, by buildings and the like, but the lines were interrupted in the same way, or by orna- mental trees. Hills had been cut down and radical changes of all sorts had been made so as to render almost an entire new triangulation indis- pensable." The amount and accuracy of the work of the plane table parties under the direction of Assistants Gerdes, Harrison, Gilbert, and Wadsworth, are equally creditable to their industry and skill. The limits of the topographical sheets executed by Assistant Gerdes, will be seen by reference to his report, appended to that of Professor Bache. The statistics of the work of Mr. Gerdes are as follows : 117 miles of shore lines. 20 " shore lines of wharves. '* roads. " streets measm'ed. 65^ area of square miles. In addition to the topography of the shores of the East and North rivers, of Harlem river and Hellgate, with which Mr. Gerdes was charged, he has prepared a map of the city and county of New York, which ti e commissioners have reason to believe is the only accurate one that has ever been executed. Assis;ant A. M. Harrison was charged with the topography of Sandy Hook and of tlu .-bores of Shrewsbury river, of Sandy Hook bay and of Raritan bay. The details of his work are as follows : 14 New York Harbor Comnission Reports. 49 miles of shore lines. 6^ of roads. 2 "of area. In Mr. Harrison's annexed report there will be found interesting par- ticulars in regard to the washing away of the south shore of Raritan bay Mr. Harrison was assisted in the discharge of his duties by Mr P. R. Hanley, Assistant Gilbert's report, which is also annexed, contains a narrative of his progress, and exhibits the details of his work. They are 178 miles of shore Hnes. 67 " of roads. 46 square miles of area. Mr. Gilbert mentions in very favorable terms the efficiency of his assist- ant, Mr. M. Seaton, whose work comprised 25 miles of roads. 10 " of outhne of marsh. 6 square miles of area. To Assistant R. D. Cutts was committed the topography of Staten Island and its vicinity, up to Jersey City, but soon after he had entered upon that duty he was relieved to join the commissioners under the treaty between the United States and Great Britain, relative to the fisheries of the coast, and Assistant A. S. Wadsworth was detailed as his successor. The work of Mr. Wadsworth, executed between the 10th of August and 1st Novem- ber, extended on the New Jersey shore from Jersey City to Constables Point, and on Staten Island from the Quarantine to Newark bay, the shores of Newark bay to the mouths of the Passaic and Hackensack rivers, and comprised fifty miles of shore lines. Mr. Wadsworth and his party are still at work completing the shores of the Great Kills. The hydrography of the East river, the upper and lower bays, has been executed by the party under command of Lieut. Commanding T. A. Craven, in the U. S. steamer Corwin, and U. S. schooner Madison, Lieut. Truxton. The following statement exhibits the enormous amount of work that has been accomplished by this party : Area surveyed, square mUes 40 Miles of soundings 1,967 Number of angles measured 5,132 Number of soundings 74, 050 Greatest depth of water 20 fathoms Least " 1 Tides observed, stations 5 Operations commenced, July 1st. ** discontinued, Nov. 10th. Twenty- five current stations were occupied and full sets of observations made at them. Lieut. Commanding Wainwright in the U. S. schooner Nautilus, has, with his party, accomplished proportionate results. The details of his work are as follows : » Neio York Harbor Commission Beports. 15 MUes of soundings 388 Angles observed 4,311 Soundings 28,259 Current stations occupied 12 Tidal ** 5 Lieut. Wainwright has completed the hydrography of the Hudson river, from Glen wood, one mile north of Yonkers, to opposite Castle Gar- den, New York, the Kill Van Kull, Newark bay, and Staten Island sound. The reports of Lieutenants Craven and Wainwright are not appended, inasmuch as they are confined to an enumeration of the soundings, angles, tidal observations, &c. Among the results alread}^ obtained by the survey, is the discovery or development, by Lieut. Commanding Craven, of a shoal in the pathway of vessels entering and leaving the port- The existence of the shoal is claim- ed to have been known by some of the pilots, though the great majority were ignorant of it, and none knew its extent and exact locality ; nor had any information respecting it ever been published. It lies in the ship chan- nel, south of Staten Island light. It is 1509 feet in length and 492 feet broad, and is in eighteen feet soundings at low water. While the maxi- mum tonnage of vessels was 00 tons, this shoal was no obstruction to navigation, but since ships have been enlarged to 2,000 and 2,500 tons, and steamers to 3,000 and 5,000 tons, with a constant tendency to further increase, the discovery of Lieut. Craven is of very great and practical im- portance. It may be affirmed that the ascertainment of the precise locality of this shoal is alone abundant compensation for the labor that has been expended in the survey of the harbor. The aggregate amount of work executed by the several parties is as follows : In triangulation : Number of observations 10,397 Series " 1,589 Number of stations occupied 138 Area in square miles. 434 In topography : Extent of shore line 394 miles roads 73 1 " " shore line of wharves 20 " Area in square miles 1132 In hydrography : Number of soundings 102,309 " miles of soundings 2,355 '* angles measured 9,443 " current stations 37 tidal " 10 The maps prepared for the commissioners were, fir-i, a comparative map of the harbor and approaches, delineating by diftorent colored lines the surveys made by the coast survey in th« years 1835, 1848, and 1853, and exhibiting the changes which had occurred in the depth of water, the 16 New York Harbor Commission Beports. direction of the currents, and the formation and displacement of shoals. The value of this map is illustrated by the notes of Professor Bache, ap- pended to Lis report herewith submitted. A map of the city of New York and island of Manhattan, prepared by Mr. Gerdes, and on which is laid down for the first time with accuracy, the streets and localities of Ne w York — scale 1-10000. Also the following topographical maps : East river from Brooklyn to Hellgate ; East river from Ward's island to Throg's Neck ; North river from Jersey City to Gutenberg, N. J. ; from Gutenberg to Tubby Hook ; from Spuyten Duyvil to Yonkers ; Bellows and Ellis islands. The above maps prepared by Mr. Gerdes on a scale of 1-10000. New York bay from Gowanus bay to Bath, Long Island ; Coney island, Rockaway beach to Hogg island inlet ; by S. A. Gilbert, the first on a scale of 1-10000, the second on a scale of 1-20000. Jersey City to Caren Point, N. J. ; Caren Point to Sailors' Snug Har- bor, Staten Island ; Stat en Island, from New Brij^hton to Great K^Us ; Karitan bay from Great Kills to AYard's Point ; Kilvan KuU and Newark bay; Elizabethpoi-t to Rahway river; Rahway river to \Voodbri'lge ; prepared by A. S. Wadsworth on a scale of l-lOOOO. Woodbi ldge to Perth Amboy ; by J. H. Adams, scale 1-10000. Shore line of Sandy Hook, and Highlands of Navesink ; Raritan bay from Cow-land to East Point ; Raritan bay from East Point to South Amboy ; by A. M. Harrison, on a scale of 1-10000. Also the following Hydrographic maps : No. 1. Hudson River from Castle Garden to Bulls Ferry, "2. " " Bulls Ferry to Fort Washington, 3. " " Fort Washington to Yonkers. Prepared by Lieut. Wainwright, U. S. N. — scale 1-10000. New York bay and East river from Jersey City to Williamsburg ; New York bay and Narrows from Gowanus bay to Fort Hamilton ; New York bay and Narrows to Navesink lights ; New York bay, Diamond and Coenties reefs. The above prepared by Lieut. J. A. Craven, U. S. N., on a scale of 1-10000, except that to Navesink lights, Avhich is on a scale of 1-20000. Kill van Kull, Newark bay, Arthur Kills from Elizabethport to Rah- way river ; Arthur Kills from Rahway river to Perth Amboy. There will also be prepared in accordance with the requirements of tne act of the legislature, a map of the harbor and adjacent lands, and a map of the city of New York, exhibiting the original shore line of the island. The map of the harbor will be on the scale of 1-20000, and will con- sist of twelve sheets each, forty-four inches long, by twenty-eight inches wide, and form when united, one large sheet eleven feet in length and nine and one third feet in width. The map of the city and Brooklyn, will be on a scale of 1-5000. The comparative map will be on a scale of 1-20000, in two sheets, each four feet by four. The course pursued in the preparation of these maps is set forth in the annexed report of Professor Bache. A transcript of the map of the harbor above referred to is herewith submitted. It contains the topography of the adjacent lands so far as surveyed, the characteristic soundings to the lower bay, current observa- New York Harbor Commission Reports, 17 tions, sailing directions, etc., together with numerous profiles of the bottom of the harbor. The thanks of the commissioners and of all who are interested in the preservation of the harbor of New York, are eminently due to the gentle- men who have been engaged in making the surveys. Some who had but just entered on their furloughs after laborious work in distant parts of the Atlantic coast, and in California, and who expected to pass the summer months with their families at home, cheerfully assumed the duties request- ed of them. To all it has been a period of incessant, and for the season of the year, unusual toil, yet it has been performed with a degree of alac- rity and cheerfulness that has been most gratifying to the commissioners. Professor Bache remarks in his report that " the assistants who have en- gaged in this work have all entered upon it with a heartiness which does them very great credit, and each one has obviously made it his study that so far as he was concerned the work should succeed and that the difficult conditions of coming up to time without sacrificinn; accuracy should be fulfilled." And in hisletter to the commissioners of D3C. 9, he says : "All these gentlemen united with hearty zeal in the work intrusted to them, cheerfully giving up the usual interval between the two seasons of field work to which those who come from a laborious service in the south were justly entitled. They deserve the best thanks of the commissioners for their successful efforts through which the entire work that was desired has been so nearly accomplished." The attention of the legislature is respectfully invited to the changes which have been made in the East and Hudson rivers, and tne upper and lower bays between the years 1835 and 1853, as set forth in the annexed report of Professor Bache, and which are delineated on th3 comnarative maps herewith submitted. The more important changes that have occurred in this interval of time appear to have been, first, in respect to Hudson river, that it has deepened from Fortieth street, southerly, nearly six feet, and that the chainiel in- stead of being as formerly, in the centre of the river, is now on the New York side, while a considerable deposit has been made on the New Jersey shore, southerly of Jersey City. In the East river, between Newtown creek and the navyyard, the bed of the river has changed slightly m the channel, and on the New York side a flat opposite Rivington street, has extended into the river. From the na\yyard to the Battery, the river has deepened from three to six feet without change in the course of the deepest channel way. The water fronts of Brooklyn and Williamsburg have been much improved. The spit from Castle Garden to pier No. (>, East river, is increasing, and there are now two twelve-foot spots e xtending into the river. The shoal at the head of Butteimilk channel has been diminishing in size since 1835, but the spot of least depth has shoaled from 13 to 12 feet. Buttermilk channel has increased in depth, but the shoals have gained on both of its sides, the water having shoaled on the one side from 12 to 7 feet, and on the other from 12 to 10 feet. In the upper bay no important change has occurred except that on the Jersey flats there is a general decrease of water with a tendency toward an even depth of six feet in nearly a straight line from Ellis island to Robins reef light-house. 2 18 Neio York Harhor Commission Beports. In tlie lower l)My, the fourteen-foot channel and its bar have undergone but little change in depth, though a slight encroachment has been made on its width. The flat which separates it from the east channel, is steadily shoaling. The east channel is improving in general depth, though several small spots of 18 and 16 feet occur. The main body of the flats between the east and the swash channels seems to have retained its shape but the general depth is increasing The Dry Romer, which is on this shoal, ia gradually washing away and at present covers scarcely a fourth of the area shown in 1835. Tlie swash channel is constantly changing, especially on the southern side, where 18 feet lumps are very frequent ; but on the whole there is a considerable improvement in this channel. The fiat between swash and the main ship channel has changed but iittle in area, though the shoalest portions, as Flynn's Knoll, &c., are diminishing in size and have improved in depth from one to two feet. False Hook channel has deepened since 1835^ opposite to Sandy Hook light, and the bulkhead due east of the east beacon, has been washed away, but in place of it a spit has formed north of 8an ly Hook, projectincj into the main ship channel. On the bar, Gedneifs channel, which in 1835 had a channel way of 3| fathoms, sanded up, so as to show in 1848 a narrow bar with 3i fathoms. In 1853 this bar had shifted to the eastward without alteration in depth but with a tendency to increase in width. The foregoing are the principal changes which have been observed by an examination of the several surveys of 1835, 1848, 1853. Further changes have doubtless occurre 1, 'vhich will be carefully noted and sub- mittel in a future report. It has been apprehended by distinguished engineers, that the upper waters of the Huflson have been injuriously affected by the projections into that river at the city of New York. The surveys and examinations of the commissioners are not sufficiently perfected to determine this serious question. That the navigation of the river may be injured through its whole length by encroachments at its mouth, cannot be doubted, and though the examination of this subject does not, in terms, fall within the duties of .the commissioners, yet for its great importance to the interests of the populous cities on the shores of the Hudson, they propose to carefully investigate it. Before narrating the proceedings of the commissioners, in respect to the lines which they have designated, it is proper to direct the attention of the legislature to the water grants made to the ci.ty of New York, and to the laws which have been passed establishing exterior streets in that city. Copies of these grants and of the laws determining the water boundaries of the cities of New York and Brooklyn, are embraced in the Appendix of the report. At an early period in the history of the province, the colonial gover- nors, with the sanction of the (^'own, made large grants of land under water, adjoining the shores of the city, to the corporation of New York. The first of these grants was made by Governor Dongan, in the year 1686. It conveyed to the city authorities, all the waste, vacant, and un- appropriated lands on Manhattan island to low-watermark, together with all the rivulets, coves, and pcnds, that had not theretofore been granted to individuals. The second grant was made in 1708, during the reign of 'Neio York Harbor Gommission Reports, 19 Queen Ann, and conveyed all the vacant and unappropriated land on Long Island from high to low vv^ater mark, between the east side of the wall, about the site of the present United States navyyard, and the west side of Red Hook. The validity and effect of this grant have been the sub- ject of legal controversy and are stid in dispute. A further grant was made by Governor Montgoaierie in 1730, during the reign of George II., of the land under water in Hudson river, beginning at the mouth of a rivulet called Bestavers Killitje, or near the junction of Charlton and Washington streets, running four hundred feet into the river, and extend- ing south to Marketfield street ; also, a tract of the same width of the land under water in the East river, from Whitehall street to a point near the foot of Houston sti eet. These grants were in fee of the land under water in the East and Hudson rivers, within the area described, and corn- prised two hundred and nine and one half acres, exclusive of the land be- tween high and low water, granted on Long Island. The state has been still more liberal in its grants to the city authorities. By the act of 1807, the commissioners of the land office were directed to issue letters patent to the mayor, aldermen and commonalty of the city of New York, of all the right and title of the people of this state, to the lands covered with water in the Hudson river, from Besta- vers Killitje, running four hundred feet into the river, and extending four miles to the north ; also of the land covered with water along the easterly shore of the East river, from the terminus of the grant of 1730, at the foot of Houston street, extending four hundred feet into the river, for the dis- tance cf two miles to the north. By the act of 1821, the common council was authorized io extend the Battery into the bay and North and East rivers, such distance, not exceeding six hundred feet, as they might deem proper, and the title of the state to the Battery, and the land under water, to the extent mentioned, was vested in the mayor, aldermen and common- alty of the city, but without the power to dispose of the same for any use or purpose except for a public walk or for erecting public buildings and works of defence. In 182G, the legislature made a further grant to the city, of the land under water, for four hundred feet from the shores of the North and East rivers, from the boundaries of the previous cessions to the junction of those rivers with Spuy ten Duyvil creek and Har- lem river. By the act of 1837, authorizing the extension of the city to the Thirteenth avenue, the intermediate land under water was ceded to the municipal authorities. In 1852, the lands under water in Harlem river from such exterior line as the corporation might lay dowa on that river, inward to the shore, were likevvise ceded to the city. By the several acts making cessions since and including that of 1807, the rights of pre- emption were secured to the riparian owners. In 1807, Governeur Morris, Simeon Dewitt, and John Rutherford, were appointed by the legislature, commissioners to lay out the streets, roads, and public squares, in the city of New York, to the north of a line run- ning from Gansevoort street on the Hudson river, through Greenwich lane and Art street to the Bowery, and thence through North or Hj iston street to the East river. They were authorized to lay out the streets of the city in such manner, subject to certain conditions, as they should deem proper, to make maps thereof which should be of record, and it was enacted that 20 New York Harbor Commission Reports. the laying out of such streets should be final and conclusive, as well in re- spect to the mayor, aldermen and commonalty of the city as in respect to the owners and occupants of lands within the boundaries so laid out. The commissioners concluded their labors and filed tlieir map? as directed in 1811. They laid down as the exterior street on the East river, Avenue D to Eleventh street, and the First avenue from Sn-enteenth to Fiftieth streets, and thence Avenue A to Seventy-third f-treet. On the Hud- son r .-ei*, the exterior streets were the Tenth aveaue from Thirty-second to Thirty-fourth street, thence the Eleventh avenue to Seventy-seventh street, and the Twelfth avenue to One hundred and fifty-fifth street, be- yond which no streets were laid out by the commissioners. These streets comprised the lines as established by law for the exterior limits of the city. The several cessions of 400 feet into the East and North rivers prior to 1807, were in fee, and the entire control of those lands were, by the terms of the grants, vested in the city authorities, so that they had full power to fill them in and lay o it streets thereon, or exarcise tlie powers of absolute ownership in any manner they might deem expedient. But by the act of 1807, the power to lay out streets north of the limits named in the act, was transferred to the commissioners appointed for that purpose, and the common council thereby divested of this riemen : The undersigned, acting under the instmctions contained in your communication of the first instant, have *he honor to submit the following report : Your communication is introduced in this place, in order that the nature of the duties assigned to your advisory council may be understood. Harbor CoMmssiONERs' Office, | Neav York, Dec. 1, 1855. \ Gentlemen : The commissioners appointed under a law of this state to presence the harbor of New York from improper encroachments, are charged with the duty of describing, and recommending to the legislature for adoption, an exterior line on the shores of the harbor, beyond which no structures of any description shall be erected. De.-irous to avail themselves of the highest professional skill, and the most matured experience in hydraulics, and the observance of the action of tides and currents and the formation of shoals, the commissioners have invited your advice and assistance in the discharge of the duties assigned to them. For this purpose there will be laid before you the maps of the harbor, prepared for the commissioners under the direction and superintendence of Professor Bache, superintendent coast survey. They exhibit with perfect correctness, and very minutely, the shore lines of the harbor and the adjacent waters, the soundings, the direction of the tidal currents, and the rates of their velocity, together with the shoals, rocks, and reefs, in the harbor. There will also be laid before you a comparative map, prepared under the supervision of Professor Bache from the several surveys and examina- tions of the harbor by the officers of the coast survey in the years 1835, 1848, and 1853, which .shows by different colored lines the changes that from time to time have been made in the depth of water, the velocity and direction of the currents, and the changes in the shores and channels. Whatever other information you ma- desire in respect to tlie harbor will be furnished to you. 3 34 Neio York Harbor Commission Reports, In deliberating upon a proper water line, the commissioners respectfully request that you will keep in view — First. That the preservation of the free navigation of the harbor is re- garded by the legislature as an object of paramount importance, and that other questions and interests are subordinate to that object. Se(;ond. That it is desirable existing structures should not be disturbed except in cases where they interfere with or are of serious detriment to navigation. Tiiird. The importance of projecting the exterior lines so far into the rivers and bay as is consistent with the free navigation of the harbor, in order that ample space may be had for the construction of docks and basins, to meet the demands of commerce. To Gen' I Joseph G. Totten, U. S. Engineer. Professor A. D, Bache, Sup't U. S. Coast Surveij, Commander C. H. Davis, U. S. Navy. I certify that the foregoing is a correct copy of the minutes of the pro- ceedings of the commissioners. G. H. BouGHTON, Secretary. In these instructions we, the undersigned, are advised to treat the free navigation of the harbor as an object of paramount importance, but at the same time to entertain a regard for individual rights and privileges now existing, and also for the future accommodations of commerce. In other words, we are invited to view the subject scientifically and economically, in its present and future relations. As your advisory council, we have given to the subject patient study, large investigation, and the most free and candid discussion. We have not limited our examinations to the maps and charts m^^ntion- ed in your communication ; but there have been laid before us, through your kind offices, besides those there specified, several official and unofficial maps and plans of the city, or of parts of it; some of an old date ; several plans of districts on the Long Island shore, some of them exhibiting pri- vate, others corporate property, with or without projects of improvement; official plans sliowing the lines of former commissioners on the Long Island shore ; and plans of docks and piers on a very large scale. "Whenever occasion required, we have referred to the original grants of the state legislature, or of the land commissioners' office. "\A^e have also read with attention the memorials of gentlemen interested in the preserva- tion of the harbor ; the reports of committees of the legislatures of New York and Ncav Jersey, and of the state engineers ; the legislative discus- sions concerning the appointment of the present board of commissioners ; and finally, all letters and newspaper articles concerning the harbor with- in reach. In this manner, we have endeavored to possess ourselves of the informa- tion whicli others have collected with so much labor, and thus to mature our action by the most deliberate inquiry and reflection. We are so profoundly impressed with the vast and intrinsic importance of the subject, that, notwithstanding our laborious and earnest eiibrts, we are g'ad to think that our decisions are not final and peremptory ; that not only your own eminently qualified body, but that the legislature of the Neio York Harbor Commission Reports. 35 state, and the intelligent members of the community, are to pass them in review, and weigh their value. We have not, however, on this account, relaxed our diligence or lessened our scrutiny. We do not, now, wish to escape from the responsibility belonging to our position. Satisfied that we have brought to our task, in the first place, minds un- controlled by merely theoretical views or by personal considerations, and in tlie second place, a familiarity with the subject founded upon experience, upon reading, and upon conference with distinguished engineers, it would be a false modesty alone, which could lead us to pretend that our views and opinions are, when properly prepared, not entitled to consideration and respect. In this report we propose, first, to describe the lines of bulkhead and pierhead, as far as run ; secondly, to say a word on the subject of wet docks ; and lastly, to make some general remarks on the harbor of New York, which appear to us to be called for at the present time. LINES. " If it belonged to us to run lines, as was in a measure the case with Port- land harbor, along the shoi-es of a hitherto unoccupied water basin, certain established rules would be taken for our government, which, if carefully applied, would hardly admit of error. This is true without reference to the capacity of the basin. The principles themselves are simple ; though their successful application demands study. But, in the present instance, the running of these lines of exterior limit of construction is very much complicated by the bulkheads and piers al- ready built. On this account the commissioners have, as we have said before, requested us to regard the whole subject, not only in a scientific, but in an economical point of view ; and accordingly, the interest of owners of pi operty already in use, or about to become useful, and the positive necessities of liai bor accommodation for the growing and already magnifi- cent commerce of New York, have been considered throughout. To facilitate our labors a division, or distribution, of the lines has been made, in such a manner as to bring in this economical view. This divis- ion was indispen^^able, moreover, on account of there being no general mode of proceeding for all parts of the harbor. Local peculiarities, or the features of the separate lines, whether hydro- graphical or topographical, must decide the limits of construction to a greater or less extent. This is what the commissioners are understood to mean by saying that "it is desirable existing structures should not be disturbed," &c. ; and by touching upon "the importance of projecting the exterior lines so far itito the rivers and bay as is consistent,'' &c. ; and we heartily concur in this purpose of the commissioners. If we had been left to the exercise of our unaided judgment, we should have assumed the same ground of action — that the preservation of the harbor in all its usefulness was the primary object, but that this object should be accomplished, as far as possible, Avithout the disturbance of private rights, and with a just appreciation of the wants of the future. The distribution of the lines is into two general classes : 36 New York Harbor Commission Beports. 1. The New York side ; 2. The Long Island side ; and these classes are divided on 1. The New York side at the Battery, into East river and North river lines ; and on 2. The Long Island side at Fulton ferry, into east and north, south and west lines, or lines toward Newtown creek, and lines to- ward Gowanus bay. The lines are further sub-divided as follows* 1. New York side. East river. a. Battery to Fulton ferry. h. Fulton Ferry to Corlear's Hook. c. Corlear's Hook to Eighteenth street. d. From Eighteenth street to Thirty-eighth street. 1 . New Y ork side, North river. a. From Battery place to Hamm.ond street. b. Hammond street to Thirtieth street. c. Thirtieth street to Seventy-fifth street. 2. Long Island side toward Newtown creek. a. From Ful'on ferry to Navyyard. b. Williamsburgh. c. Greenpoint. 2. Long Island side toward Gowanus bay. a. From Fulton ferry to Harrison street. b. Beyond Harrison street. It will be perceived by a cursory inspection of the map, that there is a manifest propriety in this sub-division arising from local peculiarities. Each of the spaces or lines have been considered in three ways: first, topographically, with regard to the formation of the shore, whether arti- ficial or natural, or both combined ; secondly, hydrographically, in rela- tion to the depth of water, the form of the bottom, the position of the channel, the velocity of the tidal currents, the nature of the section, &c. ; thirdly, economically, in relation to the accommodation of shipping, the suitableness of structures, the best mode of appropriating the space, the degree of protection and the existing state of things. The lines will be taken up in order. 1. NEW YOKE SIDE— EAST KIVER. a. From Battery to Fulton ferry. We recommend that the line of bulkhead, or of solid filling, be reserved as it now is ; and that the pierhead line be a line extending on the average 444 feet from the former line, which is the average distance of the piers now existing. These lines are distinctly drawn on sheet '' No. 1."* The verification of these lines, if adopted, will be by means of parallel ordinates from the coast survey polygon in South street. "No. 1," refers to sheet No. 1. U. S. Coast Survey, A. D. Bache, Superintendent, New York Harbor. East River, bv the livdrof^raphic p.irtv under the command of T. A. Craven, Lieut. U. S. N., and assistant U. S'. C. S. 1-10000, 1855, Register No. 491. New York Harbor Commission Beporti 37 b. From Fulton ferry to Corlear''s Hook. We recommend that the bulkhead line be kept as it now is ; and that the pierhead line be run at an average distance of about three hundred and fifty feet from the former, which is the average length of the piers now exist- ing. This last Jine is curved to the eastward of Fulton ferry. It cuts off the ends of a few of the longest piers ; but we advise that they bo suf- fered to remain until they decay, which from the perishable nature of the materials, will not be very long, and tliat when repairs become necessary, the projecting piers be made to conform strictly to the commissioners' ex- terior line, the owners being required to remove the sunken matter. These lines, when finally adopted by law, may be verified and established in the same manner as the first. They are distinctly drawn on " No. 1." c. From Corlear's Hook to Eighteenth street. We recommend that the bulkhead line run first along East street to Rivington street second, thence in a straight line to the intersection of Tompkins street and Eighth street ; third, thence in a straight line to the intei'section of Avenue D and Eighteenth street. And we further recommend, that the pierhead line be allowed to extend two hundred and fifty feet outside of tlie bulkhead line in this space, pro- vided, the shoals now existing, or to be formed hereafter in this space, be dredged by the parties interested, to the average depth of eighteen feet at low water. But we recommend that from Fourteenth street to Eighteenth street, the extent of the piers outward be gradually reduced from two hun- dred and fifty feet on Fourteenth street, to the bulkhead front on Eighteenth street. The verification of this bulkhead line, when adopted and established by law, may take place by means of an instrumental verification on the ground of the intersection above mentioned. These lines are drawn on sheet "No. 1." d. From Eighteenth street to Tliirtj-eighth street. We recommend here the adoption of a line, precisely similar to the green line on Harrison's map of the East river, signed " J. H." (in the possession of the commissioners), and knoAvn as the Bache and Henry line. This line, drawn in conformity w^ith the curves on the opposite side of the channel, is laid down on sheet "No. 1," and extends from the northeast corner of the bulkhead at the foot of Eighteenth street to the intersection of the line of the centre of Thirty-eighth street, with the curve of depth of eighteen feet on the same sheet. We also recommend that no extension of piers be allowed outdde of this line of bulkhead ; that no construction whatever be allowed in the water area inside of this line of bulkhead for the present ; and that this area be preserved for a wet basin. A plan of such a basin, which will, among its other details, include the necessary openings in the line of bulk- head, may be furnished when it has been finally determined to reserve the area for this purpose. This line, if adopted, must be verified by intersections and measurements, and marked out by piles or masses of stonework. 38 New York Harbor Commission Beports. 1. NEW YOKK SIDE— NORTH RIVEE. a. From Battery place to Hammond street. We recommend that in this space the lines of bulkhead and of pierhead conform as nearly as practicable to those now existing. These lines are dis- tinctly drawn on sheet " No. 1, W."* The bulkhead line is* the present irregular line of solid fiUing; the pier- head line is drawn from point to point in snch a manner as to follow the general changes in direction of the bulkhead line, and at a uniform dis- tance from these points of two hundred yards or six hundred feet. This pierhead line cuts off the extremities of a few of the longest piers or wharves ; but we recommend here, as in the former case, of line b, East river, that they be allowed to stand till repairs are necessary, and that then they be made to recede so far as to range with the exterior line of water front, the owners being required to remove the sunken materials. This line, when adopted and established by law, may be verified and perma- nently fixed by offsets from West street h. From Hammond street to Thirtieth street. We recommend that the bulkhead line in this space be the Thirteenth avenue on a map entitled " Map showing a projected extension of the city of New York, extending along the Hudson river from Hammond street to One hundred and thirty-fifth street," and dated New York, March 10, 1837, by George R. Smith, city surveyor. c. From Thirtieth street to Seventy-fifth street. We recommend that the bulkhead line in this space be the Twelfth avenue, as marked on the same map. Both of the last two lines may, when established by law, be suitably laid down on an official map. We further recommend that all the water accommodation outside of these last two lines be furnished in the form of wet basins, the idea of which will be given under the heading Docks : and also that the open spaces, comprised, one between Troy street and Bank street, and the other between Gansevoort street and Twelfth street, be retained for the same purpose. 2. LONG ISLAND SIDE, TOWARD NEWTOWN CREEK. a. From Fulton ferry to Navyyard. We recommend that the exterior line in this space be a line drawn from northeast wharf of Fulton ferry to northwest corner, and thence to northeast corner of Marston & Powers' coal depot, thence to extremity of the long wharf at the foot of Adams street, thence to the wharf at the gas-works at the foot of Hudson avenue, and thence in a curved direction toward the Navyyard wall, cutting ofi* the northeast corner of the gas- works. We recommend that beyond the exterior line here described no construc- * "No. 1, W." refers to hydrojirapbic sheet registered No. 477. entitled "U. S. Coast Survey. A. D. Bache. Superintendent, 186.'). Hodson Kiver, sheet No. 1, by the hydro- graphic party under the command of Lieut, li. Wainwright, U. S. N.," &c. Neio Yoi'h Harbor Commission Reports. 39 tion whatever be allowed. The space inside of this line may be occupied either by piers, extending from the present line of solid lilliag in the usual way, or, still more advantageously, by wet docks. The anijle of the gas-works construction, which we recommend to be cut off, is a striking instance of disregard of the establi>hed principles laid down for the improvement of tidal harbors. This point of the East river presents two important features — one is, a change in the direction of the main stream ; the other is, the flowing of a lateral stream into the main channel. These are the natural features of this point : to them is to be added the change in the sides of the channel by an artifical construction. Now, in respect to the first of these natural features, the fundamental principle to be observed by the engineer is, " The adoption of such forms for the channel as give an uninterrupted flow to the water : and these forms must be derived, and can only be safely derived, from observations" (A. J. C. de Fontaine) ; and moreover, " the line of his construction should be uniform and continuous;" and with regard to the second of these features, the principle is, that ''where lateral streams are diverted into the main channel, or flow into it, they must be made to enter in a direction coincident with that of the principal current to which they be- come auxiliary." — (Abbe Mann.) These plain and intelligible principles have in this instance been over- looked. The line c is distinctly drawn on sheet "No. 1," and may, when es- tablished by law, be verified, and oermanently fixed by offsets from John and Marshall streets. The lines of bulkhead and pierhead, along the property of the general government, known as the " Navyyard" and " Cob dock," will be speci- fied hereafter. h. WilUamshurgJu "We recommend that the bulkhead line follow the eighteen-foot curve of depth in this space generally. This line differs but little from the line authorized by the act passed April 22, 1835, and laid down on an of- ficial plan marked, "• Drawn February, 1835, by D. Ewen, city surveyor." The line, as drawn by ourselves, recedes on its southwest and goes out on its northeast extremity. It is laid down on sheet " No. 1," and may, if adopted, be verified by offsets from First street. We recommend that the pierhead line extend two hundred and fifty feet outside of the preceding line. r. Greeiipo'mt. We recommend that the bulkhead line fiom Grcenpoint in general, be the curve line of eighteen feet depth. This line is distinctly drawn on sheet "No. 1," and may be verified by means of offsets from Washington street. We also recommend that the pierhead line extend three hundred feet outside of the bulkhead line. At Greenpoint and Williamsburgh, the depth of eighteen feet has been actually taken by the riparian owners, as the limit of solid filling or made land, notwithstanding that they were permitted by law to go farther out. This is worth noticing, because it shows the limit of depth up to which it 40 Ntw Yoi Jc Harbor Commission Reports. is expedient and practicable to build solid constructions for the recovery of submerged places. The line at Greenpoint, established by the act passed April 10, 1S49, and drawn on an official map, marked, " Map of the shore of the East river, between Newtown and Bushwick creeks, showing the owners of land in the same, with the privileges in front, drawn by D. Ewen, city surveyor, New York," runs out into water fifty feet deep. This is worse than absurd. The owners enjoying this monstrous privilege, have found it practically useful to go no farther than eighteen feet ; and moreover, it could only be under the most extraordinary circumstances that the expense of making solid land in fifty feet of water would be justified ; and finally, this very water front, provided with an unlimited extent of bskck country, is one of the cleanest and best washed in the whole harbor, the deep channel skirt- ing the very foot of the sea-wall. It is a duty to point out and mention specifically, such cases of igno- rance and cupidity combined as these. Their public exposure may lead the proper authorities to guard against their recuxrence. Navuyard and Cob dock. We recommend that the channel in the rear of Cob dock, washing the shore line of the navyyard, be left in its present condition ; that the line of bulkhead in front of the Cob dock be the curve of depth of eighteen feet ; and the pierhead line in front of the latter and parallel to it, extend out to the distance of three hundred feet. 2. LONG ISLAND SIDE TOWAKD GOWANUS BAY. a. From Fulton Jerry to Harrison street. We recommend that the lines of bulkhead and pierhead as now estab- lished by law, be adhered to, without any change or modification what- ever. These lines are laid down correctly and officially, as we understand, on a map of Brooklyn shore from Fulton ferry to Harrison street, "Brooklyn, November 29,1853, Silas Ludlam, city surveyor,'' which has been in our possession. Any existing structures extending beyond this pierhead line, may be treated as in class 1, East river, line p. 37, of this report. h. From Harrison street to Gowanus hay. We have found ourselves unable to continue the lines beyond Harrison street. The coast survey topographical and hydrographical sheets are not yet completed in this direction ; no private and no official maps or plans have been furnished us, except those relating to the Atlantic dock ; and the general lines of former commissioners, and the lines of special grants made subsequently, seem to interfere. It is requisite to wait, therefore, for further information. The same remarks apply to lines yet to be run in other parts of the bay and harbor. We are not possessed of the knowle'dge necessary to enable us to define the limits of construction intelligently. That knowledge is rapidly accumulating under the administration of the coast survey of the Neio York Harbor Commission Beports. 41 United States. And when it becomes available, we shall hold ourselves in readiness to answer any further calls which the commissioners may make upon us. We are obliged, however, to admit that at the present moment, our public duties are so urgent that we could not spare from them th^ time for further investigations into these most interesting subjects, even if we were provided with the means of making them in a satisfactory manner. We close this branch of our report by recommending that no construc- tion whatever be alloweil beyond the new sea-wall of Battery place. Note. — In the foregoing cle.scription of " lines," the words " average " and "about "are used, because actual measurements and a larger scale are necessary to the definition of pre- cise limits. DOCKS. In the preceding branch of this report, we have proposed to retain and preserve certain open spaces on the North and East rivers for wet docks or basins, and to adopt a system of basins along the front of the North river above Hammond street. It does not enter into our desijin to present any plans of basins, or to describe in any detail the mode of dividing the water spaces where they are to be constructed. We wili pay candidly, that we should regard it as a waste of time to prepare such plans, before the highest authority of the state had decided that basins were to bo recognized hereafter, as one of the means of accom- modation for the shipping business of this commercial emporium of the Western world. There is nothing for which we have less fancy than me: e scheming. We have accordingly, no drawings to lay before the commis- sioners, no favorite projects to advocate, no productions of the pen or pen- cil which have acquired a special interest and value in our eyes from the labor bestowed upon them. Our object is principally to institute a brief examination into the utility of wet basins, and to inquire whether the time has arrived for their gen- eral introduction in Ne^v York harbor. We do not forget that we are addressing gentlemen who are particularly well informed as to the business of New York and its facilities, who will be the best possible judges whether the suggestion that wet docks ought now to be begun in the North and East rivers is premature, who arc care- fully studying the facts of the case, and will draw their own conclusions. We have thought it our special duty on this occasion to direct your own and the public attention to this important subject. We are regarding it now as economists, not as engineers. It is stated by McCuUoch that urgent necessity led to the excavation of the first wet docks in liOndon, and that this necessity was the want of *' proper accommodation of the shipping resorting to London." The port was blocked up, the quays were insufficient for the business, and such was the cont"u>ion and crowd that the most bareficed robberies were committed with impunity. We have not yet reached this state of things in New York, b it if what we read and hear is true, there is a great existing want of wharf accommodations ; and there is also a great deal of theft along the river fronts, to prevent which it has been requisite to establish a sepa- rate river police. 42 New York Harbor Commission Reports. To some extent, then, the causes which first drove the people and govern- ment of London to the construction of wet docks in the beginnino; of this century have appeared here. There are now undoubtedly frequent com- plaints of the crowded state of our rivers, of delay and difficulty in pro- curing good berths, of want of accommodation for discharging cargoes, of scarcity and distance of commodious warehouses. We hear these com- plaints from our friends, and read them in the daily journals. And these are the very complaints, according to Mr. Jacob, Avhich, reaching the mer- chants, ship-owners, and government, in 1790, led to the passage of the act granting power to build the West India docks, the first in London. There, as here, great difficulties were to be overcome ; difficulties rela- ting to private property, and to vested rights of corporations. Whnrf-owners Were injured ; and among the various outcries, none probably was louder than that which proceeded from those who profited by the abuses of the existing system. When we are told that the thieves reaped a harvest of £150,000 annu- ally on West India produce alone, we should not be surprised to learn that they, even, advanced their own private interests as concerned in the ques- tion. It tasked all the resources of the supreme intellect and power of Mr. Pitt to triumph over the obstacles. But how grand and beneficial has been the influence of these docks (from the West India to the Victoria) upon the commercial prosperity of London ! Without them, her progress must have been seriously impeded, if not positively arrested. They are the receptacles of her trade. Into them is poured the wealth of tae world, which but for them mnst have found elsewhere a place of deposit. They are, indeed, the means as weH as the symbols of the commercial greatness of the city. Liverpool also owes to her docks her rapid rise and healthy devf^lop- ment. Bristol and Hull, too, testify to the superior advantages of enclosed docks over every other system. But all these places, London, Liverpool, Bristol, LTulI, differ from New York in some essential respects affecting this question of docks — such as want of space, rise of tide, imperfect an- chorage, bad channels, &c. In these respects. New York has the advan- tage. Docks, consequently, are not so indispensable in her case.* We know, for example, that Liverpool was merely a fishing town^ without foreign tonnage, when her docks were begun in 1708. Up to this time, New York has been nearly, if not quite, independent of this assistance ; we do not, therefore, wish to exaggerate their present im- portance, but two propositions may be affirmed of wet basins, the first is, that they very far exceed in convenience and security any other mode cf conducting business ; the second is, that they have invariably, sooner or later, accompanied a great development of commerce. With regard to the first of these propositions, we are to consider that docks are suitably devised to insure, by a systematic arrangement, all the conveniences and facilities for executing the works of repair, relitinent, loading and discharging cargoes, by the safest and most rapid means ; that * "\V\'. have taken all our examples in this report from Great Britain, because the^• are more fmiiliar. Tlic principal harbors of the Continent -would have furnished ccpially appropriate illusLrations. New York Harhor Commission Beports. 43 they prevent delays and injury to vessels and their loading, by protection from weather, ice, and strong tideways ; that they lessen the cost of loadhig and unloading, b}' decreasing the wear and tear of vessels, by saving in wages and provisions ; that they avoid the lo?s of property by means of a more perfect police. What expedients can take the place of wet docks, with their spacious quays, their workshops, their stores, their yards, and their accumuhited means of regulating and economizing time, hibor, and expense, in every department of the diversified operations of preparing a vessel for sea, of securing her for a permanent stay in port, of disposing of her freight, and of remedying her defects? And with regard to the second proposition, we are not only to look to the examples of the Old World, some few of which have been cited, but we are to consider that it is hardly possible to form a conception of a harbor, which, in its natural state, would possess the requisite facilities for conducting expeditiously and securely the busin*^ss of a great commerce. Among the harbors of the world none exceed New York, and but few can compare with it in beauty and commodiousness. Its wide-spreading bays, its roomy and deep channels, its numerous, long, and well-washed water fronts, are the suitable and ample provisions of nature for its ad- vancing trade. But immense as this harbor is, there is a limit to its ca- pacity, and to what may be called its natural resources. The system of wet basin must be adopted sooner or later even here. If this is admitted, and it be further considered how much they add to method and despatch, which are the living principles of business, it will, we think, be deemed no more than prudent to begin now to recognize the expediency of adopting them, and of conserving such spaces as may yet be easily and cheaply used in their construction, of guarding against the possible future necessity of excavating, as in London, the inhabited land, at an enormous cost, to make room for the shipping. In discussing so vast a subject as the trade and commerce of our com- mercial metropolis, we are not to govern our views by the New York of to-day, but by the New York of to-morrow or next day, the New York of fifty or a hundred years hence. Taking the present ratio of increase as our guide, how far must we extend our sight into the future, to discern in New York an amount of commerce equal to that of London at this day? And before the com- merce of New York has increased to this extent, docks will have become absolutely indispensable, not only on account of their economical disposal of spac e, but on account of their economical distribution of time and labor. It is desirable, then, that we, by proper prudential measures, should pre- vent the evils and expense to which London has been subjecied, and at the same time it must be remembered that the question is actually to be settled now, at least for a time. If the o^)Ln spaces referred to are not kept for basins, they will be occupied in some other way ; the owners of the ad- joining estates may justly expect that they will be permitted to improve their property in some manner and direction. What we have hitherto said concerning docks is independent of some re- cent changes which have materially altered the commerce of the seas, the business of ports, and the internal trade through rivers ; we mean, of course, the improvements in naval architecture,* the changes in commerce * See Appendix to this Report, p. 48. 4i N^iiu Yoi\z Harbor Commission Reports. which produced these iinprovement'<, the employment of steam-tugs iti har- bors, and of steam tow-boats in rivers. All these are the etfieient causes of a celeiity and despatch in the transmission of merchandise, in the inter- change of commerce, and in the transaction of business, far exceeding any- thing before known. And they need wet basins as their only sulhcient aids, as the subservient instruments of that expedition to whicli they all conduce, as, indeed, complemental parts of a whole. If vessels or freight-boats are not provided with immediate facilities for discharging their burdens when they reach their place of destination, if they are obliged to wait in the stream, or to unload without suitable con- veniences, all the other means of haste would seem to be, in a measure, thrown away. This is a view which need not be enlarged upon. The whole scope of the argument is seen at a glance. It is not, however, the less weighty on this account. To all this it may be added, that the exposure of the city water front on the North river to the wind and to ice is such, that wet basins would be even more useful hero than in some better protected parts of the city. But our purpose is rather to engage the public mind upon this subject, than to endeavor to control its action by the force of our own reasoning. We have presented here some of tlie facts and considerations which long experience on the other side of the Athuitic iias abundantly supplied, and which are within the reach of every inquirer. They are not facts and considerations brought together or invented for effect, but they are derived and dediiced from the practice of a great comme-rcial nation, and, when rightly estimated, they lead to the conclusion that the business of New York cannot much longer be carried on as now, but will require a system of wet basins, built with materials and upon a plan commensurate with the opulent resources of the state and city, and the stableness of tL^ir prosperity. Altliough we have abstained from entering into any details concerning the docks, we have not failed to form deliniie ideas upon tli^ir mode of construction in certain respects. We think, for example, that the walls of these basins should be built upon stone piers connected by stone arches, under which the water will have free passage ; that the enclosing and par- tition walls should be wide enough to afford spacious quays and ample room for storehouses ; and that the exterior wall shoidd have a sufficient number of communications with the harbor or river to prevent the inter- ference of vessels or freight boats with each other, while entering and leav- ing. On the North river front, the system of Ixisins may be uniform and comprehensive, and so distributed in parts, that it can be conveniently con- structed to any extent, however limited or however enlarged, that the actual wants of the time may demand. GENERAL EEMARKS. It is apparent, from the papers we have read in connection with this subject, especially from the very able l eport of the committee of the legis- lature of February, ltSo4, and also from the a[)pointment of the present commission, that the apprehensions excited in the public mind by the en- Neio York Harhor Commission Reports. 45 croacbraents upon the harbor bave reached a crisis. And certainly it is a matter for the gravest astonishment, that the preservation of this, the very source and foimtain of the great Aveahh and development of the state, and the chief depot of all the commerce of the United States, should have been utterly abandoned, sometimes to the hands of ignorance and some- times of cupidity. One would have thought tliat the examples of the fatal consequences of such neglect in Great Britain, exposed by engineers, and published in the fullest details among the reports of the House of Com- mons, might have served as a warning. AVe may well exclaim, with the writer of tbe report above alluded to, against "the infliction of a great public wrong, the criminality of local suicide," involved in this neglect. AVe cannot exhaust our wonder, how- ever much we vary or multiply the expression of it. Occupying a position, in relation to his branch of science, which is per- fectly understood in the scientific conmiunity, having no local or personal interests in view, we venture to speak boldly in this matter. Indeed, we regard it rs our highest duty to do so. Accord inglyj'we unite with the memorialists cf the Merchants' Exchange, and the majority of the co-n- mittees on commerce and navigation, in condemning the irresponsible course which has hitherto been pursued in relation to the harbor, and in approving the appointment of a responsible body, like the present com- mission ; to the end that " what remains of the harbor may be preserved for the benefit of the increasing commerce of the port." We go farther, and say that, in our judgment, this commission, or one similarly consti- tuted and invested VN-ith similar powers, should be continued until some permanent plan of supervision and control over the watei-s of the city of New York alone, or over all the tidal waters of the state together (as in Great Britain), has been matured and carried into execution. It is neither necessary nor expedient that the members of such a general commission should be professional engineers. In the exercise of its judi- cial as well as its executive functions, it can call in and consult engineers, like other experts ; and an engineer may always be appointed as special commissioner to the supervision of works in actual progress, under the authority of the commission of the state. AVith a commission advisedly constituted like the present, exercising supreme superintendence under the laws, over the tidal waters of the state, and making an annual report of its decisions and doings to be submitted to public examination and criticism, no further injuiy could accrue to the har- bor. If, through an eiTor in judgment or other u'ise, anv were contemplated, it M'ould be known by the report, and when known would be arrested. There would no longer be occasion to apprehend that this great commer- cial avenue would in any manner be destroyed or abridged. We began these remarks by saying that a crisis has occurred in the public anxiety concerning New York harbor. This crisis and its results remind us of the agitation of the public mind occasioned by the removal and rebuilding of the old and new London bridges twenty-five years ago. It was feared at that time, as it is in this instance, "that an increased velocity in tiie river would impede rather than accelerate the navigation, as wherries and small craft could not stem the current," the old bridge acting as a bar to check the velocity of tl;e river both ways. (George Kennie.) 46 Neio York Harbor Commission ReporU It was maintained on the other hand, that the increased velocity, as- sisted by dredging the hard places, would very soon reduce the channel to its ancient depth." (Ibid.) The latter assertion was verified to its fullest extent. The increase in ve- locity created in the Thames by the removal of an obstruction, is caused in our harbor by narrowing the tideways of the rivers by means of artifi- cial constructions. This principle of increased velocity is, with some modification of language, enunciated by Castelli in the two following propositions : First, that, in a stream regarded as in a state of permanence, the quan- tity of water which passes through all its sections in equal spaces of time will be equal. Secondly, that the medium velocities in the different sec- tions will be reciprocally proportioned to the area of the sections. Now there is, no doubt, good ground for the apprehension that an undue increase of velocity will interfere with navigation. To avoid this evil is a well-known rule of conduct with intelligent engineers. We are to treat the channels of harbors, particularly where they wash the piers or quays of the city, or divide populous shores, as great thoroughfares in which the necessities and conveni nee of those who do business in small boats are to be cared for, as well as of those who sail in lofty ships. But at the same time we are not, in our obedience to this fundamental principle, to overlook the absolute utilities of the harbor. We are not to forego docks, wiiarves, piers, &c., the very means and instruments by which the use of the harbor is established, because " wherries and small craft cannot stem the current" caused by narrowing the river. There is, then, on the one hand, a certain latitude, and on the other a certain restriction, and between these lie the true limits of construction. What these limits are must form a special investigation in each separate port. In such an extraordinary case as Bristol, the processes of nature are too violent to be subjected to any re- straint ; this is one extreme. A harbor with comparatively little tide, as where the co-tidal lines converge to the solent sea, is in the other. New York is a case between these, and one in which the engineer would have found the fairest field for the exercise of his judgment, if he had been called in in season. Let us inquire, however, how much mischief has been done to this har- bor, " the gift of Providence. " The inquiry will perhaps tend to allay the public anxiety. The point which has suffered most from encroach- ments, is the " reach" of the East river between Fulton ferries, the Navy- yard and Corlcar's Plook. Oar observations will be confined to this space. The greatest velocity of the tide stream is at the second quarter of the flood, when it reaches a maximum of 422 feet per minute, or 4.8 miles per hour, which has an average duration of fifty minutes. The mean of this quarter of the flood and the same periods of the ebb is 4.2 and 4.0 m. per hour. The means of the first and fourth quarters arc, oi' course, le?s. In order to appreciate these numbers, we will compare New York harbor with the Thames. I^etwcen Southwark and New London brid ges, the greatest velocity of the tidal current is 343 feet per minute, or 3.903 miles per hour on tiic quickest ebb. This measurement was made in 1833, two years previously, that is, before the masonry and starlings of the old London bridge had been removed, the velocity on the quickest ebb Neiu York Harbor Commission Reports. 47 was 489 feet per minute or 5.560 miles per hour.* In the same phicc on the flood the velocity is 287 feet per minute or 3.2G4 miles per hour. In 1831 it was 3.777 miles per hour. The present average velocities of the river Thames, between Southwark and New London bridges, are on The first of flood 1.779 miles per hour. The last of flood 2.891 The first of ebb 3.609 The last of ebb 3.263 We have taken in the Thames, as in our own rivers, the places where the tide is most rapid in its flow, and we have kept our inouiries simply to velocity, that being the only element in question. By this comparison we learn that the average velocity of the tidal cur- rent in the narrowest channel does not much exceed that of the port of London ; that there is, however, a period of fifty minutes duration, during which the velocity is considerably greater ; but that this period is really so brief, that, even if the current were stronger, it would hardly present any serious — anything more than a temporary — -obstruction to business. The navigation of the North and East rivers is incommoded somewhat by the \elocity of the current, but it is still open and free. And in the march of improvements the employment of steam ferr3'-boats as the almost universal means of individual transit, and of steam-tugs and tow-boats for the movement of vessels, has reduced this inconvenience to its minimum. And we are now to look at the other view of the subject, and to take into account the benefits arising from this rapidity of the tidal stream. " The secret" says Fazio, m his work, SuR le meilleur systeme de CONSTRUCTION DES PoRTS (translated from the Italian by JM. Lemoyne), of preserving the depth of the luaters in harbors is always the same : it con- sists less in diminishing than, in increasing the strength of the currents.^' (The italics are the author's) In this very velocity of the tide-stream in New York harbor we have the most perfect security for the maintenance of the channels in a permanent state of usefulness. Thus much we say in pass- ing, to quiet any apprehensions as to the preservation of the harbor that may have been diffused by the very earnest remonstrances and appeals from the highest sources against further encroachments. We by no means intend to complain of the language of these papers. On the contrary, its force and warmth were suited to the occasion — an occasion not to be exceeded in importance. They were necessary to awaken public attention to the possibly irremediable evils which threatened. In short, as we have said before, it was a crisis — and durin"; such a crisis of opinion, the worst that can be dreaded is the thing to be exposed. Among the maps before us is one containing the original shore-line, thus showing the extent of the encroachments on the beds of the rivers. Some writers on these encroachments seem to us to be indiscriminate in their mode of speaking. They appear to treat all invasions of the water area as positively injurious. This is a mistake. The filling up of low and shallow places, the drainage, the occupation of mere midlands, the build- ing out of piers — all constitute a unlver.-al mode of grow;h for places situ- ated like New York. Not only is it universal, but if propcrlv managed, safe. * AVliile the rapidity of the current was diminished in this jxirticular pUice by the removal of the old London bridge, its rate was in general increased throughout tlie river below. 48 New York Harbor Commission Reports. " Wc may with safety gain upon the hollow shore," says Hale ; and that is where the gain has been principally made. To regret th:it wc have not the shoreline of 1750, is to wish away the commerce, the wealth, the wonderful growth of the city. More tlian a century and a half ago, ap- plications were made by the city of London to the board of admiralty for the preservation of the river Thames" — giving " reasons against the patents for licensing encroachments," &c., and saying that '* if that river were spoiled, the great trade of England would b3 transplanted, not to other seaports in England, but to foreign parts." These applications, like the memorial from the Merchants' Exchange and the report of the legisla- tive committee, may have been the words in season which prevented any further injury to the port in this way. If, one hundred and fifty years hence, the present condition of the harbor of New York and the means taken to insure its preservation should be remembered, we have no doubt that the splendor and prosperity of this city then, like those of London now, will prove that we of the present generation have not been negligent of the great interests which we hold in trust for posterity. In a future report we may undertake to give a scientific account of the harbor of New York. The special objects of this report have carried us in other directions. We have the honor to be, very respectfully, your obedient ssrvants, Jos. G. TOTTEX, A. D. Bache, CiiAHLES IIknky Davis. APPENDIX TO THE EEPORT OF THE ADVISORY COUNCIL OF THE NEW YOEK HAEBOR COMMISSION DATED DECEMBER 29, 1855. GENERAL TOTTEN, ) PROFESSOR BACHE, \ Council CAPTAIN DAVIS, ) In our report, we have adhered strictly to the special topics assigned by the instructions of the commission ; which are, exterior lines of construc- tion, and the accommodation of shipping. To wliat it was necessary or expedient to say concerning these, we have only added one word of gen- eral remark, to allay apprehension as to the ultimate safety of the harbor. If, however, we have refrained from going beyond these topics, it has not been for want of matter. New York harbor, in all its various connections with the commerce and defence of the country, has been frequently brought before us in the course of our public duties. We have had occasion, too, to investigate its resources, and the changes it has undergone tln-ough the operation of natural causes. The information collected in this manner has been, in part, already given to the public ; that which remains, or which may be obtained liereafter, will also be communicated when properly digested. Among the objects which have engaged the attention of the coast sur- vey, and entered into its reports concerning Ncav York harbor, tliere is not one which exceeds in importance the improvement of the Ildlgate passage. In January, 18-18, the Chamber of Commerce of New York appointed Neio York Harbor Commission Iteports. 49 H committee to make application to Congress for an appropriation to re- move tlio obstructions to navigaLion at Hellgate, in the E.ist river. Their first step was to ask of tlie superintendent of the coast survey a plan of the Gate and its vicinity. The superintendent directed one of the hydrographic chiefs to make an examination of the ground, for three purposes : 1. Tiie vet ilication of certain important points. 2. An inquiry into the navigation of Hellgate, and the nature of its difficulties. 3. The study c f t'lC improvement of the Hellgate p:i-snge. On the 29th oi February, the superiiitendent transmitted to Schu}la* Livhigston, Esq., chairman of the committee, the results of the examina- tion, which comprised a plan of Hellgate and its vicinity, and sugges- tions as to the necessity and the practicable means of lessening the dan- gers belonging to the navigation of these passages. These suggestions were approved and adopted by the chamber, and were subsequently repoi'ted by the committee on naval affairs of the House of Representatives of the United States, and printed. Some of the sug- gestions have b en partially carried out, in the blasting of Pot rock, &c. We recommend that this mode of improvement be extended still further, and that means be taken for putting into immediate execution the other parts of the plan, with such modifications and additions as upon firnher examination may appear requisite. These papers are to be found in the Appendix to the coast survey report for the year 1848, Nos. 10, 11, 12, 13 ; pp. 92, et sec, Ex. Doc. No. 13. We desire that they be considered as forming a part of this Appendix ; and we accordingly send herewith copies of them. Since, however, the papers referred to were written, a further increase in the size of ships has taken phice ; and there is now about to be launched from the shipyard of Mr. J. Scott Russel, on the Isle of Dogs, a vessel which cannot enter tlie harbor of New York, because there is not ivater enough on the bar at Sanclj IIoolc. But this vessel could enter the harbor through Hellgate and its neighboring passages, there being more than ivater enough in them — provided the Gate were improved, and rendered secure, by the means pointed out in the coast survey papers. The question is then simply this, shall there be a vessel or vessels employed in the trade of the world which, for want of water, cannot enter the port of New York, thus making New York a second class port? or shall it be said that there is no vessel now built, or likely to be built, which cannot enter New York, with so much water to spare e\ en that the capacity of the port and its title to be numbered among the fir.-t class can never be doubted ? This is a question involving reaWies which no artifice of language can magnify. We leave it as it now st;inds, merely adding, that the cost of these improvements is small compav'^d with the result : and — as a further motive to their accomplishment — that there is in the East river, at a dis- tance from Battery place of eight miles (one half the distance to Sandy Hook), a roadstead in every way superior to tluit of Sandy Hook bay. Jos. G. TOTTEN, A. D. Bache, Washington, D. C, Januarj 3, 1856. Charles Heney Davis. 4 50 Neio York Harbor Commission Bcjoorts, COAST SURVEY PAPERS, ACCOMPANYING APPENDIX TO REPORT OF ADVISORY COUNCIL ON NEW YORK HARBOR, WASHINGTON, D. C, JANUARY 3, 1856. Letter of Prosper M. Wetmore, Esq., Secretary of the Chamber of Commerce of New York, to Professor A. D. Bache, Superintendent of the Coast Survey, relative to the Repon of Lieutenant Commanding Chcuies H. Davis, U. S. Navy, Assistant in the Coast Survey, on Hdlgate, and the accompanying Chart. Sir : I am directed to tender to you the thanks of this chamber for your kindness in transmitting to the select committee, appointed to report upon the expediency of improving the navigation' of the East river, a chart of Hellgate and its vicinity. The thanks of the chamber are also tendered to Lieutenant Davis, for the able suggestions upon the subject before the committee, contained in his letter transmitted through you. I am, sir, very respectfully, Your obedient servant, Prosper M. Wetmore, Professor A. D. Bache, Secretary. SujjH U. S. Coast Survey, Washington. Report of a Committee of the Chamber of Commerce of Nm York, and Resolutions adopted by the Chamber in Regard to the Information derived from the Coast Survey Chart of Hellgate. The committee api^olnted on the subject of applying to Congress for an appropriation to remove the obstructions to navigation at Hellgate, in t\.: East river, report: That, as they wanted all the facts before them, before reporting to the chamber, they applied to the superintendent of the coast survey for a plan of the Gate and vicinity, who promptly directed an officer to re-examine the ground and furnish a plan, which has been done, and is now before the chamber, with a report for its adoption. The committee recommend the adoption of the following resolutions : Resolved, That the plan of improvement of Hellgate, as recommended by Lieut. Charles H. Davis, of the United States coast survey, in the ac- companying letter, is not only full and minute, but in the opinion of tlie chamber, will materially diminish the dangers of the navigation of Hell- gate, and that it is due to the immense commerce on the route that imme- diate action should be taken to carry out this purpose. Resolvedy That this report be sent to the Committee of Naval Affairs of the House of Representatives, asking that the subject may be early acted on by the present Congress. Resolved, That the thanks of the chamber be presented to Professor Bache, superintendent, and Lieut. C. H. Davis, United States navy, assistant United States coast survey, for the promptitude and intelligence with which they have carried out the wishes of this chamber. Chamber of Co:mmerce, New York, March 6, 1848. New York Harbor Commission Re]3orts. 51 Report of Lieutenant Commanding Cliarles H. Davis, United States Navy, Assist- ant in the Coast S2orveij, to tlie Superintendent, on his Examination of HeUgafe, ' near New York. Office of the Coast Survey, > Washington, Feb. 15, 1848. ] Dear Sir : In compliance with your instructions I have made an ex- amination of the Hellgate passage, for the purpose of verifying, as flir as the short season and short time will allow, the records of the othce, and of inquiring into the best means of improving this important channel. That it is very desirable to make such improvements as will lessen, or altogether remove, the hazard attending the ordinary navigation of lich- gate, will not be disputed when it is remembered that a very Luge por- tion of the vast fleet of coasting vessels that go to New York and up the North river pass this route, and that it is the hourly resort of steamboats crowded with pasiscngers, and carrying the most precious freight. Of the sailing vessels that enter the Hellgate passage it is estimated that one in fifty sustains more or less injury, by being forced by the vio- lence of the currents on the rocks or shoals, and the accident to the Oregon, which nearly proved fatal to her passengers, shows that even steam- boats, with a motive power that keeps them under perfect control, and guided by most experienced pilots, are not secure from peril. Such an im- provement in the channels of Hellgate as would render them navigable to vessels of all classes under common circumstances, would supply to the commerce of New York a new outlet to the sea, and in a different direc- tion from the harbor channels, and available when these were temporarily closed by adverse winds, or other causes, and would, therefore, be a per- manent and valuable resources both for vessels outward bound and for those returning home. But a still more serious consideration is that of the increased facilities for naval defence which this improvement would afford. In the event of a rupture with a naval power, there can be no doubt that the attempt of the last war to ravage the shores of Long Island will be repeated. The means of resisting or preventing such hostilities must be drawn chiefly from New York ; and if the Hellgate passage be made secure, not only our largest men-of-war, but our steamboats of a superior class, which, on such an occasion, would be armed for the purpose of defence, would be at once enabled to hasten to the scene of danger. The steamboats are now constantly passing through Hellgate, but the difficulties of the passage to them would be seriously increased if they were pressed down by a naval armament and equipped for action. During the war with Great Britain, our frigates were blockaded in the harbor of New York, which could not have been the case if the Hellgate passage had been open. Commodore Decatur ventured to cany his squadron through, but with such risk that the attempt with a frigate was only made once afterward, notwithstanding the constantly recurring ne- cessity. The removal, therefore, of the obstructions to the safe navigation of Hellgate, is recommended by a regard to the foture naval defence of the country Tlie dangers in this channel arise from the great strength of the cur- rents, and the number and positions of the rocks and reefs. The strength 52 New York Harbor Commission Reports. of the current is such, that sailing vessels can only stem its fv rcc or escape from it by a commanding breeze ; but as the main course of the flood tide keeps the middle of the eastern channel, it is most secure for vessels which are coming from the westward with the tide, to place themselves in the middle of the stream and follow its direction. They are thus carried through safely. This plan, however, is inadmissible for any but small vess4s, on account of two rocks, the Pot and the Fryingpan, which lie in or very near the mid-channel, are in the way, both going to the ea'^t- ward and westward, and have but little water on them at low tide. Ttierc is also a reef, called Way's reef, which lies in the course followed by steamboats principally, when commg from the eastward against a strong flood. It is their custom to keep close round Pot cove, and run up under Hallet's point, by which they avoid the strength of the flood. In this part they find an eddy current in their favor. Hut on the ebb the greatest danger arises from the divergence of the cur- rent at a point marked A on the sketch, where the ebb tide branches off into three directions, to take the course of the three channels : the main south channel, the middle channel, and the eastern channel. The safe navigation depends here upon deciding sufficiently soon, at the point of separation, which channel shall be taken, and the neglect to do this, or a loss of control over the vessel for any reason, frequently results in being carried on the Gridiron. When a vessel that has attempted the eastern channel finds herself car- ried toward the Gridiron, her only chance for safety is to run for the middle channel, which is narrow, and made precarious by the middle reef, the outer rock of which is the Negro Head. The Gridiron is, owing to the strong set of the tide cn it, the most dangerous reef in the passage. The reef known as the Bread-and-cheese, on the eastern end of Black- well's island, is also very dangerous. Vessels are liable to go on it in the flood, whrn it is covered, by getting into the eddy near it with a light wind. The chief danger is on the ebb, and from the same cause as that which makes the Gridiron dangerous; i. e., the strong set of the tide in that direction. These, then, are the principal dangers, and I recommend the following measures be adopted for their removal and correction : 1. That Pot rock, the Fryingpan, and Way's reef, be blasted and scattered. The two former are single rocks of a pointed shape, the latter is long and has the character of a ledge (the rocks having deep water round them could easily be removed) ; and also, that the middle reef be blasted so as to make a clear channel of sufficient depth for common vessels and steamboats between Flood and Little INIill rocks. 2. That piers be built upon the Hog's liack, Gridiron, and the Bread- aud-chcese, of stone, sufficiently high to show above the surface of the water at high tide at least four feet. That these piers be faced with wood, and be provided with the spring fenders used at the steamboat ferries, and that their forms should correspond to the natural shape of the reef, by which means vessels coming in contact with them woidd be guided into the chan- nel-ways. To blow up and scatter the large mass of rock comprising the Gridiron, without destroying the middle channel which lias only twenty-two feet of 4 New Yyjrk Ildroj,' Commission Reports. 53 water in it at that point, would hardly be possible. But if the Gridiron were removed, the rock out of the water, that is, Flood rock, would be equally or nearly as dangerous. The tide would set oa thnt witli the same violence and certainty. The same objection will apply to an attempt to remove the P>read-and- cheese, and, with regard to tiiis and tlie Ilog's Back, the shoal water around them would make it necessary to repeat the blasting an indefinite number of times. Something has been said of removing and scattering all the rocks in Ilell- gate, those out of the water as well as those under water. But it appears to me that this proposition is best answered by asking where the material-; are to go. Unless carried off they must obstruct the neighboring channels and the process of blasting would never be completed. By the piers which I propose, the direction of tlie currents would be made more certain and confined, and where they pass over deep water, they may be safely trusted. Tides would rebound from tlie piers, and in most instances prevent vessels from striking against them. And, again, if vessels were carried on, they would be prevented from receiving any injury by the spring fenders, and could, by throwing a line around a pile, either swing the vessel or lay by, as might be most convenient. There are several single rocks, less important, and near the shore, which might be easily removed : one, for instance, off Negro point, and one near the South ferry. Until this passage is improved bj the removal of the present serious im- pediments t ) its safe navigation, I recommend placing the following buoys: One on Way's reef. I have already mentioned that steamboats coming from the eastward, on the flood, pass inside of Way's reef, where an eddy tide is found setting toward Hallefs point. This eddy, produced by the whirls of the Pot, returns from the shore and sets on to Way's reef, where it is met by one of the direct whirls of the Pot. By this conliict of tides, two straight currents are produced that run side by side over the reef ; the outer one southerly or flood, the inner one northerly or counter to the direction of the main body of the tide. One on Hog's X^ack. Vessels intending to take the main ship-channel on the ebb (which is the best way) are in danger, if they give Hog's Back too wide a berth, of going on Mill reef, or of being forced to run the middle channel, which is only safe to those who are very well acquainted with the ground. A buoy will enable a vessel to keep near Hog's Back, and avoid this danger. One on Kylander's reef. This reef is dangerously situated, on account of the deep water around it, and is not well known. I will also recommend a small light on Great Mill rock, which would enable vessels to pass through Hellgate at night. It would be the proper guide for hauling round Negro point coming from the eastward, and for hauling to the south coming from the westward after passing Hallet's point. The character of the rocks in Hellgate is such that they could easily be removed by blasting. 1 have the honor to be, very respectfully, your obedient servant, Chakles Hknry Davis, Lieut. ComcVg U. S. Navij, Assistant Coast Survei/. A. D. Bache, LL. D., Superintendent U. SI. Coast Survey, Washington. 54 New York Harhoy^ Commission Reports. Report of Lieutenant Commanding David D. Porter^ of the United States Navy, As- sistant in the Coast Survey, on the Dangers in Hellgate, and the Improvement of the Passage. CJ. S. Schooner Pp:trel, | New York, October 30, 1848. } Sir The Chamber of Commerce meets, in a short time, in this city, for the purpose of taking measures relative to clearing away the obstructions of Hellgate ; and, at the request of the gentlemen who seem interested in the matter, I lay before vou the information 1 have collected while sounding out the place. It was my intention to have made you a full report on the subject, but a copy of the report of Lieutenant Charles H. Davis, of the United States Navy, assistant in the coast survey, on Hellgate, was sent to me, and I find it so full and correct in all its details, that I could say but little more without incurring the charge of plagiarism ; in fact, the opinions expressed by Lieutenant Davis coincide with those I had formed previous to reading his report ; and it only remains for me to point out the dangers I have noticed while surveying here, and which have escaped his attention. I have also had a better opportunity of measuring the size and shape of the rocks than he had, and herewith give a description of them. The first in order, and the principal obstruction to Hellgate, is Pot rock, on which I found eight feet of water at the lowest tides ; the average de|)th is, however, about ten feet ; the lowest depth is only to be found in one place about six feet by six. It deepens to fourteen feet on the cast and west sides, and suddenly to four fathoms on the north and south. The strata of this rock are vertical, running north and south — Avhich is the case with every rock in the Gate — and this would render the task of blow- ing up much easier than if horizontal. At half-tides the depth of water does not increase on Pot rock, as there is a fall of four feet ; and a vessel drawing over eight feet must strike upon it. A full-rigged brig struck it, three days since, and went down, with a valuable cargo on board. This obstruction once removed, Hellgate would be less dangerous by one half, and the eddies, which are now the cause of half the difficulties, would, in a measure, disappear. Way's reef, to the southward of Pot rock, is divided into two parts — one a conical rock, with five feet of water on it, and the other a flat bed of rocks, about ten feet by ten, with fourteen feet of water on it, and twenty yards to the north of the former. The five feet rock lies on the edge of the eddy, and I found, by experiment, that a buoy let go in mid- channel, at the depth of eight feet and above the north entrance, drifted directly over Way's reef ; this was with a light breeze from the northwest. I kept a buoy on this place while sounding ; it watched generally, and al- most always, with the flood tide. Since I removed it, one vessel lias struck on the reef I would recommend that a buoy, made in the shape of a boat, be placed upon it until it be removed. Th'.^re is a dangerous rock, called "Bald-headed Billy," fifteen yards from Hatter's dock, which is dry at low water, and " brings up" a num- ber of vessels at high water. Three vessels struck upon this rock Avhile I was at Hellgate ; one we got olf with some diiriculty, another lost bow- sprit, anchors, and chains. It is a single rock, about six feet by six, and could be blown into deep water without much difficulty. 11 CIV York Harbor Commission Heports. 55 Opposite Gibbs' point, and within fifty yards of Blackwell's island, is a larc^e rock, which I have called " Blackwell's rock ;" the current sets di- rectly upon it with the flood tide, and is a most dangerous obstruction. It is six feet out of water at low tide, and could be removed at small ex- pense. The Fryingpan rock, is a ledge fifteen feet long and only six inches wide at the top. It runs north and south, and is a part of a chain of rocks which runs from Hog's Back to Hallet's point. A buoy, let go in mid-channel at half-ebb, drifted directly over the Fryingpan with a light northwest wind. It is at this point where the currents divide, tak- ing the directions of the main and middle channels. This rock removed, vessels would always drift through the main ship-channel. The dilhculty of removing it would be much greater than any otlier rock in the Gate, as it is so difficult to hit upon. There is a small rock, though a very dangerous one, to the southward of Wolsey's bath-house. It extends about fifty yards into the channel, and is connected with the shore line at low water. There is three feet of water on it at high tides. On the first of the flood, a buoy let go oppo- site Gibbs' point (the southern approach to Hellgate), drifted around Hallett's point, between Pot rock and Way's reef, along the edge of the eddies, and on the abovementioncd rock into Pot cove. This happens to a great many vessels, and but for this dangerous obstruction they would drift into safe harbor. This rock could be removed in one or two tides. I find that Rylander's reef extends much further into the channel than is shown by former charts. I found six feet of water on the outer point of it. Nothing can be done with this large bed of rocks, save to erect a stone beacon on the shoalest part ; this will save many a vessel. Hallett's point, I should recommend by all means to be removed ; it is the most accessible obstruction in the Gate, and could be worked at four or five hours each day. At flood tide, it causes the eddies in Pot cove ; and, on the ebb tide, the eddies in East channel. Vessels standing too close to this point in ebb tide, are apt to be caught in these eddies and thrown on shore opposite Stevens' fort ; and vessels passing at high water, when the point is entirely hid, are apt to strike upon it. It extends forty yards into the channel, and has eighteen feet of water at its uttermost point. If any attempt is made to carry out the recommendations that have been frequently offered, relative to clearing away obstructions in Hellgate, I would suggest a close examination of the shore line at low water. Many rocks will be found to exist of a dangerous character, and they have, at different times, done much damage to vessels of lighter draught. One point I would recommend for removal is Scaly rock, and close to it is Shell rock ; both dangerous at high water, from the fact that they extend far out into the channel. Two vessels have gone on shore, while I have been at work here, on a point called Ravensworth reef, to the southward of Gibbs' point ; both vessels bilged and were nearly ruined. I would recommend a buoy to be placed upon it, as it would be difficult to be removed. The suggestion made by Lieutenant Davis, about building docks above some of the reefs, I approve of in their fullest extent. I do not think, how- ever, it will be found easy to make a channel by blasting through the mid- 56 Neio York Harbor Commission Beports, die reef,' and would suggest that it be entirely filled in witli docks and spring fenders. Bread-and-cheese, as it now stands, is one of the most troublesome points to avoid in Hellgate. Heretofore it has had nothing on it to indi- cate the danger at high water ; at low water it shows its entire shape and size. I placed a large pole on the outer point. It is so firmly fixed that it wnll remain until cut away by the ice. I have been assured that th? pole has no doubt prevented many vessels from running on the point ; and I would recommend, strongly, that an iron spindle be placed firmly upon the same spot, until measures are taken to dock it in ; moreover, I think it advisable to close up a small eight-foot channel between Bread-and- cheese and Blackwell's point, as it is this which causes the most danger- ous eddies. After this is done, a beacon, to be lighted up at night, should bo placed upon the outer point, and w^ould, in connection with a light on Mill rock, be of great advantage to commerce. At present there is not a single light between New York and Throg's point, when there should be at least six. In a place where the interests of so many are at stake, the want of at- tention to the navigation of Hellgate appears like culpable neglect. No one can form an idea of the number of vessels that go on shore during the course of a month. Fifty went on shore during the period I was occu- pied there (two months), and many of them were much injured. I am convinced that if proper measures were taken to protect the commercial interests of this great city, by blasting the rocks mentioned above, and docking in, as proposed by Lieut. Davis, not one vessel would be lost in five years. I believe I have mentioned all the prominent dangers, the minor ones will be apparent to those who make any examination of Hellgate previous to undertaking the work. I have purposely omitted those points touched upon by Lieut. Davis, as he has said all that is required. I remain, very respectfully, Your obedient servant, D. D. Porter, Lieut. Commanding. A. D. Bache, Esq. Siq^'t Coast Survey, Washington City. Extract from the Report of Lieut. David D. Porter, United States Navy, Assistant in the Coast Survey, on the Examination of Buttermilk Clmnnel into the Inner Harbor of New York United States Schooner Petrel, \ Astoria, L. L, N. Y., Sept. 23, 1848. \ Sir : In obedience to your instructions I took command of the United States schooner Petrel on the 24th of August, and on the 28th commenced a re -examination of Buttermilk cliannel, in the harbor of New York, to ascertain whether any changes had taken place in that important channel It had been represented to the honorable the Secretary of the Treasury, that it was not practicable to use Buttermilk chaTnnel, owing to its being so narrow, and as the government was desirous to make use of the Atlan- tic dock as a depot for sea-steamers now under contract with the navy Neiu York Harbor Commission Reports. 57 departine:it, it was a matter of some iiiiport'incc that the value of the channel should be established without doubt. I was delayed in the execu- tion of this work, owing to the ditHculty of finding proper stations, and did not get to work sounding until the 1st of September. The result of the survey has been most satisfactory, and has established, without fear of future cavil, the practicability of the channel, and I see no difficulty what- ever in the department being able to carry on their plans. I enclosed you a sketch of the work with the lines run, but owing to the press of time, I was not able to prepare a complete chart for your inspection. I took over one thousand five hundred soundings during the examination, and established tlie positions by one hundred and thirty-five angles. I do not think we missed any shoal water during the operation. Tlie import- ance of this entrance seems to be so great, that it is a matter of astonish- ment to me that the pilots of New York have not heretofore taken advan- tage of it. It is the deepest, most direct, and the clearest channel in the East river, and when buoyed out properly, will no donbt be generally used. On the 2 2d of this month, I was requested by the honorable the Secre- tary of the Treasury to accompany him on board the revenue steamer Jef- ferson, to meet the pilots of New York and the owners of the sea- steamers, to prove to them that the Buttermilk channel had sufficient water in it for the largest size vessels, and could be made available for the purposes I have mentioned above as an entrance into Atlantic dock for the sea- steamers. The Jefferson was started from the points I selected, and ran out toward the Robins' Eeef beacon, under the charge of Mr McGinn, one of the most intelligent of the New York pilots, and we carried out on the line (marked down on the sketch I sent yon as the sailing line) five, six, seven and eight fathoms. This was satisfactory to the ship owners, as demonstrating the necessary depth of water for their largest sized steamers. I then proposed to run through the channel close to the north dock of Governor's island, and INIr. McGinn carried the vessel through in five fathoms (the least) v/ater, turned the steamer up the East river, and ran down along the docks inside of the middle ground, carrying six fathoms all the way. After a short excursion down the bay, we re- turned to New York ; and it was proposed to run the steamer through the entrance of Atlantic dock, and as the Jefferson is one of the most difficult steamers to turn, except with plenty of room, this seemed a matter of some difficulty. Mr. McGinn, however, took her in handsomely (notwithstand- ing he had never been inside the dock), with a stiff northwest wind blow- ing, an unfavorable tide, and with the disadvantage of having a sloop lying in the middle of the passage, with her decks loaded with plank, and pro- jecting out on each side of her. Though with scarcely room to pass, we went through and anchored inside the dock, everj^body, I believe, favorably impressed with the result of the trip. There are many reasons why it is desirable Buttermilk channel should be well known. The most important are those connected with the inter- ests of the government ; and 1 recommend, to avoid all difficulty, that it should be buoyed out in so perfect a manner that vessels of all classes can know exactly how far they can go. I remain, very respectfully, your obedient servant, D. D. PORTER, Lieutenant Commanding. 58 New Yo7^k Harbor Commission BeporU ' List of Majjs mid Books consulted by the Advisory Council. New York city, county, and vicinity, by Harrison & Magrane. Jersey City, Hoboken and vicinity, by Clerk & Bacot. New York bay and harbor, 1-30000 C. S. New York bay and harbor, 1-80000 C. S., progress in colors. East river from Battery to Blackwell's island East river from Brooklyn to Hellgate, F. H. Gerdes. Sheet No 1, New York harbor. East river, Lt. Craven. Hud&on river from Jersey City to Guttenburg. Hudson river hydrography, Lieut. Wainwright. New York and Brooklyn shore, by city surveyor, 1855. Buttermilk channel, C. S. Hellgate tides, original. Hellgate and its approaches, C. S. Hydrographic sketch of Hellgate, C. S. Diagram of tidal curves of Hellgate, C. S. Bushwick to Newtown creek. Manhattan island from Battery to Spuyten Duyvil creek. Erie basin. City wharves. Map of the wharves and piers on the Hudson and East rivers. Topographical map of the city of Brooklyn, 1855. Fourth ward, city of Brooklyn. Brooklyn shore from the navyyard to the Fulton ferry. Brooklyn, Nov., 1853 : Silas Ludlum, city surveyor. Brooklyn shore from the Fulton ferry to Harrison street. Brooklyn, Nov., 1853: Silas Ludlum, city surveyor. Shore of the East river, between Newtown and Bushwick creeks. Filed April 29, 1849. New York, Sept., 1848. Surveyed by Daniel Ewen, city surveyor. Permanent line of the East river shore, fronting the village of Williams- burg. Filed in the clerk's office of the county of Kings, on the 16th day of May, 1835 : Abm. Valentine, clerk. Laws of New York, relating to the city. (B.) REPORT OF PROFESSOR A. D. BACHE. Coast Survey Office, ^ December 8, 1855. \ Gentlemen : 1 have the honor to present to you extracts from my re- port on the progress of the coast survey during the past year, relating to the survey of New York bay and hai'bor, and adjacent shores and waters, made in conformity with your request, and under fluthority of the Presi- dent of the United States and of the Secretary of the Treasury. These extracts show the arrangements made by you in reference to this New York Harbor Commission Beports. 59 important survey, the mode of their execution, and the labors of the vari- ous assistants of the coast survey, who were occupied in this interestino- service. The amount of work executed, up to November 1 st, was as follows : In triangulation — Number of observations 10,397 Series " 1,589 Number of stations occupied 138 Area iu square miles 434 This was executed by Edmund Blunt, Esq., assisted by Lieutenant Augustus H. Seward, U. S. A., Charles P. Bolles, Esq., and John Rock- well, Esq., all assistants in the coast survey. In topography— Extent of shore Une 394 miles. roads 73| " *' shore line of wharves 20 " Area in square miles II35 ' ' This work was executed by Assistants F. H. Gerdes, S. A. Gilbert, A. S. Wadsworth, and A. M. Harrison, of the coast survey. In hydrography — Number of soundings 102,309 *' miles of soundings 2,355 " angles measured 9,443 current stations 37 *' tidal stations 10 This work was executed by Lieutenants Commanding T. A. Craven and Richard Wainwright, U. S. navy, assistants in the coast survey. All these gentlemen united with hearty zeal in the work intrusted to them, cheerfully giving up the usual interval between the two seasons of field work, to which those who come from a laborious service in the south were ju>tly entitled. They deserve the best thanks of the commissioners for their successful efforts, through which the entire work that was desired has been so neai'ly accomplished. I did not venture to promise that all which has been done should be certainly completed this season. It is now plain, however, that but for the stormy character of most of the summer and autumn, the entire shore line and soundings of the bay and depend- encies would have been finished. The papers sent with this, are — 1. A general notice of the field and office work in the survey of New York bay and harbor, undertaken at your request. 2. A more detailed notice of the work of the several parties, under the heads of triangulation, topography, and hydrography, with the statistics of the work. 3. Extracts from the reports of Assistants F. H. Gerdes, S. A. Gilbert, and A. M. Harrison, containing topographical notices of the country em- braced in their surveys. 4. Correspondence of the superintendent of the United States coast 60 New York Harbor Commission Reioorts. survey, with the coaimissioners oa harbor encroachments, in regard to these surveys. 5. Remarks oil the changes in New York harbor and bay, shown by the different surveiys, from 183G to 1854, by the coast survey. The.-e remarks will show the necessity for a complete re-survey of the harbor, in order to t!-ace with precision the important changes produced by tidal currents and other causes in different portions of the bay, and the successive encroachments upon the harbor. Very respectfully, yours, A. D. Bache, Supt. JJ. S. Coast Surve^j. Hon. G. W. Patterson, Preston King, John Vaxderbilt, John L. Talcott, James Bowen, Comers on N. Y. Harbor Encroachments, Resurvey of New York Baij and Harhor and Dependencies, by United States Coast Survey for Commissioners on Harhor Encroachments. In the spring of this year, the commissioners appointed by the gov- ernor, under authority of an act of the legislature of the state of New York, to restrain the encroachments on the harbor of New York, and to report in relation to them, called upon the President of the United States for the services of engineers and surveyors, to assist them in labors which they deemed not only of local but of national importance. They were referred by the President to the coast survey office, and dur- ing my absence in Florida, conferred with the assistant in charge, Capt. Benham of the corps of engineers, and explained their views and wishes. Under the sanction of the President and Secretary of the Treasury, and by request of the commissioners, I subsequently went to New York and arranged for them a resurvey of New York bay and harbor, which should present at once the outline and topograpliy of the immediate shores, and the hydrography of the harbor, the outer bay, and adjacent bays and the East and North rivers, and subsequently gave the whole topography and hydrography of the bay and dependencies, as required by the state law ; the commissioners bearing the expense of the work, and having the ser- vices of the coast survey officers, as volunteers in it, and the use of the vessels, instruments, equipments, and the like. With these arrangements for the field work, were others connected with the preparation of a map of the survey, first in a preliminary form with shore line, characteristic topography of the immediate shores and hydrog- raphy, and finally in a complete form, to show the city and wharves, the adjacent cities, ai;d to extend eastward to the meridian of Throg's point ; westward to that of Perth Amboy, N. J. : on the north to about a mile above Spuyten Duyvil creek on the Hudson ; and to the south to abont the old entrance of Shrewsbury river, which would include the seaward approaches of the bay. A comparative map was prepared of the previous surveys of the coast survev. executed in parts of tlio arbor and approaches New York Harbor Commission Beports. 61 in 1836, 1848, and 1853, and the interest attaching to its result.s deter- mined the commissioners to have the new surveys added to tlie comparison in a similar map. A comparative map of New York city and the south end of Manhattan island, was also directed to be prepared for various periods cliaracteristic in the growth of the city, and from authentic mate- rials accessible to the commissioners in the state and city offices, and in private collections. The arrangements for the field and office work, were submitted by me to the commissioners and approved, and I have kept the operations steadily in view by weekly reports from the field, and half-monthly from the olFice, so as to supply additional facilities or parties to^neet the contingencies of the weather and other circumstances. The asr^istants who have engaged in this survey, whose names will be stated in the notices which follow, have all entered upon it with a heartiness which does them very great credit, and each one has obviously made it a study, that so far as he was con- cerned, the work should succeed, and that the difficult conditions of com- ing up to time, without sacrificing accuracy, should be fulfilled. I sup- posed at first, that but little trianguLition would be necessaiy, and trans- ferred the party of Assistant E'lmund Blunt from the upper part of the Hudson to this work, in consequence of his knowledge of the localities of the signals formerly established by the coast sinwey, but I soon found that all his ability and skill would be required to keep the parties depending upon him for points, at work. The changes in the neighborhood of the city were such, that not only the most of the station points were lost by occupation by buildings and the like, but the lines were interrupted in the same way or by ornamental trees ; hills had been cut down, and radical changes of all sorts had been made, so as to render almost an entirely new triangulation indispensable. This was readily made upon the basis of the lines of the old vrork which could be recovered, but the question being one of time, and the topographical and hydrographic parties not being able to begin their work effectively until numerous new points were determined, Mr. Blunt' s powers were severely taxed. In addition to his former assist- ant, Lieut. A. H. Seward, U. S. A., I detailed Assistant C. P. Bolles to join Mr. Blunt, expecting that he would serve but a few weeks, but instead of this he was obliged to remain in New York from early in July until the beginning of October. Further aid being necessary. Sub- Assistant John Rockwell was next instructed to join Mr. Blunt, and remained with him until the close of the season. The services of these gentlemen will be stated in a more detailed notice of the work from Mr. Blunt's report. Assistant F. H. Gerdes had already last year commenced, and in great part completed, a map of the wharves of the city of New York. This work he was instructed to complete, and to add the city, and the cities of Brooklyn, Jersey City, and Hoboken, and then the topograpliy of the shores of the East river and Hellgate to Throg's point ; of Harlem river, and of the Hudson, to the limits of his former survey of its banks. Assistant R. D. Cutts was instructed to take up the topography of Staten Island and its vicinity up to Jersey City, and on his being relieved to join the commissioners under the treaty relating to the fisheries of the coast. Assistant A. S. Wadsworth was ordered from my party for tliis duty. 62 Neio York Harbor Commission Reports. Assist;int A. M. Harrison took up the topography of Sandy Hook, and of the shores of Shrewsbury river, of Sandy Hook bay and of Karitan bay. Subsequently Assistant S. A. Gilbert was instructed to execute the to- pography from Brooklyn round the shores of the inner and outer bay, of Coney island and Long Island to beyond Rockaway inlet. To Lieut. Com'g T. A. Craven, U. S. N., assistant in the coast survey in the steamer Corwin, and schooner Madison, Lieut. Truxton, was in- trusted the hydrography of the East river, Hellgate, and the sound to Throg's point, of the upper and lower bays, and the approaches from sea, and of Raritan bay. To Lieut. Com'g Richara Wainwright, in the schooner Nautilus, was assigned the hydrography of the Hudson from above Yonkers to the mouth, and on his being furnished by the commissioners with a small steamboat, which very much facilitated his work, that of Newark bay, of Kill Van Kull, and of Arthur KuU sound. The computations of his work were made by Assistant Blunt as fast as the observations were turned in, and the results furnished to the other parties and to the office at Washington. The topographers, as they determined shore line from time to time, traced it and furnished it to the hydrographic parties, and sent it also to the office. The hydrographic work was plotted as it came in by Mr. Balbach, the draughtsman of Lieut. Com'g Craven's party, and by Mr. Strausz, the draughtsman of Lieut. Com'g Wainwright's party. Tracings were sent as the work advanced to the office at Washington. At the office a projection was made for the map by Mr. Boschke, and the results worked in as fast as they were furnished, by him and by Mr. Key. The assistant in charge did his best also, by communicating the wants of the office to the field parties and to me, to obtain the necessary materials in time. The various information which had been determined to be placed on the map was collected, as f^ir as practicable, before the completion of the survey. I was indebted to Captain A. A. Gibson, United States army, for the interest which he showed in this matter, ai.d for the various suggestions which he made to improve the value of the map. The scale of this map had been agreed upon with the commissioners as 1-20000, and besides this a map of the city wharves, and of Brooklyn was to be made upon a scale of 1-5000. On the scale of 1-20000, the commissioners' map will consist of 12 sheets, each 44 inches long by 28 inches wide, and forming, when united, one large sheet, 11 feot in length, and 9 J feet in width. The comparative map of different surveys will be on a scale of 1-20000, and in two large sheets 4 feet by 4 feet. This study is in charge of Mr. Boschke. In August last, I repaired to New York to meet tiie olTicers who had been selected to act as advisers in regard to the engineering and other questions involved in the encroachments on the harbor, and while there communicated with the coast survey parties, giving supplementary instruc- tions, and carefully informing myself of the degree of progress of the several parts of the survey. Neio York Harbor Commission Reports. G3 I proceed to notice the several operations of the parties, drawn from the reports to the 1st of November. Triangulation. — This embraces an area of four hundred and thirty-four square miles, extending over the space already described as included in the limits of the commissioners' map. It has been executed by Assistant Ed- mund Blunt, with the aid of Assistants A. H. Seward, United States army, C. P. Bolles and John Rockwell. Between the 20th of June and the 30th of October, one hundred and thirty eight stations have b^en oc- cupied, and 1,598 series of observations made, consisting of 10,o97 obser- vations. This presents an amount of work almost unprecedented. AVith great practical skill it has been made of the character exactly required, so as to lose no time by aiming at arrangement of triangles, inappropriate to the circumstances of the case. Topography. — The limits of the topographical sheets executed by Assist- ant F. H. Gerdes, are stated in his report, Appendix No. 1. They con- sist of two sheets of the East river, two of the North (Hudson) river, and one of Manhattan island. The statistics of the details are as follows : Sheets. Shore Line. Miles. Shore Line of Wharves. MHes. Koads. Miles. Streets Measured. Miles. Area. Square ^Miles. Remarks. L... 19 4 6 n.... 10 2 10 m.... 8 IV.... 33 i 18 v.... 46 12 23 VL... 1 117 20 65^ The limits of the sheets of Assistant A. M. Harrison are also given in detail in his report, Appendix No. 3, and the general limits of his entire work have been already stated. The areas and extent of shore line were as follows : Sheets. Miles of Shore Line. Eoads. Area. Sheet No. 1 23^ lOi lok 3.^ 1 i 2 3 2i i Total 49 61 2 Interesting particulars in regard to the amount of washing away of the south shore of Raritan bay, are given in Mr. Harrison's report. Mr. « 64 New York Harbor Commission Reports. Harrison was assisted by Mr. P. R. Hawley, and had the use. of the coast survey schooner "John Y. Mason," for transportation. The report of Assistant S. A. Gilbert (Appendix No. 2) shows the following amount of work executed on Long Island, between Gowanus and Hog Island inlet. The amount of details thus far surveyed is as follows : Shore line 178 miles. Eoads 67 " Area 46 square miles. Mr. Gilbert acknowledges the assistance derived from the services of Mr, Malcom Seaton, aid in his party. The plane taljle work of Assistant A. S. Wadsworth, executed between the 10th of August and 1st of November, extended on the New Jersey shore from Jersey City to Constable's point on Staten Island, from the Quarantine to Newark bay, the shores of Newark bay to the mouths of the Passaic and Hackensack rivers. Fifty miles of shore line are com- prised in it. The party is still at work completing the shores of the Great Kills. Hydrography. — In the execution of the hydrography of the East river, and of tlie inner and outer harbors, Lieutenant Commanding T. A. Cra- ven reports the following work done up to November 1st : Area surveyed, square miles 40 Miles of soundings 1,967 Number of angles measured 5, 132 Number of soundings 74,050 Greatest depth of water, fatkoms ... 7 20 Least " " " 1 Tides observed, stations 5 Operations commenced, July 1st. " discontinued, Nov. 10th. Twenty-five current stations were occupied, and full sets of observa- tions made at them. The discovery or development of a shoal in the main ship channel, south of the Narrows and near West Bank, is one of the important results of this resurvey. Official information of this is ex- pected at an early date, and will be published at once. Lieutenant Commanding Craven made some very interesting experi- ments at my suggestion, to test his views of the source of increase of the point of Sandy Hook. These, however, require repetition before drawing positive conclusions from them. Up to the 1st of November, Lieutenant Commanding Wainwright had completed the part of the Hudson river, between Glenwood and Castle Garden, Newark bay, and Kill Van Kull, and Arthur Kull, on Htaten Island sound, to Elizabethport, and expected to complete the work assign- ed to him before the close of the season. The statistics of his work arc as follows : Number of miles of soundings ✓ 388 " angles observed 4,311 casts of the lead 28,259 " current stations occupied 12 tidal 5 New York Harbor Commission Beports. 65 A small steamboat was employed for Lieutenant Commanding Wain- wright, by the commissioners, and served greatly to advance the progress of the hydrography. Report of Assistant F. H. Gerdes. Neav York, October 31, 1855. Sir: I have the honor to report, that the following topographical surveys, as directed by you in the early part of July, 1855, have been completed. 1. East river, from Hellgateto Gowanus bay, including part of Astoria, Ravenswood, Hunter's point, Greenpoint, AVilliams burgh, and Brooklyn, to the wharf opposite Greenwood cemetery. 2. North river, from Jersey city to Gutemberg's wharf, including Jersey city, Pavonia, Hoboken, Washington village. West Hoboken, and parts of Weehawken, and extending westward to the Palisade avenue. 3. North river, from Gutemberg's wharf to Normansville, opposite Tubbyhook, embracing shore and characteristic topography. 4. East river, both sides, from Throg's Neck to the city of New York, with characteristic topography, and in some parts wiili considerable in- terior ; embracing, also. Flushing bay, Riker's and Berrian's islands, the Brothers, and the larger parts of Ward's and Randall's islands, with the improvements thereon since 1850 — also the determination of a series of points for the use of the hydrogrnphic party. 5. Manhattan island, containing an entire new survey of the shores, also of the opposite shore lines of Harlem river, with characteristic topography — and a complete topographical survey of the upper part of the island, which had not been included in the map of 1854. In regard to the survey of Greenpoint, Williamsburgh, Brooklyn, Jersey City, Hoboken, &c., I would remark, that the time allotted for the com- pletion of the harbor map of New York did not admit of a greater ex- tension in the interior. I have included in the respective sheets generally from six to eight blocks deep, and, in some instances, more, and always determined the direction of streets toward the interior In the map of Hellgate, surveyed in 1850, by Henry L. Whiting, Esq., assistant U. S. coast survey, I found it necessary to add many alterations and im- provements, particularly in the city and state government possessions, on Ward's and Randall's islands. I added all that was necessary ; and furthermore, I determined, over the whole extent of Mr. Whiting's survey, a series of points, to be used as sounding points by the hydrographic party. In any other respect, the map of Hellgate was perfectly good, and is one of the finest specimens and handsomest representations of reduction from nature, that I have ever compared in the field. Tiie sheet of p]ast river, from Hellgate to Throg's Neck, I suppose, must appear quite diflTerent from Mr. Renard's survey of 1837 or 1838. There are now large and flourishing villages and manufacturing places, where then only single and scattered farms could be found. Cities, even, are laid out, where he must have found marshes and forests In 1853, I added the improvements and resurveyed parts included in the topogr,.phical coast survey maps above Manhattan island on the Hudson 5 66 New YorJc Harbor Commission Revorts. river ; but I had no points of triangulation, and had to trust to chaining. Lieut. Commanding Wainwright was directed by you to resound the river, from Yonkers downward, for which purpose Assistant Blunt determined a series of trigonometrical points. Tliinking it proper that my survey of 1853, as well as the hydrography of 1855, should have also to be based on this triangulation, I connected the topography up to Yonkers, with Mr. Blunt's points, added at the same time all improvements of my sheets, and corrected the slight deviations. I also furnished, by your direction, to the commissioners on New York harbor encroachments, a map running on East river, from Tenth to Twen- ty-eiglith street, and embracing the blocks between the shore and First avenue, made in a scale of 1-2500 of nature Very respectfully, Your most ob'd't serv't, F. H. Gerdes, Assistant U. S- Coast Survey. Professor A. D. Bache, Supt. TJ. S. Coast Jurvey. Report of Assistant S. A. Gilbert. Flatlands, L. I., N. Y., Nov. 1, 1855. Sir : The following is a report of the progress of the topographical work under my charge in the resurvey of New York harbor and bay. My party was organized on the 25th of August last, but owing to circum- stances out of my control, did not get into active operations until the 1st of September. We then commenced work at Gowanus, near Greenwood cemetery, and ran the east side of the harbor and bay to Hog inlet. These limits include the villages of Fort Hamilton, Bath, Gravesend, Sheephead bay, and Rockaway, and also localities known as Gravesend bay. Coney island, Pelican island. Barren island, Duckbar island, Rockaway beach, and the greater part of Jamaica bay, with the numerous creeks and islands in and around it. The amount of details thus far surveyed is — Shore line 178 miles. Koads 67 " Area 46 sq. miles. I am pleased to be able to report very favorably of my aid, Mr. M, Ssaton, he having been of great assistance to me. Whenever it was practicable we worked with both plane-table and compass at the same time, Mr. Seatou using the compass and chain in the interior, on roads and general details ; his work thus done amounts to six square miles in area, in which there are twenty-five miles of roads, and about ten miles of outline of marsh ; all of which is included in the previous statement. Yours respectfully, Samuel A. Gilbert, Assistant U. S. Coast Survey. Prof. A. D. Baciie, Superintendent U. S. Coast Survey. New York Harbor Oommission Beports. 67 Report of Assistant A. M. Harrison. U. S. Schooner, J. Y. Mason, off Perth Amboy, f Middlesex county, N. J., Oct. 31, 1855. ) Dear Sir : I have the honor of sending you my report of the work ex- ecuted by myself and party durmg the past season My first work consisted in selecting sites and erecting signals for the triangulatioii party. Twenty-one signals were erected on the shores of Raritan bay, seven on Staten Island, and fourteen on the coast of New Jersey, extending from South Amboy to the highlands of Navesink. Careful topographical sketches, measurements, and written descriptions of these stations were forwarded to Assistant E. Blunt, duplicates of which I will send to the office before the close of the season. This having been completed, I commenced my topographical work at Sandy Hook, on sheet No. 1, that being the only sheet containing any de- termined points. Previous to commencing plane-table work, however, searched for six stones erected on Sandy Hook by Sub- Assistant R. M. Bache, under your directions, in 1851, as fixed points of reference, for the purpose of marking definitely the changes which might occur in that re- gion. I succeeded in finding five of them, and placing signals over them, and subsequently determined their positions carefully on the plane-table sheet. The sixth stone, I am convinced, is not lost, and I will endeavor to find it next season ; it has probably been covered with sand by the wind. The latter appears to me to be one of the causes, if not the chief cause of the changes which take place annually at the Hook. My first sheet, No. 1, embraces the survey of Sandy Hook, the adjacent island, and the shoals in the vicinity, which are bare at low water ; and a portion of the highlands of Navesink, running from a third to three quarters of a mile inland. This was inked and forwarded to the office : and on the 26th of September I commenced sheet No. 2, which includes the shore of New Jersey from the Highlands to near the village of Union. On the 19th of October a tracing of this sheet was sent to the office. Since then I have executed the shore line of sheet No. 3, which extends from Union to about a mile up the Raritan river, beyond South Amboy, completing the shore line of the work originally plajiiied for me by your- self for the season. A tracing of the latter will be immediately forwarded to Washington. I now propose to commence the filling in of the interior topography, and continue eastward, until such a time as you may deem it necessary for me to start for the St. John's and St. Mary's rivers. In regard to the changes which have taken place on the Raritan bay shore of New Jersey, since the last survey, the accompanying list of points where I have made examinations will give the amount of washing away which has come under my observation. 830 yards east of Chesnaquack creek 30 feet. At Malayan (or Matavau) point 40 " At Conaskonk point 30 " At Point Comfoi-t 75 " 648 yards west of wharf at Point Monmouth 30 " I have been assi-sted by the aid of the party, Mr. P. R. Haw- ley, in the erection of signals and, toward the end of the season, in plane- 68 New York Harbor Commission Reports. table duties ; and I take this opportunity of speaking of his work as hav- ing been entirely satisfactory, and executed with a hearty good will. . . . Respectfully submitted by, Very respectfully, your obedient servant, A. M. Harrison, Assistant. Prof. A. D. Bache, Superintendent U. S. Coast Survey. Remarks on Surveys made at Different Periods in New York Harbor. NORTH RIVER. Since 1835, the North river has deepened from about Fortieth street southward, on the average nearly one fathom, and the deepest channel-way lies now on the New York side. On the New Jersey side, opposite Long wharf, the rivef has also deepened by some two feet ; but a considerable deposit has been made south of Cunard dock and opposite to Canal dock. EAST RIVER. Between Newtown creek and the navyyard, the bed of East river has changed slightly in the channel- way, but tlie flat opposite Rivington street has extended into the river. A tendency to this effect existed in 1835, and is marked by an isolated spot of sixteen to eighteen feet projecting out into the river. From the navyyard to the Battery the river has deepened somewhat throughout, averaging from three feet to one fathom, without change in the course of the deepest channel-way. The water front at Brooklyn and Williamsburgh having been much im- proved since the last survey, the shore line is for the present left in pencil. The shoal at the head of Buttermilk channel has been diminishing since 1835 in size, but the spot of least depth has shoaled from thirteen to twelve feet, and evidently ch.anges in position and often in size, but has always left to the east and west of its channels of uniform depth and width. There seems to be at present a tendency to shoaling off the wharves be- tween South and Atlantic dock ferries on the Brooklyn side. The spit from Castle Garden off the Battery to pier No. 6 is increasing, and there are now two twelve-foot spots extending into the river. Between 1835 and 1848 Buttermilk channel increased in depth, but the shoal spots have gained on both sides of the channel, the water having shoaled from twelve to seven feet and from twelve to ten feet. JERSEY FLATS. A comparison between 1835 and 1853 shows a decrease of water gene- rally over the Jersey flats, with a tendency toward an even depth of six feet water in nearly a straight line from Ellis' island to Robbins' reef lighthouse. FROM THE NARROWS TO NAVESINK LIGHTS. SHEET NO. II. The fourteen-foot channel and its bar have undergone scarcely any change in depth, but the channel has been encroached upon in mdth somewhat. New York Harhor Commission Reports. 69 The flat which separates it from East channel has kept its original shape, but is steadily shoaling. East channel may be considered as improving in general depth, although in the survey of 1848 several small spots of eighteen and sixteen feet occur. The sa'me survey shows that the bar of 18o5, carrying nineteen feet, had randed up to seventeen feet, a small spot of that depth having so increased as to make the bar of 1848 about half a mile in width. The survey of 1853, however, shows the channel and bar improved, giving the latter eighteen feet cf water and a width of about an eighth of a mile. The main body of the flats between East channel and Swash channel seems to have retained its shape, but the general depth is increasing. On this occurs the Dry Romer shoal, which follows the same tendency. It is gradually washing away, and at present covers scarcely a fourth of the area shown in 1835. Swash channel is constantly changing, especially on the southern side where eighteen-f'oot lumps are very frequent. The survey of 1853 shows a considerable improvement in this channel, with free access, four fath- oms water and a width of a quarter of a mile; but the survey cannot be regarded as sufficiently detailed to render it certain that no obstructions whatever exist in the channel entrance. The flat between Swash channel and Main ship-channel has changed very little in area, but the shoalest portions, as Flynn's knoll, &c., are diminishing in size, and have improved in depth from one to two feet. I'hlse Hook channel deepened between 1835 and 1848 opposite to Sandy Hook light and the bulkhead due east of East beacoa has been washed away, but in place of it a spit has formed north of Sandy Hook, projec- ting into the main ship-channel. The southern part of this channel has in some places shoaled, and the large flat east of the channel, consisting in 1835 of three distinct eighteen-foot shoals, sanded up previous to 1848, and then constituted a continuous shoal of that depth. NEW YORK BAR. Gedneijs channel which, in 1835, had a channel- way of three and three fourths fathoms, sanded up so as to show in 1848 a very narrow bar with three and a half fathoms. In 1835, this bar is shown as shifted to the east, without, however, any alteration in depth (three and a half fathoms), but with a tendency to iucreast in width. North channel had, in 1835, several knolls of three and a half fathom?, but the survey of 1848 shows a bar a mile in width, and in occasional spots as little as three and one fourth fathoms water. The survey of 1853 exhibits a considerable improvement in this channel, but its apparent ten- dency to deepen to four fathoms could be determined only by a minute re- survey. Its direction seems to be due east of a point half a mile nortli of Sandy Hook east beacon. Soatli channel in 1835 carried on its bar three and a half fathoms. The survey in 1848 shows obstructions of eighteen-foot spots ; and, though that of 1853 represents it as improved, one spot of sixteen feet occurs in the channel- way. 70 New York Harbor Commission Reports, Documents relating to Survey of New York Bay and Harbor and Dependencies^ for the Commissioners on Harbor Encroachments Harbor Commissioners' Office, \ 30 Broadway, N. Y., June 23, 1855. | Dear Sir : I am requested by the commissioners on harbor encroach- ments, to transmit you a copy of a preamble and resolution adopted by them, which you will please find enclosed. Very respectfully, your obeaient servant, G. H. BOUGHTON, Prof. A. D. Bache. Secretary. Office of Commissioners on Harbor Encroachments, | 30 Broadway, N. Y., June 20, 1855. } Whereas, the President of the United States, on the application of this commission, has authorized Prof. Bache to grant such assistance in the survey of the harbor of New York as may be consistent with the general progress of the coast survey ; and Whereas, Prof. Bache has expressed his readiness to comply with the desire of the members of this commission, and to furnish a sufficient num- ber of engineers, together with the necessary implements and appliances to make the surveys and examinations contemplated by the law creating the commission, and to superintend and direct the same ; therefore, Resolved, That Professor Bache be and he is hereby respectfully re- quested, to detail as soon as may be, such officers and engineers, as he may deem necessary to make, under his superintendence, accurate surveys of the shores of the harbor of New York ; to take such soundings in the said harbor, and observations of the currents tlierein, as will enable the com- mission to present to the legislature an accurate map of the harbor of New York and the adjacent lands, in accordance with the requirements of the act of March 30, 1855, chapter 121. I certify the foregoing to be a correct copy of a preamble and resolutions passed by the commissioners on harbor encroachments. G. H. Boughton, Secretary Irving House, New York, ) June 23, 1855. ) . Dear Sir : I have to acknowledge the receipt of your note, enclosing the preamble and resolutions of the committee on harbor encroachments, requesting me to make an arrangement for a survey of the harbor of New York, and the adjacent lands, by parties of the coast survey, under authority given by the President of the United States and Secretary of the Treasury. In compliance with the request of the commissioners, I have already commenced the necessary arrangements by the detail of officers and the as- signment of vessels and other appliances for the survey, and will complete all the preliminaries in the course of next week. I siiall endeavor so to arrange the work, as to complete the shore line and most essential hydrography by next November, so that it may be accu- New York Harbor Commission Reports. 7L rately mapped in the office, presenting, also, if practicable, in time for your report to the legislature, next winter, the topography of the immediate shores. Should tlie commissioners desire special arrangements in regard to any part of the details of the work, I will be obliged by their communicating their wishes to me, that I may give the necessary directions to the several parties. As soon as the necessary arrangements are completed, I will report them to the commissioners. Very respectfully yours, A. D. Baciie, Supt. U. S. a Survey. G. H. BouGHTON, Esq , Sec'y Commrs. Harh. Encroach'' ts, ^c. July 9, 1855. At a meeting of the commissioners on harbor encroachments, Professor Bache made the following report of his arrangements, under the resolutions of the commissioners of June 20, of which he asks the approval of the commissioners : 1. A triangulation party is at work, under charge of Edmund Blunt, Esq., assistant U. S. coast survey, assisted by C. V. Bolles, Esq., and Lieutenant Seward, U. S. A , assistants coast survey. This party has been rendered necessary by the obliteration of many of the points formerly determined by the survey in the progress of improve- ment, axid by other circumstances of a similar kind. The party has been drawn from the upper part of the Hudson, and merely the extra expenses will be charged to the commissioners. 2. A plane table party, under the charge of F. H. Gerdes, Esq., as- sistant U. S. coast survey, will be engaged in New York city, Brooklyn, Jersey City, and in the East river and Long Island sound to Throg's Neck. This party was already provided for : and only its extra expenses will be chargeable to the commissioners. 3. A plane table party, under the charge of Richard D. Cutts, Esq., assistant U. S. coast survey, which will work on Staten Island and the adjacent shores. 4. A plane table party, under the charge of A. M. Harrison, Esq., as- sistant United States coast survey, which will work at Sandy Hook and the vicinity, and on the north side of Raritan bay. 5. A hydrographic party, under the command of Lieutenant Command- ing T. A. Craven, U. S A., assistant United States coast survey, having the steamer Corwin and schooner Madison for the use of the party, which will survey the East river. Long Island sound to Throg's Neck, the upper and lower bays, and approaches. 6. A second hydrographic party, under the command of Lieut, Com- manding Richard Wainwriglit, U. S N., assistant United States coast survey, having the schooner Nautilus for the use of the party, which will survey the Hudson, from Yonkers to the city, inclusive, and Harlem river. This party has been withdrawn from the upper part of the Hudson, and only the extra expenses are chargeable to the commissioners. 72 Neiu York Harbor Commission Reports-. 7. Should it prove, by the luiddle of August, that th.e progress is not as rapid as is now expected, other parties may be added if desired. 8. The foregoing parties, officered from the coast survey, are all fur- nished with the vessels needed, instruments and other appliances ; and merely the contingent expenses, and such extra expenses as may be in- curred by the officers, will be charged to the commissioners. 9. To keep the execution of the map as nearly up with the field work as pot%sible, the hydrographic draughtsman of Lieut. Commanding Craven will work in New York in the office of the commissioners. The plane table and hydrographic sheets will be sent to Washington as early as practicable, and will be compiled there into a map, on the scale and with the limits of that presented in project to the commissioners, on the 6th of July (marked A, with one or two miles additional on the north side). 10: To have a copy of the comparative map, with the addition of the survey of 1855, prepared for the commissioners in the office of the coast survey. 11. To have a comparative map of the city wharves and exterior line, from surveys at different periods, prepared in the office of the commission- ers, by the draughtsman of Lieutenant Craven's party, 12. The accounts for the expenditure of this work will be rendered monthly. The detailed accounts- will go to the ofhce of the disbursing agent of the coast f^urvey, who will prepare them for examination of the superintendent, and an abstract for his signature, approval and certificate; which abstract, with the signature of the disbursing agent and superin- tendent, will be sent to the commissioners in duplicate. 13. These arrangements are intended to furnish the hydrograpliy, shore line, and at least the characteristic topography of the adjacent lands, of the harbor and bay and the dependencies generally, by the 1st of Novem- ber to the 1st of December next ; and a preliminary map, which may be presented to the legislature before the second Tuesday in January, leaving the completion of the topography in the interior, and such parts of the de- pendencies as cannot be reached, and the complete map, to another season. July 9, 1855. At a meeting of the commissioners on harbor encroachments, the fol- lowing resolution was adopted : Resolved, That the report of Professor Bache, this day submitted to the commission, on the arrangement and duties of the several parties detailed by him for the survey of the harbor, be, and is hereby sanctioned and ap- proved. G. H, BOUGHTON, Harbor Commissioners' Office, I Secretary. New York, July 9, 1855. ) MoNj)AY, July 9, 1855. At a meeting of the commissioners on harbor encroachments, held at their office, Professor Bache having stated to the comrait^sioners, that he desired that Genl. Totten, Commander Davis and Capt. Benham, might be appointed with him, in the consideration of an exterior line for the Neiu York Harbor Commission Reports. 73 harbor of New York, and matters relation thereto, Mr. Bowen offered the following resolutions, which were adopted : Resolved, That this commission, in compliance with the request of Prof. Bache, do hereby respectfully request Genl. Joseph G. Totten, Comman- der C. II. Davis, and Capt. H. W. Benham, to meet Prof. Bache at such period of time as he may determine, and as will be convenient to them- selves, for the purpose of consulting on a proper water line for the harbor of New York. Reaolved, That a copy of the foregoing resolution be sent to Prof. Bache, and that he be requested to communicate the wishes of this commission to the gentlemen therein named. I certify tlie foregoing to be a correct extract from the minutes of the proceedings of the commissioners. Harbok Com31issioxeks' Office, ) G. 11. Boughton, New York, July 9, 1855. ) Secretary. Boston, July 11, 1855. Dear Sir : The project for the commissioners' map on a scale of 1-20000 having been communicated to them met their approval. It is desired to have from one to two miles extension on the north side of the maps, so as to embrace improvements on main, north of Spuyten Duyvil Gut. With this change the map will be executed. Please have the projection prepared at once, and arrangements made to put the work in as received. Constant communication should bo kept up with the parties and with me, in reference to the map, to insure its being kept up with the field Avork and work afloat. One of the best draughtsman, capable of execution work like that of the Boston liarbor, state and city maps, should be put on this map. It must be drawn on backed paper, or some arrangements be made for backing. These details and those of drawing should be carefully matured, and a memorandum be made of them and sent to me. The scale of shades must be studiously followed. It is expected that the field work will all be complete, as far as shore line and characteristic topography of shores are concerned, by Nov. 15th, and the latest day for completing the map is January 10. Should it turn out that existing plane table sheets may be used in furnishing topographi- cal details to any extent, topography of as much of the interior as can be prepared will be mapped. In mapping, care must be taken to work on a uniform system as to the belt of topography to be represented, so that the map may not present a bad fringe at one part and a large space of interior at another, marring its symmetry. The direction and daily supervision and pushing forward of this work, should be assigned to one person; who should be made fully aware of the responsibility in regard to time and execution. Mr. Balbach is making a small copy of the project, after which he will return to the project in the large size to the office. If not soon received, please request that it be forwarded. Please report half monthly the progress made. Yours, respectfully, Capt. W. H. Benham, A. D. Bache, Assistant in charge C. S. Office. Superintendent. 74 New York Harbor Commission Bej)orts. (C.) HARBOR EXPENSES AT THE VARIOUS PORTS. Actual Expenses incurred on a Ship of 991 tons, entering and clearing fi Port of London. ''rom the Tonnage dues £3 2 8 Pilotage in 28 19 9 Towing 21 Watermen 2 10 Tonnage dues out 3 2 8 Trinity lights 34 15 8 Channel do 3 6 6 Pilotage out 32 10 6 Custom-house £2 2 Towing out : 38 Watermen 2 Dock charges 70 9 Water 6 £247 18 9 Equal to $1,335 00 Actual Expenses on a Ship of 891 ions, entering and clearing from the Port of Liverpool. Pilotage into port £33 18 Do. out of port 30 13 Tonnage duties inward 3 2 8 Do, do. outward 3 2 8 Towing, inward 34 Do, outward 40 Watermen, in and out 4 10 Trinity and channel lights , . £38 2 11 Dock charges, 9d per ton , . . 37 10 Rent 4 3 6 Watching, lights, &c 1 12 10 £230 12 7 Equal to $1,150 00 The proportionate charge on a ship 0x1,000 tons $1,300 00 Expenses actually incurred on a Ship of 991 tons, entering and clearing from the Port of Havre. Surveys on the cargo francs 50, 25 Board of Health 148,65 Pilotage in 412.35 Help boat in 12.00 Haulers into dock 34. 80 Bridgmen 7.20 Custom-house duties (in lieu of dock charges, &c, ). 5, 773. 10 Permit .55 PHotage 130.80 Help boat out francs 12.00 Haulers out 22.20 Stamps 12,00 Signal fee 5,00 Consular fee 63.00 francs 6,683,90 Equal to $1,336 00 Expenses incurred on a Vessel of 200 tons, entering and clearing from Antwerp. Pilotage from sea to Flush- ing francs 102,00 Pilotage from Flushing to Antwerp 99.47 Pilotage from Antwerp to Flushing 68.00 Pilotage from Flushing to sea 33,86 3.00 4.24 25,00 15.00 30.00 6.35 Bill of measurement francs 18.50 Hooking the vessel Moving in and out of dock. Sea protest Tribunal of commerce Surveyor's fees Quay duty Tonnage duty Dock duty Custom-house seals Cooking-house duty BaUast Waterschout Custom-house certificates. Brokerage TowTi dues, light dues, &c. 443.48 86.00 15.00 6.00 135.00 14.00 34,00 150.00 60.00 francs 1,348.90 Equal to $250 00 The proportionate charges on a ship of 1,000 tons, would be. , . $1,250 00 New York Harbor Commission Reports. 75 Actiial Expenses of a Ship of 610 tons measurement^ entering^ discharging^ reloading and clearing at Amsterdam Expenses at New Diep. Harbor dues fc. 18.80 Seals 5.80 Branch pilot 131.70 Steamboat 110.30 Ligbt money 11-06 Brokerage at New Diep 34. 25 fc. 311.91 Expenses up the Canal. Canal dues and canal pilot. . . fc. 444. 78 Boat assistance in New Diep. 30. 00 Horse-hire for towing up . . . 292.00 Pilotage 14.00 Boat assistance up the canal 18.00 fc. 798.78 Expenses in Amsterdam. Pilot from canal to dock. ... fc. 12. 00 Custom-house expenses for entering : Permit to discharge fc. 1.50 Inward tonnage dues 349. 03 Dock and harbor dues 79.83 Measuring the ship . 25. 32 Light money 109.65 Petties 25.87 Custom-house broker's commission 20. 00 611.20 Steamtug , 40.00 Laborage for discharging cargo 180.00 Water tax Extra pay to custom-house officers Consular fees Laborage for loading cargo. Boat attendance in Amster- dam Bridge dues Steamboat over the river. . . Pilotage Custom-house expenses for clearing : Outward tonnage dues fc. 349.03 Light money 44.46 Petties 30.20 Custom-house brok- er's commission . . 10.00 17.50 41.50 30.00 279.00 36.00 1.00 40.00 14.00 Commission for doing ship's business 433.69 50.00 fc. 1,785.89 Expenses down the Canal and at New Diep. Canal dues and permits fc. 300.45 Horse hire down 207.20 Boat attendance in the canal 29. 00 Harbor dues in New Diep . . 18.30 Steamboat to sea 90. 25 Pilotage to sea 74. 10 fc. 719.30 RECAPITULATION. Expenses at New Diep fc. 311.91 Expenses Tip the canal 798. 78 Expenses in Amsterdam 1,785.89 Expenses down the canal and at New Diep 719. 30 fc. 3,615.88 Proportionate charges on a ship of 1,000 tons, exclusive of charges for unloading and loading $2,100 76 New York Harbor Commission Beports. Port Charges actually incurred on a Ship at Cronstadt and Elsinore, tonnage^ 07 G tons. Provision notice and stamped paper s. r. 3.00 Postage of declaration and stamp 5.82 Expenses concerning sound pass and bill of health, in- ward 3.00 Petty harbor and other ex- penses 21.39 Commission of agent 117.10 Certificate for ship's papers . . 5.60 Clearing crafts and passes. . . 10.00 Notary for sea protest 18.20 Document of survey 8. 05 Expenses clearing ship at mole head 9.15 Use of the cook-house 11.71 Gratuity to custom-house offi- cers 3.00 Gratuity to stevedore 4. 50 Passage to St. Petersburgh ... 4. 50 Boat-hire 6.00 Steamboat for towing ship to mole 20.00 Pass to St. Petersburg 1.50 Dunnage for cargo 168.20 Stevedore for discharging and loading cargo, , 432.20 Captain's board 122.71 Steamboat for towing to guard ship 25.00 s. r. 1,000.63 Equal to §750 48 At Elsinore : Inward — Boat hire rbe. 12.48 Pilotage over the grounds 22.78 Boat-hire.- 26.08 Outward — Pilotage through the grounds 36.68 Consul's fees 20.12 rbe. 118.14= S66 16 $816 64 Baltic pilotage 100 00 $916 64 Leghorn. The tonnage and harbor charges of this port are very light, the expenses to which a vessel is subject being nearly limited to consular fees. But the commerce of this port is severely taxed by the necessity, from the shallow- ness of the harbor, of discharging cargoes by lighters, and from the rigor- ous quarantine of all vessels, whether from healthy or sickly ports. If from a sickly port all the goods on board subject to purification, which includes all articles of cotton, wool, silk, hemp, flax, hides, leather or paper, or articles of which the package is formed of any of those articles, are transported to the Lazaretto, where every package is opened and un- dergoes a purification of from twenty to forty days from the opening of the package. The expenses of repacking the goods to be transported to the warehouses in the city is a charge upon the goods, separate from the Lazaretto duties The quarantine on vessels having clean bills of health, and not coming from suspected places, is generally limited to from fifteen to twenty days, but the goods that are liable to contagion must be trans- ported to the Lazaretto. The expenses consequent upon this adhesion to the regulations of quar- antine, are very serious. The lighterage and packing charges alone, of a cargo of 1,000 tons, would amount to upward of two thousand dollars. New York Harbor Commission Reports. 77 Expenses of entering and clearing a Ship of 1000 tons^ at the Port of New York. Pilotage inward on 18 feet at $3 $54 00 If boarded outside and out of sight of Sandy Hook light one fourth additional 14 50 $68 50 Pilotage outward 54 00 Wharfage, 25 days : 12 days inside berth, $3 $36 00 13 days outside " $1 50 19 50 55 50 Custom-house fees 5 50 Harbormasters 15 00 Health officers 6 50 Hospital, United States and State 30 50 Clearance at Custom-house 5 50 $230 50 Amsterdam, August 29, 1855. By a recent act of the legislature of this kingdom, which will come into operation the 1st January, 1856, the tonnage-dues hitherto charged on all vessels visiting our seaports, have been repealed. As this liberal measure must have a decided influence upon the condi- tions whereupon ship-owners may feel inclined to accept a freight for our ports, we deem it advisable that a full publicity be given to it in your country, and will thank you for using your endeavors to the attainment of this object. In order to enable you to judge of the bearings of the new act, we beg to state that the now repealed duty, which was introduced by an act of the 26th August, 1824, was charged to an amount of 45 c. D. C. per ton on every vessel cleared inward, and to the same amount on every vessel cleared outward. During the first time after its introduction, this payment was increased to twice the amount for vessels belonging to foreign powers, by whom higher or other duties were levied upon Dutch vessels than upon their own. At the reform of our navigation laws, by act of the 8th August, 1850, the tonnage-dues lost their discriminating character. As, however, they were only to be paid at the first inward and outward clearance every year, a decided advantage was still left to national vessels, many of which, en- tering our ports several times in the same year, got rid of all payment at their second and subsequent voyages. The repeal of this duty may therefore be considered, not omy as a general benefit to trade and navigation, but aleo as a special boon to foreign ship- ping. As such it belongs to the series of measures, whereby in the last years the protection formerly granted to the national shipping interest has been gradually withdrawn. As to the material results of the new act, they will be best explained by putting the case of a vessel of a determinate capacity, viz. : 750 tons, loading 2,000 bales of cotton. For such a vessel the tonnage-dues amoimted to f.381,375^ or half at its inward and to the same figure at its oiitward clearance. By their repeal the ship-owner escapes an expense of f.762.75, or upward of S300. At the same time it deserves to be noticed that by the present reduction, 78 New York Harbor Commission Reports. the general 'shipping-costs at the Dutch ports (including the dues and other costs at the passing of the canals) are brought all but on a level with the London and Liverpool costs whereas, compared with Antwerp, where the tonnage-dues, introduced during the union of the two kingdoms, remain still unchanged, the scales are turned decidedly in our favor. This simple statement will be sufficient to refute exaggerated complaints about the expenses incurred at our seaports. It was under this convic- tion that we took the liberty to address you on the subject, and will feel obliged, if you will make such use of this communication, as you may deem best adapted to promote the direct intercourse between both countries. The Netherland Trading Company. De Clercq, Secretary. De Monchy, President, ENTRANCES AND CLEARANCES AT PORT OF NEW YORK. Year. ENTERED. CLEARED. United states Foreign Total. United States Foreign Total. Tonnage. Tonnage. Tonnage. Tonnage. 1 eoi 155,723 16,240 171,963 143,741 10,731 154,472 1 QOO 203,082i 27,7071 226, 79O4 158,9704 21,2521 180,223 1 QOQ lo^o . . . 204,308 22,481 226,789^ 196,1891 21,013 217,202^ 1824... 236,0801 16,689 252,7691 218,480^ 15,4501 233,9314 1825... 259,5241 20,655i 280, 179^ 245,512 17,9181 263,4301 1826... 246,174i 28,8221 274,997 213,2341 19,231i 232,466 1827... 255,276 37,596i 292,872 223,2244 33,339 256,563i 1828... 236, 308 i 39,368^ 275,677 207,124 41,143^ 248,267i 1829... 255,6911 25,8201 281,512 200,7671 25, 433 i 226,2014 1830... 280,918 33,7971 314,7151 209, 598 33,6864 243,285 1831 .. 274,2371 62,772 337,009i 234,4694 59,7664 294,235^ 1832... 295,293i 106,425 401,7184 430,918^ 221,686* 94,433^ 316,1204 1833 .. 320, 083^ 110,835 239,4154 102,1124 341,527i 1834. .. 352,2251 92,679i 444,9041 235,768 90,1085 325,8765 1835... 373,465 90,999 464,464 289,5511 80,0384 369,590 1836. .. 407,0951 149,6341 556,730 271,746^ 133,2114 404,9571 1837... 368,0111 171, 360^^ 539,3724 248,7864 157,1734 405,959i 1838 . . . 377,5631 91,3261 468, 890 i 268,8874 87,767 356,6544 1839... 422,349^ 142,9851 565,3354 331,590 132,7574 464,3474 1840. . 409,458 118,136 527,594 275,3934 117,204 392,5974 1841 .. 423,9524 125,073i 549,0251 296,843 110,4821 407,325i 1842 .. 406,623i 148,6911 555, 315 i 300,738 151,loU 451,889i 1843 .. 385,1241 106, 370^ 491,4941 301.6771 96,449 398,1261 1844... 438,0741 155,2981 593,373 380,0931 155,678 535,771 1845... 472,4911 140,858^^ 613,350 377,1634 140,2224 517,385i- 1846 .. 496,761 185,404 682,165 436,1874 173,4191 609,607i 1847... 605,4821 333,537 939,0195 500,608 322 6334 823.2414 1848... 657,7941 367,3211 1,025,1164 535,5084 326,0011 861,510 1849... 734,008* 414,096 1,148,1041 542,190^ 384,885^ 927,076 1850... 807,580^ 441,756 1,249,337 705,162 407,054 1 1,112,216 1851 . . . 1,144,485 479,567i 1,624,0524 826, 690 4 ' 407,5441 1 1,234,2351 1852 . . . 1,231,951 478,037 1,709,988 829,018 426,797 1,355,815 1853 . . . l,321,674i 491,5805 1,813.255 1,050, 608i 470,3641 1,520,9734 1854 .. 1.412,278.^ 477,034^ 1,919,3134 1,082,799:1 445,305 1,528,1041 New York Harbor Commission Beports. 79 (E.) REGISTERED AND ENROLLED TONNAGE OF THE PORT OF NEW YORK. YEAR. KEGISTEEED ENEOIiLED. TOTAIj. YEAH. EEGISTERED 1 ENROT.TiED. TOTAL. 1824.. 128,702 134,443 263,145 1840.. 184,542 244,774 429,316 1825. . 136,384 144,210 280,594 1841 . . 196,217 234,634 430,851 1826. . 138,535 152,593 291,128 1842.. 193,911 247,023 440,934 1827.. 133,403 165,542 298,945 1843. . 202,556 256,165 468,721 1828.. 128,285 172,082 300,367 1844.. 208,536 265,334 473,870 1829.. 130,667 183.858 314,535 1845.. 217,089 288,187 505,276 1830. . 92,361 167,922 260,283 1846.. 229,551 302,962 532,513 1831.. 108,174 160,243 268,417 1847.. 254,541 337,381 591,922 1832 . 115,395 162,419 278,814 1848.. 303,360 366,001 669,361 1833.. 133,782 179,164 312,946 1849.. 337,056 383,216 720,272 1834.. 146,152 188,567 334,719 1850. . 388,438 391,380 779,818 1835.. 162,874 196,483 359,357 1851 . . 442,521 418,938 861,469 1836.. 163,323 203,909 367,232 1852.. 496,507 445,674 942,181 1837.. 169,050 216,351 385,401 1853.. 602,012 485,398 1,087,410 1838.. 159,266 227,982 387,248 1854.. 643,140 528,125 1,171,265 1839.. 172,019 237,631 419,650 (F.) TONNAGE OF CANAL BOATS. Number of Canal Boats, and their Tonnage, at the Port of New York, for the year 1855. 1855. May . . Number of canal boats Tonnage from Champlain canal. " Erie canal June. July. Aug. , Sept. , Number of boats Tonnage from Erie canal " " Champlain canal. Number of boats , Tonnage from Erie canal " " Champlain canal Number of boats Tonnage from Erie canal " " Champlain canal. Number of boats Tonnage from Erie canal *' " Champlain canal 398 660 607 683 789 6,742 31,642 61,752 4,400 52,603 3,143 60,751 5,458 65,226 7,359 38,384 66,152 55,746 66,209 72,585 80 New Yorh Harbor Commission Reports. 1855. Average tonnage of each boat 95. 34. Boats in port, Oct. 1, 1855 Tonnage of ditto Boats wintered in New York, 1854 and 1855, and tonnage of each boat (average 95. 34) Number of boats arrived Number of boats arrived Number of boats arrived Number of boats now laid up in New York harbor 186 TONNAGE. 17,534 400 38,420 1,000 103,700 800 85,600 450 47,928 760 74,000 (G.) GRANTS OF LAND UNDER WATER, &c. Grants of land made to the city of New York under Charters from the Crown of England^ and by the Legislature, and Acts fixing Exterior Lines of the City ; also, the Powers of the Commissioners of the Land Office to make Grants of Land under Water. Dongan^s Charter. — Grant of w aste and unappropriated lands. Cornburifs Charter. — Grant of land between high and low water mark on the shore of Long Island. Montgomerie's Charter. — Grant of four hundred feet under water on North and East rivers. Laws of 1807. — Grant of four hundred feet under water on North and East rivers. Laws of 1826. — Grant of four hundred feet under water on North and East rivers. Laws of 1826. — Prescribing Tompkins street ag an exterior line. Laws of 1828. — Prescribing West street as an exterior line. Laws of 1830. — In relation to West street. Laws of 1835. — Granting to the corponition of New York discretionary power to fix an exterior line in place of Tompkins street. Laivs of 1837. — Prescribing Tldrteenth avenue as an exterior line, and granting land under water. Laws of 1846. — Extending Eleventh avenue, and fixing the rates at which lands under water shall be sold. Ljaws of 1852. — Authorizing the corporation of , New Y'ork to lay out an exterior street on the Harlem river. Rcvlml Statutes. — Powers of commissioners of the land office to make grants of land under water. New York Harbor Commission liejjorts. 81 DongavbS Charter, 1680. George the Second, &e. To all whom these present letters shall come, greeting : Whereas, on the twenty-second day of April, in the year of our Lord 1686, Thomas Djngan, the lieutenant governor and vice-admiral of New York and its dependencies, under our predecessor James the Second, then king of England, &c., did make and execute a certain grant or instrument in writing under the seal of the province of New York, in these words following : Th )M \s DoxGAN, lieutenant governor, (j'C. To all whom this shall come, sendeth gfeeting: Whereas, the city of New York is an ancient city, with- in the said province, &c., know ye therefore, that I, the said Thomas Dongan, by virtue of the commission and authority unto me given, &c. Sec. 3. And I do by these presents give and grant unto the said mayor, aldermen and commonalty of the said city of New York, all the waste, vacant, unpatented and unappropriated lands lying and being within the said city of New York and on Manhattan's island aforesaid, extending and reaching to the low-water mark in, by and through all parts of the said city of New Y^ork and Manhattan's island aforesaid, together with all rivers, rivulets, coves, creeks, ponds, waters, and water-courses, in the said ( ity and island, or either of them, not heretofore given or granted by any of the former governors, lieutenants, or commanders-in-chief, under their or some of their hands and seals or seal of the province, or by any of the former mayors or deputy mayors and aldermen of the said city of New York, to some respective person or persons, late inhabitants of the said city of New York or Manhattan's island, or of other parts of the said province. Sec. 14. And also, I do by these presents, for and on behalf of his most sacred majesty aforesaid, his heirs and successors, grant to the mayor, aldermen and commonalty of the said city, that they and their successors and assigns shall and may, at any time or times hereafter, when it to them shall seem fit and convenient, t;ike in, fill in and make up, and lay out, all and singular the lands and grounds in and about the said city and Island Manhattan's and the same to build upon or make use of, in any other manner or way as to them shall seem fit, as far into the rivers thereof, and that encompass the same at low- water mark aforesaid. In witness, &c., 27th April, 1686. Thomas Dongan. Cornhuri/s Charter, 17 08. And whereas, our late royal predecessor, Queen Anne, by her letters patent under the broad seal of the province of New York, made bearing date the nijieteenth day of April, in the seventh year of her reign, did grant, ratify, and confirm, unto the then mayor, aldermen and commonalty of the city of New York, and to their successors and assigns, in these words following, to wit: Anne, by the gi-ace of God, of England, S^'ot- land, France and Ireland, Queen, &c. To all whom these presents may in any >yise concern, sendeth greeting: whereas, the mayor, &(•., of the city of New Y''ork, by their petition to our right trusty and we!l-be!ov^d 82 New York Harbor Commission Re^jorts. cousin, Edward Viscount Cornbury, our captain-general and governor-in- cliief in and over our province of New York, &c., preferred in council; therein setting forth tliat they have a right and interest under divers an- cient charters, &c. Know ye, that of our especial grace, certain know- ledge and meer motion, we have given, granted, ratified, and confirmed, ami in and by these presents, for us, our heirs and successors, we do give, grant, ratify, and confirtn, unto the said mayor, &c., of the city of New York, and to their succe3sors and assigns, all that the said ferry called the Old ferry, on both sides of the East river, for the transportation of passengers, goods, horses, and cattle, over the said river, to and from the said city and island as the same is now used, held and enjoyed by the said mayor, &c., of tlic city of New York, or their under-tenant or under-tenants, &c. : and also all that, the aforesaid vacant and unappropriated ground lying and being on the said Nassau island (alias Long island) trom high- water mark to low- water mark aforesaid, contiguous and fronting the said city of New York, from the aforesaid place called the Wall-about to Red Hook afores iid ; tliat is to sa?/, from the east side of the Wall-about opposite the new dwelling-house of James Bobine, to the west side of the Red Hook, commonly called the fishing place. Witness our right trusty, &c., Edward Viscount Cornbury, captain- genend and governor-in-chief, &c., the nineteenth day of April, in the seventh year of our reign, 1708. Montgomerie's Charter^ 1730. And whereas, our well-beloved subjects, the mayor, &c., of our said city of New York, by their humble petition, presented to our trusty and well-beloved John Montgomerie, Esq., our captain-general and governor- in-chief of our provinces of New York and New Jersey. &c., in council reciting, &c. Wherefore know ye, that we, of our especial grace, certain knowledge, and meer motion, give, grant, ratify, and confirm, unto the said mayor, aldermen and commonalty of the city of New York, and to their succes- sors for ever, all that space of ground and soil of Hudson's river now ly- ing and being under the water of the same river, to begin at a certain place near high-water mark, at the south end of a piece of upland, which lies between the said river and a piece of meadow ground or marsh, being the first piece of meadow ground or marsh near Hudson's river, to the southward of Greenwich, and from whence the above-named run of water, called Bestaver's killitie ot rivulet, runs into Hudson's river, from which place of beginning to extend or run to the south side of the street which runs from the parade before our fort in New York to Hudson's river, south, eighteen degrees thirty minutes west, on a straight line — the dis- tance being one hundred and twenty-five chains — from which line to run a perpendicular breadth of, and to comprehend four hundred feet from low-water mark, into Hudson's river, the same containing eighty-two acres and one half acre, or thereabout. And also, all that space of ground and sod of the East river, from the north side of Corlaer's Hook to White- hall, beginning at two large stones set on the south side of a small creek, in a marsh, on the north side of Corlaer's Hook ; from whence to the New York Harbor Commission Reports. 83 eastermost point of Corlacr's PIoT)k, the distance on a straight line run- ning south fifteen degrees thirty minutes east, is forty chains and two rods ; from thence to Wliitehall, on a straight lino, running south seventy eight degrees thirty minutes west, the distance is one hundred and fifty- two chain?, from which two lines to run a perpendicular breadth of, and to comprehend four hundred feet from low-water mark into the E;,st river, the same containing one hundred and twenty-sevcm acres or there- abouts ; together ^^ i;h all and singular the benefits, liberties, privileges, ways, water ca;i s.>^, casements, wharves, keys, profits, hereditaments, and appurtenances t.> tho same or any part thereof belonging or appertaining, or to belong or to appertain, or that can in any wise be had, made, used, or enjoyed thereon, or therewith used, with full power and authority at any time or times hereafter to fill, make up, wharf out, lay out all and every part thereof ; and the same to build upon and make use of, in such manner as they, tlie said mayor, aldermen and commonalty, and their suc- cessors, shall think fit — provided always^ that nothing in these presents shall be construed to empower or entitle the said mayor, &c. , or their succes- sors, to wharf out before any persons who have prior grants from us or some one of our predecessors, of keys cr wharves beyond low- water mark, without the actual agreement or consent of such persons, their heirs or assigns, owners of such keys or wharves. And aUo, that of the wharves to be budt or run out there shall be left toward the East and North rivers forty feet broad, as well for the greater convenience of trade as at any time or times hereafter for us, our heirs and successors, to plant batteries there- on ; in case of any necessities to do which, we do, for us, our heirs and successors, hereby reserve power. In testimony whereof we have caused these our letters to be made patent, &c. Witness our trusty and well-beloved John Montgomerie, Esq., our cap- tain-general, &c., at our Fort George, in New York, the fifteenth day of January, in the fourth year of our reign. Chap. 115. — An act relatiny to iraprovements, <^c., in the city of New York. Passed AprU 3, 1807. Bec. 15. That it shall and may be lawful for the commissioners of the land office, and they are hereby directed to issue letters patent, granting to the mayor, aldermen and common: Jty of the city of New Yoik, and their successors for ever, all the riglit and title of the people of this state, to the lands covered by water along the easterly shore of the North or Hudson's river, contiguous to or adjoining the lands of the said mayor, aldermen and commonalty within the said city of New York, at and from the low- water mark and running four hundred feet ir.to the said river, from Hes- tavic's killitie or river to the disUince of four miles to the north, along the easterly shore of the said North or Hudson's river, and also all the land covered by water along the westerly shore of the East river or sound, con- tiguous to and adjoining the lands of the said mayor, aldermen and com- monalty, at and from low-water mark, and extending four hundred leet into the said river or sound, from the north side of Corlear's Hook, at the northerlv boundary of the lands covered with water, whereof the said 84 ' Neio York Harbor Commission Reports. mayor, aldermen and commonalty are now seized, to the distance of tvVo miles to the north along the westerly shore of the said river or sound. Chap. 58. — An act relative to improvBTnents in the city of New York. Passed February 25, 1826. Sec. 1. That it shall and may be lawful for the commissioners of the and office, and they are hereby directed, to issue letters patent, granting to the mayor, aldermen and commonalty of the city of New York and their successors for ever, all the right and title of the people of this state, to the lands covered with water along the easterly shore of the North or Hud- son's river, contiguous to and adjoining the lands of the said mayor, al- d^if men and commonalty, within the said city of New York, at and from lo v-water mark and running four hundred feet into the said river from a point on the easterly shore of said river, four miles north from Bestavie's killitie, and extending therefrom north along the easterly shore of sai l river, to Spuyten Duyvil creek, otherwise called King's bridge or H irlaem river ; and also all the land covered with water along the westerly shore of the East river or sound contiguous to and adjoining the lands of the s.i'd mayor, aldermen and commonalty, at and from low-water mark and extending four hundred feet into the said river or sound, two miles north from Corlear's Hook, and extending therefrom north along the westerly shore of the said East river or sound, to Spuyten Duyvil creek, otherwise called Harlaem river, Provided, alww/s, That the proprietor or proprietors of the lands adjacent, shall have the pre-emptive right in all grants made by the corporation of the said city, of any lands under water granted to the said corporation by this act. Chap. 166. — An act to amend an act entitled, '■'-An act relative to improvements in the city of Neio York." Passed April 12, 1823. Sec. 1. That Tompkins street, along the East river, as laid out and approved by the mayor, aldermen and commonalty of the city of New York, shall be the permanent exterior street on the East river, between Rivington street and Twenty-third street, and East street on the said river, between Grand street and Rivington street, as laid out and approved as afore.-aid, shall be the permanent exterior street, as so laid out and ap- pi oved, and that all grants made or to be made by the said mayor, alder- men and commonalty, shall be construed as rightfully made to extend thereto, and that all the provisions of the act entitled, "An act to reduce several laws relating particularly to the city of New York, into one act," passed April 9, 1813, and the several acts amendatory thereof, and in addition thereto, shall be construed to apply to said Tompkins street and East street. Chap. 149. — An act relative to improvements in the city of Neio York. Passed March 31, 1828. Sec 1. West street, along the North or Hudson's river, as laid out and approved by the mayor, aldermen and commonalty of the city of New New York Harbor Commission Reports. 85 York, shall be the permanent exterior street on the North, or Huds -.1 s river, from the present northerly termination of West street to its inter- section with a continuation of the Great Kihi road ; and that all grants made, or to be made, by the said mayor, aldermen and commonalty, shall be construed as rightfully made to extend thereto, and all the provisions of the act entitled, " An act to reduce several laws relating particularly to the city of New York, into one act," passed April 9, 1813, and the sev- eral acts amendatory thereof, and in addition thereto, shall be construed to apply to West street, herein and hereby made the permanent exterior street aforesaid. Chap. 8. — An act relative to th$ line of West street, <^c. Passed, January 18, 1830. Sec. 1. — It shall be lawful for the mayor, aldermen and commonalty of the city of New York, whenever West street shall be made between the Albany basin and Battery place (late Marketfield street), in the said city, to alter the plan or direction thereof, as heretofore laid out, approved of, or agreed upon, in such manner that the line thereof shall run parallel with the line of Washington street, and that the easterly side thereof shall be one hundred and eighty feet distant from the westerly side of Washing- ton street, at the termination of the said street, or Battery place (late Marketfield street), in the said city. Chap. 268. — An act to authorize the mai/or, <^c., of the city of New York^ to alter and regulate the plan of part of the said city. Passed, May 11, 1835. Sec. 1. — It shall be lawful for the mayor, aldermen and commonalty of the city of New Y'ork, in common council convened, to adopt such plan as they may deem most expedient for the regulation and laying out of that part of the said city, which lies between Thirteenth and Twenty-third streets, the First avenue and the East river, and to designate and direct where the permanent exterior line or street to the eastward of such part of the said city shall be, in place of that part of Tompkins street wliich now lies, or is laid out, to the eastward thereof, on the present map or plan of the said city. § 2. Such plan as may be so adopted by the said mayor, aldermen and commonalty for the regulation and laying out of the above-mentioned part of the said city, or for the permanent exterior line or street thereof, shall become and be deemed in law as part of the map or plan of the said city. Chap. 182. — An act to establish a permanent exterior street in the city of New York, along the easterly shore of the North or Hudson's river , and for other jnirposes. Passed, April 12, 1837. Sec. 1. — The Thirteenth avenue, as laid down on a map made by George B. Smith, city surveyor, bearing date March tenth, eighteen hun- dred and thirty-seven, and approved by the mayor, aldermen and com- 86 ' New York Harhor Commission Reports, monalty of the city of New York, by a resolution passed in common coun- cil on the twenty-eighth day of March, eighteen hundred and thirty-seven (which map is filed in the office of the street commissioner of the city of New York) shall be the permanent exterior street or avenue in the said city, along the easterly shore of the North or Hudson's river, between the southerly line of Hammond street, and the northerly line of One hundred and thirty-fifth street. § 2. The s- v.^ral streets of the said city, as laid out on the map or plan made by the commis^^ioners appointed by the act, entitled, " An act relative to improvements touching the laying out of streets and roads in the city of New York, and for other purposes," jmssed April 3, 1807, or, as subse- quently established by law, southerly of, and including One hundred an I thirty-fifth street, shall be continued and extended westerly along the pres- ent lines thereof, from their present terminations on the said map or plan respectively, to the said Thirteenth avenue. Also, the Eleventh avenue shall be continued and extended on the said map or plan, along the present line thereof, from its present southerly termination at or near 'rhirty-third street to Nineteenth street, and the Twelfth avenue, shall be continued and extended on the said map or plan along the present line thereof, from Thirty- sixth street to One hundred and thirty -fifth street. § 3. The mayor, aldermen and commonalty of the city of New York shall be, and they are hereby vested with all the right and title of the people of this state, to the lands covered with water along the easterly shore of the North or Hudson's river, between Hammond street and One hundred and thirty-fifth street, and extending from the westerly side of the lands under water heretofore granted to the said mayor, aldermen and com- monalty of the city of New York, by letters patent, in pursuance of the act entitled, " An act relative to improvements in the city of New York," passed February 25, 1826, to the westerly side of the said Thirteenth avenue ; and the said letters patent shall be so construed as to grant to the said mayor, aldermen and commonalty of the city of New York, and their successors for ever, the said lands under water easterly of the westerly line of the said Thirteenth avenue. Chap. 268. — An act to amend an act entitled^ An act to establish a permanent exterior street or avenue in the city of Neio York along the eastern shore of the North or Hudson river." Passed May 13, 1846. Sec. 1. The Eleventh avenue shall be continued and extended along the present line thereof from its present southerly termination at Nineteenth street to Seventeenth street, and Eighteenth and Nineteenth streets shall be continued and extended along their present respective lines from their present westerly termination to the easterly line of the Thirteenth avenue, as laid out on a map drawn by Edwin Smith, city 'Surveyor, bearing date February tenth, one thousand eight hundred and forty-six, entitled "Map showing an extension of Eighteenth and Nineteenth streets and the Eleventh avenue," and approved by the mayor, aldermen and commonalty of the city ot New York, passed in common council on the 31st day of March, 184:6 (which map is filed in the office of the street commissioner New York Harbor Commission Reports. 37 of the city of New York). But nothing herein contained shall be construe ! to terminate the Eleventh avenue on the easterly side thereof from t!ie northerly side of Seventeenth street to Fourteenth street. § 2. The proprietors of all former grants of land under water or of water lots adjacent to and fronting on the Eleventh aven.ie, between Seven- teenth street and Nineteenth street, shall have the pre-emptive ri^ht in all grants to be made by the said mayor, aldermen and commonalty of the city of New York, of any lands lying under water, or water lots lying be- tween Seventeenth and Nineteenth streets and the Eleventh and Thirteenth avenues, as laid down on the said map, on paying the following sums in gross as a consideration for the same, to wit : For the grant of land under water or water lots lying between Eighteenth and Nineteenth streets and the Eleventh and Thirteenth avenues, three hundred and sixty-eight dol- lars ; for the grant of land under water or water lots lying between Eighteenth street and the line of the centre of the block between Seven- teenth and Eighte?nth streets and the Eleventh and Thirteenth avenues, one hundred and thirty-one dollars and thirty- three cents ; and for the grant of land under water or water lots lying between Seventeenth street and the said central line and the Eleventh and Thirteenth avenues, one hundred and six dollars and sixty-four cents. Chap. 285. — An act to establish a 'permanent exterior street in the city of New Yoi'k, along the shore of the Harlem river from the East river or sound to the North river. Passed April 14, 1852. Sec. 1. It shall be lawful for the mayor, aldermen and commonalty of the city of New Yoi'k to lay out and fix a permanent exterior street along the shore of the Harlem river in the city of New York, between the East river or sound and the North or Hudson's river, and to cause a map tliereof to be made, and which map when approved of and ratified by the said mayor, aldermen and commonalty, shall be filed in the ollice of the street commissioner of said city. § 8. The mayor, aldermen and commonalty of the city of New York shall be and they are hereby vested with all the right and title of the people of this state to the lands covered with water along the shore of the said Harlem river from the East river or sound to the North or Hudson's river, and extending from low-wntor mark to and including the said exterior street or permanent line. Powers of the commissioners of the land ofjice to make grants of land under water. {Revised Statutes^ chap. 9, title 5, part 1.) Sec. 82. The commissioners of the land office ."^hall have power to grant, in perpetuity or othern'ise, so much of the lands under the waters of navigable rivers or lakes as tliey shall deem necessary to promote the commerce of this state, or proper for the purpose of beneficial enjoyment of the same by the adjacent owner ; but no such grant shall bo made to any pei son other than the proprietor of the adjacent lands ; and any sucii grant that shall be made to any other person shall be void. § 83. The powers conferred on the commissioners of the land office, by the first section of this act, are hereby extended to lands under water, and 88 New York Harbor Commission Beports. between high and low water mark, in and adjacent to and surrounding Long Island, and to all that part of the county of Westchester, lying on the East or Hudson river, or Long Island sound ; but no grant made under this act shall extend beyond any permanent exterior water line established by law ; and nothing contained in this act shall authorize the commissioners of the land office to grant any lands under water belong- ing to the mayor, aldermen and commonalty of the city of New York, nor to interfere with any property, rights, or franchises of said corporation of the city of New York, or interfere with the rights of the Hudson River Railroad Company. § 8 I. This act, or the act referred to in the preceding section, shall con- fer upon the said commissioners no other power than to authorize the erection of such dock or docks as they shall deem necessary to promote the commerce of this state, and the collection of reasonable and accus- tomed dockage from persons using such dock or docks ; and the legis- lature may at any time regulate the same in such manner as they shall think proper. § 85. So much of article fourth, of title fifth, of chapter ninth, of part first, of the Revised Statutes, as is inconsistent with this act, is hereby repealed, § 8G. The powers hereby vested in the said commissioners shall extend to lands under the waters of Hudson's river, adjacent to the state of New Jersey ; and also to lands under the waters adjacent to and surrounding Great Barn island, in the city and county of New York ; and to the land between high and low water mark on said island ; but no grant shall be so made as to interfere with the rights of the corporation of the city of New York, or to affect the navigation of the waters surrounding the said island. § 87. The powers of the commissioners shall also extend the lands under water adjacent to and surrounding Staten Island ; but no such grant shall be so made as to interfere with any rights of the corporation of the city of New York, or to extend more than five hundred feet into the water from low- water mark. § 88. Every applicant for a grant of land under water, shall, previous to his application, give notice thereof by advertisement, to be published for six weeks successively, in a newspaper printed in the county in which such land, so intended to be applied for, shall be situated ; and shall cause a copy of such advertisement to be put up on the door of the court-house of such county, and if there be no court-house in the county, then at such j)lace as the commissioners shall direct. § 89. If there be no newspaper published in the county where such land shall lie, the advertisement shall be published in the newspaper that shall be printed nearest to such land. 'Neio York Harhor Commission Reports. 89 (H.) BROOICLYN BULKHEAD AND PIER LINE, AS ESTABLISHED BY THE LEGISLATURE. 1. Henry Patchin and others to construct docks, and for the appoint- ment of commissioners to establish permanent Une, May 25, 1836. 2. Report of commissioners, bulkhead line, Dec. 81, 1838. 3. Wm. H. Imlay and others, May 12, 1847. 4. Bulkhead line, INIarch 31, 1848. 5. Permanent pier line, May 26, 1853 (!•) Extract from an act to authorize Henry Patchin and others to construct clocks^ etc.^ in the city of Brooklyn. Passed May 25, 1836. Sec. 2. Three disinterested persons shall b3 appointed by the governor commissioners for the purpose of locating and determining a suitable line in the East river, in front of the city of Brooklyn, upon which a permanent line of bulkheads may hereafter be erected without injuring the navigation of the said river ; and the said commissioners, or any two of them, shall determine and locate such line, extending from a point or continued line of the southerly side of Atlantic street, to a point at or opposite to the dock next easterly from Jackson street ferry, and make and subscribe an accurate description of said line, and file the same in the office of the clerk of thj county of Kings ; and the line so determined and located sliall be and re- main the permanent water line of the said city of Brooklyn, between the points above mentioned, and thereafter no bulkhead shall be extended froai the upland in said city into the East river beyond such line, without the previous authority of the legislature, under the penalty of one thousand dol- lars, to be paid by any person offending in the premises, to be sued for and recovered by the district attorney of the county of Kings, in the name and to the use of the people of this state. (2.) Report cf the Commissioners appointed " to locate and determine a suitable line in the East river^ in front of the city of Brooklyn, upon which a permanent line of hulk- heads may hereafter he erected.''"' The undersigned, Samuel Cheever, Alonzo G. Hammond, and Isaiah Tiffany, commissioners appointed by the governor of the state of New York, by virtue of an act entitled, " An act to authorize Henry Patchin and others to construct docks, wharves, bulkheads, and piers, in the East river in front of their lands, in the city of Brooklyn, and for other pur- poses," passed May 25, 1836, having taken upon themselves the duties con- ferred by such appointment, do report, adjudge, and determine, as follows: That they made a careful examination of the docks in front of the city of Brooklyn, from the foot of Atlantic street, upon the westerly side of the 90 Neio York Harbor Commission Report city to the foot of Jackson street, upon the northerly side, and also the cur- rents flowing in front of said docks. The commissioners do therefore locate, adjudge, and determine, the fol- lowing to be the permanent line of bulkheads in the East river, in front of the city of Brooklyn, to wit : Beginning at a point established by the act above mentioned, at the southerly side of Atlantic street, and running thence in a direct line northeasterly, until it shall intersect a line made by continu- ing the northerly line of Mlddagh street, at tlie distance of two hundred and ten feet from the westerly line of Furman street ; thence in a direct line until it shall intersect a line made by continuing the southerly side of Plymouth street, at the distance of fifty feet from the most westerly end of the easterly pier, now in the occupation of the Fulton ferry company ; thence in a direct line until it shall intersect a line made by continuing the westerly side of Fisher street, at the distance of two hundred and seventy- three feet from the southerly side of Plymouth street ; thence in a direct line to the northernmost end of the dock next east from the Jackson street ferry. As that part of this bulkhead which is south of Fulton ferry will be much exposed to the wind and heavy swells from the bay at the southwest, it will probably be necessary, for the safety of shipping lying upon that part of the town, to extend piers beyond the bulkhead into the stream. The commissioners believe that piers may be extended out, with sluices to admit the flow of the tide, whose heads or exterior points shall be on a line not more than two hundred and fifty feet from this bulkliead, from Atlantic to Middagh street, and from that point they should shorten off to a length not more than one hundred feet at Fulton ferry, so that their ex- treme points will form a curve. This, they believe, will not essentially interfere with the flow of the water in the river. A similar projection of piers may also be made from Jackson street westward to Fulton ferry, shortening off in length as the ferry is approached. This bulkhead has been established with a view to the adoption of such a plan, under the future action of the legislature. Made and subscribed, etc., this 31st of December, 1838. Sa^iuel Cheever, I. Tiffany A. G. Hammond. (3.) Chap. 271. — An act to authorize William H. Imlay and others to erect piers or bulk- heads in front of their lands in the city of Brookhjn. Passed, May 12, 1847. Sec 1. William H. Imlay, Elihu Townsend, James L. Yoorhees, and Charles Kelsey, Henry E. Pierpont, Edgar J. Bartow, and others, their heirs and assigns, are hereby raspectively authorized to erect or construct piers or bulkheads in front of and adjoining their lands between a point on the front of Atlantic dock, one hundred feet southwest of Hamilton avenue, and the centre of Harris(m street, in the Sixth ward of the city of Brooklyn, into the waters of the East river, from the present line of bulk- heads, two hundred and fifty feet outside of the water lino, a-^ a^ present Neio York Harbor Commission Beports, 91 established ; and from the aforesaid point at Harrison street, on a straight line, to a point two hundred and fifty feet westerly from the present water line opposite the centre of Atlantic street. Chap. 157. — An act to authorize certain oicners of real estate in the city of Brooklyn to construct bulkheads and wharves in front of their lands, and to fill in the same. Passed, March 31, 1848. Sec. 1. It shall be lawful for the owners of real estate fronting on the water in the city of Brooklyn, and their heirs and assigns to erect, con- struct, build, and maintain bulkheads or wharves, and to fill in the same on the lands under water, in front of their lands in the city of Brooklyn, and port of New York, in the manner following, that is to say : commencing at a point distant northwesterly from the southerly side of Atlantic street, at the foot of said street ; and running thence in a direct line, northeasterly, until it shall intersect a line made by continuing the northerly line of Mid- dagh street, at the distance of two hundred and ten feet from the westerly line of Furman street ; thence in a direct line, until it shall intersect a line made by continuing the southerly side of Plymouth street, at a dis- tance of fifty feet from the most westerly end of the easterly pier now in the occupation of the Fulton ferry company ; thence in a direct line, until it «liall intersect a line made by continuing the westerly side of Fisher street, at the distance of two hundred and seventy-three feet iVom the southerly side of Plymouth street ; thence in a direct line, to the norther- most point of the dock next east of, from Jackson street ferry. (5.) Chap. 270. — An act to fix a permanent line of piers in the city of Brooklyn. Passed, May 26, 1853. The owners of bulkheads upon the East river, in said city, may extend piers beyond the permanent line of bulkheads as established by law, with sluices to admit the flow of the tide wherever required by the common council, whose exterior points shall be as follows : 1. Beginning by a point made by extending the southerly line of Atlantic street, two hundred and fifty I'eet westerly from the line of bulk- head, as now established by law, and running thence northeasterly, in a straight line, to a point made by extending the northerly line of Middagh street, four hundred and sixty feet westeiiy from the westerly line of Fur- man street ; thence northerly in a straight lin^- to a point made by extend- ing the soutljerly side of Fulton street, two hundred and eigiity-seven feet westerly ivom the westerly line of Furman street ; thence still northerly, in a straight line, to a point distant one bundl ed feet northerly, at right angles from the southerly line of Plymouth street extended, four hundred and tweuty-five feet westerly from the westerly line of Fisher street ; thence northeasterly, to a point made by extending the westerly line of Fisher street, four hundred and twenty-three feet northerly from the southerly 92 New York Harbor Commission Reports. line of Plymouth street ; thence still northeasterly, to a point made by extending the easterly line of Dock street five hundred and twenty five feet northerly from the northerly line of Plymouth street ; thence in a straight line, to a point made by extending the easterly line of Bridge street, four hundred and ten feet northerly from the northerly line of Marshall street; thence in a straight line, to a point made by extending the easterly line of Hudson avenue, late Jackson street, four hundred and ten feet northerly from tlie northerly line of Marshall street; thence in a straight line, or a continuance of the last-mentioned course, to the easterly termination of the aforesaid bulkhead line. LEGISLATIVE GRANTS- Acts of the Legislature granting poioer to the Corporation of the city of Neio York to extend and regulate piers, slips and basins. Act of 1787, regulating buildings, streets, and wharves. Act of 1798, concerning certain streets, wharves, and piers. Act of 1801, regulating buildings, streets and wharves. Act of 1803, relating to filling up slips. Act of 18*06, for the better government of the city of New York. Act of 1807, relative to improvements, laying out of streets, &c., ia the city of New York Act of 1813, to reduce several laws relative to New York into one act. Act of 1815, to authorize the corporation to erect ferry-houses. Act of 1821, for the extension of the Battery. Act of 1822, for the erection of a market in front of the wharves. Laws or 1787. — An act for regulating the buildings, streets, wharves, and slips, in the city of New York. Passed, April 16, 1787. Whereas, for the encouragement of the trade and commerce of this state, it is necessary that the buildings, streets, wharves, and slips, in the city of New York should be regulated with unanimity for the accommo- dation of habitations, shipping and transportation ; wherefore, to remove all impediments or obstructions that may retard so necessary a work Sec. 1. It is hereby enacted that it shall and may be lawful to and for the mayor, aldermen and commonalty of the city of New York, in com- mon council convened, from time to time to make such by-laws onlinan- ces, rules, and orders, for the better regulating and arranging Avith unifor- mity such new buildings as shall, alter the passing of this act, be erected for habitations, or for the purposes of trade and commerce, an also for regulating and altering the streets, wharves, and slips, in such maimer as shall be most commodious for shipping and transportation. New York Harbor Commission Reports, 93 Laws of 1798. — An act concerning certain streets^ wharves^ and piers, and the alms- house and bridewell, in the city of Neto York. Passed, April 3, 1798. Whereas, it would conduce to the improvement and health of the said city, as well as to the safety of such ships or vessels as may be employed in the trade and commei'oe thereof, that regular streets or wharves, of the width of seventy feet, should he laid out and completed in front of those parts of the said city wdiich adjoin to the East river or sound, and to the North or Hudson's river, and that piers should be extended from the said streets into the said rivers respectively, at convenient distances from e.ich other, with suitable bridges, for the accommodation of sea- vessels, and upon such a construction as to admit the current of the said rivers at both ebb and flood, to wash away all dirt and impurities : And whereas, the said mayor, aldermen and commonalty, by petition to tho legislature under their common seal, have represented that they are disposed to make the said improvements, but that from the curving and irregularities of the shores of the said rivers in their original state, from the grants made by their predecessors being deemed to extend to unequal distances into the said rivers, and from other causes, difficulties have arisen as to the execu- tion of a proper plan, and doubts have been entertained whether they could compel the proprietors of lots fronting on the said rivers to make those streets within a reasonable period, or to sink and build those piers ; and w^hether the said petitioners could, without a breach of the conditions and covenants contained in their grants to individuals, upon the refusal or neglect of such proprietors, sink, build, and make those piers, streets, and wharves, at their own expense, and receive wharfage as a compensation for the same, wliifh doubts and difficulties can only be removed by the aid of the legislature : And, whereas, defects have been discovered in the pro- visions for assessing and raising money in the said city under the act, en- titled, " An act for regulating the buildings, streets, wharves, and slips, in the city of New York Therefore — Sec. 1. That it shall and may be lawful for the mayor, aldermen and commonalty of the city of New York to lay out, according to such plan as they shall or may agree upon or determine, such streets or wharves as hereinbefore are mentioned in front of those parts of the said city which adjoin to the said rivers, and of such extent along those rivers respectively, as they may think proper, and that as the buildings of the said city shall be further extended along the said rivers, it shall and may be lawful for the said mayor, aldermen and commonalty, from time to time, to lengthen and extend the said streets or wharves. § 5. That it shall and may be lawful for the said mayor, aldermen and comnionalty to direct piers to be sunk and completed at such distances and in such manner as they in their discretion shall think proper, in front of the said streets or wharves to be so made as aforesaid, and to be connected with tho same by bridges at the expenses of the proprietors of the lots ly- ing opposite to I ho places where such piers shall be du-ected to be sunk, and by such days and times as the said mayor, aldermen and conunonalty may for that purpose limit and appoint ; and if the said proprietors shall no^dect or refuse to sink or make the said piers and bridges according to 94 New York Harbor Commission Reports. the directions of the said mayor, aldermen and commonalty, it shall and may be lawful for said mayor, aldermen and commonalty to sink and make the same piers and bridges at their own expense, and to receive to their own use wharfage for all vessels that may at any time or times lie at or be fastened to the said piers or bridges which they shall so make as aforesaid. § 7. That no building of any kind or description whatsoever (otlier than the said piers and bridges) shall at any time hereafter be erected upon the said streets or wharves, or between them respectively, and the rivers to which they respectively shall front and adjoin. Session Laws, 1801. — An act for regulating f.he buildings, streets, wharves, and slips, in the city of New York. Passed, April 3, 1801. Sec. 1. That it shall be lawful for the mayor, aldermen and conmion- alty of the city of New Tork, in common council convened, from time to time to make such by-laws and orders, for the better regulating and arran- ging with uniformity such new buildings as shall be erected for habitations, or for the purposes of trade and commerce; and also for regulating and altering the streets, wharves, and slips, in such manner as shall be most com- modious for shipping and transportation. § 3. That it shall be lawful for the said mayor, aldermen, and common- alty to lay out, as far as the same has not already been done, and accord- ing to the plan agreed upon for that purpose, regular streets or wharves of the width of seventy feet, in front of those parts of the said city which ad- join to the East river or sound, and to the North or Hudson's river, ind of such extent along those rivers, respectively, as they may think proper ; and that as the buildings of the said city shall be further extended along the said rivers, it shall be lawful for the said mayor, aldermen and common- alty, from time to time, to lengthen and extend the said streets or wharves. § 7. That it shall be lawful for the said mayor, aldermen and common- alty, to direct piers to be sunk and completed at such distances and in such manner as they in their discretion shall think proper, in front of the said streets or wharves, so adjoining and extending along the said rivers ; and the said piers to be connected. Session Laws, 1806. — An act for the better government of the city of Neio York. Passed, April 2, 1806. Whereas, from the great extension and increase of the said city, its trade and inhabitants, it has become necessary to provide additional wliarves, piers, slips, and basins, in the said city, for the accommodation and safety of \essels of different descriptions : Now, therefore, § 1. Be it enacted, ^c, That it shall and may be lawful for the said mayor, aldermen and commonalty, at their own expense, to cause piers to be sunk and completed in such places and manner as they shall think eligi- ble, between the Whitehall slip and the east side of the Exchange slip, in the said city, so as to form a basin for the safety and the accommodation of sloops and other vessels using the trade of the said city ; and also at their own expense, to cause such and so many other public basins to be formed and completed in the said city, as they may deem necessary for the trade New York Harbor Commission Rejjorts. 95 thereof, and to take to their own use the slipage or wharfage arising from the same, any law, usage, or custom, to the contrary notwithstanding, § 2. Tliat in cases where the said mayor, ahlermen at»d commonalty shall think it for the public good to enlarge any of the slips in the said city, they shall he at liberty and have full power so to do. An act relative to improvements^ touching the laying out of streets and road'^ in the city of New York, and for other purposes. Passed, April 3, 1807. Sec. 15. And whereas, for the purpose of duly regulating and constructing slips and basins, and for running out wharves and piers, it is essential that the right to land under watei', below low-water mark, should be vested in the corporation of the city of New York : Be it therefore further enacted, That it shall and may be lawful for the commissioners of the land office, and they are hereby directed, to issue letters patent, granting to the mayor, aldermen and commonalty of the city of New York, and their successors for ever, all the riglit and title of the peo- ple of this state, to the lands covered with water, along the easterly shore of the North or Hudson's river, contiguous to and adjoining the lands of the said mayor, aldermen and commonalty, within the said city of New Y'ork, at and from low-water mark, and running four hundred feet into the said river, from Bestaver's killitie or river, to the distance of four miles to the north, along the easterly shore of the North or Hudson's river ; and also all the lands covered with water, along the westerly shore of the East river and sound, contiguous to and adjoining the lands of the said mayor, aldermen and commonalty, at and from low-water mark, and extending four hundred feet into the said river or sound, from the north side of Cor- lear's Hook, at the northerly boundary of the lands covered with water, whereof the said mayor, aldermen and commonalty are now seized, to the distance of two miles to the north along the westerly shore of the said East river or sound ; Provided alwcu/s, That the proprietor or proprietors of the lands adjacent, shall have the pre-emptive right in all grants made by the corporation of the said city, of any lands under water granted to the said corporation by this act. 1813. — An act to reduce several laws relating particularly to the city of New York into one act. Passed, April 9, 1813. Sec. 219. Beit enacted, That it shall be lawful for I'le mayor, aldermen and commonalty of the said city, in common council convened, to lay out wharves and slips in the said city whenever and wherever they shall deem it expedient. § 220. That it shall be lawful for the said mayor, aldermen and com- monalty to lay out, as far as the same has not already been done, atul ac- cording to the plan agreed upon for that purpose, regular streets or wharves of the width of seventy feet, in front of those parts of the said city which adjoin to the East river or sound and to the North or Hudson's river, and of such extent along those rivers respectively as they may think })roper ; and that as the buildings of the said city s'.iall be further extended along 96 New York Harbor Commission Heports. the said rivers, it shall be lawful for the mayor, aldermen and com- monalty, from time to time, to lengthen and extend the said streets and V. hal ves. ^ 224. That it shall be lawful for the said mayor, aldermen and com- 1. oiialty to direct piers to be sunk and completed at such distances and i i such manner as they in their discretion shall think proper, in front of ti.e said streets or wharves so adjoining and extending along the said rivers, and the said piers to bo connected with the said streets or wharves by bridges at the expense of the proprietors of the lots lying opposite to the places where such piers shall be directed to be sunk, and by sucli days or times as the said mayor, aldermen and commonalty may for that purpose limit and appoint. § 227. Tiiat no building of any kind or description whatsoever other than the said piers and bridges shall at any time hereafter be erected upon the said streets or wharves, or between them respectively and the river to which they respectively front and adjoin. § 228. That it shall and may be lawful for the said mayor, aldennen and commonalty, at their own expense, to cause piers to bo sunk and completed in sucli places and manner as they shall deem eligible between the Whitehall slip and the east side of Exchange slip in the said city, so as to form a basin for the safety and accommodation of sloops and other vessels using the trade of the said city ; and also, at their own expense, to cause such and f-o many other public basins to be formed and completed in the said city as they deem necessary for the trade thereof. § 2oO. Tliat in all cases where the said mayor, aldermen and common- alty shall think it for the public good to enlarge any of the slips In the Fai I city, they shall be at liberty and have full power to do so. § 2G7. Tiiat the mayor, aldermen and commonalty tf the said city in common council convcr;ed, shall have full po\yer and authority to make and pass such by-laws and ordinances as they shall from time to time doom necessary and proper for the firing up, draining and regulating any grounds, yards or cellars, \vithin th:; said city ; . . . and also for causing all such lots of ground in the said city adjoining to Hudson's river or to the E:ist river or sound, as they may from time to time think proper, to be filled up with wholesome earth or other solid materials, so far into the said rivers respectively as they shall from time to time deem expedient for pro- moting the health of the said city ; and for compelling the proprietors of such lots to make suitable bulkheads on, adjoining, or opposite such lots, and to raise and fill up the same with such materials and in such manner, and within such times, as the said mayor, etc., shall from time to time direct ; and also for filling up, altering, and amending of all i)ublic slips in the said city at such times and in such manner as they may deem proper. Session Lav.-s, 1815, Chap. 154. — An act authorizing the corporation of New York to erect ferry-houses^ ^c. ^assed, April 11, 1815. Sec. 2. That the mayor, aldermen and commonidty be and tluy are hereby authorized to cause such wooden buildings, as they may deem prop- New YorJc Harbor Commission Reports, 97 er for ferry-houses, to be construetcd upon the wharves or streets adjoining any or either of the present or future ferries from the said city to Long Island, Statcn Island, or New Jersey, any law to the contiary thereof, in any wise notwithstanding. Session Laws, 1821, Chap. 171. — An act to provide for tJie exjjense cf •'mcling the Battery in the city of Neio York, <^c. Passed, March 27, 1821. Skc. 1. That it shall be lawful for the mayor, aldermen and common- alty of the city of New York to extend that part of the city usually called the Battery, into the bay and North and East rivers, such distance, as they may deem proper, not exceeding six hundred feet ; and further, that all the title of the people of this state in and to the land under water in front of and adjoining to the said Battery, and extending from thence into the bay and the North and East rivers a distance not exceeding six hundred feet, shall be, and the same is hereby vested in the mayor, aldermen and commonalty of the city of New York, and their successors for ever, to re- main for the purpose of extending the said Battery for a public walk, and for erecting public buildings and works of defence thereon, but without any power to dispose of the same for any other use or purpose whatsoever, and without any power of selling it or any part thereof. Session Laws, 1822, Chap. 101. — A;i act authorizing the erection of puhlc mar- kets in front of public wharves in the city of Neio York. Passed, March 22, 1822. Sec. 1. That it shall be lawful for the mayor, aldermen and common- alty of the city of New York, in case they shall find it necessary, to cause public markets to be erected and kept over the waters of the East and North rivers, adjoining to any of their docks or wdiarves in the city of New York : Provided, That such markets shall not interfere with the flow ot the waters of the said rivers, nor be built over the same, so as to occupy a distance exceeding one hundred feet from the lines of the city, as establish- ed by law on said rivers. (J.) BOUNDARY LDsE BETWEEN NEW YORK AND NEW JERSEY. Chap. 8. — An act establishing the boundary line between Neio York a:ul New Jersey. Passed, February 5, 1834. An act to confirm the agreement entered into by commissioners appoint- ed by this state, and commissioners appointed by the state of New Jersey, to settle Xh.2 boundary line betwom New York and New Jersey. 7 98 New York Harhor Commission Reports. The people of the state of Neiu York represented in Sennte and Assemhhj, do enact as follows : The agreement entered into by the commissioners appointed by this state, and the commissioners appointed by the state of New Jersey, to settle ttie boundary line between New York and New Jersey, in the words fol- lowing, viz. : Agreement made between the commissioners on the part of the state of New York and the commissioners on the part of the state of New Jersey, relative to the boundary line between the two states. Agreement made and entered into by and between Benjamin F. Butler, Peter Augustus Jay, and Henry Seymour, commissioners duly appointed on the part and behalf of the state of New York, in pursuance of an act of the legislature of the said state, entitled, " An act concerning the terri- torial limits and jurisdiction of the state of New York and the state of New Jersey," passed January 18, 1833, of the one part, and Theodore Frelinghuysen, James Parker, and Lucius Q. C- Elmer, commissioners duly appointed on the part and behalf of the state of New Jersey, in pur- suance of an act of the legislature of the said state, entitled, An act for the settlement of the territorial limits and jurisdiction between the states of New Jersey and New York," passed February 6. 1833, of the other part. Article First. — The boundary line between the two states of New York and New Jersey, from a point in the middle of the Hudson river opposite the point on the west shore thereof, in the forty-first degree of north lati- tude, as heretofore ascertained and marked, to the main sea, shall be the middle of the said river, of the bay of New York, of the waters between Staten Island and New Jersey, and of Raritan bay, to the main sea except, as hereinafter otherwise particularly mentioned. Article Second. — The state of New York, shall retain its present juris- diction of, and over Bedlow's and Ellis' islands, and shall also retain exclusive jurisdiction of and over the other islands lying in the waters above mentioned, and now under the jurisdiction of that state. Article Third. — The state of New York shall have and enjoy exclusive jurisdiclion of and over all the waters of the bay of New York, and of and over all the waters of Hudson's river lying west of Manhattan island, and to the south of the mouth of Spuyten Duyvil creek, and of and over the lands covered by the said waters to the low-water mark on the westerly or New Jersey side thereof; subject to the following rights of property and of jurisdiction of the state of New Jersey, that is to say : 1. The state of New Jersey shall have the exclusive right of property in and to the land under water, lying west of the middle of the bay of New York, and west of the middle of that part of the Hudson river which lies between Manhattan island and New Jersey. 2. The state of New Jersey shall have the exclusive jurisdiction of and over the wharves, docks, and improvements made and to be made on the shore of the said state, and of and over all vessels aground on said shore, or fastened to any such wharf or dock ; except that the said vessels shall be subject to the quarantine or health law.^, and laws in relation to pas- New York Harbor Commission Beports. 99 sengers, of the state of New York, which now exist or which may here- after be passed. 8. The state of New Jersey shall have the exclusive right of regulating the fisheries on the westerly side of the middle of the said waters, pro- vided that the navigation be not obstructed or hindered. Article Fourth. — The state of New York shall have exclusive jurisdic- tion of and over the waters of the Kill Van Kull, between Staten Island and New Jersey, to the westernmost end of Shooters' island, in respect to such quarantine laws and laws relating to passengers as now exis% or may hereafter be passed under the authority of that state, and foi* executing the same; and the said state shall also have exclusive jurisdiction, for the like purpose, of and over the waters of the sound, from the westernmost end of Shooters' island to Woodbridge creek, as to all vessels bound to any port in the said state of New York. Article Fifth. — The state of New Jersey shall have and enjoy exclusive jurisdiction of and over all the waters of the sound, between Staten Island and New Jersey, lying south of Woodbridge creek and of and over all the waters of Raritan bay, lying westward of a line drawn from the light-house at Prince's bay to the mouth of Matavan creek, subject to the following rights of property and of jurisdiction of the state of New York. 1. The state of New York shall have the exclusive right of property in and to the land under water, lying between the middle of the said waters and Siaten Island. 2. The state of New York shall have exclusive jurisdiction of and over the wharves, docks, and improvements made and to be made, on the shore of Staten Island ; and of and over all vessels aground on said shore, or fastened to any such wharf or dock, except that the said vessel shall be subject to the quarantine or health laws, and laws in relation to pas.-engers of the state of New Jersey which now exist, or which may heresrfter be passed. 3. The state of New York shall have the exclusive right of regulating the fisheries between the shore of Staten Island and the middle of the said waters, provided that the navigation of the said waters be not obstructed or hindered. Article Sixth. — Criminal process issued under the authority of the state of New Jersey, against any person accused of an offence committed within that state; or committed on board of any vessel being under the exclusive jurisdiction of that state, as aforesaid ; or committed against the regula- tions made, or to be made, by that state, in relation to the fisheries men- tioned in the third article ; and also civil process issued under the authority of the state of New Jer=ey against any person domiciled in that state, or against property taken out of that state to evade the laws thereof, may be served upon any of the said waters within the exclusive jurisdiction of tlie state of New York, unless such person or propei ty sl.all be on board a ves- sel aground upon, or fastened to the shore of the state of New York, or fastened to a wharf adjoining thereunto ; or unless such person shall be under arrest, or such property shall be under seizure, by virtue of process or authority of the state of New York. Article Seventh. — Criminal process issued under the authority of the state of New York, against any person accused of any offence committed with- 100 New York Harbor Commission Reports. in that state, or committed on board of any vessel being under the exclu- sive jurisdiction of that state, as aforesaid ; or committed against tlie regu- lations made, or to be made by that state, in relation lo the fisheries men- tioned in the fifth article ; and also civil process issued under the authority of the state of New York, against any person domiciled in that state, or against property taken out of that state to evade the laws thereof, may be served upon any of the said waters within the exclusive jurisdiction of the state of New Jersey, unless such person or property shall be on board of a vessel aground upon, or fastened to the shore of the state of New* Jersey, or fastened to a wharf adjoining thereto ; or unless such person shall be under arrest, or such property shall be under seizure, by virtue of process or authority of the state of New Jersey. Article Eighth. — This agreement shall become binding on the two states when confirmed by the legislatures thereof, respectively, and when ap- proved by the Congress of the United States. Done in four parts (two of which are retained by the commissioners of New York, to be delivered to the governor of that state ; and the other two of which are retained by the commissioners of New Jersey, to be de- livered to the governor of that state), at the city of New York, this six- teenth day of September, in the year of our Lord one thousand eight hun- dred and thirty-three, and of the Independence of the United States, the fifty-eighth. B. F. Butler, Peter Augustus Jay, Henry Seymour, Theo. Frelinghuysen, James Parker, Lucius Q. C. Elmer. Is hereby ratified and confirmed on the part of the state of New York. REPORT Of COMMISSIONERS EEIiATIVE TO ENCROACHMENTS AND PRESERVATION OF 'I' H W HAEBOE OF NEW YOEK. TRANSMITTED TO THE LEGISLATURE. JANUARY 29, 1857. REPORT OF T H K NEW YORK HARBOR C0)nnSS10N, JANUARY 29, 1857. The commissioners appointed under the act of March 30, 1855, en- titled, " An act for the appointment of a commission for the preservation of the harbor of New York from encroachment and to prevent obstructions to the necessary navigation thereof," respectfully submit the following report : In their report of the 8th January, 1856, the commissioners related the progress which had been made in the survey of the harbor, under the direc- tion and supervision of Professor Bache, and they endeavored to show by reference to the commerce of the port and to its rapid increase, which was illustrated by statistics and by comparison with the increase of other com- mercial cities, that the general interests of the state were deeply involved in the preservation of the harbor of New York. They further set forth the serious injury which had been inflicted on those interests by the injudicious extension of bulkheads and piers into the East and Hudson rivers, and the necessity of adopting stringent regulations to pre- vent abuses which have hitherto been practised, and of restraining the erec- tion of piers and other structures within proper and well-defined limits. The commissioners also described pier and bulkhead lines for several sec- tions of the shores of New York and Brooklyn. Some of these lines were subsequently modified and formed the subject of their report of the 29th of January. On the 29th of February the committee of the senate on commerce and navigation passed the following resolution : Resolved^ That the harbor commissioners be requested to review their proposed exterior lines between Corlaer s Hook, Eighteenth street andThir- t3'-eighth street, the line from Perry to Troy street. North river, the line between Harrison street and Middagh street, Brooklyn, and the line be- tween the east side of Hudson avenue and the navj'yard, and also to esti- mate the cost of removal of any obstructions which may be found outside of such exterior line, and in their opinion by whom sufh cost must or ought to be paid, and how the same can be enforced, and report their decision therson by Wednesday next. In accordance with this resolution the commissioners reviewed the sec- 104 New York Harhor Commission Reports. tions referred to, and modified tliem in the manner reported by that com- mittee to the senate. The reasons which governed the commissioners in making these changes will be stated in a subsequent part of this report. During the past season soundings and current observations of the harbor and the surveys of the adjacent lands have been continued and nearly com- pleted by the officers of the United States coast survey, under the personal direction of Professor Bache. It is believed that whether in respect to accuracy of observation and scientific precision, to completeness of detail, or to the artistic and finished character of the topography, the survey of the harbor of New York will not have been excelled by any similar work un- dertaken by the governments of Europe. It was confidently hoped that the legislature of New Jersey in accord- ance with the recommendation of Governor Price in his last annual mes- sage, would have authorized the appointment of a commission to confer with the undersigned when they would be prepared to describe exterior lines on the shores of the harbor within that state. For this reason they refrained from submitting lines for a portion of the east shore of the Hud- son above Hammond street, though the necessary soundings, current obser- vations, and surveys, had been made ; and that the delicate task of deter- mining the proper limits for the erection of structures in the co-terminous waters of the two states might be free from extraneous embarrassment and difficulty, the commissioners exercised the powers conferred on them by restraining the -erection of docks from Hammond street to Spuyten Duyyil creek. It was obvious that the preservation of the harbor, and a just regard to the interests of both states, required that proper limits should be defined for either shore, and that these limits ought to be simultaneously determined. If, in the absence of restrictions, piers were unduly projected into the river from one shore, they might have an injurious influence on the other, or if from both, there was reason to apprehend that the navigation of the river would be affected. And while these considerations were applicable to the Hudson, they were of still greater force in respect to the narrow and tortu- ous streams of the Kill Van Kuli and Arthur s Kill, which separate Staten. Island from New Jersey. The frequent shoals and the shifting character of the sands in these waters, rendered the contemporaneous description of lines on both shores a measure of necessity. By the terms of the compact made between the states of New York and New Jersey, in 1834, it was agreed ; First. The boundary line between the two states of New York and New Jersey, from a point in the middle of the Iludson river opposite the point on the west shore thereof, in the forty-first degree of north latitude, as heretofore ascertained and marked, to the main sea, shall be the middle of the said river, of the bay of New York, of the waters between Staten Island and New Jersey, and of Raritan bay, to the main sea, except as hereinafter otherwise particularly mentioned. Second. The state of N.nv York shall retain its present jurisdiction of and over Bedlow's and Ellis' islands, and shall also retain exclusive juris- diction of and over the other islands lying in the waters above mentioned, and now under the jurisdiction of that state. Third. The state of New York sludl liave and enjoy exclusive jurisdic- Neio York Harbor Commission Reioorts. 105 tion of and over all the waters of the bay of New York ; and of and over all the waters of Hudson's river lyinp; west of Manhattan island, and to the south of the mouth of Spuvten Duyvil creek/ and of and over the lands covered by the said waters of the low-water mark on the westerly or New Jersey side thereof ; subject to the following rights of property and of jurisdiction of the state of New Jersey, that is to say : 1. The state of New Jersey shall have the exclusive right of property in and to the land under water, lying west of the middle of the bay of New York, and west of the middle of that part of the Hudson river which lies between Manhattan island and New Jersey. 2. The state of New Jersey shall have the exclusive jurisdiction of and over the wharves, docks, and improvements made, and to be made, on the shore of the said state, and of and over all vessels aground on said shore, or fiistened to any such wharf or dock ; except that the said vessels shall be subject to the quarantine or health laws, and laws in relation to passen- gers, of the state of New York, which now exist, or which may hereafter be passed. 3. The state of New Jersey shall have the exclusive right of regulating the fisheries on the westerly side of the middle of the said waters, pro- vided that the navigation be not obstructed or hindered. Fourth. The state of New York shall have exclusive jurisdiction of and over the waters of the Kill Van Kull, between Staten Island and New Jersey, to the westernmost end of Shooters' island, in respect to such quar- antine laws and laws relating to passengers as now exist, or may hereafter be passed under the authority of that state, and for executing the same ; and the said state shall also have exclusive jurisdiction, for the like pur- pose, of and over the waters of the sound, from the westernmost end of Shooters' island to Woodbridge creek, as to all vessels bound to any port in the said state of New York. Fifth. The state of New Jersey shall have and enjoy exclusive jurisdic- tion of and over all the waters of the sound between Staten Island and New Jersey, lying south of Woodbridge creek, and of and over all the waters of Earitan bay lying westward of a line drawn from the light-house at Prince's bay, to the mouth of Matavan creek, subject to the following rights of property and of jurisdiction of the state of New York : 1 . The state of New York shall have the exclusive right of property in and to the land imder water, lying between the middle of the said waters and Staten Island. 2. The state of New York shall have exclusive jurisdiction of and over the wharves, docks, and improvements made and to be made, on the shore of Staten Island : and of and over all vessels aground on said shore, or fastened to any such wdiarf or dock, except that the said vessels shall be subject to the quarantine or health laws and laws in relation to passen- gers of the state of New Jersey, which now exist, or which may hereafter be passed. 3. The state of New York shall have the exclusive right of regulating the fisheries between the shore of Staten Island and the middle of the said waters, provided that Lhe navigation of the said waters be not obstructed or hindered. Under this agreement, and in accordance with the act creating the com- 106 New York Harbor Commission Reports. mission, it became the. duty of the commissioners to describe tlie limits of structures on both shores of the Hudson and the bay of New York, on the southerly shore of the Kill Van Kull and Arthur's Kill, or Staten Island sound, to Woodbridge creek, and on the northerly shore of Raritan bay, eastward of a line drawn from Prince's bay light to Matavan creek. But in view of the recent and accurate surveys of the harbor, its approaches and tributaries, it seemed to the commissioners that they would best discharge the duties which had been confined to them, and coilsult the common inter- ests of both states, by causing suitable water lines to be ascertained and described on the shores of the harbor, within the jurisdiction of New Jer- sey, as well as on those within the jurisdiction of New York. And they were confirmed in the propriety and expediency of this course, by the re- flection that, hereafter, if the state of New Jersey should have undertaken to lay down lines fo'r the shores of the harbor within her jurisdiction, the labors of the commissioners, so far as procuring surveys, soundings, and other necessary elements, would have to be repeated, for such changes will have occurred in a short period of time as to render those now gathered of greatly diminished value. A further consideration was, the presence of the distinguished gentlemen who constituted the advisory board of the commis- sioners. Accustomed to solve the difficult problems of the influences of tidal currents ; familiar, from the labors of the past year, with every pecu- liarity of the harbor, and uninfluenced by any considerations of state or local interests, it seemed to the commissioners that the task of describing suitable lines for the portion of the harbor within the jurisdiction of New Jersey, could not be confined to a board that would be more satisfactory to that state. With these views, the commissioners adopted the following resolutions : Whereas, in determining the exterior line of the east shore of Hudson's river, it will be the duty of the commissioners carefully to keep in view the rights and interests of the state of New Jersey, as the proprietor of the west shore of the river, and not to infringe in any manner upon such rights or interests, or so to affect the flow of water in said river as to pre- vent the state of New Jersey from making, or allowing to be made, any erections compatible with the free navigation of all parts of said river as may seem to that state expedient ; and, Whereas, it is desirable that in laying down these lines, which affect the interests of two states, the commissioners should have the advice and as- sistance of persons eminent for scientific attainments, and of mature ex- perience in the observation of the action of tides and currents, therefore Resolved, That Professor A. 1). Bache, superintendent of the United States coast survey, General Joseph G. Totten, chief engineer of the United States, and Commander C. H. Davis, of the United States navy, be respectfully requested to confer together, and to report to this board suitable exterior lines for both shores of the Hudson river, from a point on said river one mile north of Spuyten Duyvil creek, in the county of West- chester, to the I^attery, in the city of New York, and from Jersey City, in the state of New Jersey, to the eastern entrance of the Kill Van Kull, and thence on both shores of the Kill Van Kull and Arthur s Kill, or Staten Is- land sound, to the southwesterly end of Staten Island ; such exterior lines to indicate the boundaries beyond which, in their opinion, bulkheads, docks, New York Harhor Commission Reports. 107 piers, basins, or structures of any kind or description, ought not to be erect- ed, and beyond which, if any should be erected, such structure would af- fect injuriously the navigation of the harbor of New York, or of the Hud son river, or some part thereof Resolved, That the maps of the bay and harbor of New York, of the Hudson river, the Kill Van Kull, Arthur's Kill, or Staten Island sound, and of Raritan bay, on which are set forth the shore lines, soundings, and current observations of these waters made for this commission under the superintendence of Professor Bache, be laid before the aforementioned gentlemen, together with such other maps as they may require for the de- scription of suitable exterior lines on the shores of the states of New York and New Jereey, in the area referred to in the preceding resolution. Hesolved, That, in recommending to this commission suitable lines for the east and west shores of the Hudson river, of the shores of the Kill Van Kull, and Arthur's Kill, or Staten Island sound, the aforementioned gentlemen be requested to be governed by the following considerations : 1. The rights of the state of New Jersey, as the proprietor of the west shore of the Hudson river, to the middle of said river, as laid down in the report of the commissioners appointed by the states of New Jersey and New York to define the boundaries of the two states, and ratified and con- firmed by their respective legislatures and by Congress, a copy of which re- port is herewith annexed. 2. A due regard to the navigation of the upper waters of the Hudson river, so as to maintain unimpaired the flow of the tides and currents in their present strength and volume. 3. The importance to the commercial interests of New York, of extend- ing the easterly line as far into the river as the foregoing considerations will admit, but to be held subordinate to them. The commissioners were careful to instruct the advisory council, that, in respect to the lines proposed to be drawn within the jurisdiction of the state of New Jersey, they constituted a separate and independent board ; the action of which was not to be interfered with, or modified in any re- spect, by the wishes or views of the commissioners, and that, while the report of the council on the New York lines would be simply advisory, which the commissioners might adopt or modify in their communication to the legislature, its decision on the lines within the jurisdiction of the state of New Jersey would not be subject to the revision of the commissioners. To render the performance of the duty, incumbent on the commission- ers, of describing limits for structures on the west shores of the Hudson and the buy of New York, the more acceptable to the state of New Jer- sey, it seemed proper for them to confer with tlie authorities of that state, and to inform them, as well of the manner in which it was proposed to describe such limits, as when they were determined, of the reasons upon which they were based. The commissioners accordingly transmitted to the governor of New Jersey, the following letter, and a copy of the fore- going resolutions : Office of Harbor CoMmssioxERS, i 30 Broadway, New York, July 1, 185G. j Sir : The undersigned, appointed commissioners under an act of the state of New York, entitled, ''An act for the appointment of a coramis- 108 ' New York Harbor Commission Reports. sion for ihe preservation of the harbor of New York from encroachments, and to prevent obstructions to the necessary navigation thereof," passed March 30, 1855, a copy of which is herewith enclosed, respectfully ad- dress your excellency in respect to the establishment of exterior lines on the shores of the Hudson river, the Kill Van Kull, and Arthur Kill, or Staten Island sound, within the state of New Jersey. The necessity of prescribing lines on the shores of the tiarbor of New York, beyond which structures should not be erected, had become obvious from the serious and irreparable injury which the East river had sustained by the injudicious extension of piers from both shores of that stream, and it was for the purpose of arresting further improper encroachments on the waters of the harbor within the jurisdiction of this state that the commis- sion, of which the undersigned are members, was created. The importance of the harbor, not only to this and the adjacent states, but to the Union, as the emporium of its commerce and its chief naval depot, admonished the undersigned that the duties devolving on them were rather of a national than municipal character, and that in prescribing ex- terior lines for the harbor, it was due to the great interests involved, that the federal government should be represented by officers engaged in its ser- vice, and who enjoyed its confidence. The propriety of this course was the more especially commended from the consideration that it is properly the right and the duty of the federal government to protect the navigable waters of the United States. The undersigned, therefore, immediately after their appointment, waited upon the President of the United States, and obtained his consent that Professor A. D. Bache, the superintendent of the United States coast survey, should be charged with the direction and supervision of the preliminary soundings, current observations and topographical surveys of the shores of the harbor, and the further assis- tance of Professor Bache, General Joseph G. Totten, chief engineer of the United States, and Commander C. II. Davis, of the United States navy, was obtained to determine suitable exterior lines. The lines which have been run, and submitted to the legislature of this state for adoption, a map of which is also herewith enclosed, are in exact conformity with the views of these distinguished gentlemen. The lines yet to be described within the boundaries of this state will be such as shall be indicated to be proper by the soundings and other explorations that are being made. It was foreseen that the object in view would be but partially attained without the establishment of similar lines on the corresponding shores of New Jersey, and in the expectation that a commission for this purpose would have been appointed, the undersigned refrained from describing lines on any of the coterminous waters of the two states, except on the Hudson river between the Battery and Hammond street in the city of New York, where they deemed the further extension of piers improper. The term of the commission will expire on the second Tuesday of Jan- uary next, and before the regular session of your legislature. It has, there- fore, become necessary for tlie undersigned to determine whether they shall simply describe the lines on the New York shores and thus derive but a partial and incomplete benefit from the surveys which have been made by Professor Bache and the officers of the U. S. coast survey, or to request Professor Bache and the gentlemen associated with him, who have been New York Hauhor Commission Reports. 109 selected as advisers because of their eminent scientific attainments, and practical knowledge, to indicate such lines on the shores of both states as will best secure the harbor from further injury. In view of the careful and minute soundings that had been made, the ascertainment of the direction of the various currents in the harbor, and the collection of all the elements necessary to a just and final determination of water lines for the coterminous waters of the two states, it seemed to the undersigned, that they would best discharge the trust reposed in them, bj requesting those gentlemen to describe simultaneous wdtli the lines of New York those of New Jersey. AVith these views they adopted the above pre- amble and resolutions. The kindly feeling evinced by your excellency in the conferences had upon this subject, and the just solicitude you have manifested for the pres- ervation of the harbor and the interests of New Jersey, which are identi- cal with those of New York, inasmuch as any injuiy to this port is a com- mon calamity, encourage the undersigned to hope that the course they have adopted will receive the approval of your state. Very respectfully, George W. Patterson, Prestox King, John Vanderbilt, Ja3ies Bowen, Harbor Commissioners. To his Excellency Eodman M. Price, Governor of the State of New Jersey. To which the governor of New Jersey made the following reply : State of New Jersey, ) Executive Department, Trenton, July 26, 1856. ) Gentlemen ; I have the honor to acknowledge the receipt of your com- munication of the 1st inst., with the map and law accompanying it, and in reply beg to' say, that I fully appreciate your views of the importance of preserving the harbor of New York from injurious encroachments, and for the necessity of prescribing lines on both shores, beyond which structures should not be made. The great and continued extension of wharves and piers in front of the city of New York, have so changed and increased the velocity of the cur- rents as to leiid to the apprehension that great injury to the navigation of the harbor had been done by those interested in the present and future com- merce of the port, and this fear and alarm is largely participated in by the people of New Jersey; and regret is expressed that the legislature have not appointed commissioners to guard and protect the rights of the state, by making simultaneous surveys, soundings and tidal observations, with your board ; and after duly considering all the rights of the two states, to have recommended an exterior shore line for said harbor, on the shore of this state, as was no doubt, pre-supposed by the legislature of New York, would be done when the act constituting your board was passed. The two states are equally interested in this great and important mat- ter, and should act together with the federal government, which has a deep 110 New York Harbor Commission Beporta. interest in preserving the most important harbor of the country, yielding much the largest revenue, and has also the undoubted right, as it is made its constitutional duty to protect commerce and navigation. Any report or recommendation from the distinguished officers detailed by the federal au- thority to make the survey of the harbor, made with the advice of your board, will be received with great confidence for impartiality, and the ap- plication of correct principles solely directed to the great object and com- mon interest of preserving the harbor ; and I confidently think that the course you have adopted under the circumstances, o: requesting those gen- tlemen, as by the preamble and resolutions embraced in your communica- tion, " to confer together and report to this [your] board suitable exterior lines for both shores of the Hudson river," &c., will be approved by the citizens of this state, and the object of your appointment v/ill be fully attained. At the same time I presume no lines designated or recommended by any authority can be legally or permanently fixed, Avithout being con- firmed by the legislatures of the respective states of New York and New Jersey, and by the Congress of the United States, and as this state has not commissioners to co-operate with the United States officers and yourselves, some feeling may arise with persons interested in the harbor and shore, be- cause their views will not be directly represented. To obviate this and promote the common object and interest of both states, I will publish your communication with this reply, so that all interested will have notice of what you have resolved to do, and may confer with you and the officers making the survey. I will also lay your communication before the legislature when it con- venes, together with any further correspondence between us, with such re- ports, maps, or recommendations, as may be made by the United States officers making the survey of the harbor, as you may be pleased to send me. Very respectfully, Rodman M. Pkice. To Hon. George W. Patterson, Preston King, John Vanderbilt, James Boaven, Harbor Commissioners. The report of the advisory council on the lines of the Hudson river, the bay of New York, and of the adjacent waters, is annexed, marked B. A copy of the report, together with a map of the harbor, on which will be laid down the lines recommended for the shores within the jurisdiction of New Jersey, will be transmitted to the governor, to be laid before the legis- lature of that state for consideration and adoption. The lines described by the advisory council afford ample room for the construction of docks and basins on every part of the shores of New Jersey, within the harbor, and the explanations and arguments stated in the report for their establish- ment, are so conclusive that it is believed they will be satisfactory to the authorities of that state. At the last session of the legislature, an act was passed, entitled, " An act to authorize Daniel Richards, Divine Burtis, and others, to construct and build docks, bulkheads, piers, and basins, in front of their lands in the Neiu York Harhor Commission Beports, 111 city of Brooklyn ;" by virtue of which, those persons and others, owners of real estate fronting on Gowanus bay, were authorized to construct docks, piers, ae shipped by and landed from each steamer, trading to the latter port is twenty-six hundred packages, and this quantity is received and discharged nearly every week throughout the year. The amount received and discharged from the Savannah steamers is about the same. Two steamers of each of these lines arrive and depart weekly, so that the aggregate quantity ship- Neio York Harbor Commission Rej)orts. 115 peel and landed from one pier is over 10,000 packages per week, or 500,000 per annum. Tlie cost of the pier was 5^28,000. There are over one hun- dred piers on the North and East rivers, fully occupied with the receipt of merchandise. The embarrassment, labor, and delay, incident to taking an account of the merchandise deposited on these wharves can hardly be exaggerated. It is held that none of these evils occur in ports where a specific tax is imposed. It is forgotten that the business of every other port on this continent dwindles into insignificance when compared witli that of New York, and that regulations which may be proper for tli3 limited commerce of Boston or Charleston would be unwise and impracti- cable on tlic crowded wharves of New York. The evidence, liowevcr, which the commissioners have gathered, establishes conclusively that direct taxation on goods in Boston and Baltimore has an unfavorable influence on the commerce of those cities. It is further urged that the dock com- panies of England derive their income from the imposition of a tax upon each package of merchandise landed or shipped from their quays; but the character and arrangements of the English docks are widely dissimilar from those of the piers and bulkheads of New York. The docks of London, Liverpool, and other ports in England, are large wet basins constructed at great expense, fitted with every convenience for the rapid lading and discharge of cargoes, and having spacious Avarehouses and vaults into which cargoes may be directly discharged. Every package landed is housed or protected from the weather, and the companies are responsible for the safekeeping of all merchandise received within their walls. On the long parallel piers of New York no such conveniences can be afforded. There is no adequate protection from theft or the vicissitudes of the weather, no provision can be made on them for storage, and because of their limited width, the public interests require the early removal of all merchandise landed on them. The commissioners by special application invited the principal wharf- owners to submit their views in regard to wharfage rates, and to the prop- er remedies for the abuses to which their property has been subjected. They also endeavored, but with little success, to ascertain the precise cost of the piers owned by individuals, and the revenues derived from them. In the absence of such specific information, they have had to rely upon the general estimates of dock-builders and wharfingers. It will be seen by reference to the testimony annexed, that the cost of erecting piers wholly of piles is about ^20 per running foot, and that of piers construct- ed of cribs and bridges about S^O per foot. It is found that piers built on piles are as secure as the more expensive structures of cribs and bridges, but in order that the estimates of the commissioners should be in favor of rather than against the wharf owners, they have computed the cost of all piers to he at the rate of $50 per foot, and of bulldieads at §70 per foot. These rates it is believed are greater than the average ac- tual cost. The piers around New York are owned, either by the corporation or by individuals, or jointly by the corporation and individuals ; those which are owned by the corporation are constructed at the expense of ihe city, while the cost of those which are the joint property of the city and private individuals is defrayed by the payment of two thirds of the 116 Neiu York Harbor Commission Reports, amount by the lait3r and one third by the corporation, the corporation re- ceiving one half the revenue. Stress is hiid upon the allegation, that, notwithstanding the large snms received for ferry privileges, and for the exclusive use of piers, the corpo- ration of New York derive but four per cent, per annum from their wharf properly, and it is claimed that this fact is conclusive of the justice of the further enhancement of wharfage rates. By reference to the table marked S in the Appendix, it will be seen that this percentage of revenue is based on an arbitrary value affixed to the wharves, and not on their actual cost. The corporation owns, in the East riveT, between Grand street and the Battery, 18 piers, which cost to con- struct 8333,050 00 192 piers, of which the corporation paid one third of the cost, or 115,100 00 Bulkheads 235,670 00 $683,820 00 North river, between the Battery and Hammond street, 26 piers $631,200 00 7^ piers 56,453 00 Bulkheads 437,220 00 1,124,873 00 The actual cost of which is $1,803,693 00 But which is estimated to be worth $5,823,000 00 The income received on the above property in $260,100 per annum, or about 14 per cent, upon the cost. It is proper to state that many of the piers oelonging to the corpo- ration in the upper parts, pay but little rent, though from the accommo- dation they afford to the citizens in the vicinity they serve to raise the tax- able value of property, and thus indirectly add to the revenues of the city. But it should also be noted that several of the most valuable piers embraced in the above area, are used for Dublic purposes and yield no income. With respect to the piers owned by private individuals, the statement of S. A. Frost, wharfinger, may be relied on as a fair exhibit of the piers and bulkheads which are fully and continuously occupied by transient ves- sels, paying the legal rates of wharfage. That statement is as follows : COST. ANNUAL KECEIPTS. EXPENSES. NET INCOME. Pierg 16, 17, and one haK of 18, East river, with 447 feet of bulk- One h.alf pier 19, and one half pier 20, bulkhead 274 feet One half pier 26 and one half pier 27, bulkhead 286 feet Pier 28, bulkhead 158 feet $93,606 48,312 43,020 33,360 $U,350 4,550 6,324 3,703 $2,794 894 1,046 1,071 9i per ct. 7i - 12i " 71 " New Yorh Harbor Commission Rej^orts. 117 The cost of these piers and bulkheads is estimated at fifty dollars per I'neal foot, and the bulkheads at seventy dollars per foot, which is ten dol- lars more per foot than JNIr. Frost estimates. Two thirds of the cost of the half piers, or those owned jointly by the corporation, was paid by the individual joint owners, and is included in the above estimate. The ex- penses are for ordinnry repairs, taxes, commissions for superintendence and collections of wharfage, and are exclusive of the cost of the removal of planking and dredging the slips. The rate of filling from the deposit of mud, varies from half a foot to a foot per annum, and costs to remove about one half cent per cubic foot. The planking of the piers though annually repaired requires to be entirely renewed every eight or ten years, and at the expiration of about thirty years from its ereciion the structure has to be rebuilt. The commissioners, after a careful examination of all the testimony they could procure, have estimated the expenses to Avhich wharf-owners are sub- ject under the present regulations, to be as follows : Ordinary repairs, taxes, conunissions, &c per cent. Dredging I " Extraordinary repairs I2 " Depreciation of property 2 " To which, add for interest on capital invested 8 " 15| per cent. In the opinion of the commissioners, the wharf-owners ought to receive a net income on their capital of from eight to ten per cent. On the piers and bulkheads, to which reference has been made, the owners receive the average of nine and a quarter per cent, per annum, though no allowance is made for dredging, extraordinary repairs, or depreciation of property, which is equivalent to four and a quarter per cent. ; thus reducing the net income, on the cost of construction of the most eligible piers in the harbor, to five per cent, per annum. And it will be observed, that the piers referred to are continuously occupied throughout the year, while many others, equally expensive, are but partially occupied, and therefore, yield less revenue ; and, during the suspension of river navigation, none whatever. There are cases in which piers, let for the exclusive use of the lessees, pay very large revenues to their owners. Thus, pier No. 4, North river, costing about twenty-eight thousand dollars, is let to two steamboat com- panies for eight thousand dollars per annum, the lessees paying all expenses for repairs and dredging. The one half of pier No. 10, and bulkhead. East river, owned by and costing the city but eleven thousand five hundred dollars, pays the annual rent of seven thousand three hundred dollars. So pier No. 29, North river, costing about thirty thousand dollars, yields an annual revenue of six thousand six hundred dollars. But these are ex- ceptional cases, and ought to have no influence in determining the average rate of compensation now obtained for wharf property. Impressed with the expediency, as well as justice of satisfying the fair 118 New York Harbor Commission Ueports, claims of the wharf owners, the commissioners have endeavored to frame such regulations for the government of the wharves, as will secure for tiieir owners and lessees an ample revenue, without the imposition of taxes on the transit of merchandise over the wharves, or adding to the present wharfiige rates on vessels. It cannot be questioned, from the evidence herewith submitted, that more effective measures should be adopted to pro- tect wharf-owners in the enjoyment of their property, free them from ex- penses to which they are improperly subjected, and enable them to derive an income from their wharves when used for other purposes than the lading and discharge of cargoes, and the harborage of vessels. The piers and bulkheads of New York are under the jurisdiction of the city authorities. Tlie rules and ordinances prescribed for their government are defective and seldom enforced. No provision is made for the correc- tion of many abuses whicli are daily practised, and which are the causes of serious expense. The careless mode of taking ill and discharging ballast, stone, brick, coal, pig-iron, and other material ; the imperfect drainage of the city ; the destructive practice of boring the posts and floors of the piers, to erect leading-blocks, are mjurious as well to the harbor as to the inter- ests of the owners of wharf pioperty. It appears from the evidence col- lected, that the deposit of solid material in the slips of New York is about one foot per annum. The causes of this rapid accretion are the careless discharge from vessels of the articles above mentioned, the deposit of rub- bish from carts, but chiefly the uncleanly condition of the streets. The garbage of the city is permitted to accumulate on the surface of the streets, and a large portion of it is washed into the sewers by the rains, and thence discharged into the slips. The general practice of unloading cargoes by means of horse-povver is injurious to the wharves. When the wharfage law was enacted, manual labor only was employed for this purpose. The commissioners are of opin- ion that compensation should be made for the more rapid wear of wharves from this practice, and they recommend that owners and lessees shall be permitted to collect twenty cents per day for each horse used in lading or discharging cargoes by means of fixed tackle. Complaint is made of the practice of lighters discharging their cargoes on the wharves, and departing without paying the wharfiige rates. It is proposed that in such cases the wharfage lax shall be a lien on the merchandise deposited on the wharves. Another grievance to which the wharf-owners are subject, and which forms a serious obstruction to the lading and discharge of vessels, is the conversion of the piers into places of storage. It appears that the average quantity of merchandise left on the wharves for twenty -four hours is two hundred to two hundred and fifty tons on each pier ; for forty-eight hours, one hundred tons, and the same quantity for three days and upward. Large quantities of iron, sugar, molasses, cotton, dye-woods, and other bulky articles of merchandise, which are not affected by the weather, are often permitted to remain, by the owners or consignees, on the piers until sold, in order to esc^xpe the payment of cartage and storage. There seems to be no just reason why niercliandise should be stored on the property of a wharf-owner ratiier than in a warehouse, free of rent. The commis- sioners have framed a tariff' of charges to be imposed and collected by the wharf-owners on merchandise lying on their piers and bulk]icads, longer New York Harhor Commission Reports. 119 than twenty-four hours. This period will be sufficient to comply with the United States revenue laws in respect to weighing, measuring, and gauging merchandise. The correction of the abuses alluded to, and the imposition of storage charges on goods encumbering the wharves, will, it is believe 1, so dimini^h the expenses of wharf-owners, and increase their revenues, as to reaiove all just complaint of inadequate compensation. The commis- sioners have embodied their suggestions in a bill herewith annexed, which they submit for the consideration of the legislature. The above recommendations are in respect to the present system of piers and bulkheads. If new and improved wharves be erected, alibrding greater facilities for the landing and discharge of cargoes, so that time, so impor- tant an element in business can be saved, it is obvious that increased rates may be permitted without injury to commerce. Thus if wet basins shall be built with warehouses, into which cargoes may be directly transferred from vessels, or if broad and ample piers of stone shall be erected in place of the narrow, and oftentimes, unsafe structures that now form the landing places cf the port, there can be no question that such increased fiicilities and acc ommodation would justify much higher rates than can now be im- posed, or to which the present wharves are entitled. The advantages which wet basins properly arranged have over the par- allel piers of the city, consist in the gi-eater safety of merchandise from pil- ferage, protection from the weather, and the transfer to adjacent warehouses, without the expense of cartage. The value of property annually stolen from the piers of New York, is probably not less than a million of dollars, nor can the vigilance of the owners or of the police, prevent these depre- dations, while merchandise remains exposed on the public highways. Pre- vious to the construction of basins in London, when the commerce of that port was less than that of New York, the annual loss from theft on mer- chandise deposited on the quays was estimated at two and a half millions of dollars. But aside from this loss, the expense of cartage forms a heavy burden, which, if warehouses were in close proximity to vessels would be lessened. At present the warehouses for the storage of merchandise, are so far distant from the piers, that it may be safely assumed that the tax for convey ance from the vessel to the place of deposit is fifty cents per ton. If exported, it is again subjected to the same tax. Under the warehousing system, which forms part of the commercial regulations of the general gov- ernment, the city of Nev/ York must become the great entrepot of this contijient, the distributing point fur th.e products of all nations to every i)art of America: hence a vast amount of merchandise will be brought to this harbor, not to be consumed, but to be stored for a time and then exported. On this portion of the commerce, the tax of cartage is a burden, which might be avoided by the construction of warehouses within the walls of wet basins. Nor are the foregoing the only advantages derived from wet basins. In those of the great ports of Europe, provision is made for the more rajjid discharge of cargoes than is practicable on the piers of New York, for weighing and gauging, furnishing certificates of damage, unpacking, marl;- ing, taring, sorting, preparing for sale, by arranging the goods on exhibi- tion, sampling, repacking, and in all these respects tliere is economy, accu- racy, and despatch. The present form of structures is well adapted for tl:e shipment and delivery of merchandise, entering into immediate consump- 120 New York Harbor Commission Reports. tion, but it entails a heavy and needless tax upon such as are warehoused or intended for exportation. It is inevitable that with the increasing mag- nitude of the commerce of the port, the system of wet basins must ultimately be adopted, and the commissioners, in the belief that the interests of the state will be furthered by their early construction, recommend that on their establishment, liberal charges may be allowed for their use. The rates established in the London and Liverpool docks, will be found in the Appen- dix, marked O. Li view of the extended and increasing commerce of the port, the com- missioners are of opinion that a board of officers ought to be appointed, whose duties it shall be to prevent the transgression of the exterior lines, or the erection of improper structures in its waters, and see to the rigorous compliance with the laws that may be passed for the regulation of its busi- ness. The occaf^ional acts of the legislature to correct occurring evils, and the loose and discordant ordinances of the city authorities, form a very in- adequate protection to these great interests. The filthy condition of the bulkheads and piers, injurious to merchandise placed on them, the frequent instances in which they are so out of repair as to be dangerous to life, the conflicting duties of the state and municipal officers, the constant evasions and violations of law, the encumbrance of the docks, where millions of property are daily handled, sufficiently demonstrate the necessity of a broad, comprehensive and consistent system of regulations, fully enforced by offi- cers specially appointed for that purpose. Such a system the co.nmis- sioners believe will preserve the harbor from further injury, abate the taxes on commerce, increase the revenues of wharf-owners, and promote the de- spatch of business. Such regulations as have been suggested to the commissioners by their investigations are embodied in the drafts of the acts herewith submitted. The first is for the appointment of three commissioners by the governor and senate, who, with the mayors of the cities of New York and Brook- lyn, shall be charged Avith the supervision of the harbor, the boundaries of which are defined in the act. It is proposed to invest the board of com- missioners with exclusive powers over the harbor, within the jurisdiction of this state ; to abolish the offices of harbor and dock masters, and vest in the commissioners the power to appoint such number of officers to dis- charge the duties of the present harbor and dock masters as they may deem expedient- Under the present laws, the powers of the harbor mas- ters arc absolute in determining the berths of vessels ; they may at their pleasure remove or displace ships engaged in lading or discharging ; they liave command of a vessel when in the act of removal, and for the time have entire control of her, so that property for large values is placed in their hands. The proper discharge of their responsible duties requires a knowledge of seamanship, and of the strength and direction of the tides and currents. Tiie frequent change of these officers, and in many cases, the manner in Avhich the duties have been discharged^ have been the cause of dissatisfaction and complaint among the shipmasters and merchants of t!:e port. The dock masters, who liave charge of the dijcks owned by the corporation of New York, and who exercise the same powers in respect to those docks, are policemen detailed for that duty by the captains of police. It is evident from the testimony submitted that there is often conflict be- Neio York Harhor Commission Reports. 121 tween the two classes of officers, and there is reason to apprehend in some instances that there has been an abuse of their powers. But aside from these objections the commissioners are satisfied that the duties now divided among eleven harbor masters, and an indefinite number of dock masters, can be discharged to the better satisfaction of ship-owners and others in- terested by a much less number of officers, who shall be under the person- al supervision and control of the members of a board to whom complaints for remissness of duty can at once be made. Under the present system there is no mode of obtaining redress for refusal or neglect of duty, but by an appeal to the governor of the state, which involves the loss of time and the labor of obtaining evidence, and which places the complainant in the invidious attitude of a prosecutor. The fees wliich are paid to the harbor masters by vessels entering the port, and which amount to over thirty thousand dollars per annum, Avill, with the tines and penalties proposed to be levied for violations of law, constitute an ample fund for the payment of the commissioners and their employees, and probably leave a surplus which may be deposited in the treasury of the state, or expended in the improvement of the harbor under the direction of the legislature. The general duties of the commissioners Avould be to have personal su- pervision of the harbor, prevent the transgression of the exterior lines in the erection of docks, determine on the form and manner of constructing them, sec that they are in good repair and in proper condition for tl:e re- ception of merchandis e, that the lading and discharge of vessels shall be in conformity with the regidations established, that the officers exercising the duties of harbor masters faithfully perform their duties, to designate proper anchorage grounds, and compel the observance of the laws which the legislature may pass in respect to the port of New York. That the control of the harbor should be committed to one body, in whatever manner it may be expedient to organize it, is obvious. The inevitable tendencies of a divided jurisdiction are to conflicting regulations and neglected duties, or the promotion of one or more interests to the injury of others. At present the local authorities of the several cities and towns around the harbor, pass such laws in respect to the government of the portions within their several limits as they deem proper, and though the corporation of New York may be considered the custodian of the port, the local interests and rivalries of tlie difi'erent sections of the city lead to the adoption of measures in conflict with the interests of com- merce or of other parts of the harbor which have an equal claim to regard. Thus the practice of dredging the slips and depositing their contents of solid matter in the two rivers, while it may be of temporary beneiit to New York is injurious to the shores of Long and Staten islands and to the shores of New Jersey. The counties of Kings, Queens, Westchester, and Richmond, have an equal right to the protection cf their interests in the harbor as the county of New York, but under the oresent regulations they are virtually disregarded. It is a subject of complaint among the merchants of New York, that the authorities of the city, under a law of the state, grant the use of piers to steamboats and packet lines, to the exclusion therefrom of all other vessels, and the practice is held to be a species of favoi itism, contrary to justice and the general interests of commerce. It is insisted that by these grants 122 ' New Yorh Harbor Commission Beports. of the exclusive use of piers, the grantees have an undue advantage over other merchants in the possession of the more eligible berths ; that vessels occupying them can be discharged at much less expense of cartage than others which are obliged to seek berths at points distant from the centre of business; and that oftentimes the piers thus leased are but partially occu- pied, while vessels are lying in the stream, waiting at much expense for an opportunity to discharge their cargoes. Well founded as these complaints may be, it is manifest that it would be a cause of infinite embarrassment, were no special provisions made for the accommodation of vessels arriving at stated periods in the port, or if they were compelled to seek berths in different parts of the two rivers every time they entered the harbor. It is probable that the exercise of proper discrimination in the grants of exclu- sive occupation, would allay the dissatisfaction that has been evinced, and this would form one of the appropriate duties of the board of commis- sioners. /■^ It will be seen by reference to the evidence submitted, that the practice of the Eastern steamers passing through the East river, is subject of general complamt; that, in the opinion of pilots and other competent witnesses, life and property are daily placed in jeopardy by their passage at high speed, and that, if this speed were lessened so as to conform to the law, which for- bids steamers being propelled at a higher rate than ten miles per hour, the danger from collision would probably be increased by diminishing the con- trol which the captains have over their vessels, when under a full pres^ of steam. Some of the testimony seems to prove that the interests of the V owners of those vessels wouid be promoted if they were compelled by law to stop at the piers in the eastern part of the city. But while there can be no question that the navigation of the East river would be freed from one cause of apprehension, by the removal of these vessels to the place indicated, it may be doubted whether such regulations would not embarrass the commerce which it is the intention of the state to promote ; and whether the merchants and others personally interested in* the success of these vessels, are not the most competent to judge of the ex- pediency of such removal It would fall within the duties of the proposed board of commissioners, to examine this and kindred subjects, and report on them to tlie legislature. The enforcement of the laws for the government of the harbor, would properly devolve on the board of commissioners. Under the present sys- tem, this duty, in the city of New York, is committed to the superinten- dent of wharves and slips, to tlie harbor and dock masters, and to the police, and is performed by none. The wharves remain uncleaned, so as to be injurious to merchandise, and even detrimental to health. They are in bad re[)air. Cargoes are so carelessly discharged as to destroy the piers on which they are thrown ; the posts and liooring of the piers are ])ert'orated without i)ermission, and without compensation ; vessels occupy berths and refuse to pay wharfage ; merchandise is permitted to lay on the, [)iers, in some instances, for months; ballast, rubbish, and' the cinders of stoamers, are designedly thrown into tiie sHps ; in short, every regulation which has bjcn established, whether for the preservation of the harbor, or for the pro- tection of the merchant or the wharf-owner, is disregarded, and remains a dead letter, from the absence of a supervisory and controlling power. Nor New York Harbor Commission Reports, 123 are the evil effects of this culpable negligence confined to the immediate shores of New York. The solid matter, dredged ftom the slips, finds a lodgment on the flats of ISew Jersey, and the distant coves and recesses of the harbor, impairing their usefulness for the accommodation of the in- creasing marine of the port, and destroying their value as tidal reser- voirs. It was suggested to the commissioners, by merchants and others, citizens of New York and Brooklyn, that the imminent danger to which the health of tiie cities and villages surrounding the harbor, had been exposed during the past season, by the presence of yellow fever, made it desirable that au- thentic information should be obtained and laid before the legislature, in re- gard to safe and convenient anchorage grounds for vessels riding at quar- antine. U'he commissioners accordingly requested their advisory council to examine and report upon the several sites in the harbor, which would be suitable for such purposes. Their report is annexed marked E. It will be seen that they lay down as necessary conditions for a safe anchorage ground : 1. That it must be sheltered from the prevailing winds, especially from those of the northeast, prevailing all the year, and from the northwest, chiefly in a winter wind, and from the summer winds of the southwest. 2. It must not be swept by violent currents. 3. Nor by waves of sutficient violence to endanger the safety of vessels riding at anchor. 4. There must be good holding ground which implies that the bottom must not be hard sand, but must be sticky, composed of mud and sand, or muddy. 5. The depth must be sufficient to prevent grounding at the lowest tides, or if not, then the bottom must be of soft mud to prevent injury from grounding. 6. It must be out of the way of passing vessels, and not in the chan- nels or crowded thoroughfares of commerce and navigation. 7. It must be so commodious that the largest vessels may have room to swing with the greatest scope of cable ever allowed, and contain suffi- cient space for the largest number of vessels which may be expected to be at one time in quarantine. There is no part of the harbor m which all these conditions are fulfilled, so well as at the Horseshoe on the westerly side of Sandy Hook. That site, the advisory council regard as admirably fitted for the purposes of a quarantine for vessels. There is 24 feet water well in behind the Hook and 12 I'eet close into the Horseshoe. Tins space is sheltered from all easterly winds and from the southwest winds, but is exposed to the full sweep of the north and northwest winds. It is not usually swept by currents of great force, and probably never by violent currents. It is protected from the greatest violence of'the waves, and though at times a rough anchorage, is always with due care and precaution a safe one. The advisory council, in the conclusion of their report, referring to this site, say that "its safety, its commodiousness, its safe distance from the city and thickly populated portions of the shores, render it in our judgment the most suitable place for the quarantine which can be found in the bay or harbor and New York." Without entering upon an examination of the question whether a proper 124 Neio York Harbor Commissiom Reports. regard for the preservation of the health of the populous cities and villages on the East and Hudson rivers and the bay of New York, requires the removal of the quarantine establishment from Staten Island, it may be stated that the rapid increase of the commerce of the port has very greatly enhanced the danger of ihe importation of yellow fever. Its presence has, indee I, become inevitable. Every year there are more or less cases brought into the harbor, and with the more frequent and intimate communication with the West India Islands, the number must increase. The present quar- antine is the Narrows, which is about two miles wide. On either shore there is a dense population. The roadstead is the pathway for ve-sels going out of, or coming into port, and it is traversed by ferry-boats every hour of the day. That there is danger from the close contiguity of the In- fected vessels to the shore will hardly be denied. On the other hand, an ill-arranged or an inconvenient quarantine will entail very serious conse- quences upon the commerce of the port, by multiplying expenses, by the loss of time, and by the injury, and oftentimes, the destruction of cargoes. With the enlarged commerce of the maritime states of Europe and this country, there has been a uniform tendency to the increase of the dimen- sions of vessels. Thirty years since the tonnage of ships in the United States rarely exceeded six hundred tons, and with the exception of the East India Company's ships, which were from twelve to fifteen hundred tons, there were few in Europe, engaged in commerce, exceeding one thousand tons burden. The usual tonnage of vessels now built for the California and China trade varies from eighteen hundred to twenty-five hundred tons, and the steamers trading between New York and Europe are from three to five thousand tons. Tliere is reason to believe that the maximum tonnage of sailing vessels has been attained ; but it is probable, from the annually increasing commerce, and the more intimate relations between the distant parts of the globe, that the dimensions of steamers will be further enlarged. A steamer of ten thousand tons is now being constructed in England. The advantages which steamers possess over sailing vessels in the certainty of their arrival at a given time, and in their greater average speed, will secure to them the conveyance of passengers, and valuable freights, while the ratio of the expense of sailing them is diminished in proportion to their increased size. The draught of a vessel of 2,000 tons, laden with a full cargo is from nineteen to twenty-one feet ; of a steamer of 5,000 tons, from twenty- three to twenty-four feet, and that of the English steamer referred to, it is estimated, will be twenty-eight feet. The depth of water at Sandy Hook bar is twenty-three and one half feet at low water, and it is not safe for a vessel drawing twenty-three feet to go to sea, except at half or full tide. The capacity of the harbor of New York for the admittance of vessels at all states of the tides has thus been reached, and a vessel is about to be launched, which in the present condition of the approaches from sea, ciin- not at any state of the tides enter the port. But the state fortunately possesses an entrance which, though hitherto neglected, is adequate when improved, for the admittance of vessels of the greatest magnitude: The passage through Hellgate may be made as safe as that of Sandy Hook. The improvement of this important channel has frequently engaged the attention of the merchants and shipmasters of New Neiu York Harhor Commission Reports, 125 York, and been brought to the consideration of Congress, but nothing has been done by the federal government beyond making a small appropriation for the removal of the most dangerous obstruction. In 1848, Professor liache, on the application of the chamber of com- merce of New York, caused a careful examination to be made of the ob- structions to the navigation of Ilellgatc. the results of which were embodied in a report made by Lieut. C. H. Davis, of the United States navy. A further examination was made by Lieut. Porter, of the navy, in the autumn of that year. The reports of these officers are contained in the Appendix to the commissioners' report to the legislature, on the 8th of January last. During the past season a further and minute examination of the passage has been made by Lieut. Craven, of the United Sates navy, and a report upon the obstacles which exist and upon the proper mode of removing them has been prepared by the advisory council of the com- missioners, which is herewith submitted, marked F. The report is a m^is- terly exposition of the difficulties and dangers of the passage, and affords conclusive proof that the remedies suggested will be appropriate and effective. The perils of Hellgate are crowded into an area of about two thousand yards, and consist of two descriptions, rocks and currents. Of the former, the more formidable are three, which are called Pot rock, Fryingpan, and Way's reef They lie directly in the channel, but surrounded by deep water, they can be scattered, by blasting, without injury to naviga- tion. The presence of these rocks though they are not the sole cause of the eddies and counter currents, accelerate their velocity, and increase the danger of vessels being thrown on the shores. If the rocks were removed, the risk would be materially diminished. The furious speed of the currents is caused, in part, by the rocks mentioned, but chiefly by the uneven char- acter of the bottom, and the abrupt changes in the direction of the shores. In some places, the depth of the water is one hundred and fifteen feet, in others it is comparatively shallow ; and there are, in the distance of one thousand yards, two sharp turns in the shores ; one, at an angle of one handred and eleven degrees, the other, of one hundred and two degrees. Insulated rocks of different sizes rise above the surface, dividing the stream into several parts, and adding to the violence and impetuosity, caused by the general irregularities of the bottom. Westward of Pot rock, the ebb separates into three divisions, which reunite on the south and west of Flood and Mill rocks, and are again divided into two branches, passing smoothly on either side of Blackwell's island. At the first of these divisions there is a reef called the Gridiron, and in the second, a projecting spur of Blackwell's island, called the ]5read-and- cheese ; on both of which the currents set with great force. There are also two other spots which the council recommend to be pointed out in the most distinct manner. They arc the Hog's Back, and Rhinelander's reef. The corrections which the advisory council propose, are: 1. The removal, by blasting, of Pot rock, Fryingpan, and Way's reef. 2. The construction of sea-walls, with timber facings, on the Gridiron, Hog's Back, and Bread -and-cheese. 3. The erection of a stone beacon, on Rhinelander's reef. 126 New York Harbor Commission Bejoorts. 4. The enclosure of the channel between Bread-and-cheese and Black- well's island. Hellgate, thus improved, will, in the opinion of the council, be a better approach from the sea than that of Philadelphia, of Baltimore, or Liver- pool. Steamers of the largest class may then enter Long Island sound, which is land-locked and Avell lighted, and pass through the Grate with perfect safety, in more than thirty feet water. In respect to the present dangers of the passage, Lieut. Porter, in his re- port, remarks : " In a place wliere the interests of so many are at stake, the want of attention to the navigation of Hellgate appears like culpable neglect. No one can form an idea of the number of vessels that go on shore during the course of a month. Fifty went on shore during the period I was occupied there (two months), and many of them were much injured. I am convinced that if proper measures were .taken to protect the commer- cial interests of this great city, by blasting the rocks and docking in, as pro- posed by Lieut. Davis, not one vessel would be lost in five years." — [Lieut. Porter's report, 1848.] And the advisory council in their report, herewith submitted, comment- ing upon the perils of the Gate, add, ''If another accident should occur like that of the Oregon, in the winter of 18-4 7-48, and if, instead of hang- ing by the keel, as she di;l, the boat filled with passengers should slip off into deep water, the frightful consequences would make our language ap- pear tame and cold. If such an event should occur at any period of the tide, except half an hour before and after slackwater, even if it were broad day, and a hundred boats were ready to go to the assistance of passengers, the loss of life owing to individual helplessness and to the boats being un- manageable in so rapid a current, would be fearful. We are fully aware of the advantages of steam as a -motive power, and we are acquainted with the consummate skill of our pilots, still we live in the constant apprehen- sion that the navigation of Hellgate will be characterized by some terrible calamity." The Constitution devolves upon the federal government, the power to remove these dangerous impediments to commerce. The merchants of New York have repeatedly addressed memorials to Congress, setting forth the perils to which life and property are subjected in passing through the Gate, but they have filled to produce any action. Tlie commissioners, during the last session of Congress, addressed a letter to Mr. Seward, one of the Senators from this state, a member of the committee on commerce, in which they requested him to bring the subject before the Senate. A copy of their letter is herewith submitted, marked G. A bill making an appro- priation for the improvement of Hellgate, passed that body but was not acted upon by the House of Representatives. If the general government shall continue to neglect the duty incumbent on it, the commissioners ear- nestly recommend that the state shall assume it. The commercial inter- ests of the state and a just regard for the lives and property of ils citizens, require that the passage should be freed from the obstructions which invest it. The measures proposed by the advisory council are simple, and it is believed will be eihcient. Tiiey involve the expenditure of a sum trifling in comparison with the amount of property that is daily placed in jeopardy. Harlem river, an important but neglected passage between the Hudson Neio Yorh 'Harhor Commission Bejpoj^ts, 127 and East rivers, is capable of conversion into a navigable stream for sloops and s?hooncrfe, engaged in the trade between the city of Albany and other towns on the Hudson, and the ports of the Eastern states. The amount of tonnage sailing from Albany for Eastern ports during the past year was about 50,000 tons, and it is believed the tonnage from Kingston for the same ports is much greater. If Ilurlem river were made navigable, the long detour around the city of twenty miles, and the dangerous passage of Hellgate, would be in part avoided by those vessels, and the formidable competition which they have to maintain with tlie railroads of Massachu- setts, be somewhat reduced. The improvement of the river would materi- allv beneBt the adjacent counties of New York and Westchester, and afford numerous sites for those mechanical pursuits which require large areas of ground on navigable waters, and which can with difficulty be obtained on the crowded shores of the East or Hudson rivers, and only at great cost. To the city of New York the improvement of Harlem river is of much and increasing importance. The upper parts of tlie city are separated from the Hudson by the high lands on the margin of the river, extending from Man- hattanville to King's bridge, a distance of six miles. The citizens living in those parts of the city have no other mode of procuring building materials, coal and other necessary and bulky articles, than by transporting them by land for long distances. If Harlem river were opened they could be landed in their immediate neighborhood. To Westchester county the improvement would be of great benefit by giving a long stretch of shore line and an approach to a district of country now entirely excluded from water communication. The advisory council in their report, marked H, have given a detailed description of the stream and of the obstructions to its navigation. The obstructions consist of, first, the mud deposited in the stream, which can be readily removed by the ordinary dredging machines. At the en- trance to Harlem river there are the remains of the piers of a bridge, which formerly connected Manhattan and Ward's islands. They consist of small stones, shoaling the water to nine feet. The cost of their re- moval will be triflir.g. The next obstruction is a bridge erected by the Harlem railroad company, but the use of which is abandoned for a more commodious structure. Macomb's dam is the most objectionable artificial obstruction in the river. It was erected under an act of the legislature in 1813, which provided that the grantees might construct a dam between certain points with an opening in the centre of sufficient width to allow the water to pass freely through, ajid so as to admit of the free passage of boats and vessels accustomed to navigate the river. These conditions were not observed by the gi'antees in the erection of the dam. In 1839, several citizens of Westchester county, in order to make an opening for the pas- sage of such craft as could ascend tlie river to, but would be arrested at that point, forcibly removed a portion of the dam. They were prosecuted by the heirs of the grantees, and the cause was carried from the supcx'-ior court of New York to the supreme court and the court for th*^ correction of errors. At each of these tribunals it Avas decided that the dam was a public nuisance, bnt no further attempts haveb^en made to abate it. In its present condition, it forms a very serious impediment to the navigation of the river and the flow of the tides, and ought to be removed. Hadley's bridge and King's bridge, present formidable obstacles to the flow of the 128 New York Harbor Commission Reports, tides, but from the shoal water and rocky bottom of tlie river between those bridges, it will probably be found expedient to adopt the suggestion of the advisory council, and construct a short canal so as to avoid the ex- pensive process of blasting under water. Immediately east of H-idley's bridge a creek sets up through a marsh and approaches to within five hun- dred feet of the head of a creek which empties into the Spuyten Dnyvil, on the west side of King's bridge. The construction of a canal of one hundred feet wide and ten feet deep, to connect these creeks, will require the blasting of about 23,000 cubic yards of marble. In 1827, the legislature passed an act incorporating the Harlem canal company, to construct a canal from Spuyten Duyvil creek to Plarlem river, provided the work should be completed in two years. In 1^29, the time for completion was further extended, and in 1836, another act was passed, granting five years for the construction of the work. The chief object which the corporators had in view, was to obtain access by water to the marble quarries in the vicinity ; but the marble being found inferior to its supposed quality, the enterprise was abandoned. There can be little doubt that if tlie remaining obstructions were removed, private citizens would readily construct the canal, if permitted to impose a toll on vessels passing through ; but, in the opinion of the commissioners, the navigation of the river ought to be as free as the great highways of the Hudson and East rivers. The commissioners are required, by the act of March 30, 1855, to as- certain whether any grants already made by the legislature, or the com- missioners of the land office, or the common councd of the city of New York, for the filling up of any of the land under water, will, if executed, impair or obstruct the navigation of the harbor : also, to have prepared, and submit with their report, the lines of any grants of land under water in .the harbor which Iiave not been occupied, and the original shore line, as far as can be ascertained. They are further directed to inquire and report upon the propriety of laying out, on the East river, a street on the perma- nent water line in the city of Bropklyn, to be called West street ; and upon the power, practicability, and utility of establishing a boundary line between the counties of Kinss, Queens, and New York, in the East river. The ascertainment of the several grants of land under water, which, if executed, would impair or obstrutJt the navigation of the harbor, and of those which have not been occupied, required the collation of all the grants on record, whether made by the colonial or state authorities, or by the cor- poration of the city of New Y^'ork. It is a work of great labor, and will require the whole of the present winter to complete it. The plotting of the grants has been committed to Edmund Blunt, Esq., of the United States coast survey. His thorough acquaintance with the localities of the harbor, and his unwearied perseverance, eminently qualify him for the laborious task. In this connection it is the duty of the commissioners to direct the at- tention of the legislature to the occupation of large areas of land, for which no grants have been made, and the title to 'which is in the people of the state. The several grants which were made by the colonial govern- ment and those which have been made by the state to the city of New New York Harhor Commission Beport. 129 York, are set forth in the report of the comniis.-ioncrs of the Gth of Jan- uary last. They comprise, besides others, a continuous belt around the city, of the lands under Avater, for 400 feet from Spuyten Duyvil creek to the entrance of Harlem river. Tlu corporation was autliorized to lill up and layout in streets that portion of the grants south of about Cliarlton street on the Hudson river to tlie l>attery, and frt;m the IJatlery to Houston street on the East river, but beyond tlu 400 feet, the power to fill up was in no instance granted, except, incidentally, under the act of 1798, at oc- casional points. In that year the corporation addressed a memorial to the legislature, in which they stated, among other reasons, that on account of the curves and otherwise irregular state of the shore at low-water mark in the East and North rivers, at the time of the making of the grants of their predecessors, such grants were deemed to extend to unequal distances in both rivers, which occasioned difficulties in making the permanent streets thereon regular ; they had laid out a permanent street on the East river, called South street, and on the North or Hudson river, called West street, and they prayed the legislature that such powers should be con- ferred as should be proper to remove the difficulties stated in their memo- rial. The legislature, accordingly, by the act of 1708, and subsequently by the acts of 1801 and 3 813, recognized and confirmed South and West streets as the permanent exterior streets of the city. Bnt contrary to the several acts, virtually forbidding the filling up the waters of the port be- yond the streets mentioned, the corporation of New York has authorized or permitted the deposit of earth in tiie Hudson river between the termi- nation of Dey and Vesey streets for about 435 feet in depth, and 480 feet in width, west of AVest street, and thus deprived the port of dock accom- modation in the centre of business for thirty thousand tons of shipping. The title to this land, the area of which is about ninety building lots, worth at least five hundred thousand dollars, is in the people of the state, and such disposition may be made of it as the legi^Liture shall deem ex- pedient. On the East river, between Thirteenth and Eighteenth streets, tlie ripa- rian ownei^ have filled in beyond the cession of the four hundred feet to the city, and beyond the exterior street established by the legislature. Tlie commissioners, in their report of January last, at pages 34-5, related the action of the legislature and of the common council of New York i:i re- spect to the shore of that section of the city, to which they respectfully refei-. It will be seen that a large portion of the area filled belongs to the people of the state. It is of great value, and the commissioners suggest that the legislature shall, by the prompt and uncompromising assertion of the rights of the state, recover, as well the property which rightfully be- longs to it, as prevent the further invasion of the harbor by illegal erec- tions in its waters. The necessity of describing exterior lines on the shores of the harbor, and of imposing severe penalties for their transgression, has been recently demonstrated by the action of the corporation of New Y'ork. In direct violation of the act of 1807, which made the map of the commissioners then appointed io lay out the city, final and conclusive ; in face of the uni- form practice of the city authorities to apply to the legislature for pe 'mii- sion to vary the plan of the city, Avhen deemed desirable ; and, notwith- 9 130 New York Harbor Commission Reports. standing the provisions of the act of March 20, 1855, which in express terms forbid the grant of lands under water, until the further direction of the legislature, the common council, in December last, l;iid down an oxte- lior line from Rivington to Thirty-eighth street, East river, far beyond tho limits assigned by the legislature, and authorized and directed the owners f»f the adjacent uplands to fill in to ihc lino designated, by the 1st of Jan- uary, 18 ';0. Nor was the ordinance ))assed in ignorance, either of the provisions of law, or the destructive effects which its fulfilment would have upon the navigation of the river, but in disregard of both. The commissioners, immediately after the passage of the ordinance, through the board of comicilmcn, addressed a letter to the mayor, setting forth the consequences which would ensue if it were carried into effect. A copy of that letter, and of the ordinance, is herewith annexed, marked I and J. They also appeared before a committee of the' board of aldermen, and re- monstrated against the adoption of the measure, because of the proposed unlawful invasion of the property of the state, and its ruinous effects on the navigation of the river. It was, notwithstanding, adopted by both boards, and approved by the mayor. The line of solid filling is, at the point of widest divergence, nine hundred and four feet exterior to the bulk- head line, and five hundred and sixty-eight feet exterior to the pierhead line of the commissioners. The space between the reef of rocks running from the touth end of Blackwell's island, and the pierhead line of the comaiissioncrs, is ten hundred and one feet. By the ordinance, the space between the line of solid filling and the reef is reduced to five hundred and eighteen feet. The construction of piers of the ordinary length would entirely destroy the navigation of the main or west branch of the East river, between Manhattan and Blackwell's islands. From Thirty-eighth to Eighty-sixth street, the shore of New York is precipit- ous, sinking abruptly to sixty feet water, and the channel Tay is so narrow as to forbid the projection of piers. If, then, the line of solid filling, adopted by the corporation, were recognized and agreed to, there would be a reach of four miles, without any adequate accommodation for vessels. The time is near at hand when, from the crowded condition of the East river, it will be dangerous for the sound steamers to pass to and from their present landings, in the lower part of the city. Even noAv, this passage is viewed with apprehension. When the number of ferries to Long Island shall be increased, a regard for human life will demand that these large ves- sels shall land and depart from above Fourteenth street. If the plan of a continuous bulkhead from that point to Thirty-eighth street be adopted, and the interior water area be filled up, there will be no other mode of provid- ing for the reception of vessels than by imitating the example of London ; that of excavating land laid out in streets, and covered with houses and churches, and so restoring to the harbor, the water room of which it is pro- posed, by the city authorities, to deprive it. And aside from the foregoing objections to the proposed line of the corporation, tlie deprivation of the space as a tidal reservoir, and an anchorage ground, would be a serious evil. To pass through Hellgate, it is necessary to take the flood, and it daily happens that vessels arrive from the North river after the commence- ment of the ebb, when they are obliged to anchor, and wait for the recur- rence of the flood tide. If the river were narrowed, the anchorage ground woulil, i i a great measure, be destroyed. t New York Harbor^ Commission Reports. 131 The propriety of laying out on the East river, a street on tne permanent water line, in the city of Brooklyn, to be called West street, has been con- sidered by the commissioners They advertised in the public papers of Brooklyn and New York, that they were prepared to hear testimony in favor of and against the establishment of such street. Several persons, residents of Brooklyn, appeared before them at the time indicated, but all were opposed to the project. Subsequently a communication in favor of and a remonstrance against the proposed street, were received, both of which are signed by numerous citizens of Brooklyn. They form part of the Appendix to this report, marked K and L. After a careful examination of the subject, the commissioners arc of opinion that there is no overruling public necessity for a street on the water line, and that the construction of such a street on the irregular water-front of the city, would be detrimental to commerce, by abridging the length of the piers and diminishing the accommodation for shipping, and by the de- struction of many valuable and spacious warehouses. The commissioners, therefore, report against the propriety of laying out the proposed street. They are of opinion, however, that, wherever practicable, the streets and avenues of the city should be extended to the shore of the river, and they recommend that the common council of Brooklyn be vested with the po^ver of extending the streets of that city to the river, when they shall deem such extension expedient. In respect to the power and practicability of laying down a boundary line between the counties of Kings, Queens, and New York, in the East river, a majority of the commissioners are of opinion, that the legislature is com- petent to describe such a line, and that it could be readily determined by means of buoys, or if near the shore, by fixed monuments, but they liave failed to perceive the utility of its establishment. The description of the boundaries of the several counties and towns of the state, is vague and in- definite, and ought to be revised, but aside from this common defect, there appears to be none in the counties referred to, requiring the special inter- vention of the legislature. In their report of the 8th of January, the commissioners describea and recommended for adoption, exterior lines from Hammond street, on the Hudson river, to Corlaer's Hook, on the East river, in the city of New York, and from the U. S. navyyard, to Harrison street, in the city of Brooklyn. They also indicated the views of a majority of the board in re- spect to suitable lines between Corlaer's Hook and Eighteenth street, in the city of New York, and for the water-front of Williamsburgh ; but as they failed to receive the assent of all the commissioners, they were reserved for further consideration. On the 29th of January, the commissioners re- ported lines for these sections. Tlie area between Corlaer's Hook and Eighteenth, and between Eighteenth and Tiiirty-eighth streets, had been the subject of prolonged examination. The bulkhead between Thirteenth and Eighteenth streets, before referred to, though erected without authority of law, and on land which was owned by the state, was so costly a structure, that a majority of the commissioners were reluctant to recommend its demolition ; while the serious injury that it inflicted on the harbor, by the disturbance of the currents, required ei+her its partial removjil, or such an arrangement of the adjacent docks as 132 'New York Harhor Commission Beioorts. would restore, in some degree, tlie natural regimen of that part of the river. For this purpose, it was proposed that a continuous wall, sweeping in a gentle curve, from the northeast corner of the bulkhead to Thirty- eighth street, should be erected, and that the interior area to the present shore should be reserved as a wet basin. It was believed that by the adoption of the plan proposed, the volume of water would remain undimin- ished, that ample room would be provided for the accommodation of ves- sels, and the evil effects of the bulkhead be, in some degree, corrected. The further observation of its injurious influence, in deflecting tl'.c currents from their natural direction, induced the commissioner.? to describe, in their re- port of the 29th January, an interior line, and to submit to tlie legislature the question of the expediency of removing a portion of the bulkhead for the purpose of obtaining the best practicable line. In their reply to the resolution of the senate committee, the commissioners stated that the line last described formed the proper limit for structures ; but in view of the expense incident to the removal of the bulkhead, the line described in their first report was admissible, provided the entire area to the natui'al shore, and f 'om Eighteenth to Thirty-eighth streets, were reserved for a wet basin. The limits to which the riparian owners, between Seventeenth and Twenty- third streets, have the legal right to fill, is Tompkins street, as laid down by t!;c legislature, in 182G, or from three to eight hundred feet beyond the present shore. It was believed that, because of the enlarged water grants consequent upon the adoption of the proposed lines, the increased value which would attach to the adjacent upland by the construction of a com- modious basin, and the immediate transfer of business to that vicinity, the owners would approve and adopt the views of the commissioners. It was understood, however, upon consultation with some of the owners, soon after the report was made, that, from the large number of persons interested, on whom the expense of building the proposed exterior wall of the basin would fall, and from the conflict of title to many of the water grants, the plan was impracticable, and the commissioners v/ere obliged to describe lines lor bulkheads and parallel piers, as in other parts of the harbor. The ex- terior or pierhead line now recommended is interior to that of the 29th January, because of the greater resistance to the ebb currents of a series of piers on a curved line than by a continuous sea-wall. In their first report the commissioners recommended the adoption of a line at the Wallabout, which involved the removal of an expensive bulk- head constructed by the Brooklyn gas company. The direction and velo- city of the currents at that point, seemed to require its removal, and the commissioners are still of opinion that the navigation of the river would be improved, if their original recommendation were adopted. But they have endeavored to describe lines, which with a due regard to the navigation of the harbor, will not interfere with existing structures, or give rise to claims on tlie state for damages. The bulkhead referred to, was erected on land granted to the gas company in pursuance of a specific grant from the le- gislature, and its compulsory removal would probably constitute an equi- table claim for payment of the sum expended in tearing it down and rebuilding i; on the line adopted. Under these circumstances the commis- sioners have described the line as laid down on the map accompanying this report. New York Harbor Commission Reports. 133 The commissioners have adhered generally to the lines they reported to the legislature at its last f^ession on the Brooklyn shore, between Fulton ferry and Harrison street. It is proper to state that this line is not in conformity with the ^wishes of the riparian and wharf owners in that sec- tion of the city of Brooklyn. They have remonstrated against its adoption and insist that it can be extended much farther into the river and bay, without injury to tlie navigation of the harbor. The commissioners and their advisory council have given the respcctfid consideration to their views to which they are entiiled, but their own examinations in special reference to the further projection of the pierhead line, and tlie concurrent testimony of intelligent and experienced pilots, convinced them that any encroach- ment beyond the line they have adopted, would be followed by the destruc- tion of the channel in front of Brooklyn, and by the serious injury ol' Buttermilk channel. The annexed report of Professor Bache, marked A, exhibits the plan of procedure in the survey during the past season, the several parties employed, and the results accomplish d. The triangulation has been conducted by Edmund Blunt, Esq., assistant U. S coast survey, assisted during part of the season by Lieut. Augustus H. Seward, U. S. army, and J. C. Clark, U. S. army, and George H. Bag- well, and Charles Ferguson. There have been six plane table parties employed under the charge of the following gentlemen : F. H. Gerdes, assistant U. S. coast survey, aided by I. G. Oltmanns ; H. L. Whiting, assistant U. S. coast survey, aided by F W. Dorr ; S. A. Gilbert, assistant U. S. coast survey, aided by S. A. Sullivan, M. Seaton, and W. S. Gilbert ; A. M. Harrison, assistant U. S. coast survey, aided by P. R. Hawley, AV. H. Dennis, and F. H. Alexander ; A. S. Wadsworth, assistant U. S. coast survey, and A. Strausz ; A. Balbach, U. S. coast, sur- vey, and F. W. Dorr. Tliere have also been two hydrographic parties, one under the charge of Lieut. Commanding T. A. Craven, U. S. navy; the other under the charge of Lieut. Commanding llichard Wainwright, U. S. navy, assistant in the coast survey, assisted by the officers of their hydrographic paj-ties. The measurements of the wharves of the harbor and details have been under charge of A. Boschke of the U. S. coast survey. The triangulation party under the charge of Mr. Blunt, has occupied twelve primary and one hundred and fifty-four secondary stations, and their observations have been — Number of series measured on primary signals 48 Measurement of primary angles 498 Niunber of series measured on secondary objects 1,349 Measurement of secondary'- angles 7,682 Under the direction of Mr. Blunt, a series of triangles, commencing at New Baltimore, was carried northward on the Hudson river to witliin one mile of the city of Albany by Lieut. /Augustus H. Seward, U. S army, assisted by Lieut. A P. Hill, U. S. army in the field service, for the pur- pose offjmisiiing the means of comparison with surveys made of that part of the river in former years. Lieut. Seward reports : 134 New York Harbor Commission Reports. Main signals erected Secondary do Main stations occupied Secondary do. Numbei of sets of repetitions Single observations in measuring angles. 3,666 24 54 16 33 612 The topography executed by Mr. Gerdes and Mr. Oltmanns, embraced both shores of the East river, from the mouth of Harlem river to 'ihrog's Neck, and the interior of Long Island, eastwar 1 to and including Jamaica, and southward to a junction with the work of Mr. Gilbert. The statistics of Mr. Gerdes' work, are, miles of road surveyed 362 ; marsh line 52 ; shore line of rivers and creeks 35 ; area of space, 87 square miles. The topography of Mr. Gilbert's party commences at the western ex- tremity of Long Island and extends to Far Rockaway, and from the Atlan- tic shore of the island northward to the limits of the work of Mr Gerdes. Mr Gilbert's work comprise.^, exclusive of the surveys of several towns, miles of road surveyed 43, shore line 37, area of space 20 square miles. And by his assistant Mr. Sullivan, miles of road 78, shore line 41. By his assistant, Mr. Seaton, miles of shore line 10. The topograi)hy of the whole of Staten Island has been executed by Mr. Whiting, and embraces of shore line 54J miles, creeks surveyed 57 miles, outline of marsh G9 miles, roads 308 miles, area 52 square miles. Mr. Harrison has been engaged in filling in with details the three sheets of shore line which he completed last year, and which comprised the areas of Raritan and Sandy Hook bays and the highlands of Navesink. The hydrographic party, under the command of Lieut. Commanding T. A. Craven, U. S. navy, have been engaged during the past season, in sound- ing from the light-ship outside of Sandy Hook, through the Narrows, and the entire eastern portion of the bay and harbor, together with the East river to Throg's point. Little Hellgate and Harlem river. For the data re- quisite in the reduction of the soundings, eight tidal stations were used, and observations Avere made at twenty-five stations on the currents. There have been run in sounding miles, 978 Angles determined 4, 733 Total number of soundings 45,650 The party of Lieut. Commanding Wainwnght, U. S navy, have been engaged with the hydrography of the Hudson, from a mile below New Bal- timore (o the city of Albany. This work was directed in order to ascer- tain the changes which have occurred in that part of the river which in- cliides the Overslaugh. There have been run in sounding between New Baltimore and Albany miles, 224 Angles observed 3,582 Total number of soimdings ' 24,039 The aggregate amount of work executed during the tu^o past seasons, by the several parties detailed by Professor Bache, for the survey of the har- bor of New York and the adjacent lands is as follows ; Current observations. 12 New York Harbor Commission Beports. 135 In Triangulations. Number of lines measured on primary signals 127 Measui'ements of primary angles 1,396 Number of series measured on secondary objects 3,371 Measurements in secondary angles 20,869 In Topography. Extent of sliore lines (miles) 5612 " roads, " 864i Area in square miles 593 In Hydrography. Number of soundings. . . . . „ 147,959 " miles of soundings 3,333 " angles measured 14,176 " current stations 62 tidal " 18 The gradual, but constant, advancement of Sandy Hook toward the channels from the ocean, has become the subject of apprehension and alarm among nautical men. Within a century, it has increased a mile and a quarter, and, for the last twelve years, at the rate of one sixteenth of a mile per annum. A spot north of the Hook, where there was forty feet water when Captain Gedney made his survey in 183G-7, has become nearly bare at low water. Various causes have been assigned for this alarming progression, but none seemed conclusive. At the request of the commis- sioners. Professor Bache stationed an intelligent engineer at the Hook, with instructions to make careful measurements of the shore lines at low water, and daily observations of the tides and currents in connection with the force and direction of the winds. Objects easily distinguished from the sand, and of various specific gravities and shape*?, were, by Professor Bache's direc- tion, deposited near the shore, to determine the power and direction of their transportation, Mr. H. Mitchell, assistant of the coast survey, who was de- tailed for this duty, has reported the results of the experiments, and they have conclusively established the causes of the increase. They consist of two currents of varying velocities ; one on either side of the Hook, which set to the north, during both the ebb and flood tides. Tlie outer current extends across the whole breadth of False-hook channel, and the inner cur- rent, nearly one third of the distance across Sandy Hook bay. In the opinion of Professor Bache, these remarkable currents are attributable fro the action of the tides. The inner current, which sets eleven hoars out oi twelve to the northward, is produced by the ebb and flood, drawing by the lateral comnmriication of motion, the waters from Sandy Hook bay, and the outer, which sets in the same direction for seven hours of the twelve, is produced by the same influences, as tliey pass False-hook chatmel. Now that the cause of the extension ©f Sandy Hook is discovered, it is believed its further advancement may be readily arrested by the construction of suitable jetties, and at moderate expense. It is the intention of Professor Bache to continue his investigations at the Hook, and to ascertain the movement an ! sup{)ly of sand on Sandy Hook b;ir, so that means may be devised to C';t off the further increase, if not to diminish the extent of the shoals. Experiments are also being made, under the direction of Professor Bacln". in respect to the expediency of constructing piers in the harbor with open spaces, or of continuous solid structure. 136 ' Neiv York Harbor Commission Reports. The opinion has been hehl by eminent engineers that unfavorable changes have been caused in the upper waters of the Hudson by the erection of piers and other projections at its mouth. From the consideration of the important bearing v^^hich the condition of the river, as the outlet of the Erie nnd Cliamplain canals, has upon the interests of the state, and with the v'ew to adopt such measures as might seem necessary to pi'event further injury, if any had been inflicted, the commissioners requested Professor Bache to cause an examination of the river between New Baltimore and Albany, and compare the results with the survey of Major Delafield, of the United States engineers, made in 1852. For this purpose, Lieut. Commanding R. Wainwright, United States navy, was detailed, and the thorough and satisfactory manner in which he has discharged the duty confided to him reflects great honor on his skill. He has completed a hydrographic map of the area surveyed, which will be of great value in determining the causes, and degrees of changes which may hereafter occur, and in solving the difficult problem of the proper means to be adopted to free the river from the shoals and bars which infest it. The comparative map of Capt. Wainwright presents an accurate view of the changes which have taken place since the survey of Major Delafield, in 1852. It will be seen from the reports of Professor Bache and Captain Wainwright, herewith annexed, marked M, that the changes are generally not unfavorable, and that no injury has been caused in the upper parts of the river by the erection of recent structures in the harbor of New York. The commissioners submit herewith maps of the piers and bulkheads, of the cities of New York and Brooklyn ; drawn on a scale of eighty feet to the inch. On them are traced the lines which the commissioners recom- mend for adoption. These maps have been prepared un ler the direction of Mr. A. Boschke, of the U. S. coast survey. Mr. Boschke has alsoie- surveyed Manhattan island above Fifty- fifth street, North river, Spuyten Duy- vil creek and Harlem river, besides making a special survey of Gowanus bay. There are now in course of preparation, under the direction of Mr. Boschke, maps of the above on a scale of two hundred feet to the inch, forming a series of ten sheets, and representing an aggregate of forty-one miles of shore lines; a hydrographic comparative map on a scale of 1-20000, showing the changes i'l the harbor within the past twenty years ; a comparative map of New York and Brooklyn, on a scale of 1-1 0000, exhibiting the artificial changes which have been made on the North and East river fronts at dif- ferent periods. Among so large a number of ofliicers who have been engaged in the sur- vey, and all of whom have faithfully discharged the duties which devolved upon them, it would be invidious to single out any for especial commenda- tion. But it is not perhaps improper to refer to some whose services were performed under the personal ins[)ection of the commissioners. To the unwearied assiduity of Lieutenants Commanding Craven and Wainwright, the commissionei s are indebted for the early completion of the soundings, and current observations of the harbor of New York, and the up i)ei* waters of the Hudson. On Edward Blunt, Esq., assistant of the coast survey, all the parties in the field and afloat were dependent for triangulations, and though his ability to furnish them >vas taxed to the utmost, yet \n no in- stance was either of the parties delayed in the prosecution of its work. Nor New YorJc Harbor Commission Reports. 137 did his services end with the determination of the triangle points, he has collated and plotted, as far as other and more pressing duties -would permit, the water grants made by the colonial and state authorities and by tlie cor- poration of tlie city of New York, and thus brought into order what seemed to be in inextricable confusion. The public benefits resulting from tlic per- formance of this duty will be enduring and valuable. A. Boschke, E^q., assistant of the coast survey, charged with the survey and delineation of the wharves and shores of the cities of New York and Brooklyn, and with pre- paring the large map of the commissioners, has executed his duties under circumstances of great difficulty, in a manner to win the a[)proval of Pro- fessor Bache and the commissioners. The accurate and finished topograpliy of Messrs. Whiting, Gilbert, Harrison, AVadsworth, and Balbach, attest as well their skill as their untiring industry. The topography of Staten Island, with its woods and undulating surfaces and subdivisions into small sections of gardens and pleasure grounds, was executed by Mr. Whiting, and pre- sents a favorable specimen of the highest achievement in that department of surveying. In describing exterior lines on the shore of the Hudson, the commission- ers assumed that their duties were not confined to tlic harbor, but that it was incumbent on them to keep constantly in view the preservation of nav- igation through the whole length of the river, and that the commercial in- terests of the cities and towns on i(s upper waters, were not to be sacrificed for any supposed local advantages which might be obtained by the undue projection of docks and basins at the city of New York. But happily the interests of every part of the river are the same, and improper encroach- ments at its entrance would be nearly as detrimental to the city as to New- burgh, Hudson, or Albany. It is of primary importance to the harbor, that the capacity of the river as a tidal reservoir be maintained, because it is on the volume of the water returning to the ocean that we must depend to keep open the channels at Sandy Hook. If the river be contracted in its width, or its capacity in any manner, be materially diminished, either by the improper extension of docks or the formation of shoals, the quantity of water flowing in, on the flood tides, will be lessened, and consequently the scouring influence of the ebb will be so far impaired. The experience of European engineers has taught them that no cause has been so efficient in the destruction of harbors as the partial exclusion of tidal waters, and that the only mode of restoring them to usefulness is by the removal of obstructions to the progress of the tides, whether such obstructions be the projection of arti- ficial works into the stream, or sudden changes in its bed. In determining then the limits for structures on the Hudson, there are two objects to l>e kept in view, first, the general capacity of the river t^s a tidal reservoir, and secondly, the areas of its several characteri: tic sections and the varied velocities of its currents. AVhatever may seriously interfere wiih the propagation of the tidal wave, or that shall unduly contract the volume of the flood, ought to be removed ; while on the other hand structures may safely be erected on hollow curves, or where no material impediment is formed to the passage of the current. To illustrate the prodigious influ- ence of the scouring process of the ebb tides, the advisory council com- puted the cubic contents of several sections of the river, and ascertained 138 New York Harbor Commission Beports. the weight of the waters that twice daily return to the sea. The breadth of the river between Jersey City and New York, is about one mile, and the average rise and fall of tides is four feet and three tenths. Between this transverse section and one a mile north of Spuyten Duyvil creek, the weight of the water that flows in with every tide is forty millions of tons. But this does not express the force of the power exerted in freeing the channels of the harbor. The motion of the tide water extends from the surface to the bed of the river, and the velocity of the tidal wave varies as the square root of its depth. According to the calculations of a distinguished English engineer, the rate of velocity in ten feet depth of water is 12 miles per hour; 20 feet, 16 miles; 50 feet, 26 miles; 70 feet, 32 miles; 100 feet, 34. miles. In referring to the momentum resulting from the combined velocity and weight of the whole mass, estimated at three hundred and twenty-seven millions of tons, the advisory council dwell upon the necessity of the exer- cise of the utmost prudence in the assignment of the limits of construction in Hudson river, in respect to the preservation of navigation, both in the harbor of New York and in the upper waters of the river. The commissioners in their report of the 8th of January, 1856, described and recommended for adoption bulkhead and pierhead lines for the first sec- tion of the Hudson river, extending from Castle Garden to Hammond street. The bulkhead line then recommended, was the west side of West street, but because of the present irregular line of solid filling, the shallow water immediately adjacent io the bulkhead, and the greater convenience of a larger area for landing, the commissioners now recommend that the line of solid filling be as described on the map, herewith submitted, forty-five feet west of the present westerly line of West street, and that such bulk- head be faced with stone, instead of being composed of wooden cribs. The superior accommodations for the lading and discharge of vessels which will be afforded by the enlarged area will abundantly compensate the sev- eral owners for the increased expense of stone fixcing over the destructible cribs of wood hitherto used. The pierhead or exterior line commences at the end of pier No. 1, and runs to a point in the southerly side of Hammond street extended, six hun- dred and six feet from the westerly side of West street, as laid down on the map. Section No. 2 extends from Hammond street to Fourteenth street. The pierhead or exterior line begins at a point in the southerly side of Hammond street extended, at the termination of the pierhead or exterior line of section No. 1, and runs in a straight line to the point of intersection of the southerly line of Fourteenth street extended, with the westcrl}- Une of the Thirteenth avenue, as laid down on the maps. No bulkhead line is described in this section for the reasoiis set forth in this report. In their report of the 8th of January last, the commissioners recom- mend'^d that the water area, then existing b'jtweon West street and the Thirteenth avenue, and extending from Ferry to Troy street, and from Gansevoort to Twelfth street, should be reserved for wet basins, because of their easy conversion into spacious accommodations for every description of vessels. It was believed that if the attention of the several owners were directed to the superior advantages incident to such basins over par- New York Harbor Commission Reports allel piers, in the rapid discharge and transfer of cargoes into adjacent warehouses, without incurring the expense of cartage, and to the equity^ in such cases, of much higher rates of charges, that they would have re- frained from filling them. The first-mentioned area has, however, beea nearly altogether and the latter partially filled during the past season. The extension of solid filling between Hammond and Thirteenth streets, so far into the river, renders the erection of piers, beyond the line as laid down on the accompanying map of the commissioners, inadmissible. Directly opposite to Thirteenth street is Castle point, in New Jersey ; a high, rocky bluff, projecting for some distance into the river. The sec- tional area of the river at Jersey City is twenty thousand square yards. At a sliort distance above Castle point it is twenty thousand four hundred square yards, while opposite to Thh'teenth street it is reduced to fifteen thousand five hundred and twenty-eight square yards. At the two points of Jersey City, and above Castle point, the width of the river is about four thousand three hundred feet. At Thirteenth street, it is reduced to three thousand feet. The natural width of the river at this point was about four thousand feet, and has been reduced, by filling in on the New York shore, to its present contracted limits. At this narrow place, a pier three hundred and fifty-three feet in length has been extended into the river, presenting a formidable obstacle to the flow of the current, and causing the deposit of shoals along the face of the city to the southward. Immediately above this prominent encroachment, there are two piers, which, though not so objectionable, are beyond the line deemed proj^er for the preservation of navigation, and, so far as they transgress it, ought to be removed. By the act entitled, " An act to establish a permanent exterior street in the city of New York, along the easterly shore of the North or Hudson river, and for other purposes," passed April 12th, 1837, chap. 182, the Thirteenth avenue was made the exterior street of the city, between the southerly line of Hammond street, and the northerly line of One hundred and thirty-fifth street, and the lands covered with water from the westerly side of the avenue, interior to the line of the grant of four hundred feet, were ceded to the corporation of the city of New York. Under tJiis act, the corporation has sold to many riparian owners the water lands in front of their respective uplands. The comptroller of the city, A. C. Flagg, Esq., has, it is understood, refused to give titles, or sell any further portion of the lands until the legislature shall have reviewed and determined on the exterior line in that part of the city. In describing proper limits for solid fillings, and for the construction of piers, the commissioners have endeavored so to perform this duty, that while no injury should ensue to the navigation of the harbor, the vested interests of riparian owners should be respected, and abundant provision be made for the accommodation of shipping. But as respects the larger portion of the Thirteenth avenue, whatever may be the private interests of the riparian owners, the necessity of cutting it off is absolute and imperative. The motive for laying out the Thirteenth avenue was, doubtless, to pro- vide a place of deposit for the surplus earth and rock of the high lands which extend on the margin of the river from Forty-eighth street, with 140 Neiv Yorh Harbor Commission Reports, but a single break at Maiihattaiwille, to Spuyten Duyvil creek. There c:m be no doubt that the reduction of these elevations would render them mure eligible for the construction of streets and for the convenience of a crowded population, but it would destroy the value of the water front of the city. The channels which are governed in their course by the direction of the currents, are on the easterly side of the river. If solid land or piers be extended beyond the limits assigned by the commissioners, there is reason to apprehend that the currents would be deflected to the westerly sliore, and so give to New Jersey the benefits of deep water, whicli we now ex- clusively possess. In every respect except the shoalness of the water, the western shore is a better harbor than that of New York. It is a wind- ward shore ; vessels can go to sea thence ^vith nearly every wind ; the ice in winter sets from it, leaving clear water, while oftentimes the piers and slips of New York are seriously obstructed. But these arc trivial benefits and can atone in no degree for the shoalness of the water. If a channel sixty feet deep were excavated in front of Jersey City, it would rapidly shoal unless the direction of the currents were changed. Tiie as- certained actual deposit on the Jersey flats, which comprise four thousand eight hundred and eighty-six acres, is five hundred and sixty-four thousand five hundred cubic yards per annum, or a deposit of over one thousand five hundred cubic yards per day. It will thus be seen that the tenure by which we hold the commerce of the harbor, is the maintenance of the currents in their present set and direction. Section three of the Hudson river extends from Fourteenth street to Seventy-fifth street. The bulkhead line recommended commences at the intersection of the southerly side of Fourteenth street extended, with the westerly side of the Thirteenth avenue, and runs tlience northerly, exterior to the Thirteenth avenue, gradually diverging therefrom until at the inter- section of the Twelfth and Thirteenth avenues it is one hundred feet westerly of the Thirteenth avenue, thence one hundred feet west of Twelfth avenue to the southerly side of Seventy-fiftli street extended. The pierhead, or exterior line, commences at the same point as the bulkhead line, and runs in a straight line to the southwesterly corner of the pier at the foot of Twentieth street, thence in a straight line, still diverging from the bulkhead line, to a point four hundred feet westerly at right angles from the westerly side of Twelfth avenue extended, at the point of inter- section of the westerly side of Twelfth avenue extended, with the westerly side of Thirteenth avenue, thence northerly, on a line parallel to the westerly side of Twelfth avenue, and four hundred feet distant therefrom to the southerly side of Seventy-fifth street extended, as laid down on the map. The extension of the line of solid filling beyond the Twelfth avenue, may be appropriated for a street of thirty feet in width on the river, and the remaining distance of seventy feet to the avenue for warehouses. Though the larger portion of the products of the western states are brought to the New York market, there are none of the facilities for the lading and discharge of cargoes common to every port on the lakes. The Atlantic dock, in South J>rooklyn, is the only place in the haibor of New York, where elevators can be erected to discharge grain from vessels, or where flour and other merchandise can be directly transferred to warehouses. Section four extends from Seventy-fifth street to One hundred and fifty- New York Harbor Commission Reports. 141 fourth street. In the preceding section, or from north of Castle i)oint to Seventy-fifth street, the river is of a uniform width, and the easterly shore is generally covered with artificial structures, but north of Seventy-fifth street, with few exceptions, the shores on both sidos of the river remain in their natural state. At Manhattanville, in this section, and at Fort Washington, in the fifth aud sixth sections, there arc two considerable contractions in the width of the river. At Fort Washington, the width between the lines of eighteen feet depth on either shore, is twenty-two hundred feet, and at Manhattanville it is twenty-three hundred and forty feet. At Fort AVashington, the sectional area of the river is eighteen thousand one hundred and forty-four square yards ; at Manhattanville it is but fourteen thousand four hundred square yards, though the width from shore to shore at the latter is seven hundred and twenty feet greater than at the former point. At F ort AVashington tho width is three thousand five hundred and fifty feet ; at Manhattanville it is four thousand two hundred and seventy feet. The greater capacity of the river at Fort Washington is attributable to the abrupt deepening of the bed at that point, and ought not, in the opinion of the advisory council, to be taken into cc>nsideration in determining the limits for structures on the shores. They regard the real area of the section as being thirteen thousand four hundred yards, or one thousand yards less than at Manhattanville. The lines recommended for this section are, that the line of solid filling be one hundred feet westerly of the westerly side of the Twelfth avenue, or be the present shore where it is west of that line, and that the 2:)icrhead line be four hundred feet west of the line of the Twelfth avenue, which allows but little length of piers in some places, and the full length of three hundred feet in others, conforming to the natural variations of the outline of the river. At the contracted points at Manhattanville the pier and bulkhead lines are identical and are on the natural shore. The Thirteenth avenue, as established by the legislature, terminates at One hundrcjd and thirty-fifth street. Sec tion fifth extends from One hundred and fifty-fourth street to One hundred and seventy-sixth street. The line of solid filling recommended is, for the greater portion, the natural shore, and the pierhead line ex- tending to the curve of eighteen feet depth of water, as laid down on the map. Section sixth extends from One hundred and seventy-sixth street to one mile north of Spuyten Duyvil creek. The same limits for bulkheads and piers are as described in the preceding section. It was deemed necessary for the purpose of guarding the northerly side of Spuyten Duyvil creek, and of securing the present direction of the ebb current along the fronr of the city of New York, that proper limits should be described for docks and piers for at least a mile above the city. New Jersey shore, section 7, extends from opposite Spuyten Duyvil creek to Day's point. The leading characteristic of the west side of the river is the shoalncss of its waters as compared with the eastern or New York side. This peculi- arity is owing as was before mentioned to the direction of the currents which set along the east shore, scouring the bed and making deep water, and so giving to New York, the advantages which it possesses over New Jersey for commercial purposes, and of which nothing can deprive t!.c 142 New York Harhor Commission Reports. former, except the undue extension of structures into the river from the east shore. After a careful examination of the features of the river, the advisory- council arrived at the following conclusions : 1st. That the limits of construction on the New Jersey shore must be carried out very for if they are to be practically useful. 2d. That this can be done witliout endangering the free navigation of the river, or substantially diminishing the capacity of its bed, and in con- nection with the first of these conclusions, that because of the steep walls of the Palisades, it will only be by running out the line of solid filling, that any foothold can be obtained for river trade. The bulkhead or line of solid filling in section 7, ranges ft om the natural shore to four hundred feet beyond, and the pierhead line extends six hun- dred feet from the line of solid filling. Section 8 extends from Day's point to a point one thousand feet south of the first wharf (as it now stands) north of Castle point. The bulkhead line recommended is as drawn on the commissioners' map, and the pier- head line which begins at the terminus of section 7, six hundred feet from the bulkhead line, ends, in consequence of the gradual narrowing of the river, at a distance of two hundred feet at the terminus of this section. From this point it is drawn tangent to Castle point. Section 9 includes Castle point, and extends twelve hundred feet along the shore, measured by steps of two hundred feet each. The natural shore is recommended as the limit of solid filling, and the continuation of the pierhead line of the previous section, for the limit of piers ending at Castle point. Section 10 extends to Jersey City, and includes tne face of the Morris canal basin. The general line of solid filling recommended is the line of Atlantic street continued, parallel to, and three hundred and twenty feet distant from Hudson street, as far as Hoboken ferry. The general line of pierheads is five hundred feet outside of the bulkhead line. Jersey Flats. — This section comprises the extensive area of the river, known as the Jersey Flats, immediately south of Jersey City, and extending to the entrance of the Kill Van KuU. It embraces 4,886 acres. Over the general surface of the flats there is, at low water, an average depth of five feet — the greatest depth inside of the line of Ellis, Bedlow's, and Oyster islands being six feet. The only mode in which this section may be profit- ably employed, is by its conversion into wet basins, the limits of which should be dependent upon the mode of construction, to be approved by com- petent engineers, or officers appointed for the purpose. The commissioners have, therefore, described only a line of solid filling, which is the line of three feet depth of water, as laid down on their map. Kill Van Kull and Arthur & Kill, or Staten Island Sound. — The jurisdic- tion of these waters is divided between the states of New York and New Jersey to the entrance of Woodbridge creek, Avhence, to a line drawn from the light-house at Prince's bay, to the mouth of Matavan creek, the state of New Jersey enjoys exclusive jurisdiction. Jt is competent, there- fore, for the legislarlurc of this state to adopt limits for the erection of struc- tures only on the Staten Island shore, to a point opposite to the entrance of Woodbridge creek. The duty of describing lines on the west shore of the Hudson, north of a point opposite Spuyten Duyvil creek to the forty- New York Harbor Commission Reports. 143 first degree of north htitude, of the north and west shores of the Kill Van KuU and Arthur's Kill to the month of Woodbridge creek, and thence to Prince's Bay liglit, devolv s upon the legislature of New Jersey. The commissioners recommend that the line of ^olid filling on the south shore of tlie Kill Van Kull be in general, the twelve-foot curve of water, and that the pierhead line shall not extend Ijeyond the line of twenty feet water, as laid down on the commissioners' map, and that on the south and east shores of Arthur's Kill the line of solid filling be the six-foot curve of water, as laid down on the map, and that no piers or other structures be erected exterior thereto. Tiiere are two aspects in which the narrow and tortuous streams of the Kill Van Kull and Arthur's Kill, are to be viewed, first, as means for the navigation of vessels, and secondly, as tidal reservoirs and as conductors to the large receiving basin of Newark bay. The maintenance of navigation in Newark bay is of great importance to the state of New Jersey for the purposes of commerce, and to New York as a tidal reservoir for the accu- mulation of waters, to scour the bar at Sandy Hook, on the return of the ebb tides to the ocean. The advisory council, in their report herewith sub- mitted, marked B, describe with great minuteness, the shoals in these streams, the chief o£ which is directly in front of Newark bay. It consists of a large mud fiat which forms the rising ground against which the rece- ding waters of Newark bay impinge, and by which they are divided, the currents thence setting east and west and finding their outlets in New York and liaritan bays. This shoal owes its exist^ce to the fact, that it is the seat of divergence and confluence of the ebb and flood tidal currents flowing from either direction. Tlie advisory council suggest, that it would not be difficult to adopt a plan of improvement at this point, so as to secure the co-operation of the natural flow of the water, and thus bring the two cul- dc-sacs to meet, improving generally the navigation of those waters. In view of the possibility of such improvement being made, the commissioners, lit the suggestion of the advisory council, have refrained from describing lines at this point. Staten Island, from Saihi's' Snug Harbor to north latitude forty degrees, thirty-seven minutes. — The line of solid filling recommended, is the six-foot curve of depth of water and the pierhead line, the line generally of eighteen feet depth of water, as laid down on the map. South Side of Staten Island. — The general character and situation of tliis section are those of an external seacoast, and, in the opinion of the com- missioners, render the description of limits for the erection of piers and bulkheads, unnecessary. Long Island, from forty degrees thirty-seven minutes, north latitude, to and including Gowanus Bay. — This section, with the preceding, embraces nearly the Avhole of the main entrance to the harbor known as the Narrows. As this narrow gorge forms the chief inlet of the waters from the ocean, the commissioners regard the lines they have laid down, the extreme limits for the erection o^ docks and piers. Lines for the remaining portions of the Narrows, or south of forty degrees thirty-seven minutes latitude, the com- missioners will report, before the legislature will have acted upon those now submitted. In the opinion of the coimnissioners, there are no objectious to the con- 144 New York Harbor Commission Reports. version of the whole of Gowanus bay, eastward of E,ed Hook and Yellow Hook channels, into wet basins, by the riparian owners, provided a free flow of water be secured, so as to maintain the present capacity of the bay as a tidal reservoir, and preserve the navigation of Gowanus creek, and that there be sufficient excavation of the land under water in such basins, to com- pensate for the displacement of water by the erection of walls, piers, and bulkheads. The plans for such basins ought to be carefully considered and approved by competent and disinterested persons, to secure the above con- ditions, before permission be granted to erect the basins. Brooklyn, extending from the Entrance to Gowanus Bay, to Fulton Ferry. — In this section, from Gowanus bay, the line of solid filling and of piers is the same, running along the face of the Atlantic dock for about two thousand feet from the southerly terminus, and thence diverging, so that at the north corner of the Atlantic dock, it diverges therefrom sixty-six feet ; from there the pierhead line follows generally the line of eighteen feet of water to Har- rison street. From Harrison street, the pier line to Fulton ferry is" slightly varied from the line of last year. The bulkhead line remains the same as the line established by law. Brooklyn — Sections from Fulton Ferry to the U. S. Navyyard, and from (he Navyyard to Newtown Creek. — The lines for these sections are the same as recommehded by the commissioners i:i their report of 29tli January, 1856. Hunter'' s Point. — For the purpose of protecting the entrance to Newtown creek the commissioners h^we laid down a line at Hunter's point on the northerly side of Newtown creek, which they recommend shall be adopted as the exterior limit;5 for structures, and that no structures shall be erected in the waters within such limits, until approved by competent and disin- terested officers appointed for that purpose. For the shores of Long Island easterly from Hunter's point, the shores of Newtown creek and of New York and Westchester, together with those of the islands in the East river and the bay of New York, the commissioners will describe lines when the maps shall have been completed, and before the legislature shall have acted upon the lines now submitted. New York- — East Rioer, from Forty-second Street to Thirty -eighth Street. — A high, rocky bluff extends from Thirty-eighth to Forty-fifth street on the water's edge. The commissioners appointed by the corporation of the city of New York to regulate the grades of the streets, assumed that the limits of the city would be projected several hundred feet into the river between these points, and so reduced the grades of the elevated land to about six feet above high water, on the supposition that the surplus rock would be required to fill in the area gained from the river. But the nar- row passage way between New York and Black well's island forbids the encroachment on its waters, and the exterior line must be run close to the natural shore. In this area as on the high lands on the Hudson river, it will be necessary to provide for a revision of the grades of the streets, so as to avoid the necessity of removing the rock, by a series of terraces. Section from Thirty-eighth Street to Eighteenth Street. — The rea-ons \vhic:li have induced the commissioneis to describe the lines recommended, have been set forth in a former part of this report. Section from Eighteenth Street to Corlacr^s Hook. — The lines drawn for this section differ somewhat, though not materially, from those recommend- New York Harbor Commission Beports. 145 ed by the commissioners in their report of 2Jth January. The line of Tompkins street is made tlie bulkhend line to Eighteenth street, and the pierhead line runs with a varying distance fi om the bulkhead line as shown on the map. From Eivington street to Corker's Hook, the bulkhead line is East street. At Corlaer's Hook, where the original shore line of low water is still visible, the commissioners recommend that the bulkhead line shall be extended as laid down on their map. The p'erhead line runs close to the existing structures. Section from Corlaer'' s Hook to the Battery. — The bulkhead and pier lines in this section are the same as recommended by the commissioners in their report of 8th January, 1856. The Batter}]. — It is proper that provision should be made for the landing of passengers from rowboats, on the north side of the Battery, and on application the commissioners indicated a suitable site within the rip-rap wall now erected for the enlargement of the Battery, but which is not yet filled up. The area deemed requisite for the landing of passengers and the harborage of the boats, is forty by fifty feet. Outside of the rip-rap wall a basin of those dimensions is inadmissible. The contents of Hudson river between Castle Garden and one mile north of Spuyten Duyvil creek, are about four hundred millions of cubic yards, of which there are enclosed in the lines of solid filling described by the commissioners, seventeen millions six hundred thousand cubic yards, or about one twenty-fourth of the area, and of the water space between Castle Garden and Fort Tompkins in the Narrows, about one twenty- eighth is appropriated for solid filling by the lines of the commissioners. The commissioners submit and recommend to the legislature the estab- lishment of exterior lines as described on the accompanying maps for the following sections of the harbor of New York. East Shore of the Hudson Uiver. Section 1. From the Battery to the southerly side of Hammond street. " 2. From the south side of Hammond to Fourteenth street. " 3. From the south side of Fourteenth street to Seventy-fifth street. " 4. From the south side of Seventy-fifth street to One liundredand fifty-fourth street. " 5. From the south side of One hundred and fifty-fourth street to One hundred and eighty-sixth street. " 6. From the south side of ()ne hundred and eighty-sixth street to one mile north of Spuyten Duyvil creek. West Shore of the Hudson River, Section 7. From opposite Spuyten Duyvil to Day's point. 8. From Day's point to a point 1,000 feet south of the first wharf north of Castle point. 9. From southerly terminus of section 8, south, 1200 feet around Castle point. 10. From southerly terminus of section 9 to and including Jersey City and the face of the Morris canal basin. 11, Jersey flats, from the terminus of section 10 to tlie entrance of the Kill Van Kull. 10 146 Neiu York Harbor Commission Beports, Staten Island. Section 12, Southerly and easterly shores of the Kill Van KuU and Arthur's Kill or Staten Island sound to Woodbridge creek. " 13. From Sailor's Snug Harbor to latitude 40° 37' Long Islands 14. From latitude 40° 37' to the mouth of Gowanus creek. 15. From Gowanus creek to Partition street in the city of Brooklyn. 16. From Partition street to Fulton ferry. 17. From Fulton ferry to the United States Navyyard. 18. United States Navyyard to Newtown creek, 19. Hunter's point. Harlem River. Section 20. Both shores of Harlem river. East liiver^ New York. Section 21. From Forty -second street to Rivington street. " 22. From Rivington street to the Battery. " 23. The Battery. The lines which have been described for the foregoing sections, have the unanimous approval of the commissioners, except the lines between Four- teenth and Eighteenth streets. East river. New York, and on the Brooklyn shore, between Fulton ferry and Atlantic dock. Mr. Vanderbilt dissents from the views of the commissioners in respect to those lines. There remains to be described lines for the following sections : East River. From Forty-second street, New York, eastward. Blackwell's island, Ward's island, Randall's island, Governor's island, Bedlow's island, shores of Long and Staten islands south of 40° 37' N. latitude, mouth of Spuy- ten Duyvil creek. The commissioners nave now nearly discharged the duties confided to them. They have caused a thoro'ugh survey of the harbor, its approaches and tributaries to be made, the soundings in every part of its waters have been taken, and the strength and direction of its currents ascertained and recorded ; lines for the limits of structures on its shores have been describ- ed, and regulations for the government of its business submitted. The in- formation obtained is exact and authentic, and whether regarded as a guide to the navigator, as a means of determining the proper limits for the erection of docks, or as a standard of reference for the causes and measures of changes that may hereafter occur in the harbor, it constitutes a body of evidence of great value. The merit of conducting the survey to its successful completion belongs, exclusively, to Professor Bache. At the request of the commissioners, he cheerfully and gratuitously assumed the direction of the work, selected the sevend hydrographic and topographic parties, devised the plan of procedure and personally superintended its progress, from the commencement to its Section u (( a a New York Harbor Commission Reports. 147 completion. No detail, however trifling, escaped his vigilant supervision. The manner in which he has discharged the duties which devolved on him, while illustrative of his eminent fitness for the great national work in which he is engaged, entitles him to the gratitude of all connected with the commerce of the port, or who are interested in the preservation of its navigation. It is the gratifying duty of the commissioners to present to the notice of the legislature, the important services which have been gratuitously ren- dered to the state, by General Joseph G. Totten, chief engineer of the United States army, and Commander Charles H. Davis, of the United States navy, who, with Professor Bache, formed the advisory council of the commissioners. Animated by the single desire of preserving the port of New York in all its usefulness, they brought to the consideration of the subjects referred to them, the diversified experience of many years spent in the examination and improvement of harbors. The several reports they have made on the exterior lines, on the improvement of Hellgate, on the opening of Harlem river for navigation, and on the preservation of Gowanus bay, are profound dissertations on the forces and actions of the currents ; and while they evince in some degree the extent of the labors of these gentlemen, they demonstrate how just is the public estimate of their scientific attainments. Geo. W. Patterson, Preston King, James Bowen, John Vanderbilt, Jno. L. Talcott. New York, January 27, 1857. APPENDIX TO REPORT OF HARBOR COMMISSION, 1857. CONTENTS OF APPENDIX. A. Beport of Professor Bache on the Progress of the Survey of New York Harbor. B. Second General Report of the Advisory Council to the Harbor Commission on Lines in New York Harbor. B2. Eeport of the Advisory Council of the New York Harbor Commission, recom- mending certain lines in the East and North Bivers, and in Brooklyn, July, 1856. C. Beport of Advisory Council on Gowanus Bay and its Improvements, July 31, 1856. D. Certificate of Commissioners on lines in Gowanus Bay. E. Beport of Advisory CouncU on Quarantine Anchorage Grounds, F. Beport of the Advisory Council on the Hellgate Passage, regarded as a channel of approach to New York Harbor. G. Commissioners' Letter to Hon. William H. Seward, United States Senator, on Improvements of Hellgate. H. Beport of Advisory Council to the Commissioners on Harbor Encroachments, on Harlem Biver and Spuyten Duyvil Creek. I. Commissioners' Letter to the Mayor of New l^ork on a proposed exterior line for a portion of New York. J. Ordinance of the Corporation of New York fixing an exterior line for a portion of New York on the Eapt Biver. K. Communication of Citizens of Brooklyn in favor of an exterior street on the water front of that city. L. Bemonstrance of Citizens of Brooklyn against such street. M. Beports of Professor Bache and Lieut. Commanding B. Wainright, TJ. S. N., on a Survey of Hudson Biver between New Baltimore and Albany. N. Evidence taken by the Commissioners in respect to Wharfage Bates. O. Testimony on the condition of the piers and slips of New York on the naviga- tion of the Harbor. P. Value of wharf property owned by the Corporation of the City of New Y''ork as estimated in the Annual Beport of the City Comptroller, February 15, 1856. Q. New Piers at Staten Island. (A.) REPORT OF PROFESSOR BACHE. Coast Survey Office, > Washington, December 2, 1856. J Sir: I have the honor to submit to the commissioners on harbor en- croachments, my report upon the operations undertaken by their request in New York bay and harbor and the environs. After conference with the commissioners in May last, the following op- erations were submitted as necessary to complele the work undertaken for them by the coast survey, and commenced under the law of the state of New York, and the resolutions of the commissioners, and by the authority of the President of the United States : 1. The completion of the survey of the harbor and adjacent lands ac- cording to the map submitted by me to the commissioners, and the drawing of the map resulting from this survey. The work of last season and that necessary to complete the commission- ers' map, are shown in characteristic colors on the map. 2. Maps on the scale of fifty feet to the inch, showing the water grants and the wharves and slips of New York, Kings, and Richmond counties. 3. Connected with these, the marking of the exterior and bulkhead lines on the maps and on the ground, and their connection with the stations of the coast survey to insure permanence. 4. The marking on a map of the original shore line, and comparative map of the city of New York at different periods. 5. The continuance of the observations at Sandy Hook to develop the causes of the increase of its northern point into the main ship channel. The survey noted in ( 1 ) will include the completion of the hydrography of the harbor and approaches of Harlem river, Hellgate and the sound to Throg's Neck, within the limits of the project for the commissioners' map approved last year. 6. The survey of the Hudson will be continued, the overslaugh will be particularly examined, and the results be reported to the commissioners. The pi ogress of the tidal wave up the river will also be examined. In submitting this project I stated that should the completion of this work be directed, the parties would be assigned as they became available, and every effort would be made to complete the field work before next winter. At a meeting of the harbor commissioners, held on the 26th of May, 1856, this plan was submitted and approved, and I w^as requested to go forward in its execution. I have now the honor to report that the field work is essentially completed, and that considerable progress has been made in the maps, and will present in detail the statement of the work executed. As laid cut, the operations consisted of triangulation under the charge of Edmund Blunt, Esq., assistant United States coast survey, assisted dur- ing parts of the season by Lieutenants Aug. H. Seward, United States army, 152 New York Harbor Commission Beport's. and I. C. Clark, United States army, assistants in the coast survey, and by George H. Bagwell and Charles Ferguson, sub-assistants. Of tlic topog- raphy under the charge of F. H. Gerdes, Esq., assistant. United States coast survey, aided by Sub- Assistant J. G. Oltmanns ; of topography under charge of Assistant H. L. Whiting, aided by Mr. F. W. Dorr ; of topography under the charge of Assistant S. A. Gilbert, aided by Sub- As- sistants J. A. Sullivan and M. Seaton, and by Mr. AY. S. Gilbert; of to- pography under charge of Assistant A. M. Harrison, aided by Messrs. P. R. Hawley, W. H. Dennis and F. H. Alexander ; of topography under charge of Assistant A. S. Wadsworth and of Mr. A. Strausz; of topography under charge of Messrs. A. Balbach and F. W. Dorr. Of hydi'ogi'aphy under the charge of Lieutenant Commanding T. A. Craven, United States navy, and of Lieutenant Commanding Richard Wain^vright, United States navy, assistants in the coast survey, assisted by the officers of their hydrographic parties. Of measurements of city wharves and details under charge of A. Boschke, Esq., of the United States coast survey. The drawings, exclusive of those made by the parties in the field and afloat, have been under the direction of Mr. A. Boschke. I proceed to give the details of the execution of this work from the re- ports of the assistants engaged in it, and my own personal supervision which has been given at ditFerent periods of the surveying season as tlie necessities of the case seemed to require. Triangulation. — In continuation of the work begun last year for the com- missioners on harbor encroachments, Assistant Edmund Blunt resumed work on the 4th of April, and has since been incessantly employed in restoring, where practicable, the old points of reference in the triangulation and in de- termining new ones for the use of the topographical and hydrographic par- ties. He remarks that " the destruction of points formerly used by improve- ments, necessitated in this season the use of the tops of buildings in order to connect the work with the triangulation made in 1834 and 1835 " Several points of a permanent nature on Manhattan island have been marked, and as soon as the iron tower, now in progress of erection, is finished, its position will be determined, in order to prevent difficulty here- after, in case other surveys shall be required. " There are some places on Staten Island, in New York city, and m New Jersey, which can be secured, so as to be available at all tiuies, notwith- standing the changes which may occur in the march of improvement." In prosecuting the work of the present season. Assistant Blunt occupied twelve primary and a hundred and fifty-four secondary stations. The statistics of observations made at these are as follows : Number of series measured on primary signals 48 Measurements of primary angles. . 498 Number of series measured on secondary objects 1349 Measurement of secondary angles 7682 The data furnished by the labors of Mr. Blunt, from time to time, tliroughout the summer and autumn, were furnished at once as the basis of the topography executed by Assistants Gilbert and AVhiting, and of the hy- drography of Lieut. Commanding Craven. Checks were furnished also for mapping the wharves of New York city and Brooklyn, and for the detailed topography of Harlem river, in chaige of Mr. A. Boschke. New York Harbor Commission Beports. 153 Sub-Assistant Cliarles Ferguson served, in the early part of the season, under the direction of Assistant Blunt. His party was later joined by Lieut. I. C. Clark, United States army, assistant, and Sub-Assistant G. H. BagweU. Under the direction of Assistant Edmund Blunt, a series of triangles, commencing at New Baltimore, was carried nortliward on the Hudson river, to within a uiile of the city of Albany. The details of this work, intended to furnish the means of comparison with surveys made of that part of the river in previous yeai-s, were executed by Lieut. A. H. Seward, United States army, assistant in the coast survey ; Lieut, A P. Hill, United States army, assistant, was associated with Lieut. Seward, in field service. The work on the Hudson nver was begun on the 8th of July, and con- tinued until the 1st of October. Lieut. Seward reports as statistics : Main signals erected 24 Secondary do 54 Main stations occupied 16 Secondaiy do 33 Number of sets of repetitions 612 Single observations made in. measuring angles 3666 The area covered by the triangulation is about twelve square miles. Topography of the Environs of Xew York Citij. — Assistant F. H. Gerdes resumed, on the 1st of July, the fieldwork requisite to fill in detail the topographical sheets commenced last year by himself, ar.d by Sub- Assistant I. G. Oltmanns, under his direction. Within the season, the resurvey for the commissioners on harbor encroachments, has been completed, on both shores of the East river, from the mouth of Harlem river to Throg's Neck. The topography of the interior of Long Island, eastward, as far as to in- clude Jamaica, and southward to a junction with the work of Assistant Gilbert, has also been executed. The limit in that direction reached in the operations of Assistant Gerdes, ranges eastward and northward from the head of Gowanus bay, by a curved line through the villages of Mount Prospect, Bedford, and Centrcville, to beyond Jam:;i<'a. The details are comprised on five plane table sheets, the first of which includes the topography of the interior from King's Bridge to Throg's Neck, on both shores of East river. Thirteen villages are embraced and repre- sented within its limits. A second sheet comprises the interior of Long Island, from Astoria to Whitestone, with three towns. The shore line of this, and that of the first sheet mentioned, was traced by Assistant Gerdes last year. The interior, extending from Astoria and Greenpoint to Flushing and Jamaica, constitutes, T\-ith six other towns and villages, the prominent details of a third sheet, begun and completed this season. The fourth contains the topography of Long Island, immediately adjacent to New York city. This sheet extends to East New York, and includes the consolidated cities of Brooklyn, Williamsburgh, and Greenpoint, with five ^■illages and towns. The concluding work of Assistant Gerdes, on Long Island, embraces on a fifth sheet, the interior between East New York and Jamaica, both of which are represented on it. 154 New York Harbor Commission Reports. The five sheets above described were completed previous to the middle of October, and present the following aggregate of statistics • Assistant Gerdes has since filled in the topographical details of his sheet of Hudson river, carrying the work from Hoboken on the western shore, and above Spuyten Diiyvil creek on the eastern, upward, and terminating for the season at Palisade point, above Fort Lee, Mr. Charles H. Boyd and Mr. R. E. Halter served as aids in the party. Topograph! of Southwestern Part of Long Island. — Assistant S. A. Gil- bert who had commenced work in this locnlity last season, tracing then the shore line from Gowanus southward to Gravesend bay, and thence from the outer beach eastward beyond Rockaway inlet, was preceded in the field work of the present season by Sub- Assistant J. A. vSullivan and M. Seaton. Their operations were commenced on the loth of July, but an accident to the schooner Petrel and the illness of Mr. Sullivan, materi- ally retarded the progress which otherwise would have been made, previ- ous to the arrival of Assistant Gilbert on the 27th of August. He at once made arrangements required by the circumstances of the parties under his direction for pressing forward the plane table survey of the interior. Commencing at the western extremity of Long Island, the detailed re- survey for the commissioners on harbor encroachments is now complete eastward to Far Rockaway, and from the Atlantic shore of the island north- ward to the limits of the ^vork of Assistant Gerdes, finished also within the present season. The results of Mi-. Gilbert are comprised on five plane tables sheets, the first of which in the order of execution contains 'n detail the shores, islands and topographical features of Jamaica bay, PeFu an iiilet near the western, and Rockaway Pavilion adjacent to its eastern limits. Proceeding westward, a second includes the interior to Gravesend bay, and from Coney island to latitude 40 deg. 37 min. north, with the towns of Gravesend, New Utrecht, and Bath. A third embraces the details between Bath and Gowanus, the completion of which was much delayed by the prevalence of yellow fever in the district lying northward of Fort Hamilton. The fourth sheet extends eastward from Gowanus and the adjoining limits of the two last mentioned, to longitude 73 deg. 55 min. west, joining on the north with the plane table work of Mr. Gerdes. The interior lying between tlie Long Island railroad and Jamaica bay, including the towns of Flatbush and Fiatlands, the villages of Greenfield, Tottenvillc, and AVindsor Terrace, and adjacent features, comprise the details of the fifth sheet. Sub- Assistant Seatoii made the reconnoissance for points of reference, in the work between Flatbush and Jamaica bay, traced sixteen miles of shore line, and assisted in the topography of that vicinity. Assistant Gilbert remarks that : " The country over which the opera- tions were extended, excepting that in the immediate vicinity of Jamaica bay, is of a kind requiring the utmost care in order to insure accuracy." The plane table work was conducted by Assistant Gilbert, with due re- gard to all the requirements likely to become desirable in the future devel- Miles of roads surveyed do. marsh line do, shore line of rivers and creeks Area of space included in sheets (square miles) 362 52 35 87 Neiv York Harbor Commission Reports. 155 opment of the western part of Long Island. Ilis plane table work executed this season comprises, exclusive of the surveys of towns already mentioned, forty-three miles of road and thirty-seven miles of shore line within an area of twenty square miles. Seventy-eight miles of roads and forty-one of shore line were traced by the party of Sub-Assistant Sullivan. The con- touring and intricate portions of work falling on the several sheets were ex- ecuted by Assistant Gilbert. Topography of Staten Island. — The shore line of this island, a considera- ble part of which had been traced in the resurvcy for the commissioners on harbor encroachments, at the date of my last annual report, has since been verified, and the new survey of the entire island completed by the party of Assistant Henry L. Whiting. His party commenced in the field on the 11th of June, and the work was prosecuted with great diligence throughout the season until the end of November. At intervals during its progress a plane table additional to that used by Assistant ^Yhiting, was kept employed under his direction and arrangement, by Mr. F. AV. Dorr, the aid in his party. The topographical resurvey of Staten Island is comprised in three sheets, the first of which includes the northeastern and middle part, extending as low down as a line joining Fresh Kills and Great Kills, together with tiie towns of Factoryville and New Brighton, on the northern shore. The Quarantine, Stapleton, and Vanderbilt's landing, bordering on New York bay : and Spray ville. New Dorp, and Richmond, in the interior. The southern part of the island ter- minating at Ward's point, is embraced on the second sheet, and also the town of Rosevillc on Arthur's Kill. The topography of the third sheet, which contains the northwestern part of Staten Island, comprises in the survey the towns Port Richmond, Frame village, Old Places, and Chelsea. The following remarks upon natural features, as coming under his notice in the field, are contained in the report of Assistant Whiting : " Staten Island presents variety as great in the contrasts of surface as it does in scenery, and is certainly one of the most picturesque and beautiful of all the islands on the Atlantic coast. The highest land seems mostly confined to the northeastern part of the island where some of the hills range over four hundred feet in height. These reach to the very shore on the north and east and there develop into the pleasing villa sites of Clifton and NeAv Brighton. Several valleys run through tliis high land in different directions, forming a most agreeable variety of hill and dale, the undulations of which admit ot the highest degree of cultivation. At the eastern side bordering on the " Narrows" of New York harbor, the range of higii land leaves the shore and tends southwesterly toward the middle of the island where it abruptly terminates. Beyond this and extending to the southern end lies a level tract, richly and variously cultivated." The statistics of the complete survey are thus stated in the season's report : Miles. Shore line represented on topographical sheet 54^ Length of creels s surveyed 57 Outline of marsh 69 Roads 308 Area in square miles. 52 156 New Yorlc Harbor Commission Reports. In reference to the survey, Mr. Whiting remarks: Staten Island, in diversity of feature, is one of the finest subjects possible for displaying the effectiveness and superiority of the system and style adopted for the topo- graphical work of the coast survey." Assistant Whiting executed also the topography of Bergen Neck, extend- ing the detailed work from the point upward, a distance of two miles and a half. When ray report of last season was presented, the party of Assistant A. S. Wadsworth was still engaged in tracing the shore line of Staten Island sound. Thirty-five miles of shore, additional to that previously reported, were transferred to the plane table by himself, or by Messrs. H. S. Duval and J. Mehan, serving under his direction. This work, as before remark- ed, combines with the survey of the vicinity since completed by Assistant H. L. Whiting. Topography from Sandy Hook ivestward. — In the prosecution of worK for the commissioners on harbor encroachments, Assistant A. M. Harrison traced, before the close of last season, the shore line of Raritan and Sandy Hook bays, including that of Sandy Hook as low down as Shrewsbury inlet ; and his operations of the present year, in this section, were confined to the filling in with detail the three sheets then marked out. The first of these in the order of completion, extends from the Haritan river south- eastward along the coast of New Jersey to the town of Union, which it includes, as well as the village of South Amboy, and the town of Keyport. From the shore of Raritan bay, the plane table work was carried into the interior, and made to include a belt varying in width from a mile to a mile and a half. The character of the upper or western part of this tract is hilly and wooded ; that of the lower end, level and thickly settled, culti- vated, and intersected by many roads. The second sheet completed by Mr. Harrison, connects with the former at Union, and comprises the detailed topography of the shore and interior for a mile and a half, stretchinof southeast to the western base of the High- lands of Navesink. The village of Port Monmouth is represented on this sheet, with many farms and considerable forest laud. The district included within its limits is generally level, excepting that falling on the eastern end of the sheet. The last topographical sheet, concluding the survey of the vicinity, contains the highlands of Navesink, Sandy Hook, and Shrewsbury bay and inlet. Assistant Harrison took up the plane table work of the interior in July, and completed the sheets finally at the end of the surveying year. Pie was aided by Mr. P. R. Hawley and Mr. W. H. Dennis, and during a part of the season by Mr. F. W. Alexander. The statistics of the work executed are as follows : Miles. Shore line surveyed 134i Koads 76i Area included (square miles) 23 Hydrography of New York Bay and Harhor. — The hydrographic work of Lieut. Commanding T. A. Craven, United States navy, assistant coast survey, in continuation of that begun last year, for the commissioners on harbor encroachments, was resumed in the steamer Cor win, on the I7th New Yorlc Harbor Commission Beports. 157 of June. Soundings in the present season were extended from the lightship through the Narrows, and the entire eastern portion of the bay and harbor, together with East river, to Throg's point, Little Hellgate, and Harlem river. For the data requisite in the reduction of the soundings, eight tidal stations were used by the party, and observations were made at twenty-five stations on currents. One hundred and twenty-five specimens of bottom were taken with soundings in various parts of the harbor and its dependen- cies. The work was discontinued on the 13th of November, at which time Lieut. Commanding Craven reported as the result of the season's operations: Miles run in sounding 978 Angles determined 4,733 Total number of soundings 45,650 About fifty-five square miles of water area were included in the soundings. IlijdrograpJuj o f the Hudson River — The party of Lieut. Commanding Richard Wainwright, United States navy, assistant in the coast survey, in the schooner Nautilus, on the first of August, commenced the hydrogmphy of the Hudson, about a mile below New Baltimore, and continued it up the river to the city of Albany. This work was directed in order to determine the character and extent of the changes which have occurred in that part of the river which includes the ^' Overslaugh'" A base was measured by Mr. A. Strausz of the party of Lieutenant Commanding AYainwright, upon a site selected by Assistant Edmund Blunt, and the requisite plane table work commenced a little be- low New Baltimore. The party was shortly after joined by Assistant A. S. AVads worth, who remeasured the base, and continued the topography of the banks of the river toward Albany from the limit reached by %lx\ Strausz. The mean length of the base determined from the two measurements is 1,5.SL82 metres. Fifty-four and a half miles of shore line were traced and furnished to the hydrographic party by the joint labors of Assistant Wads- worth and Mr. Strausz. The statistics of work executed by the party of Lieutenant Commanding? Wainwright are as follows : Miles run in sounding 224 Angles observed 3,582 Total number of soimdings 24,039 Current observations noade 12 Three tide gauges were employed in order to furnish means for reducing the soundings. The results obtained in this survey will be combined on a map of com- parison showing the alterations of outline and of depth which have taken place since the survey made by the engineer dep{;rtment in 1853. Tides and Currents. — For the purpose of investigating the cause of changes in the .^-hore line of Sandy Hook, Sub-Assistant H. Mitchell commenced un- der my direction a series of elaborate observations and experiments in that vicinity, with a view to determine the nature of the currents and the course of their action as affecting the shores; objects of various specific gravities were used, the place of deposit by the action of the water under different circumstances being noted in the several cases. 158. New York Harbor Commission Reports, It is known as one of the devdopments by the coast survey that the peninsula of Sandy Hook is gradually incrensing, growing to the northward into the main ship channel. A spot north of the Hook where there was forty feet of water when Captain Gedney made his survey, in less than ten years was nearly bare at low water. The importance of determining the cause of this increase, as leading to the means of controlling it, cannot be over estimated. Various causes had been assigned for this growth, by the actions of the waves and the winds, sometimes on the outer side and sometimes on the inner side of the Hook. The effect of the opening and closing of Shrews- bury inlet had also been insisted upon. To examine these and other probable causes, laborious observations of tides and currents have been made in the vicinity at numerous stations. Careful measurements of the low water line have also been made in con^ nection with these observations, and with others of the force and direction of the wind. Objects easily distinguished from the sand, and of various specific gravities and shapes, had been deposited near tlie shore of the Hook, to determine the power and direction of transportation of matter. It is easy to see how laborious all of these observations are, and that some of them are even attended with considerable danger, hence the credit to be given to Mr. Mitchell may be measured. The results of these observations Jiave not yet been worked out in all their detail, but the conclusions from them are perfectly safe and of the highest importance. It turns out that this growth of the Hook is not an accidental phenomenon, but goes on reg- ularly and according to determinable laws. The amount of increase de- pends upon variable causes, but the general fact is that it increases year by year, and the cause of this is a remarkably northwardly current, the amount and duration of which these observations assign along both shores of the Hook, the current outside extending across the whole breadth of False- hook channel, with varying velocity ; and the one in the inside of the Hook, extending nearly one third of the distance across Sandy Hook bay. These currents run to the north during both the ebb and flood tides, with varying rates, and result from those tides directly and indirectly. The inner cur- rent is the one by which the flood and ebb tides draw, by the lateral com- munication of motion, the water from Sandy Hook bay, and the outer is similarly related to these tides as they pass False Hook channel. The velocities and directions which have been found, prove this conclusively. An important observation for navigation results from this ; for more than seven hours out of twelve there is a northwardly current running through False-hook channel, which assists vessels entering New York harbor on the ebb tide, and to be avoided in passing out with the ebb. This north- wardly current runs on the inside for eleven hours out of the twelve. It is the conflict of these two northwardly currents, outside and inside, and the deposit of the materials which they carry to the point of the Hook, which cause its growth. Witiiin a century it has increased a mile and a quarter, and at about the rate of one sixteenth of a mile a year on the average, for the last twelve years. Flynn's Knoll, on the north side of the main ship channel, does not give way as the point of the Hoolc advances. The importance of watching this movement cannot therefore be overstated. New York Harbor Oommission Btjjorts, 159 The mode of controlling the growth, is obvious, from the result obtained. The observations are still continued, to obtain the necessary numerical re- sults. Observations on tidal and other currents were made in the docks of New- York, in Atlantic dock, Brooklyn, Buttermilk channel, and tlic vicinity. Sub-Assistant Mitchell conducted also the observations requisite in the investigation of the tides and currents of Newark bay and the Kills. Fif- teen stations were occupied in connection with the tides of the bay and Kill Van KuU and Arthur's Kill, and nine in the observations on currents. At each station an observer on shore noted the rise and fill of the tide upon a tide-gauge, while another, from a boat anchored in the stream, observed simultaneously the velocity and direction of the current. Several sets of stations were occupied daily during the progress of the work. In the early part of August, eight tidal stations were established on the Hudson river, between Albany and New York city. The localities were selected by Lieut. W. P. Trowbridge, United States engineers, assistant in the coast survey. The gauges were placed at intervals of from twelve to twenty-five miles, varying according to the character of the river between the stations, as presenting more or less obstruction to tho progress of the tide wave. The stations chosen were at Greenbush, opposite Albany, Cas- tleton, Stuyvesant, Tivoli, Poughkeepsie, West Point, Verplanck's Point, and Dobb's Ferry. Regular observations were kept up, as usual, through- out the season, at Governor's island, in New York liarbor. At that station, and at Greenbush, Saxton's self-registering gauge was used. The observations at the eight stations below Albany, were conducted by Mr. Gustavus Wurdemann. Bench marks were established and carefully secured, for future reference, by inserting copper bolts in stone structures, adjacent to the several stations used. Bpecial Topography and Maps of New York City and TIarhor. — In order to facilitate the progress of operations in the work undertaken for the com- missioners on harbor encroachments, Mr. A. Boschke, of the drawing divis- ion, was transferred to the New York, in May. He is still engaged in field and office duties, immediately connected with the maps also in progress in his hands for the commissioners. At the outset of the season, from data furnished by the triangulation of Assistant Edmund Blunt, lines were traced, under the direction of ]Mr. Boschke, upon the wharves and bulkheads of New York city, from the Battery to Fifty-fifth street. North river, and to Thirty-eighth street, on the East river front ; and on the wharves in Brook- lyn, from Atlantic dock to Newtown creek. The aggregate of artificial shore line thus minutely determined, amounted to forty-five and four tenths miles. Mr. Boschke carefully resurveyed the shores of Manhattan island above Fifty-fifth street. North river, Spuyten Duyvil creek, and the shores of Harlem river above Thirty-eighth street, by the ordinary metliod employed in field topography; and made also a special survey, including Gowanus bay, between Atlantic dock and Twenty-ninth street, Brooklyn. The maps of these localities have been drawn on the scale of two hun- dred feet to an inch, and that of the survey and measurement of the wharves and bulkheads of New York city, on a scale of eiglity feet to the inch is nearly completed. The arrangement proposed for tliese in atlas form and 160 ' Neio York Harbor Commission Reports. of other maps in progress, including the general chart of New York harbor and vicinity, projected for the commissioners, is stated in the following ex- tract from the report of Mr. Boschke : " The shores of Manhattan island from 55th street, North river, to Spuy- ten Duyvil creek, including also Harlem river, and Blackwell's island, and East river to 38th street, have been surveyed and mapped on a scale of two hundred feet to an inch, forming a series of ten sheets and representing nn aggregate of forty-one miles of shore line. On these the commissioners' line will also be represented." "A hydrographic comparative map on a scale of 1-20000 is now in progress of completion, designed to show the changes in shoals and chan- nels within the past twenty years, in New York harbor. Also a compar- ative map of New York city and Brooklyn on a scale of 1-10000 to ex- hibit the artificial changes which have been made on the North and East river fronts at different periods." " When the surveys yet in progress are completed of the vicinity of New York bay and harbor, a general chart will be drawn on a scale of 1-20000 (size of map ten feet by nine), giving the whole of the topographical and hy- drographic work with all its characteristic details and the lines recom- mended by the commissioners." There remains yet to be completed the survey, on a large scale, of Har- lem river and Spuyten Duyvil creek, which the commissioners designed in reference to a resolution of the legislature of New York, passed at the last session, and of a small portion of Staten Island. The verification of the work yet to be made may show some other details as necessary to be sup- plied, but the whole work undertaken will be essentially completed before the winter sets in. The hydrography and observations connected with it have been completed, and the maps are all in progress and will be worked up as rapidly as is consistent with careful execution. They may require some months of the new year to make them complete if not hastened be- yond what is safe in such work. Very respectfully submitted by A. D. Baciie, Supt. U. S' Coast Survey, Hon. G. W. Patterson, President of the Board of Commissioners on Harbor Encroachments, New York. New York Harbor Commission lieports. 161 (B.) EXTEKIOR LINES IN NEW YORK HARBOR. Second General Report of the Achnsorij Council to the Harbor Commissioners on Lines in New York Harbor ^ October, 185G. GENERAL TOTTEN, ) PROFESSOR BACHE, \ Advisory Council. CAPT.ilN DAVIS. ) Gkntlemen : We have the honor to submit the following report, in con- tinuation of the report of Dec. 29, lSo5 : In order to make this report complete in itself, and in conformity with our usual course, we insert here your preamble and resolutions of June 20, 1856, on which our present proceedings are based» Preamble and Resolutions offered hij Mr. Boioen, and adojjted by the Harbor Commis- sioners June 20, 1856. Whereas, in determining the exterior line of the east shore of Hudson river it will be the duty of the commissioners carefully to keep in view the rights and interests of the state of New Jersey, as the proprietor of the west shore of the river, and not to infringe in any manner upon such rights and interests, or so to affect the flow of water in the said river as to prevent the state of New Jersey from making or allowing to be made, any erections compatible with the free navigation of all parts of said river as may seem to that state expedient ; and Whereas, it is desirable in laying dowTi these lines, Avhich affect the in- terests of two states, the commissioners should have the advice and assist- ance of persons eminent for their scientific attainments and of matured ex- perience in the observation of the action of tides and currents ; therefore Resolved, That General Joseph G. Totten, chief engineer of the United States, Professor A. D. Bache, superintendent of the United States coast survey, and Commander C. II. Davis, of the United States navy, be respect- fully requested to confer together and report to this board suitable exterior lines for both shores of the Hudson river, from a point in said river one mile north of Spuyten Duyvil creek in the county of Westchester, to the Battery in the city of New York; and from Jersey City in the state of New Jersey to the eastern entrance of the Kill Van Kull, and Arthur's Kill, or Staten Island sound, to the southwesterly end of Staten Island. Such exterior lines to indicate the boundaries beyond whicli, in their opin- ion, bulkheads, docks, piers, basins or structures of any kind or description, ought not to be erected, and beyond which, if any should be erected, such structure would affect injuriously the navigation of the harbor of New York, or of the Hudson river or some part thereof Resolved^ That the maj)S of the bay and harbor of New York, of the Hud- son river, the Kill Van Kull, Arthur's Kill, and Raritanbay, on whic h are set forth tiie shore lines, soundings and current observations of these waters, made for this commission under the superintendence of IVofessor l^ac he, be 11 162 New York Harbor Commission Bi'porfs. laid before the aforementioned gentlemen, together with such other maps as they may require for the description of suitable exterior lines on the shores of tlie state of New York and New Jersey in the area referred to in the preceding resolutions, Uesolved., That in recommending to this commission suitable lines for the east and west shores of the Hudson river, the Kill Van KuU and Arthur's Kill or Staten Island sound, the aforenientioned gentlemen be i-espectfully requested to be governed by the following considerations : 1st. The rights of the state of New Jersey as the proprietor of the west shore of the Hudson river, to the middle of the channel of said river, as laid down in the report of the commissioners appointed by the states of New York and New Jer-ey to define the boundaries of the two states, and rati- fied and conlirmed by their respective legislatures and by Congress, a copy of which report is herewith annexed 2d. A due regard to the navigation of the upper waters of the Hudson river, so as to maintain unimpaired the flow of the tides and currents therein, in their p?^esent strength and volume. 3d. The importance to the commercial interests of New York, of extend- ing the easterly line as far into the river as the foregoing considerations will admit, but to be held subordinate to them. I certify the foregoing to be correct copies from the minutes of the pro- ceedings of the harbor commissioners. G. H. BouGHTOX, Secretary. Hakbok Commissioner's Office, } New York, Jane 21, 1856. • S Prof. A. D. Bag HE, Supt. U. S. Coast Survey. The several subjects of our communication, prescribed in the preceding paper, will be — 1 . Exterior lines of construction along both banks of the Hudson river, from its junction witli the East river to opposite points one mile above Spuyten Duyvil creek ; 2. Along the Jersey flats ; and in, 3. Arthur's Kill and Kill Van Kull, to which we have added the exterior lines on the eastern shore of Staten Island ; or 4. From Sailor's Snug Harbor to Fort Tompkins ; and 5. Remarks on the south side of Staten Island, from the entrance of Staten Island sound to the Narrows, or from Ward's point to Fort Tompkins. The exterior lines from Ked Hook to Fort Lafayette (completing this part of the harbor), are treated in our special report on Gowanus bay and its dependencies. We have carefully revised the lines on the Long Island shore, already described in the report of the advisory council to the commissioners, dated Dec. 29, 1855, and printed with the report of the commissioners of Janu- ary 8, 1856, and adhering to the principles there laid down, and generally to the details of all the lines Liid down in that report, and in report No. 2, of July, 1856, we have caused the bulkhead and pierhead lines to be dis- tinctly marked upon the manuscript coast survey maps. Wc have also extended a line across the entrance ta Newtown creek, in New York Harbor Commission Heports. 163 front of Hunter's point, and northward, conforming generally to the eigh- teen-foot curve of depth, beyond which we recommend that no structures whatever be allowed, and withhi whicli we advise that all plans of improve- ment, before adoption, be submitted to the commissioners, that tlie details may be carefully studied. This provision is s^imilar to that in reference to structures in Gowanus bay. Limiting the structures to within the eighteen- foot curve, will suffice to preserve the general navigation of the river from injury. HUDSON EIVEK. Before describing the lines which we are about to recommend, and pre- senting our views with regard to them, it may be well to say, that the estab- lishment of lines in Hudson river, does not involve, strictly speaking, a question belonging to the improvement of tidal rivers. These questions of the improvement of tidal rivers, concern the admission, distribution or propagation of tide water ; the alteration of the forms of channels and of natural shores ; they aim either to increase the amount of water entering on the flood, or to render its action more efficient ; they en- deavor to supply actual deficiencies by a co-operation of natural means Avith artificial arrangements. But, in running lines through a certain extent of Hudson river, we are not called upon to alter the form of its channel, or its depth, with any view to improvement of any kind whatever. It is quite the contrary. The river wants no improvement by the hand of man. Between the Battery and a mile above Spuyten Duyvil creek, the northern limit of our lines, the provisions of nature have left nothing to complain of in this, one of its most useful and beneficent, as well as one of its most beautiful pro- ductions. At the entrance at the Battery, the character of which deter- mine-s the state of the upper waters, there are ample depth and width. By vu'tue of the former, the tide wave is propagated through the space under consideration, at the rate of seventeen miles an hour. Owing to the very gradual decrease of the depth at the sides, or in other words, to that general approximation to uniformity of depth across the true channel, which is the most advantageous condition, the velocity due to the greatest depth is diminished only by the tenth part. Inside of the Battery and Jersey City (inside of the mouth), the river is Jiearly straight. There is a general uniformity in this part of its development — its depth is not, throughout the true channel-way, materially diminished. There are no interruptions from bridges; no opposing bars, &c. No natural state of things could be more favorable. There is nothing to be added or taken away, at least on the New York si.le. I herc is, in short, nothing to be done, for the mere sake of improvement. That which is to be done is for the convenience of the community and for the occupation of the river front for the purposes of trade and business. Since the natural and actual condition of Iludson river (in this part of it) are all that can be desired, the principal rule of conduct we are to observe is to afford the requisite accommodation with the smallest disturbance of this condition. There are two ways of making a change in the condition of the river : by raodifvinj: the depth, and by diminishing the breadth. 164' Neiu York Harbor Commission Reports. The depth of the river regulates tlie velocity with which the tide wave is propagated (the rise and fall of the water) and this velocity "in channels of uniform depth is independent of the breadth of the fluid." (J. S. liussell.) The breadth of the river affects its capacity as a reservoir ; for " every por- tion of the section of a tidal river is valuable as a receptacle, in wliatcver part of the river it may bo situated." (E. K. Calver, R. N.) The breadth of the river also determines the velocity of the tidal current (the motion and translation of the water) where the depth remains tiie same. The limits of construction which we are to designate do not touc h the depths even remotely ; the propagation of the tide wave, therefore can not be seriously influenced ; though the changes in the sides of the channel pro- duced by our lines may affect slightly the ratio of diminution in its velocity depending on the form of the sides. But our lines will act directly on the breadth of the channel, which, in fact, they lessen ; and in so doing, they lessen the water receptacle, and in- crease the rapidity of tlie tidal current. This being the case, we must endeavor to furnish the required space for wharves, piers, docks, &c., and other landings, and for a convenient front, without an unnecessary waste of room — without too great a diminution of the breadth. 'J he general capacity of the river is to be kept in view, and the contents of its characteristic sections. In the former we pay regard to the mainte- nance of the reservoir ; in the latter we take into account the relative ve- locities of the tidal current in the different sections. And by a careful con- sideration of both, we hope to avoid the extremes of rashness and an exces- sive prudence. We will now proceed to a description of the lines which we are about to recommend to the commissioners from Battery place to a mile above Spuy- ten Duyvil creek on both sides of the river, in compliance with the pream- ble and resolutions. If no mention had been made of tlie New Jersey shore in these instruc- tions, we should not have continued the lines themselves on that side. Nevertheless, it may be premised, that side could not by any means have been left out of our calculation. If wc had only to report lines on one side of the river we should not have decided upon those lines without reference to the future possible occupation of the other side. The two sides cannot be separated from each other in any general view, because they are far apart, more than two sides of a reservoir could be separated from each other. Still, it must be observed, and more will be said upon the subject here- after, the two sides of the river, in this part of its course, differ from each other essentially. Here the deeper portion of the bed is on the New York side, along which lies the concave of its grand sweep. If we examin.c the sections in this space we shall perceive that the Avail of the river on the New York side is steep, while on the New Jersey side it is sloping, the lat- ter being the convex or projecting shore. Owing to the greater depth of water near the land of Manhattan island, it is not necessary to go far out with Avharvcs, &c. And also, for the same reason, a much greater part of the sectional area is taken up by a structure of a given length here than on the New Jersey shore. New York Harbor Commission Reports. 165 These are general features which persons who study the charts of the coast survey will not fail to observe, but which mijiht escape a hasty noiice. They however, with some strictly local f)eculiarities, must not bo overlooked by ourselves. To what extent, and in what manner we have been influ- enced by them Avill appear in progress of this report. Partly to meet our own convenience, and partly from the necessity of tlic case, we have divided the shore of the North river into sections ; we pro- ceed in numerical order, jjoing up the left bank of the river, and coming down the right, or from New York city up to the limit on that side, and tlience down to Jersey city on the other side. We will commence with the NEW YOKK SIDE. Section 1 extends from Battery place to Hammond street. Adopting the same general principle which was stated in our report of December 29, 1855, appended to (he commissioners' report of January 8, 1856 (p. 58, la), we recommend for the bulkhead line a line 45 feet west from the west side of West street, and for the line of pierheads one conforming as nearly as practicable to those existing Both lines are distinctly drawn on the commissioners' tracing No. 1, Hudson river, accompanying tliis report. Section 2 extends from Hanmiond to Fourteenth street. In this sec- tion occurs the first remarkable contraction of the river at a rocky bluff called Castle point. At this gorge the effective sectional area of the river, which, at Jersey City is nearly twenty thousand square yards, and on a line above Castle point marked F, is twenty thousand four hundred square yards, has diminished to fifteen thousand five hundred square yards. The capacity of the channel is lessened by a fourth. At the two points of Jer- sey City and F, the width of the river is about four thousand five hundred feet, while the distance from Castle point to the end of the wliarf at Thir- teenth street is only two thousand nine hundred feet, and between the eigh- teen-foot curves at Castle point, only twenty-eight hundred feet. Notldng should be done or suffered to stand, which tends to disturb still further the symmetry and fair proportions of the bed of the river and by do- ing so, to intorfere with its natural development, and obstruct its free nav- igation. The original width of the river at this place was about four thousand fest. If we were about t j prescribe limits of construction for the first time, we might very properly assume this as the lowest standard, or as the great- est admissible contraction between the eighteen foot curve?. The first spot below Castle point at which the distance between the eigh- teen-foot curves on both sides of the river is four thousand feet, is opposite Hammond street. The place above at which this first occurs is op[)osite the termination of Thirtieth-street. We recommend that the exterior line, either pierhead or bulkhead line, be a line drawn from a point GOG feet from the westwardly line of West street, on tlie southwardly line of Hammond street produced, to the point of intersection of the westwardly line of Thirteenth avenue with the south- wardly line of Fourteenth street, and that all piers now existing in this space beyond this line be so far removed as not to project beyond the line. The pier at the end of Thirteenth street, which is a serious impediment to the free navigation of tho river, should especially be immediately removed. 166 , New York Harbor Commission Reports. Section 3 extend:^ from the southwardly side of Fourteenth slreet to Seventy-fifth street. Throughout this section, the development of the river approaches to uniformity. We recommend that the line of bulkhead be a line drawn from the inter- section of the southwardly line of Fourteenth street with the we«twardly lino of Thirteenth av. nu3, to a point one hundred feet west from the west- wardly linj of Thirteenth avenue, on a line at right a- glesto the Thirteenth avenue, drawn from the point of intersection of llie westwardly side of Twelfth avenue produced, and the westwardly t ide of the Thirteenth av- enue, thence to a point f-imilarly measured from Twelfth avenue, and thence one hundred feet westwardly from the westwardly line of Twelfth avejiue, and parallel to it to Seventy-fifth street. (See commissioners' tracing, No. 1, Hudson river.) We also recommend that the pierhead line in tliis space, from Fourteenth to Seventy-fifth streets, be as follows : commencing at Fourteenth street with nothing, it extends in a broken line, as on the tracing, to a point four hundred feet from the westwardly line of Thirteenth . avenue, measured at right angles to it from the point of intersection of the westwardly line of Twelfth avenue produced, and of the westwardly line of Thirteentli avenue (as shown on the tracing), and from that point to Seventy-fifili ftrcet it continues at an unvarying distance of three hundred feet from the line of bulkhead. These lines of bulkhead and pierhead, respectively, are shown upon the tracing, and wc recommend that piers projecting beyond this line should be at once cut off. At Seventy-fifth street, the width between the natural shores is about four thousand five hundred feet, and between the eighteen-foot curves, about three thousand five hundred, the mean of which is our provisional limit. This three thousand five hundred feet is the average distance between the eighteen-foot curves, from Twenty-fourth street to the termination of this section, giving to the bed of the river a general uniformity, and to its nav- i^^atlon a general security and facility. Section 4 extends from Seventy-fifth street to One Hundred and fifty- fourth street. In this, and the remaining sections north of it, we recognise some differ- ences in the actual condition of things, and some important changes in the circumstances to be considered. The bank of the river, above both streets, ceases, in a great measure, to be the artificial walls created by bulkheads, wharves, &;c. It retains more of its natural character, and is bold and rocky. In these sections also occur two considerable contractions, one jurt belov/ Manhattanville, and the other at Fort Washington. . And, lastly, the distance from the seat of bu-^iness, which must rJways be at and near the mouth of the river, and the diminished demand for ship- ping accommodation in respect to the tize as well as number of the vessels, are to be taken into account. At Fort Washington, the width between the eigiiteen-foot curves is twen- ty-two hundred feet, and between the shores, three thousand five hundred and fifty feet. At a point just below Manhattanville, tlie width between the eighteen-foot carves, is twenty-three hundred and forty feet, and be- tween the shores four thousand two hundred and seventy feet. Nciu York Harbor Commission Reports. 167 If WG bring in the areas of the transverse sections the impression derive 1 froni the preceeding figures will be changed. The area of the first section, Fort Washington, is eighteen thousand one hundred and forty square yards; that of the second, section 2, below Man- hattanville, is ouly fourteen thousand four hundred square yards. Thus while the sectional area of one gorge is three thousand seven liun- dred and forty square yards less than that of the other, the air line of the perimeter of the first section is (as is mentioned above) seven hundred and twenty feet less tlian that of the second. Between the eighteen-foot curves and the shore the distance in the first section is five hundred and eighty feet less than in the last. This certainly is not the form we should prefer f;>r the bed of the river, if we had our choice, and is very far from resembllnLj the best form of trans- verse sections prescribed in the books. (Weisbach, § 3G4 ) The resistance which a bed of such a form opposes to the motion of the water in virtue of its adhesion, viscosity, or friction, which resistance in- creases with the surface of contact between the bed and water, and there- fore with the perimeter of tb.e transverse section {ibid) tends, nevertheless, to equalize the velocity throughout the section, which might be excessive if with such a diminished area the perimeter of the water section were a minimum. Although we "have compared these t^vo sections, (finding them on the chart), for the purpose of illustrating the principles involved in the forms of channels and other water passages, still, we are fully aware that the pro- file at Fort AVashington by no means represents the average condition of the river in this section. No. 7. Thus, below the depth of about seventy feet (on this profile) the v.-atcr space must be regarded as a hole; over the water in this cavity the current flows, without disturbing it, as over the wetted sides and bottom of the chan- nel. The motion given to the river by the ebb and flood tides which, where the bed has a nearly uniform level, extends throughout the whole mass, is not communicated to the bottom here. The real area in this profile, is thirteen thousand four hundred yards. We have said in the beginning that we are not engaged Avith a fpiestion of river improvement. However desirable it might be, it is out of our power to establish in this part of our field of labor a uniformity of motion, which would require that the mean velocity at all the transverse sections should remain the same, and therefore, r.Iso that the areas of the section should be equal. (Weisbach, §3G7.) But tnough we may not attempt this, we can avoid in our recommenda- tions, any increase of the difficulty arising from the variable motion of the water. Tins purpose we have kept in view; and in addition to this, we have not lost sight of the circumstances due to the increasing distance from the city. We recommend, in this section, that the line of bulkhead or of solid filling be a line 100 feet westwardly from the westwardly side of the Twelfth av- enue, or be the present shore, Avhere it is west of that line ; and that the pierhead limit be a line four hundred feet west fro:n the Ave.-t- wardly line of Twelfth avenue continued, which allows very little lengtli 168 Ncio Yorlc Harbor Commission Reports. cf pier in some places, and a full length in others ; conforming to tho nat- ural variations of the outline of the river, and aiming at an approach to uniformity. Section 5 extends from 154th to 17Gtli street, and includes part of the bold promontory on which Fort Washington stands. We recommend here that the present shore remain for the greater part undisturbed as the line of solid filling; and that the limit of the bulkhead and of the piers, be the lines drawn on the commissioners' tracing No. 2, Hudson river ; the pierhead line conforming in general to the eighteen-foot curve. Section G extends from 176th street to one mile above Spuytea Duyvil creek. We recommend in this section, that the line of the bulkhead, or solid filling, be the present shore ; and that the pierhead limit be a line conform- ing generally to the eighteen-foot curve of depth, and as drawn upon the commissioners' tracing No. 2, Hudson river. It is well to observe here, that the area of the transverse section at Spuy- ten Duyvil creek is the same as the area of Section D, fourteen thousand four hundred square yards. NEW JERSEY SIDE. The transverse sections of the river, or that portion of it under consider- ation, given on the coast survey chart, shows, as we have already said, that the two sides of the channel differ from each other greatly in form. On the east side, the lower part of the perimeter presents a nearly con- tinuous curve from the mid-channel up to the water's edge ; and this curve approximates, as mucli as is common in nature, to thiit which gi^■es the minimum of friction. But on the west side the point of contrary llcxure is at a great distance from the shore, and between the latter ;ind the former there is a long bank of shoal water. This is by no means owing to the want of stability in the west bank, which, on the contrary, from the beginning of the Palisades up, is of firm materials. It is owing to the direction given to the great mass of water which cre- ates the deep channel-way, by the bends and projections of the river in this part of its cour c. We said in the beginning that theso hencU, or sinuo>i- ties, involve a very small change in the direction of the channel which is nearly straight. The hardness and tenacity of the banks, whether natural or artificial, prevent any important deviations. But, stiU, the bends are sufficiently great, and act in such a way, as to throw the deep water over on tl'.e east side, giving to New York the concave and deep shore, and to New Jersey the convex and shallow shore. This characteristic distinction of the two shores leads us to t^vo interest- ing conclusions : 1. Tiiat the limits of construction on the N- w Jersey side muful. 2. That this can be done without endangering tlu free navigation of tlio river or substantially diminishing the capacity of its bed. In connection with the first of these conclusions wo may observe, that it will only be by running out the lines of solid filling to some considerable, extent Netv York Harbor Commission Reports. 169 that any foothold can be obtained for the river trade. The steep walls of the Palisades are alaiost, if not quite insurmountable. Below them, indeed, nre large extents of meadow land and level ground, forming an indented or hollow shore susceptible of improvement. The eighteen-foot curve recedes into this indentation, which adds to the other natm'al advantages. The water is, however, shoal along this partic- ular place, and this, together with tlie remoteness from the city of New York and the probably distant approach of business, seems to render any opinions as to its futur;^ occupation and improvement prematm'C. Happily it does not belong to us to express any opinions on this cpjestion ; in our r.'co-nmcndations, however, we arc to be guided by the natural con- dition of things considered in combination with and in subordination to, the possible possession of the ground, and conversion of a part of the water area into quays, Avharves, piers, or docks, whether this is to happen in our day, or vX a more remote period. In connection with the second of the above conclusions we may observe, that our lines, though projecting so much farther out, consume no greater water space here than on the New York side. The area of the small ri^ht-angled trianijle which contains this water space differs with the depth. But the average contents of this area are about the same on both shores, the greater length of the perpendicular of depth on one shore making up for the greater length of the hypothenuse and remaiiiing side on the other. With these preliminary remarks, Ave proceed to our recommendations, adhering to the division into sections, and beginning at a point on the New Jersey shore one mile above Spuyten Duyvil creek, with section 7, which extends down to Day's point. In this section we recommend that the line of bulkhead, or of solid filling, be as delineated on the manuscript chart of the commissioners, and that the pier line run parallel to the bulkhead line, and at a distance of six hundred feet from it. These lines are drawn on the manuscript chart of the com- missioners. Section 8 extends from Day's point to a point one thousand feet south of the first wharf (as it now stands) north of Castle point. In this section we recommend that the line of bulkhead, or of solid filling, be as delineated on the manuscript chart of the commissioners. The pier- head line which begins at the terminus of section 7, six hundred feet from the bulkhead line, ends in consequence of the gradual narrowing of the river, at a distance of two hundred feet from the shore at the terminus of this section. From this point it is drawn tangent to Castle point. These lines are drawn on the chart already referred to. Section 9 includes Castle point, and extends from the southern terminus of section 8, a distance of twelve hundred feet along the shore, measured on the map by steps of two hundred feet each. In this section the natural shore is the line of solid filling, and the line of piers is a continuation of the pierhead line of the previous section, and ends at Castle point, as drawn on the manuscript chart of the commissioners. Section 10 extends to Jersey City and includes the face of the canal basin. In this section the general line of bulkhead or of solid filling, is the line 170 New York Harbor Commission Reports. of Atlantic street continued, parallel to, and three hundred and twenty feet distant from Hudson street as far as Hoboken ferry. And the general line of piers or tlie exterior line of construction is five hundred feet outside of the bulkhead line. Both of these lines stop at the southern terminus of section 9, both curv- ing from Hoboken ferry toward Castle point, at which no piers are allowed. All of this is shown and drawn on the same chart. These lines to be fixed by monuments, in conformity with the delineation on llie map. With regard to the large water area inside our bulkhead line, in front of Pavonia and Hoboken, it is a question of economy, wiiether it can bo most profitably occupied by wet docks or solid land, and this question will be best decided by the proprietors. This concludes the lines in the North river, in laying down which, we have endeavored, on the one hand, to provide for the wants of a commerce, of which the growth is incalculable, and on the other, to preserve, in all its integrity, the magnificent reservoir into which fiows the tidal water of the harbor ; and without the suitable preservation of which, that harbor would lose something of its grandeur, its capacity, and its utility. The paramount importance of the "free influx and efflux of the tide waters," is a principle more frequently and more earnestly than any other, insisted on by all the British engineers, from Smeaton, one of the fathers of the profession, to the Russell, Rennie, and Stevenson, of to-day. And well it may bo ; for it is the principle which, from a variety of causes, but chiefly from actual defects in the rivers and harbors of Great Britain, has been more fatally violated than most other of the fundamental principles of en- gineering in tidal harbors. It is also the principle which has been most frequently and most successfully relied upon in projects of improvement. From its violation have sprung most of the cases of deterioration recorded in the commissioners' reports ; and from its application, or from the appli- cation of that fundamental principle, which involves the inverse process, have resulted most of the reported cases of amelioration. So deeply are the British engineers impressed with the conviction that this principle lies at the bottom of all others, that one writer, whose expe- rience and observation are confined to his own country, and who relies solely on British authorities, has stated it in the following broad and gen- eral terms : /- " The navigable condition of tne channels at the entrances and over the bars i of tidal livers, cspeciall// as to permanence and capacit]), is entirchj dependent on \ the influx and efflux of tidal water. This is said without any reference to the volume of the river or to the rise i\nd fall of tlie tide, or amount of tidewater flowing in. And so said, it is a legitimate generalization from British experience and observation only. But though our own experience and observation would lead us to qualify this mode of expressing it, still the principle itself is primary and essential. It should never be overlooked, even where the tide is small, and the river large ; and in the JIud>;on, its just appreciation is of great consequence. The breadth of the Hudson at its mouth, between the fac^^ of the canal basin, in Jersey city, and the line of bulkliead in New York city, is about one mile. The tide tables of the coast survey give f;)r the average rise of the tide in the harbor four feet and three tenths. At the turning of the New York Harbor Commission Beports. 171 flood tide, therefore, tljcre is superimposed upon what, for distinction, ni.iy be called the water of the river, a body of water of which the sectional area is about twenty-two thousand square feet. If we compute the weight of the body of water contained at high tide betv/een this transverse section, and one across the river a mile above Spuy- ten Duyvil creek, the perpendicular depth of the stratum being ihe average rise of the tide, we ehall find that it amounts to about forty millions of tons weight. Nor is this all ; the motion of the tidewater is propagated throughout the whole mass down to the very bottom ; during the flood, the velocity varies as the square root of the depth, according to Russell ; during the ebb, we must assume the mean velocity established by the coast survey. Neither the rule of M. llaucourt, from observations on the Neva, nor the inference drawn from the observations made on the Rhine by M. Defontaine, with Woltmann's instrument, apply to this part of the Hudson, as has been shown by the current observations of the coast survey. Now when the momentum resulting from the combined velocity and weight of the Avhole mass, estimated at three hundred and twenty-seven millions of tons, and the consequent scouring power, are brought to 'the reader's consideration, we arc spared the necessity of urging any further the duty of fully recognizing the principle in question, or the necessity of ex- cusing ourselves for the exercise of the utaiost prudence in the assignment of the limits of construction in Hudson river. This scouring power relates to the permanence and capacity of tho chan- nels below the Hudson. But we are not to forget the effect of constructions on the river above. Here we have an appeal not only to our discretion and judgment, but to our justice and generosity. AVhile improving the banks of the river for our own benefit, we are not to do so at the expense of our neighbors, and we should be guilty not only of suicidal folly, but of wrong to our contempo- raries as well as to posterity, if we were so to contract the boundaries of the river, as to interrupt the ingress and egress of the tide, to diminish se- riously the quantity of water and reduce the scouring power, or to make any encroachment either on the estuary or the river, which would jeopard the interests of the towns above denending upon the tidal ebb and flow for their existence. How careful we have been in this matter may be seen from tin; follow- ing statement : The water space of Hudson river from Castle Garden to one mile above Spuyten Duyvil creek is about four hundred millions of cubic yards ; the water space enclosed in our lines of solid filling on both sides of the river is seventeen millions six hundred thousand cubic yards. From this it ap- pears that we h'.ve consumed only about one twenty-fourth of the whole space. We may take this occasion to say that our present lines of solid tilling in New York harbor, between Fort Tompkins and Castle Garden, take up one twenty-eighth and a half only of the whole water space. Statistical statements like the preceding, convej- definite notions, prevent misapprehension, and forestall exaggerated statements ; they are useful as exact measures of rehuion, and acct^ptable as proofs that conclusions have noi been adopted without an attempt at investigation. 172 New York Harhor Commission Beports. JEKSEY FLATS. V Jersey Flats cover an area of 4,88G acres. They consist of mu l and boulders ; from some recent borings the depth of the mud is supposed to be not very great — not beyond the depth to which excavations for improve- ment would probably penetrate. This information we receive by the reports of others. Over the general surface of the flats there is at low water an average depth of five feet, the greatest depth inside of the line of Ellis, Bedloes', and Oyster islands, as low down as the parallel of 40 deg. 40 min., being six feet, the uniform level of the surface is quite remarkable ; there are no holes and no well- marked drains such as are common in mud flats. This and their other peculiarities, together with their mode of deposit, may possibly be described in another paper. The obvious method of turning to account this now useless and unprofit- able ground is by appropriating it to basins, and their accompanying buildings. Here, for example, the w^arehousing system might be pursued opposite New York, as it is at the commercial docks, opposite London, on the south side of the Thames, and at Birkenhead on the west shore of the JMersey opposite Liverpool. What we have said on this subject in our first report of December 29, 1855, and in our report of (his year on Gowanus bay and its dependencies, may be applied to the Jersey flats. Here however, the magnitude of the interests is still greater. The convenience of access to New York is also much gi-eater, for the cartage from Jersey City to the lower part of New York is less, it seems, than from Canal street, and the repose of the ferryboat saves a greai deal in wear and tear of beast and vehicle. When we see this system of private and bonded warehouses, attached to wet docks, conducted in other countries on such a grand scale and with such perfect success, under conditions which in some respects are precisely similar to our own, and in other respects (and particularly in cost of con- struction) are very inferior, we cannot but think that the time is near at hand when it will be extensively introduced here. The same causes must produce the same effects wherever the field of their operation .ay be situ- ated. Indeed, we see undoubted indications of this in the energetic efforts to build wet basins in Gowanus bay. But, although the observer may not fail to perceive in our community that fortunate concurrence of concordant circumstances which have con- tributed to the material prosperity of other places, still we are perfectly aware that it is the part of the sagacious and enterprising projector to seize the proper moment for their mature development, and to conduct the under- taking to a successful issue. W^c will only say now, as Ave have said in another report, that every plan, either for a single dock, or a system of docks,' nmst be judged accord- inof to its own merits, and that it would have been an idle waste of time to project sciiemes of improvement which may never be ripened into execution. We recommend for the present, to prevent encroachment, that a line of New York Harbor Commission Eeports. 173 bulkhead be drawn round the eastern sliore of Bergen Neck, at tlie three- foot curve similar to that in Gowanus bay. The line is laid down on the manuscript chart, of the commissioners. KILL VAN KULL AND AETHUK'S KILL. Kill Van KuU and Staten Island sound are the channels of commu- nication, by which the tidewater enters Newark bay, and its tributaries, the Passaic and Hackensack rivers. We may call the last three the reservoir, and the first two the discharg- ing outlets. Viewed in this light, which is a correct one so far as it goes, they all constitute one whole of which the different members are dependent on each other. This view, we say, is correct as far as it goes, but it does not embrace the whole subject. For, we are not now treating of the interests, improve- ment or preservation of Newark bay and its auxiliaries, but of the dependen- cies of Newark bay only ; of the channels of Kill Van KuU and the sound which rely for the maintenance of their present condition upon Newark bay. The latter then is the receiver^ the former are the conductors; and thus they are correlative. After having briefly stated that the amount of water which enters the leceiver at every tide ought not to be lessened in any great degree, and fur- ther, that the amount depends, other things remaining unaltered, on the form of the conductors, we arrive at the question before us ; the reciprocal relation of Newark bay and the two channels of Kill Van KuU and Ar- thur's Kill, in respect to the forms of the latter, the knowledge of which re- lation must assist us in deciding upon our limits of construction. Let us begin with a brief description of the most prominent features of this district. Newark hay from Bergen point to the parallel of 40 deg., 43 min., is a capacious basin in the form of a parallelogram, of which the superficial con- tents are five thousand six hundred acres. A small portion only of the basin is actually bare at low water, though, at that period of the tide, the water is shallow over the larger part. The channels and their bars are conspicuous on the engraved maps of the coast survey. The east and main channel is specially connected with Kill Van Kull, into which it flows directly, turning Bergen point at a right an- gle approximately. This channel consists of two hlaes^ separated by a bar eleven thousand feet in length ; the least water in the best passage, at low water, is seven feet. For a distance of something less than two miles from Bergen point the average depth exceeds twenty feet with an average width of seven hundred feet ; but the channel narrows and shoals to twelve feet in less than three quarters of a mile ; it widens and deepens again as it approaches the mouth of the Hackensack. The westei-n channel or slue^ for it hardly deserves the more dignified title, must be traced upward from Elizabeth port. It extends into New- ark bay about one and a half miles ; for one third of which distance it has a depth of thirteen feet of water ; after this it shoals to ten, seven, and six feet, and finally terminates at the flats with four and three feet. This slue drains a considerable portion of the flats on the west and lower 174 New York Harbor Commission Reporti part of the bay, not by itself only, but also by means of the small slue en- tering it from the bars which will be spoken of hereafter. It is evident from the preceding description that, however good the capa- city of the reservoir may be, its form might be bettered. Kill Van Kull is the shortest and deepest of the two outlets. Its length measured on the line of deepest water from the upper bar to a line drawn from wharf C (manuscript chart of the commissioners), tangent to Consta- ble point, is twenty-four thousand five hundred feet. The maximum width between the eighteen-foot curves is seventeen hun- dred, and the minimum eight hundred and seventy-five feet. The south side of the bed is steep, more so than the north side ; the least distance be- tween the shores is sixteen hundred feet, which is also the average distance between the wharv^es, and the greatest more' than twenty-four hundred. The bottom in the deepest part of the channel, never rises nearer to the sur- foce than twenty-eight feet, while it sinks to forty-eight. The channel has been divided into five section?, and the mean depth ta- ken in each section ; the mean of all these means is thirty-one and a quar- ter feet. If to these details it be added, that the inflections of the passage are very slight and unimportant, it must be admitted that we have described a channel in which nature has left but little work for man, except to construct the means by which her bounty may be enjoyed. In doing this he must be careful not to impair the bounty. Arthur's Kill or Staten Island sound is the remaining outlet. It differs essentially from the other which possesses a deep and straight bed, mostly confined by bold or tenacious banks, while Arthur's Kill meanders in a winding, and at the beginning, somewhat sluggish way, through a d^^strict composed chiefly of yielding marsh, with a few sand beaches, and occa- sional tracts of firm ground, the extremities of necks or points projecting beyond the general line of upland. The upper part of the sound for a dis- tance of about seven miles, is narrow, Avith an occasional expansion, hav- ing an average depth of less than twenty feet; the middle part widens and loses in depth, which decreases to an average of seventeen feet ; the depth increases again on approaching Perth An boy, where the shore is bold and the channel deep and spacious. This last change is due to the relative increase in amount of the back- watier. The whole lenjrth of Arthur's Kill on the line of deepest water, from the lower bar to Ward's point, is about thirteen miles. Throughout this length there are no serious impediments to navigation, arising from want of room. Six hundred feet across is the least breadth, and that is rare, except in the divided channels just above Chelsea ; the average much exceeds six hundred feet. This, of course, is the breadth between the shores ; that between the six- foot curves is a very little less; and again, it falls between the twelve-foot curves till it gets down as low as four hundred feet ; between the eighteen- foot curves it sometimes falls below two hundred feet, and in one place, even below one hundred feet. The ditliculty, however, is not here. It is in the depth. At the divided ch^mnels above Chelsea, there are bars having only eight feet on them at low water, one of which is at the JN'ew York Harbor Commission Reports, 175 upper entrance of the east channel, the other at the lower entrance of the west channel. These bars may be said to control the navigation of the sound, for no vessels can habitually resort to its waters which have a larger draught than eight feet. In twenty-three cross sections, taken promiscuously above and below these bnr.5, the mean depths vary all the way from twelve to thirty-five and a half feet ; the mean of all being seventeen and three quarters feet. But for these eight-foot bars, then, above and abreast of Chelsea, the vessels plying on the sound might be of larger burden. These bars might, if expedient, be dredged. By the foregoing description, it will be perceived that there is ample room for improvement in Arthur's Kill. The bars which separate Kill Van Kull from Arthur's Kill and Staten Island sound, are still to be noticed. There are two bars, called by pilots, the upper and lowcr. They con- stitute a large mud deposit, of a very irregular form and depth, the length of which, in a line adjoining the two kills, is about five tiiousand five hun- dred feet. To pass from one cnanncl to the other, it is necessary to cross these bars, the upper of which has, for its greatest depth, at low water, but five feet, in a channel only twenty-five feet wide. The channel south of Shooter's island, which leads up to this bar, is two hundred feet wide, having a maximum depth of twenty-two feet. The bottom of these bars is sand and mud, soft and yielding, without, as we are informed, any rock. The most interesting feature of this great mud flat is, that it foi-ms the rising ground against which the receding waters of Newark bay impinge, and by which they are divided ; and also the place of final meeting and rest ( f the Avaters coming in from opposite directions. It is to the fact of its being the double seat of divergence and confluence of the ebb and flood tidal currents that it owes its existence, and the pecu- liarities in its shape might be easily traced to the collision and exhaustion of unequal forces (weigliing the relative amounts of these forces), if this were the occasion for such minute inquiries. It would not, we think, be difficult so to adapt a plan of improvement to the shore of Staten Island, opposite Newark bay, as to secure the co-operation of the natural flow of water, and thus bring the two cul-de-sacs to meet, removing or deepening the upper, and improving also the lower bar. At present, however, it is not worth while to incur a greater expense than that of dredging, an operation veiy easily performed, if our informa- tion as to the material is correct. But, if a future increase of business should render it desirable, to give greater stability to the navigation of these waters than can be secured by the use of the dredging machine, the attempt might be made with good hope of success. The state of the navigation is regulated by these bars, as it is by the bars previously spoken of in Staten Island sound. For example : the steamer John Potter, of the Camden and Amboy line, whose pilot is thoroughly acquainted with the ground, never crosses it at low w..Ur, l)ut goes outs'dc : her draught is six feet eight inches. 176 New York Harbor Commission Reports. This may be taken as a general index of the navigation. We have not drawn any line on the Staten Island shores, opposite Newark bay, because an ordinary line, regulating the limit of construction, is not wanted here ; a plan of improvement, such as we have suggested above, is required. These two channels. Kill Van KuU and Arthur's Kill, resemble canals, in shape, and some of the reasoning applied to canals may be correctly trans- ferred to their cases. It is on account of their peculiar dimensions, their great length and little breadth, and on account of their relations to the re- ceiver, that resistance ought to be considered in making any changes in their natural condition. There are three kinds of resistance : the resistance of friction, or that which proceeds from the action of the sides (D' Aubuisson, chap, iii., art. 1, pp. 2 2 2-2 2 G), the resistance arising from, change of direction, and that which is caused by enlargements and contractions. (Ibid. 230, et seq.) Irregularities and sources of disturbance, which would produce no sensi- ble effect wliatever in the bay or the spacious river, are felt in narrow and canal-like passages. They interfere with the ascent of the water, change the velocity and modify the direction of the current, create counter currents, and render navigation, which would otherwise be plain, puzzling and in- tricate. Unequal rates of the current are troublesome. It is difficult to steer in narrow channels when the vessel is passing from water moving with the velocity of one hundred feet a minute to water moving fifty feet a minute, or the reverse, and the longer the vessel the greater the difficulty. The considerations we have briefly stated, or we should rather say, sug- gested, are very applicable to every plan of improvement, presenter future, in these narrow channels. Without multiplying them, or enlarging upon their applicability, we will proceed to our recommendations. AYhen the coast survey tidal observations in these sounds are fully dis- cussed we shall have data for further suggestions. We recommend for both shores of Kill Van Kull, that the lines drawn on the map, comprising in general the twelve-foot curve, be taken as the line of bulkhead, or of solid filling, or as the pierhead line. The south side is not to be suffered to encroach upon the deep water. These lines are drawn on the coast survey map ; their effect is, slightly to narrow the channel, and to make it more uniform in width. In Arthur's Kill we recommend that the natural shore line be adopted, in general for the line of bulkhead, and that piers bo not allowed to extend beyond the six-foot curve. The lines arc drawn on the coast survey chart. There are places in this channel where the bulkhead might extend beyond the shore without injury ; but they are special cases, which, if presented, must be decided separately, and always in obedience to the general consid- erations we have laid down. If greater depths are wanted than are here allowed, the dredging ma- chine can be used, and desirable ba.'^ins can be cut in the marsh. Finally it must not be forgotten that the channels in question are for the most part quiet and well-protected inland wate'rs (one of them, the longest, having from the nature of its shores merely occasional landing-places), which only vessels of small size or draught frequent ; that but few vj'sscIs stop in them ; that short wharves, therefore, answer all the ptnpc^sos of business ; and that quays are even more suitable than projecting wharves. J) i a ti I' a m .s/ioiii/i'jilir r/,,iiii/i.sonhr /'ri/Ki/ifi/ Pffin/s o/'fAf Niit/json River be/we^/i Albany and Aew Balianore from the Tnble aecompaminq Ihr Report of Lieut. RMaiiiivnght U S.X.Asst. C.S. 185ft. _ Tides andCurreiits (U Van fPi&sPouit HtLd.soji River 18 56. 4^ s Tides andCimetits at Van WmA-Poiiit, Budson River Durrtifj a Frcfhef 18 56. Odober 8 J^eio York Harhor Commissum Reports. 177 FROM SAILOR'S SNUG HARBOR TO FORT TOMPKINS. AVe have, in this section, drawn on the manuscript chart of the comnils- s'loners the lines of bulkliead and pierhead which we recommend to the adoption of the commissioners. The former, the line of bulkliCiid or solid filhng, the six-foot curve to a considerable extent, and the pierhead lino, or exterior line of construction, the eighteen-foot curve to a considerable ex- tent. Several of the wharves at Tompkinsville have slightly run out beyond this limit. AVe are in hopes, from recent indications, that this fair and sunny quarter of Staten Island is about to be restored to the common uses of so- ciety. It might be well also to ask by what authority the half-finished stone dock at Tompkinsville was begun and discontinued. Such sights as this show that competent supervision over the waters of the harbor ought to be permanently lodged in some responsible keeping. SOUTH SIDE OF STATEN ISLAND. The general character and situation of the south side of Staten Island are those of an external seacoast. Ward's point. Red bank, Seguin's point, the south point of entrance to the Great Kills, &o., vary by their steep elevations, the general uniformity of the shore ; the prominent features are those of the west side of tlie island, veiy much softened and more completely mingled. The contour of the coast furnishes in several places sutficient protection, especially from northerly winds, but the want of water will always present an insuperable obstacle to occupation on a general plan. The interferences of the tidal streams, entering and receding in various directions, give a diversified character to the bottoms of Princes and Kari- tan bays, which would be advantageously pointed out and explained in a more general paper on the harbor. This explanation should be accompanied with the times of transmission of the tide wave in all directions, of which tlie observations are already brought to a conclusion, Tlie special objects of this report, however, preclude general investiga- tions, and we have said all that is necessary, when we add that it is inex- pedient to lay down lines for limits of construction, on the south side of Staten I.-land. Note. — While collecting the materials of this, and our other reports this past summer, it was pointed out to us that the central part of the harbor would be greatly relieved if the North river steamboats, carrying passengers, were required to take their berths above Canal street; and the East river steamboats, similarly <'mploycd, above Grand or Houston street. This arrangement would certainly remove some troublesome and bulky vessels from the prinri()al seats of business, and the narrowest, most fre- quented, and at certain periods of the tide, most difificult parts of the har- bor. 12 178 New York Harbor Commission Reports. The proposition, so far as it relates to the convenience of the harbor, re- ceives our cordial approval; but it embraces questions of economy which do not fall within the scope of our duties. Very respectfully your obedient servants, Jos. G. TorrEN, Chief EngW, U. S. A. A. D. Bache, Sui^'t U. S. Coast Survey. Chas. Hf.nky Davis, Com. U. S. N. To the Commissioners relative to encroachments and preservation of the harbor of New York. (B 2.) EXTERIOR LINES IN EAST AND NORTH RIVERS. Report of the Advisory Council of New York Harbor Commission, recommend- ing certain lines in the East and North Rivers, and in Brooklyn, July, 1856. GENERAL TOTTEN, ) PROFESSOR BACHE, \ Advisory CouncU. CAPTAIN DAVIS. ) Gentlemen: In our first report, dated December 29, 1855, accompany- ing the first report of the commissioners, we recommended (p. 37) that the water area above Eighteenth street, inside of the line of bulkhead, denoted in our general classification by the letter d, under the head of New York Side — East River, should be reserved for a wet basin ; and we further recommended, in the same report (p. 36) that all the water accommoda- tions outside of the lines denoted by the letters b, c, under the head, New York Side — North River^ should also be furnished in the form of wet basins. Having learned, in our recent conferences with you, that our recommen- dations might not be adopted and carried out, we had the honor to address to you the following communication : New York, July 3, 1856. Dear Sir: It appears from our recent conferences, that there is some doubt whether the views respecting wet basins on the East and North rivers, recommended by the advisory council in the report of December 29, 1855 (Report of commissioners, &c., page 37), and adopted and reported to the legislature by the commissioners in their report of January 8, 1856 (ibid., page 26), will be crrried into effect by the riparian owners, or a majority of them ; therefore, we have thought it best to i*eraind you that the lines laid down by us in section d. East river, and sections b, c. North river, were projected with the expectation that this mode of improvement would be introduced and established by law. If we should prove to have been mistaken in tliis expectation, we would desire to consider the lines in these sections in reference to the new condi- tions recognized by the commissioners. Will you do us the favor to inform us of your present views and opinions on this subject. Very respectfully, your obedient servants, A. D. Bache, Charles Henry Davis. Hon. G. W. PATrERSON, Prest of the Harbor Commissioners. New York Harbor Commission Reports, 179 To which you made the following reply : Office of Harbor Commissioners, ) 30 Broadicw/, July 5, 185G. ) Gentlemen : The commissioners have had your note of the 3d instant under consideration. The superiority of wet basins, in many cases, over the ordinary structures of parallel piers will not be questioned by those familiar with their advan- tages; but in view of the large number of riparian owners on the North and East rivers, and of the objection which many of them iiave expressed to the passage of an act requiring them to construct wet basins, the com- missioners propose to describe, under your advice, such lines as will be the limits for all structures, whether piers or wet basins. Very respectfully, George PATTEiisox, CJiainnan, To General J. G. Totten, Professor A, D. Bache, Commander C. H. Davis. In addition, we perceive, by the senate report of the committee on com- merce and navigation, March 17, 185G, relating to the harbor lines, that the lines a, h, under the heiid. Long Island Side toward Gowanus Baij, in our same report (p. 40), are ^* left for the further consideration of the com- missioners, and their future report," for which several reasons are assigned, and among others, a doubt whether the map in our possession registered, ^'Brooklyn, November 29, 1853, Silas Ludlum, city surveyor," was really the official map, as we supposed it to be, on which the lines of the com- missioners of 1853 were correctly laid down ; and we are requested to specify these lines again, independently of any former action, either by the commissioners referred to, or ourselves. The subjects of the present report accordingly are : 1- The exterior and bulkhead lines above Eighteenth street, East river, New York side. 2. The exterior and bulkhead lines above Hammond street. North river. 3. The lines from Fulton ferry to Gowanus bay, Brooklyn. EAST RIVER ABO\TE EIGHTEENTH STREET— LINE A. New York Side, — If the idea of converting the water space above Eigli- teenth street, or above Lober's bulkhead, is to be abandoned, and the dredg- ing of the shoals below Eighteenth street be given up, then we recommend, in lieu of the recommendations in our first report, the following lines of bulkhead and of pierhead. The line of bulkhead to be a continuation of Tompkins street from the intersection of Tompkins with Eigiith street along tlie northeastwardly side of Tompkins street, as shown on the map, to its intersection with the north- wardly line of Eighteenth street, and thence in a curved line to the south line of" Forty-second street, as shown on the map. The new pierhead line commences at Kivington street and runs with a varying -distance from the bulkhead line to Forty-second street, as on the map. / Between Thirty-eighth and Forty-second streets the pierhead and bulk- head lines coincide. 180 New York Harbor Commission Reports. In running this last part of the line, we have taken as a good guide, a guide safe for preserving the navigation of the channel, and safe for secur- ing the owners of property in this place the largest grant, which is, in our opinion, consistent with the public interests — the average distance, regard being had to the sectional area between the shore and the reefs of rock south of Blackwell's island. The interest of the riparian owners has been strongly urged upon our attention by several distinguished gentlemen, and we added, therefore, a personal examination of the ground to a careful study of the chart. We admit that the wants of riparian owners are to be consulted on oc- casions like the present, and to be cared for in a liberal spirit ; and acting upon this principle, we have carried out our line as far as it is admissible. Leaving out of the question the form of the bottom, and its unsuitable- ness for construction, tlie principal and governing rule, in the present in- stance, is founded on the relative capacities of the channels here, and in front of Williamsburgh. After passing the line of Thirty-third street, to the north and east, the CO itents of the sectional areas diminish considerably, from about eleven thousand square yards to about four thousand five hundred square yards — taking into account the channel on one side only of the reefs. In consequence of this diminution, the velocity of the current is increased ; not, however, to an extent offering any serious impediment to navigation. But the navigation of this portion of New York harbor is very much im- paired by the division of an already reduced capacity into two channels, both of which are narrow, rocky, and rapid in their currents. To take off anything from ihese narrow channels, which are now mere thoroughfares, affording a pcif;sage, hut no anchorage, or even temporary stop- ping-place, in order to supply wants arising solely from tiie character of the upland, and not at all from the demands of trade, or shipping accommoda- tion, would be a manifest sacrifice of the public good to private advantage. The present lines are drawn on the game coast survey manuscript chart as the former ; and we recommend that all structures exterior to these be forth- with removed. THE EXTERIOK AND BULKHEAD LINES ABOVE HAMMOND STBEET, NORTH EIVER ; B. a It causes us great regret to perceive that the idea of wet docks on the North river is likely to be renounced ; we have previously said so much upon their general utility, and their peculiar adaptation to the increased business consequent upon the enlargement of the Erie canal, that it is not worth while to add anything here. There are few structures of any kind connected with the commerce of New York, and its shipping accommodation, which at all keep pace with the wealth and extent of the city. We indulged the hope that, in this respect, a new state of things was about to commence, that anticipating a little, an inevitable future necessity, we were about to see systems of con- struction for the commercial uses of New Yqrk adopted, wliich in plan and materials, would bear a respectable proportion to the position of New York in the commercial world. However much we may have been disappointed, we do not hesitate to New York Harhoy^ Commission Reports. iSl comply with the request of the commissioners, and we now report the fol- lowiiig, as the permanent hues of pier and bulkhead above Hammond street on the North river. We recommend that the exterior line, either pierhead or bulkhead line, be a line drawn from a point six hundred and six feet from the westwardly line of West street on the southwardly line of Hammond street produced, to the point of intersection of the westwardly line of Thirteenth avenue with the southwardly line of Fourteenth street, and that all piers now existing in this space beyond this line be immediately so far removed as not to oroject beyond the line. We recommend also that the line of bulkhead from Fourteenth to vSev- enty-tifth street be a line from the intersection of the southwardly line of Fourteenth street with the westwardly line of Thirteenth avenue, to a point one hundred feet west from the westwardly line of Thirteenth avenue, on a line at right angles to the Thirteenth avenue, drawn from the point of inter- section of the westwardly side of Twelt^th avenue produced, and the west- wardly side of Thirteenth avenue, thence to a point similarly measured from Twelfth avenue and thence one hundred feet westwardly from the west- wardly line of Twelfth avenue and parallel to it to Seventy-fifth street. We also recommend that the pierhead line in this space from Fourteenth to Seventy-fifth street be as follows : commencing at Fourteenth street with nothing, it extends in a broken line as on the map to a point four hundred feet from the westwardly line of Thirteenth avenue, measured at right angles to it from the point of intersection of the westwardly line of Iwelt'th avenue produced, and of the westwardly line of Thirteenth avenue (as shown on the map), and from that point to Seventy-fifth street it continues at an unvary- inof distance of three hundred feet from the line of bulkhead. These lines of bulkhead and pierhead respectively are shown upon the map. We recommend that piers projecting beyond this line be at once removed. In a future report which will include the remaining lines in the North river, and will treat the subject of the North river generally, we intend to give some of the principal views which have governed our deji'isions ; and to save repetition we refer to that report now. In it we shall go over the same lines again, and assign reasons for their establishment. LINES FROM FULTON FEERY TO GOWANUS BAY, BROOKLYN. Since these lines have been under revision, we have read valuable com- munications from intelligent persons who, on the one hand, are specially interested in the preservation of the channel divided by a shoal from J^ut- termilk channel proper, which makes this water front, and from persons who, on the other hand, are anxious to obtain the largest limit of construc- tion for commercial purposes. We have no difficulty in perceiving that a just distinction may exist be- tween those who ask for an extension of their privileges for the purpose of building wharves, piers, or docks, by means of which business is increased, and the general prosperity of commerce promoted-, and those who desire to make land only, and whose projects of improvement are not connected with mercantile pursuits It has been advanced as one of the general principles to be observed in the improvement of tidal harbors, and admitted by ourselves in our report on Portland harbor, " that as all plans of alteration in the harbor should 182 New York Harbor Commission Reports. have for their first object its improvement for the purposes and conveniences of commerce, so they ought to be made with a careful regard to the wants of harbor accommodation, and to tlie best and most permanent interests of the owners and proprietors directly concerned in their execution." Now we learn from an authentic source that the principal proprietors of the river front between Fulton ferry and Atlantic dock are of the opinion that the " wharves in this part of Brooklyn will probably, in all future time, be used for warehousing heavy goods, which afti i-ward will be delivered to shipping for importation, or to consumers in New York, by lighters." To facilitate this " business," proceeds our authority, " will require piers that shall be long and wide enough for sheds, and wharf-room in front of the warehouses to expose the goods for repairs, examination, and sale, and warehouses from two to four hundred feet deep. "It is important," adds the writer, and his position is indisputable, " that the wharf streets be (which is one of the great advantages of docks) under the control of the private owners, that the goods may be deposited and protected by private watchmen." Agreeably to the principle cited above, the exterior lines should, in this instance, be carried out the furthest admissible, for here the " harbor ac- commodation,"' and "the best and most permanent interests of the owners and proprietors," are perfectly compatible. But we have also to consider the representations of those on the other side who are interested in the preservation of the neighboring channels ; or we should rather say that in consulting the interests of ow^ners and propri- etors, we are not to neglect the general " purposes and conveniences of commerce," nor are we to forget that tho«e private interests are the "best and most permanent," which are regulated with a strict regard to the gen- eral and public good. The value of the wharf property in this vicinity is wholl}' dependent upon the existence of the channel in question and Buttermilk channel. This proves the importance to individuals of preserving these channels. And further, no one acquainted with the harbor of Now York from perso- nal observation, would doubt, even if uninformed of the opinions of skilful pilots and intelligent shipmasters, that these channels, so much resorted to as convenient ways from one part of the harbor to another, and as snug anchorages, ought to be jealously guarded from encroacliment on account of their general utility. Thus public and private interests agree, and concur in pointing out the same object: The maintenance ot' Buitermilk, and the adjacent channels, in the present state of usefulness. Until the minute survey of these two branches of Buttermilk channel by a hydrographic party of the coast survey under command of Lieutenant (now Commander) D. D. Porter, U. S. N , in 1848, their value, practica bility, and capacity, were not fully known and appreciated. lie showed that five, six, seven, and eight fathoms could be carried out to the main ship-channel, and six fathoms in, through the eastern branch to the East river. One boundary of this double channel is Governor s island, the property of the general government, with its piers and landing places, the other boundary is a valuable district of the populous and busy mart of Brooklyn. New York Harbor Commission Beports. 183 But the hydrographic survey oi 1848 not only exposed the merits of these channels, but it rendered a service equally p;reat by showing liovv much, and in what way, they had changed since 1835, the date of the first survey by the hydrographic party of the coast survey under Captain Gedney. The subsequent examination of last year, by Lieutenant Commanding Craven, U S. navy, assistant coast survey, has enlightened us still further on this subject. The changes referred to are found in the "Eemaiks on Surveys, made at different Periods in New York Harbor," which form part of the " Rei)ort of the Superintendent of the Coast Survey, on ihe Surveys of New York Harbor, made under his Direction by Request of Commissioners." Tlie re- port is in the Appendix to the first report of tlie harbor commissioners, and is marked B. It appears from these " Remarks" — 1. That the shoal at the head of But- termilk channel, has been diminishing since 1835, in size, but that the spot of least depth has shoaled from thirteen to eleven and a half feet. 2. That the shoal evidently changes in position and often in size. 3. That it has always left to the east and west of its channels of uniform proportionate depth and width. In addition to the above, it appears — 4. That beiween 1835 and 1848, the channels increased in depth and lost in breadth, tlie water having shoaled on one side from twelve to seven feet, and on the other from twelve to ten feet. From the preceding premises we draw the following inferences : 1 . That while there is an increased velocity in the current, there is an indication of a tendency in the central shoal to rise toward the surface. 2. That these fluctuations in the condition of this shoal, show that it is easily disturbed by changes in the shores of the channels. 3. That there is, superior to all disturbing influences, a predominating and efficient cause, which preserves the existing system or regimen ; this cause is evidently the conflict of nat- ural forces through the action of which the shoal was originally built up. 4. And finally, that the actual capacity of the combined channels is sensi- bly decreasing. It is a law inferred from constant observation, that changes in one side of the alluvial bed of a stream, produce corresponding changes in the other side. In the case of a stream of which the current is intercepted by a consid- erable shoal, like Buttermilk channel, some modification of the action of this law would take place. Nevertheless, we may, and indeed must, con- clude from Professor Bache's fourth statement, that changes in one side of Buttermilk channel are followed by changes in the other side ; not so great, however, as they would be if the central shoal did not exist. These conclusions, viz. : the increased rapidity of the current confirmed by observation, the diminished capacity of the channel, and the certain in- jury to the property of the general government at Governor's island, which will arise from carrying out too far the limits of occupation of the water area on the Brooklyn side, all combine to impress us with the necessity for exercising a prudent restraint over our desire to extend harbor accommo- dation, and promote the interests of the proprietors in this district. Thus we have given a brief synopsis of the principal and most obvious consider- ations which have governed us in determining the lines to be recommended. 184 New York Harbor Commission Reports. There are other considerations, less obvious but not less important, which relate to the stability of the channels, and their connection with the main channels of the harbor. We have suggested some of them in our report on Gowanus bay and its improvements, which we need not repeat. But although we think it our duty, as it is our pleasure, to give to the representations of riparian owners and to the remonstrances of general par- ties, submitted to us by the commissioners, the most candid and respectful attention, and although we have not recommended lines without deliberate, repeated, and we believe thorough investigation, still we remember that something is to be taken upon our authority, and that it could not be expected of us that we should put upon paper the frequent and protracted conferences by which we have been conducted to our final decision. We have been informed that different interpretations have been put upon the law of 1853, and that the owners have contended for a distinct line of piers, bulkheads, &c. We understand, however, that our action is to be independent of any- thing heretofore done, or asked for, and that we are to consider the exist- ing state of things only. With this understanding, and having in view the weighty considerations already adduced, we recommend the following pierhead and bulkhead lines from Fulton ferry to Atlantic dock : From Fulton ferry to Harrison street, the lines of bulkhead and pierhead are generally the same as those described in our former report. (Commis- sioners' Report, p. 40.) They are now drawn on the coast survey manu- script chart ; and are adopted as our own independently of all other maps or plans. We recommend that Ford's, Kelsey's and Plamilton ferry piers be allowed to stand, under the conditions mentioned in our report of last year. (See Appendix to Commissioners' Report, pp. 38-41.) From Harrison street to the face of Atlantic dock, the line of pierheads runs in a gentle curve to a point in the face of the Atlantic dock bulkhead eight hundred feet distant southerly from the dock at Hamilton street ferry, and the line of bulkhead is a line parallel to the pierhead line ; both of these lines are also drawn on the same coast survey manuscript chart referred to in the previous sentence. The continuation of the line of solid filling, or of bulkhead, runs from the northeast corner of Atlantic dock to a point which is the intersection of Par- tition street, with the line of the face of the Atlantic dock continued. The topographical map shows that the solid filling already comes up to this line. The point of intersection here described, is the starting point of the lines in Gowanus bay. Abreast of the lower part of the last line, is the shoal which the Atlantic dock has proposed to occupy. At present, we recommend that no construction exterior to this line be admitted. Very respectfully, your obedient servants, Jos G. ToTTEN, Bt. Brig. GenU and Chief Eng. U, S. A. A. D. Bachk, JSupt. U. S. Coast Sui-vet/. Charles Henry Davis, Com'r U. S. iV. To the CoMMissiONEHS relative to encrcachments and x^f^^^rvation of the harbor of New York. Neio YurJc Harhor Com^nission Reports. 185 (C.) GOWANUS BAY. Report of the Advisory Council on Gowanus Bay and its Improvements^ July 31, 1850. By a resolution of the harbor commissioners, passed on the 1st of July, we are requested to make a special report on the subject of Gowanus bay and its improvements The resolution is in the following words : " Resolved^ That the adv isory council be respectfully requested to examine and report to this board, whether the construction of docks and basins in Gowanus bay, on the lines described in the act passed by the legislature of New York at its recent session, authorizing Daniel llichards and others to construct docks, piers, and basins, in Gowanus bay, Avill, in their opinion, affect unfavorably the harbor of New York, and also whether Gowanus bay, a part thereof, will be injured by such erections." This resolution is so worded that we might confine our reply to an ex- amination of the plans accompanying it, and an opinion upon the merits of the plans. We have thought, however, that the wliole subject was one of too much importance to be treated so briefly, and that we should best sat- isfy the judgment of the commissioners by showing the relation of Gowanus bay to the neighboring ground and channels ; by entering into somewhat more general views upon the improvement of this region ; and by stating, in a very few words, upon what principles these views are based. This is one of those cases where the appearance of a merely arbitrary de- cision ought to be and can conveniently be avoided. Aud we indulge the hope, that what we have to say here may not be without beneficial appli- cation elsewhere. This report will consist of two divisions — 1. The general examin itlon of Gowanus bay and its dependencies. 2. The discussion of the Richards' plans, with some suggestions as to a general plan of wet docks in the bay. GOWANUS BAY AND ITS DEPENDENCIES. The harbor of New York, in its great extent and variety, consists of nu- merous distinct branches or parts, many of which may, with perfect pro- priety, be considered separately in respect to local changes or improvements. A descriptive enumeration of the parts which combine to make up the com- plex whole of New York harbor, and an explanation of the relations of these parts to each other, belong to the scientitic account of the harbor which will form the appropriate sequel to our special reports. It is sufficient to say now, that Gowanus bay and its dependencies con- stitute one of these parts, and to show how fiir they can be considered dis- tinctly from the others. If a line be drawn from the point of intersection of Atlantic dock with Partition street, to a wharf on the southwest shore of Long Island, which is marked W. on the hydi ographical sheet of the coast survey, No. 490, there is on the northeast of this line the capacious basin of Gowanus bay, 186 New Yorlc Harbor Commission Reports. and on the other side a narrow but deep, straight, and excellent channel separated from the main ship channel by that well-known feature of tidal harbors in alluvial districts, a middle ground. The basin and channel have to each other the relation (not exclusive we should observe) of an interior reservoir or water receptacle, and an exterior passage to the sea, created and maintained bj the alternate flow and ebb of the tidal current into and from the reservoir. Of the basin itself, it is onl^ necessary to observe that (with the exception of a very small canal and in- terior basin the discharge of which has so little scouring power that it need not be taken into account), it is entirely shut in and forms one of those en- closed bays in which the water shoals gradually and uniformly toward the shore, and the currents of the flood tide cease to have any velocity or deter- mined direction. The channel has several features which are to be specially noticed in dis- cussing any improvements which may affect its future condition. It is the channel which empties the bay on the ebb. This is not only proved by the tidal observations, but it is apparent fiom the direction of the channel and its gradually increasing width and depth. At and below Owl's Head, the deep water approaches very near the shore, and creates a bold and useful water front. The ciiannel connects with Buttermilk channel by a straight and contin- uous passage, over the head of the middle ground, having not less than four- teen feet of water. The middle ground is the continuation of a spit which makes off* under water from Red Hook. It is a subaqueous deposit such as indicates a slug- gish state of the water arising from the conflict between the divided currents of the flood and ebb tides. Now the existing states of the reservoir of Gowanus bay, of Yellow- Hook channel, and of the middle ground, combined, their relations to and their influence and dependence upon each other, constitute an established regimen or condition of permanence. The circumstances on which the stability of this regimen depends ought not to be disturbed without a careful regard to the consequences. We approve in the most decided and unqualified manner of the occupa- tion of Gowanus bay by the construction of wet docks. It is the only feasible mode of improvement in this place. Its uniform shallowness ren- ders the occupation of the water area by parallel piers not only impracti- cable but positively injurious. If they were built, their effect would be to create a means of deposit by which the basin would be rapidly diminished in size, and the piers themselves, however far they might be carried out, ren- dered useless. But this spot is remarkably well protected, and is, on this account, and on account of its local conveniences, and the nature of the bottom which makes excavation easy, a most favorable situation for wet docks. We shall assume, then, that all future improvements there will take this form; and, starting with this assumption, we lay down for our guidance, in discussing any plan-i for wet docks, the following fundamental principle, that the existing regimm of Gowanus baij and its dependencies^ and the circmnstan^ ces which insure the preseri-atiun of the channels in this vicinitg, are to be dis- turbed as little as possible. New York Harbor Commission Reports. 187 We shall now proceed to give our views upon Eichards' plans, and in order to avoid the appearance, as we said before, of merely arbitrary o[)in- ions, and in order also to show that we have studied the subject carefully, we will give some of the grounds of our opinions. We say some of the groiimh only, for we wisli to avoid repetitions and unnecessary details. We do not forget that something is to be taken upon our authority, yet we are desirous of satisfying judicious and disinterested persons that we have not proposed to modify the plans, on which clever minds have bestowed a great deal of labor and thought, without good reason. RICHARDS' PLANS, WITH SOME SUGGESTIONS AS TO A GENERAL PLAN OF WET DOCKS IN GOWANUS BAY. As a preliminary step toward showing in what respects the fundamen- tal principle we have laid down will be violated by a strict adherence to the lines described in section 1, of the act of the legislature, authorizing Daniel Richards and others " to erect," construct and build " docks, wharves, bulkheads, piers, and basins," in and near Gowanus bay, let us look for a moment at the views and expectations of the grantees, developed partly by the plans themselves, but chiefly communicated to us by the gentlemen who did us the favor to confer with us on the subject in New York. We venture to observe, without meaning to derogate at all from the judgment of these gentlemen, that the expectation is apparently entertained that things are to remain pretty much as they are now during the process t f construction of their docks, and after they are completed. This seems to be not unfrequently the case with projectors of constructions under water. The certain consequences, whether immediate or remote, of putting a solid stone wall Avith sharp angles, across a channel-way, upon an alluvial bot- tom, where the depth is eighteen feet, and the average velocity of the tidal current is one hundi ed feet per minute, do not appear to enter into tlie cal- culation. At least we see no evidence of it in the plans, and we hear none voluntarily adduced. And it is certainly most liberal to suppose that the consequences are not foreseen ; that such serious alterations as must inev- itably follow in channels, shoals, valuable water fronts (not belonging to the parties concerned in these docks), rates of current, deposits, &c., liave not entered into the deliberations of the projectors. These alterations, we say, are inevitable. They are of public and private concern. And they furnish sufficient reasons for such a modification of the plan as will prevent those of them which are most objectionable. In the fir.4 place, we call the attention of the commissioners to the fact that the line which runs " southwesterly on a straight line and parallel with Ferris street, sixteen hundred and fifty feet into the bay," which is nearly a continuation of the face of the Atlantic dock, passes through a depth of twenty-six, terminates in twenty-three feet of water, and intercepts the passage which connects Buttermilk with the head of Yellow Hook channel. The waters of Buttermilk channel are contracted aftor passing the opening of Atlantic dock, between the spit on the southwest of Governor's island on one side, and the rocky point of the shoal off Atlantic dock on the other. As soon as the waters of the ebb are released from this confhu'ment, they spread out toward Gowanus bay, and while th;y keep open the connecting passage above mentioned, they also combine with the water of the bay to 188 New York Harbor Commission Reports. maintain Yellow Hook channel. We find from the current observations that the current of the ebb runs on the first, third, and fourth quarters toward Yellow Hook channel, with an average velocity of one hundred and thirty feet per minute, at the strongest period of the tide in its normal state. The uniformity and stability of this action are shown by the reverse course of the flood current, which at the entrance of Buttermilk channel sets to- ward the southwest end of Governor's island, with a somewhat reduced velocity of about ninety feet per minute. The ebb current is the strongest, but the direction of the flood, it appears from the observations, is even more regular and unvaried than that of the ebb current. This is due to the effect of Gowanus bay. The curves which dehneate the contour of Ihe bottom, correspond with the observations, and confirm their strict accuracy. A simple inspection of ihe map will satisfy you that the curves of six, twelve, and eigliteen feet, diverge at this place suddenly to the eastward. It is apparent from the preceding statement that the immediate effect of a solid structure on the line quoted from the act will be — 1. To destroy the connected passage between Buttermilk and Yellow Hook channel. 2. To divert the contributions of water from the former channel to Go- wanus bay. 3. To increase the rapidity of the current of the ebb, at the southwest entrance of Buttermilk channel, to a degree that will seriously impede its navigation. 4. And as a consequence of all this, to injure the property, the value of which depends upon the free navigation of Buttermilk channel. These are the results that will follow in the neighborhood of the structure. If now, we look at the consequent change in the regimen of Gowanus bay, we shall see — 1. That the water of the reservoir will be lessened in amount. 2. That Yellow Hook channel will be reduced in size, and altered in direction ; that it will lose its connection, on the north, with the inner har- bor ; that it will be carried off farther from the shore of Long Island, to the injury of the riparian owners. 3. And, finally, that the middle ground, extending from Red Hook to Yellow Hook channel, fourteen thousand feet between the eighteen-foot curves, will be so much disturbed, that its place and form will be materially altered. Having laid down our fundamental principle of judgment in this case, it is hardly necessary to say, in conclusion, that we do not approve of the lines specified, and of the plans submitted by Messrs. Richards and others. We have been desirous of being as brief in the statement of our views as was at «xll consistent with clearness ; and, therefore, we have pur|K)sely omitted some weighty considerations connected with this matter. We have, for example, said nothing of the effect upon the up[)er part of Buttermilk chaimel (its bottom and walls), of the proposed change in the lower part. During the ebb current, which in some parts of this channel, runs stronger than the flood, the effect of the projecting wall, iji the lower part of the channel, will be precisely the ordinary effect of an obstruction in a stream — that is, to the extent to which it goes ; it will diminish the velocity of the current above, and up to the point of obstruction, and increase it at, and immediately below, this point. New York Harbor Commission Beports. 189 But a diminution of velocity implies a diminution of the channel, since the sectional areas and velocities are inversely proportional to each other. And moreover, notwithstanding that the water tlows, on the ebb, from the points of divergence directly from the upper part of Buttermilk chan- nel to its southern mouth, still the former is not to be regarded as a reser- voir, to the latter, as Gowanus bay is to Yellow Hook channel. The case is quite distinct. The tidal current of the ebb does not o/" necesszV^y flow through Buttermilk channel. Or, to state tiie question in its extreme form, if Buttermilk channel were entirely closed the effect would be an increase of head in the East river. And so if it is partially obstructed, the head of the East river will be cor- respondingly increased, while that of the channel is diminished. The general proposition may be thus stated : If any change be made in the bottom of either branch of a divided stream, a corresponding change will take place in the points of divergence of the upper waters. Other considerations of a similar nature press themselves upon our atten- tion ; but we believe we have said enough to show that our decisions in this case of Richards' docks are not arbitrary, but arc based on reasonable grounds. We have but one other word to say about these plans at present, and that is, that we condemn without reserve the manner in which they violate those lines and forms which nature universally preserves in running water. In this respect they are lamentably defective. Like many other plans, they are drawn without any regard to the element in which the structures are to stand — as if, in short, the latter were to be built in the air, and not in water in constant motion. Though not specially required in the resolution, we have thought that we should meet the views of the commissioners and of the parties concerned, if we gave, within the limits of the grant, an exterior line of construction for the Richards' docks, such as we can advise the commissioners to adopt and approve. And we recommend, 1. That the grantees be requested to submit to the commissioners a new plan of wet basins, having this exterior line ; and 2. That the grantees be required to occupy this place with wet docks or basins and their appurtenances only, and by no means with parallel piers or wharv'es, and still less with bulkheads and solid ground. Our exterior line is the continuous line of the liydrographical sheet Xo. 490 of the coast survey. We call the attention of the parties to the fact that if the opening of the west dock be placed at the point marked d it will l)e in deep water, and the water area of the dock will help by its regular discharge on the ebb, to keep open the channel of approach, and thus diminish the labor of dredg- ing. We should prefer, however, very much to see the upper part of Go- wanus bay devoted to wet docks constructed on a general plan. This would lessen the cost of construction, and economize space. It would be dithcult to find a piece of ground better suited to this purpose. We have no doubt that future boring will prove that the bottom can be easily exca- vated. The excavations would compensate for the room taken up by the 190 New York Harbor Commission Reports. external and partition walls ; the capacity and efficiency of the reservoir would not be impaired, and the genen.l regimen of the bay and its depen- dencies would remain very much as it is now. It would be easy to add an approximate estimate of the amount of water capacity lost by the solid part of the docks, and of that to be gained by the necessary excavations. But it is our expectation and intention that the latter shall be sufficient and sat- isfactory. We cannot advise any plan of construction, in which the prin- ciple of compensation is not applied to the utmost practicable extent. We recommend to the commissioners to invite the offer of general plans of improvement of Gowanus bay inside of a dotted line on the hydrograph- ical sheet already referred to, and we send the accompanying outline sketch, which is on a larger scale than the sheet, to make our views more intelli- gible. It is not difficult to conceive a general plan so arranged that it might be executed in parts, and by degrees, as wanted. We take thi? occasion to say to the commissioners, that we have decided that it is not advisable for the council to present plans of wet- docks pre- pared by itself, but to limit its labors on this subject to the examination of the plans of others ; and we think it would be well to encourage the exhi- bition of such plans. This seems to be as appropriate a place as any to express our admiraticu of the complete and beautiful manner in which the canals and basins inside Oowanus bay are finis^hed. We have drawn on the hydrogi-aphical sheet, from Red Hook to the vi- cinity of Fort Lafayette, lines of solid filling and of exterior pierhead limit, which we recommend to the commissioners ; those in Gowanus bay being, of course, subject to such changes "as future improvements may re- quire. These lines are as follows : 1. From the point of intersection at Red Plook of the west or exterior line of Atlantic dock, continued with Partition street, to the entrance of Gowanus canal, at the northwest end of the bridge. This is ihe bulkliead line ; the ii;»'de space may or may not be filled up. What we strongly recommend is that the existing water space be retained and converted into wet docks, by which means the water capacity of the bay will not be di- minished. 2, From the southeast end of the same bridge to tne wharf marked X, as drawn and marked on the same sheet. This also may be the limit of bulkhead of solid filling. No piers, wharves, jetties, or similar structures, are to project beyond these two preceding lines. We have already enlarged upon the general iit- ness of the bay for docks, which, as is shown in the accompanying sketch, might, we think, be safely carried out to the fourteen-foot curve, if proper- ly constructed. Any plans, whether special or general, whether for one side or part of the bay, or for the wiiole bay upon some comprehensive system, must be studied separately, as has been done in the case of Richards' plans. But we fcay again, that there is no mode of occupying the water space of Go- wanus bay for the purpose of commerce, with permanent advantage, ex- cept that of wet docks. In a bay of this form, the natural tendency is to fill up, more or less rapidly, according to circumstances, so various that we Avill not stop to enumerate them. New York Harbor Commission Reports. 191 But it will be effectually kept open by wet docks so planned as to pre- ersve, not to destroy the neighboring channels, which arc indispensable to the utility of the docks themselves. Of the value of wet docks in an economical point of view, the commis ^ioners and the proprietoi'S on the shore of Gowanus bay are as good jud«res as we are. 3. Finally, we have drawn on the hydrographical sheets two lines from wharf X to wharf Y, north of Fort Lafayette , of which the inside one is the line of bulkhead or of solid filling, and coincides generally with the six- foot curve ; and the outside one is the exterior or pierhead line, and coin- cides generally with the eighteen-foot curve. The solid filling authorized by our line number one, will jccupy about one and a half millions of cubic yards of water space ; and that authorized by our line number two, will take up about four and a quarter nullions,. The whole water space in Gowanus bay, above the line from Ked Hook to wharf X, is about fourteen and three quarters millions of cubic yards. Thus it appears, we have allowed about four tenths of the upper part of Gowanus bay to be filled up for the benefit of the riparian owners. But if it leads to the construction of wet docks in this vicinity, upon some sys- tem, at least complete and judicious, if not comprehensive, the community will be the gainer through the security and conveniences thus added to the other resources of this great harbor. RECAPITULATION. It may be well to recapitulate, briefly, the chief points in this report. The first part consists of an examination of Gowanus bay, and its de- pendencies. The second part comprises a critical examination of the Richards plans, suggestions concerning wet docks in Gowanus bay, on a general plan ; and the description of certain lines. These lines are, distinctly, an exterior line, such as we approve of, for the Richards basins, or docks, within the limits of the grant ; an exterior line of docks in Gowanus bay, on a comprehensive and general system, embracing the whole bay. And, finally, three lines from Red Hook to nenr Fort Lafayette, of which the first two are in Gowanus bay, between Red Hook and wharf X, and are to stand and have effect, according to the description and remarks, in the event of Gowanus bay remaining as it now is, and not being improved by wet docks, and iu that event only. Joseph G. Totten, A. D. BaciiEj Chas. Hexky Davis. Portland, Julj 31, 1856. 192 New York Harbor Commission Reports, (D.) COMMISSIONERS' CERTIFICATE ON GOWANUS BAY LINES. Proceedings of the Commissioners for the Preservation of the Harbor of New York from Encroachments, under the Act passed ApiH 19, 1856, granting to Daniel Richards and Others leave to build Docks, Bulkheads, Piers, and Basins in Goivanus Bay. At a meeting of the commissioners, appointed under an act entitled, '* An act for the appointment of a commission for the preservation of the harbor of New York from encroachments, and to prevent obstructions to the neces- sary navigation thereof," held at the office of the commissioners, in the city of New York, on the 16th day of December, 1H56, all the members of the commission being present : The subject of the lines in Gowanus bay, referred to this commission, by the act authorizing Daniel Richards and others to construct and build docks, bulkheads, piers, and basins, in Gowanus bay, passed April 19, 1856, being under consideration, the following proceedings were had : Resolved, That, in the j;]dgment of this commission, the construction of the docks, piers, and basins, mentioned and described in the first section of the act entitled, ''An act to authorize Daniel Richards, Divine Burtis, William Beard, Valentine T. Hall, Isaac Williams, Jr , and others, to con- struct and build docks, bulkheads, piers, and basins, in front of their lands, in the city of Brooklyn, and port of New York," passed April 19, 1856, in the manner, and within the area described in the first section of the said act, will be prejudicial to the navigation of the harbor and port of New York. Resolved, That this commis^^ion does hereby direct that the lines described in the first section of the said act be varied so as to confoi ni to the line hereinafter laid down and described, to wit : Commencing at a point in the easterly side of Partition street, eight hun- dred and forty-five feet distant from the northerly side of Ferris street ; running thence in a southwesterly direction, on a curve of fifteen hundred feet radius, for a distance of eighteen hundred feet, to a point distant two hundred and twenty feet at right angles from the westerly side of Coast wharf ; which last point is distant northeasterly, sixty feet from the inter- section of the westerly side of Woolsey wharf and the northerly side of Conover street ; thence on a straight line, and tangent to the above described curve, in a southeasterly direction, for seven hundred and eighty-four feet, to a point distant five hundred and two feet from the westerly side of Reed street or Osage wharf, at right angles therefrom, at a point in the westerly side of said O.-age wharf, distant southeasterly, sixty feet from the intersec- tion of the southerly side of Van Brunt street and the westerly side of Osage wharf ; thence in a southeasterly direction, on a straight line, for two thousand one hundred and thirty feet, to a point distant one hundred and three feet, from the southerly side of Cuba street, at right angles therefrom, at a point in the southerly side of Cuba street, distant one hundred and eighty-four feet southeasterly from the intei*section of the southerly side of Cuba street and the easterly side of Otsego street; thence in an Ciist- erly direction, on a straight line for two thousand four hundred and eighty New Yorh Harbor Commission Reports. 193 feet, to a point at the intersection of ihj castcrl}- siilc of Court street, and the southerly side of Cuba street extended ; thence on a curve of three thousand two hundred and twenty feet radnis, for nine hundred and seven- teen feet, to a point in the soutlierly side of Percival street extended, dis- tant ciglity-iive feet from the etisterly side of Smith street ; thence in a straight line, in a northeasterly direction, to a point in the westerly side of Hamilton avenue extended, distant one hundred and twenty feet south- easterly from the easterly side of Smith str^^et ; and which said line is laid down and marked on a map entitled, "'Map of Go.vanusbay, showing the lines described by the commissioners for the preservation of the harbor of New York from encroachment, in pursuance of the act entitled, ' An act to authorize Daniel Kichards and others to construct and build docks,' &c., passed April 19, 1850, chapter 203, smweyed for the commissioners by the U. S. coast survey, A. D. Bache, superintendent, June, 1856," and which map is also authenticated bv the signatm-es of the members of this commis- sion thereto affixed. Resolved, That the forcgomg n^solutions constitute the views and direc- tions of this commission, mentioned in the second section of the said act, passed April 19, 185G, and that one copy of these resolutions, authenti- cated by the signatures of th^^ members of this commission, and with the herein before described map appended thereto, be deposited by the secretary of this commission in the olfice of the secretary of state, and another copy and map in the office of the clerk of the county of Kings, as the evidence of the exercise of the powers, and discharge of the duties, devolved upon this commission by the second section of the last mentioned act. Geo : W. Patterson, James Bowen, John L. Talc^tt, Preston King. (E.) QUARANTINE ANCHORAGE GROUNDS. Ecpoi't of the Advisory Council to the Commissioners on Harbor Encroach- ments of New York, in regard to safe and commodious Anchorages in New York Harbor, for the Purposes of tJie Quarantine of Vessels, December, 1856. The following report is in reply to a resolution of the commissioners on harbor encroachments of October 4, 1856 ; " Whereas, the yellow fever is present in the harbor of New York, and from the general alarm and apprehension of its extension to the cities of New York, Brooklyn, and Jersey City, there is reason to believe that the legislature will inquire into the practicability and expediency of removing the Quarantine from the Narrow.-, ; therefore " Resolved, That the advisory council be respectfully requested to exam- ine and report to this board, the several sites in the harbor of New York, 13 194 Nciv York Harbor Commission Reports. which, in their opinion, will form safe and commodious anchorage grounds for vessels in quarantine, and what, if any, structure will be necessary for the protection of vessels and for the safo transfer of their cargoes to light- ers." We arc called upon in this resolution to designate the sites in the harbor which will furnish safe and commodious anchorages for quarantine purpo- ses, and to state what structures will be necessary for the protection of ves- sels and the transfer of their cargoes to lighters. In order that the anchorage may be safe, it must combine the following qualities : 1. It must be sheltered from the prevailing winds, especially from those of northeast, prevailing all the year round, and from the northwest, chiefly a winter wind, and from the summer wind of southwest, the more impor- tant, that it prevails during the usual quarantine season. 2. It must not be swept by violent currents. 3. Nor by waves of sufficient violence to endanger the safety of vessels being at their anchors. 4. There must be good holding ground, which implies that the bottom must not be hard sand, but must be sticky, composed of mud and sand, or muddy. 5. The depth must be sufficient to prevent grounding at the lowest tides, or if not so, then the bottom must be of soft mud to prevent injury from grounding. 6. It must be out of the v/ay of passing vessels and not in the channels or crowded thoroucrhfares of commerce and navigation. To be commodious, the lar<::;est vessels must have room to swing with the greatest scope of cable ever allowed, and there must be room enough for the largest number of vessels which can be expected to bo at one time in quarantiifc. Not to refine too much on this matter, the space necessary may be assumed to be not less than that now available for this purpose on the Staten Island quarantine ground. No sites then which do not fulfil these primary, essential conditions, need be the subjects of study. The depth of a suitable anchorage for quarantine purposes need not ex- ceed twenty-four feet at mean low water, the greatest deptli which can be carried over the bar at that stage of the tide, and it should not be less than from thirteen to fifteen feet, so as to accommodate well the smaller class of vessels trading with the West Indies, and coastwise with southern ports. Tins condition at once limits the localities very much, for they must not be within the twelve-foot curve as shown upon the accompanying coast survey chart, wliere the soundings are reduced to mean low water, spring tides. 1. Considering the localities in their order from the city, we see that al- though The upper part of the inner bay presents very deep water, yet it is utterly inadmissible as the site of a quarantine anchorage from its proximi- ty to the city, and its interference with the free movement of commerce and navigation. Its distance from the entrance of the port would also be an objection to it, but the proximity to the city is fatal as an objection, and any such site would be worse in its essential aspects than the present one. We reject them all. New Yorh Harbor Commission Re2:)orts. 195 2. Such channels ns Yellow Hook channel and Kill Van Kull, arc to be equally rejected, first as unsafe in regard to passing vessels, and second, as worse than the present site in regard to the safety of the settlements on the shores. 3. Robbin's reef is nearer the city than the present quarantine site. Is exposed to passing vessels, unless expensive excavations be made for basins Is exposed to the northeast wind, and in a degree to the northwest and southwest winds, and presents a very contracted space of natural anchor- age. It is not, in our judgment, to be recommended as a quarantine an- chorage. 4. The only pari of Gmvesend bay presenting a suitable depth, is the northern and eastern part, near the flourishing portions of Long Island aud near Fort Hamilton. It is not to be thought of on this account. Besides, the holding ground is not good, and it is exposed to the southwest wind, which blows directly upon the shore. 5. None of the bays on the Staten Island shore, south of the Narrows, are accessible by large vessels, and the sites would become, probably, in the progress of settlement, as objectionable as the present one. G. No protected part of Raiitan bay presents adequate depth for the an- chorage. 7. This brings us to Sandy Hook bay. In this we find within a line drawn in a northeast direction, and touching the point of th:: Hook, the requisite de(»th. We have twenty-four feet well in behind the Hook, juid twelve feet close in to the Horseshoe. This space is sheltered from all easterly winds, and from the southwest, but is exposed to the full sweep of the north and northwest winds. It is not usually swept by currents of great force, and probably never by violent currents. It is protected from the greatest violence of the waves, and though at times a rough anchorage, is always, with due care and precaution, a safe one. Tiie holding ground is good, the chart showing " soft " bottom, " mud," and " soft mud," at depths from twenty-seven to twelve feet. It is quite out of the way of all passing vessels except such as seek Navesink river, or the anchorages of Sandy Hook bay. Sandy Hook ba)-, and especially the part near the Horse shoe, may then be considered an eminently safe an- chorage. It is commodious, for within the twenty-four-foot curve and the Ime already referred to as drawn in a northeast direction, and touching the point of the Hook, it has an area of more than one hundred and sixty acres, and be- tween the twelve-foot curve and this line, of more than three square miles. r>ut the question would arise, could all this space be used for quarantine purjx)ses ? Where would the necessary buildings and wharves be placed ? To this we reply, that as Sandy Hook is a reservation by the United States for militar}^ purposes, no buildings or wharves should probably be estab- lished nearer to this point of the Hook than, say one statute mile and a quarter. This brings us to a point about half a mile north of the northern cape of the Horseshoe bay, opposite to which is a sounding of twenty-two feet, and south of which are soundings of twenty-four and twenty-two feet. The largest vessels would anchor in this space, or to the north and west of it, and be in this latter case sufficiently near the wharves and buihiings of the quarantine for idl purposes of landing and in good positions fur light- erage. - 196 New York Harbor Commission Reports. From Horseshoe cape to the Ocean House on the continuation of Sandy Hook peninsula, is more than four and three quarters miles, and nature and law have given up this part of the coast to other uses than settlement by individuals for profit or pleasure. It is more than two and a half miles from the same cape to the nearest point on the shore of New Jersey, at the foot of the Navesink hills. Tlie proximity to the entrance will render this bay more convenient for most purposes than the present quarantine anchorage, while the distance for lighterage will be increased to between twice and thrice the present distance. No extensive structures, such as piers or "breakwaters, are necessary to make this anchorage safe, nor is there any necessity for excavations to make it commodious. In fact, placing piers or breakwate: s in Sandy Hook bay, as tending to cause it to fill up should be avoided, and stringent precautions should be taken to prevent the discharge of ballast and other heavy matters from vessels anchoring there. Matters lighter tlian water would be carried in general from this anchorage out by the point of the Hook to sea, it be- ing found t"hat a sluggish but constant northwardly current prevails along this shore for eleven hours out of the twelve and during both the ebb and floud tides. The eiTect of piers and wharves from the shore should be carefully studied, and the whole of the quarantine works should be constructed upon a defi-. nite plan, settled beforehand, adapted to the experience of the past, to the wants of the future, and carefully guarding against impairing the water space by encroachments from the land side. Enough experience has been collected by the commissioners to regulate all such works. It has been already gathered from the numerous conditions which Sandy Hook anchorage, and especially the part near the Horseshoe, presents for a quarantine anchorage, and the few desirable ones which it does not fulfil, that we are prepared to recommend it to the commissioners as eminently suitable for the purposes in view. Its safety, its commodiousness, its safe distance from the city and thickly populated portions of the shores, render it in our judgment the most suitable place for the quarantine which can be found in the harbor and bay of New York. Respectfully submitted by Jos. G. ToTTEN, Bt. Brig. Gen., and Chief Eng. A. D. Bache, Supt. U. Coast Survey. Chakles H. Davis, Commander U. S. Navy. i To the Commissioners on Harbor Encroachments, dt> minirr runrnt.i 'I" "I'l" N Vit {'unina rffiresriif vrhrthf.H in luuihml imlr.H prrlmr, those rtuirked with slur tlui.i %/r ffvrn iili.se rvntum.s Hifh I "if ofheni fhim nifftwn of a free fUml. O I-' HELL GATE >i:W-YOIlK IIAIillOR Af f ompan.viiig llio ropoi l of PROFESSOR A D. BACHE sup u s coast survey (iovi'MtxoH oi' Till; sr.vri'; or \i;\vyoiik Scale oooo \, rolhemusDpck Neio York Harbor Commission Reports. 197 (F.) impkovemi:nt of piellgate. Rq)ort of the Council on the Hellgate Passage^ regarded as a Channel of Ap- proach to New York Harbor. GENErxAL TOTTEN, ) PROFESSOR BACHE, \ Advisory Coundl. CAPTAIN DAVIS. ) By the request of tlu harbor commissioners, unJ in accordance with our own views of the importance of the subjwt, we resume the consideration of the improvements required in the Ilellgatc passage, to make it a safe and common channel to New York. We liave no new facts to add concerning the Gate itself. All that re- lates to its navigation, whether of the solid bottom, or of the water that flows through it, has for <'i long time been before the public, in the chart of tlie coast survey. Several official communications from the same source, addressed chiefly to the chamber of commerce of New York, have explained the exact mean- ing of the chart. If the topic were one of no more than ordinary interest, we should tliink that it had received its full share of attention. But it is in truth, a subject of such interest and importance, as always has been greater than common, and as must increase indefinitely. If a few marine disasters and trifling inconveniences onl^' were involved, we should not think it our duty to bestow any more thought or labor upon the question. It is the magnitude of the subject, embracing the preservation of life and j'l'operty, the latter to a great amount, and the commercial conveniences of the first seaport in the countiy : it is the daily and hourly increase in the number of the lives and the value of the property endangered, and of the commerce and the wants of this port, which attract us and command our exertions. We shall avail ourselves of every good occasion of bringing this ques- tion into notice, and of reaffirming our two propositions, long since ut- tered, but which, till they are admitted and carried into execution, can- not be repeated too often : First, that the Hellgate passage ought to be rendered passable and safe for vessels of every class: and second, that there are simple, practicable, and not expensive modes of attaining this object. The obstructions in Hellgate are of two kinds, and the difficulties arise from two sources — rocks and currents. In some cases the rocks must be removed, and in others, the present in- jurious effect of the currents must be prevented or overcome. The whole .'ipace in which these obstructions arc found, is in length less than two thou- sand yards. Yet in this space more harm is suffiired, and more risk incurred, than in all the rest of the navigable waters on this side of New York, from the east- ern entrance of the sound to the city, a distance of one hundred and twen- ty-eight statute miles. 198 Neia York Harbor Commission Reports 'This need not be so ; the remedies arj ea>y, as we have said, and nut costl} . Thi3 prominent dangers in Hellgate are comprised between tlic Brcad- and cheese and Negro point. When to the southward and west wa id of the fonuer, or the eastward of the latter, the way is clear; but in th - in- termediate space, tlie navigator is beset with fearful perils. He is liable to be cairieJ along by currents, which deprive him of the command of his vessel, and to be dashed against roeks, to touch which, is certainly fcllo\voy, that these rocks are of very small extent, and have deep water near them, so that their sharp projecting summits can be easily reduced to any desired level. These three rocks are tlie most dangerous because they lie in the channel way, and in the most rapid current, or nearly so They must bd removed. There are some rocks of minor consequence which, however, it may be well to speak of ; their mention in this place may close this part of the proposed plan of improvement. There is a rock, quite in the way of small vessels, near Hatter's dock, called "Bald-headed Billy;" it is dry at low water, but does a great deal of mischief at high water when it is covered. There is another opposite Gibb's point and near Blackwell's island to which Captain Porter has given the name of " Black well's rock," on which the current of tl^i HooT sets directly, making it very dangerous. There is a rock near Negro point, two, east of Wolsey's bath-house, and one, small, but very dangerous one, to the southward of that building. There are, probably, other rocks near the shore, which might be discovered on a close examination at low water; all of these ought to be put out of the way. The cost of their removal would be very trifling. Similar improveraeiU should be made in the present condition of Hallet's point, which extends some distance toward the channel. By the maimer which it projects into the current, it creates eddies both on the flood and ebb. Vessels caught in these eddies are in peril of being carried on shore ; and the extent of the danger arising from the shoal ground is concealed at high water. Hallet's point might be more easily removed by blasting than any other place, on account of its being accessible during four or five hours of the day. The actual removal of these obstructions to the free navigation of Hell- gate is so simple and complete a remedy that it leaves no room for com- ment or explanation. But the remedy, simple as it is, extends further and covers more ground than appears at first sight. ¥oy these rocks are not only obstacles which positively impede the passage of vessels of a certain class, by rendering the water too shoal for their drauglit ; but I hey c rcatii currents moving counter to the direction of the main current, and innumer- able circular eddies running into and overlying each other. New Yorh Harbor Commission Reports, 199 These counter currents sometiuics set d'.rectly on shore, as is tlie ca>c with that of the flood by the J>read-and-cheese ;" and with the cross cur- rents of both flood and ebb at this point. So also with the circular eddies ; vessels caught in them in some places, as in those of Pot rock and the Fryingpan, are whirled about from one to the other until they arc thrown upon the shore or on the rock in Pot cove already mentioned. It must often happen that vessels try the passage with just wind enough to go through safely, if they can manage to keep in the true current, or the main siream of the tide. But if they are caught in the eddies or c:ounter currents, they become unmanageable, and are subject to all the chances of injury. Thus, it is evident that the removal of these rocks is quite jis ex- pedient for the safety of small vessels, as it is necessary in order that large vessels may use this channel of approach to the city. We do not for a moment imagine that the eddies and counter currents in Hellgate can be very greatly diminished. The principal points and islands, by which the course of the tidal current is diverted, arrested or re- versed, and the greater part of the eddies, and contrary currents occasioned by them, must remain essentially unchanged. Our expectation is that some few of them may bo cdniinished in violence, and still more, that the conve- nience and security of the navigation will be vastly increased by tlie actual removal of some of the roeks and shoal ground upon which they tend di- rectly to carry objects within their influence. But if we cannot sensibly diminish the number or violence of the eddies, still less do we expect to reduce the velocity of the regular tidal currents in the m: in channels. The existing state of things can only be altei ed by a change either in tho capacity of the section or in the amount of the water flowing through them. Such changes are obviously impracticable. It is necessary that we should look for some other mode of remedying the evils arising I'roin the excessive velocity of the current in the uneven, tor- tuous, and interrupted channel of Hellgate itself. The nature of the evil will be best understood by following the waters of the ebb in their course from Sunken meadow to the westward of the Bread- and-cheese. Leaving a comparatively level and regular channel, having siraiglit or gently-curvini^ boundaries, and no obstructions, the water passes instantly into a channel of quite a different character. The bed of the stream no longer approximates to uniformity, but it becomes extremely uneven, con- sisting of sharp prominences rising to within a few feet of the surface of the water, and of precipitous cavities sinking to a depth of fifty, and even one hundred feet below. The direction of the current makes two sudden turns in the short distance of one thousand yards ; one of whi^li is at an angle of one hundred and eleven degrees, and the second at an angle of one hundred and two degrees. Insulated rocks of different sizes rise above the surface, dividing the stream into several parts, and adding to the violence and impetuosity caused by the general irregularities of the bottom. To navigate a vessel through these intricate passages in which the water runs with such speed, breaks noisily even in the calmest times, upon the rocky siiores and islands, and whirls in a thousand dizzying eddies, re- quires, even with the superior help of steam, a cool Lead and a steady hand. 200 New York Harbor Commission Reports. I^u.t in a sailing vessel, the greatest skill and self-possession will prove, without a commanding wind, insufficient to guard against certain dan- gers. If we return again to observe the divided courses of the ebb current upon the chart of the coast survey, we shall perceive that a little west of Pot rock the stream separates into three district branches, one of which passes through the eastern, one through the middle, and one through the main ship channel. The rapidity of the current in the two former greatly exceeds that of the latter. This, taken in connection with the s ectional areas, shows that the main stream or the great body of the water flows through the eastern and middle channels. These three branches reunite on the south and west of Flood and Mill rocks, atul, further on, the main stream is ngain divided into two other branches, passing on each side of Black well's island. Now, at the first of tncse divisions of the main stream of the ebb, there is a long piece of rocky shoal ground, which is in fact a spur making out from Flood rock. So also, at or near the second point of division, is a similar piece of rocky shoal ground, which is a projecting spur of Black- well's islan;!. These rofky prominences juttir.g out into the current, and forming cliffs under water, are called The Gridiron ;ind The Br ead-and- cheese. If they rose boldly to the surface, they would not be dangerous, for reasons Avhich we shall give presently. But because the water shoals gradually, the current sets broadly on them with great strength. If a vessel fails to hit the true current of one or the other of the chan- nels by which they are bounded, she is in peril greater or less, according to her draught, of taking the ground in the worst pla !cs in the passage on the ebb tide. The Gridiron and the Brcad-and-cheese are two of the most alarming obstructions to the free and rafc navigation of Hellgate ; and equally so for vessels of every size. To dispose of them by blasting or similar meas- ures, as in the case of the rocks above mentioned, is Avhoily out of the question. The only remaining expedient is to disarm them of their terrors by artificial means ; in other words, these two pieces of shoal ground must be put in such a condition, that, in the first place, the liability of vessels to be carried on them will be greatly lessened, and in the second place, that when carried on they will not be injured. This twofold object can be effected by constructing stone walls on the Gridiron and Bread-and-cheese, having their bases in about twelve feet of water, and their copings four feet above the level of high tide, and conform- ing in their general outline to the contour of the rock. A facing of timber, to which may be given more or less rebound, would complete the struc- ture, and furnish the second degree of security, that is, prevent injury to vessels when striking, and enable them to swing or lay by, as most con- venient. It would be useless to enter into any details of building these walls, further than to say, that we have paid sulhcient attention to the nature of the ground, and to the various instruments and expedients which must be employed to overcome the difficulties of laying stone imdcr water in such a tideway, to authorize our recommending their constnjction. New Yorh Harbor Commission Rpports. 201 Recent inventions and improvements iu submarina engineering, liavo re- duced these difficulties to a minimum ; but if they were much great- r than they really arc, we slioukl liave no hesitation in encountering th- ni on this occasion. But before enlarging on the importance of efficient protection against those perils, we will say a word upon the mode ot action of the proposed walls. We have two objects ia view — 1. To diminish the liability to bo carried on to this shoal ground. 2. To prevent injury when carried on. To perceive how tlie first of these objects is attained, we are to consider the effiict of such an obstruction, in water running with the velocity of the Hellgate tides. At present the current of the ebb ilows over this ground with a velocity gradually diminishing as the depth diminishes, or as the friction and re- sistance increase. AVhen the wall is raised on the edge of the subaqueous cliff, the water will meet with a sudden^ no longer gradual, resistance. In these new circumstances, the water will, by the force of simple me- chanical pressure the impulse of a current being the hydraulic pressure due to the motion of the fluid" — D'Aubuisson, de Voisins' Traite d'Hy- draulique, p. 282, and Bennett's admirable translation, p. 20 1), rise upon the wall to a height varying directly with the pressure ; or, in other words, with the velocity of the current, and in a certain ratio, established by ex- periment (Ibid, art 241), to the sine of the angle of incidence. Without stopping to investigate the variable amount of this pressure, or of the resuliing force, it is sufficient to say that, we have here a motive power, or continuous cause of motion, which answers to a head of water, and exerts a constant pressure, or effiDrt, one part of which (and the only part we need to consider) is employed in keeping floating objects within its reach from impinging upon the wall. What we have here stated are familiar principles in hydraulics ; the effect of the impul-e of a current, and the dynamic result, are among the elementary inquiries in the science. Besides the i^ressure, we are to consider the nature of the resistance to the motion of the water, caused by the opposing wall, which resistance is entirely independent of the pressure, and is the same for all surfaces stone and wood included. (Dubuat, Principes d'Hydraulique, §§ 31 and 36, cited by D 'Aubuisson.) In consequence of the mutual attraction or adhesion of the particles, the retardation caused by the peculiar friction of water against the sides of its bed (in this instance the projected wall), is communicated to a sensible distance from the plane of adherence. Theoretically speaking, the mass throughout " receives a mean velocity less than would take place without the action of the sides and the viscosity of the fluid." (D' Aubuisson, Ben- nett's translation, art 103.) We mean, however, to refer to tho.'^e adjacent layers only, in which the stoppage, or diminished velocity, is apparent. Tliey form the covering or revetment, along which, as along a wall, the more rapid bodu of the stream flows. And the tendency of the floating 202 New York Harbor Commission Reports. object 18 to keep in the main body and current of the stream, and this independently of the dynamic force resulting from pressure, first de- scribed. This position is strengthened by the remarkable experiment of Venturi, affording " a direct evidence of the effect of adhesion which enables the particles ( f watiT in motion to catch up and carry in their train those which aro contiguous to them in a fluid mass at rest" (ibid) ; for this must apply a fortiori, to a fluid mass the particles of which have a motion in the same direction, though not so great, as those of the main body. Nature has happily furnished, in the Hellgate passage itself, a most satisfactory practical illustration of these theoretical views, which, how- ever, it must be understood, do themselves rest on sufficient experiments and observations, and are theoretical in the sense only of explaining the mode in which well-known physical effects, the result of compound ac- tions, are produced. The illustration is in Little Mill rock, one angle of which is steep, and resembles somewhat the walls which it is proposed to build on the Grid- iron and the Bread-and-cheese. Vessels ruiming through the middle channel on the ebb, steer directly for this rock, as if it were their aim to run on it and are carried safely and swiftly by. It is a common saying, that "you can't hit Little Mill rock if you try;" and in this we have a complete exemplification of the means by which the great hazards of the shoals projecting from Flood rock and Blackwell's island (the former of which is the most dangerous), can be fully and permanently overcome We m-ay be thought to exaggerate these hazards,and to over-estimate the importance of the works we are recommending, and yet, if another accident should occur like that of the Oregon in the winter 1817-48, and if instead of hanging by the keel as she did, the boat filled with passengers, should slip off' into deep water, the frightful consequences would make our languag'^ appear tame and cold. If such an event should occur at any pt riod of the tide, except half an hour before and after slack water, even if it were broad day, and a hundred boats were ready to go to the assistance of the passengers, the loss of life, owing to individual helplessness and to the boats being unmanageable in so rapid a current, would be fearful. We are fully aware (if the advantages of steam as a motive power, and we are acquainted with th i consummate skill of our pilots, still we live in the constant appr. hension that the navigation of Hellgate will be characterized by some terrible, calamity. Tlui second object to bfi attained by our proposed constructions, the prevention of injury when vessels are driven against them, remains to be noticed. The idea here is simply to cover the face of the wall with fenders of wood, whic h may be so constructed as to yield to the impulse of the vessel striking against them, and to assist her, by their reaction in clear- ing them. New York Harbor Commission Beports, 203 In order to pass The Gridiron safely on the ebb, it is necessary to decide which channel is to be taken, before arriving at the point of divergence of the currents of the different channels. This is ditficult. When the attempt fails, and the vessel, with an acquired velocity, has gone too far to escape a collision, the proposed facing will prevent any serious damage ; and if a suitable provision is made, the vessel may lay by and start anew. There are two other spots in Hellgate, which, owing to their exposed situation, intruding as they do into the channels, and to the certainty of harm to vessels touching upon them, ought to be pointed out in the most distinct manner. One of these is Hog's Back, directly upon which the current sets during the first quarter of the ebb. Vessels taking the main ship channel on the ebb (which is the best way), are liable if they give this reef too wide a berth, to go on Mill rock or to be forced to run the middle channel, which is only safe to those who are well acquainted with the ground. Detached walls at suitable points along the face of this reef and on the southeast part of it, in from four to twelve feet of water, would afford the requisite security. A conspicuous stone beacon should be constructed on the eastern ex- tremity of Rylander's reef, in six or eight feet of water. This reef is dangerously situated on account of the deep water around it; the chart of the coast survey shows that it extends much farther into the channel than it was supposed to do ; and even when the outer part of the reef is marked by a ripple, or by eddies, the deeper water inside may mislead. There is a small eight-foot channel between Black well's island and the Bread-and-cheese, into which vessels are frequently drawn by the eddying currents of the flood in a light wind, and there stranded. We recommend that it be closed up. This concludes our enumeration of the danscers of Hellgate, and our recommendations as to the various modes in which they are to be either taken away entirely, or turned aside and cancelled. Our proposed improvements comprise — 1. The removal of certain rocks and rocky projections. 2. The construction of seawalls, with timber facings, if necessary, on the Gridiron, Bread-and-cheese, and Hog's Back. 3. The erection of a stone beacon on Rylander's reef. 4. The closing up of a small channel between the Bread-and-cheese and Blackwcll's island. They arc all included in the space of which a line from Woolsey's bath house to Nrgro pinnt, is the eastern boiiiKhiry, and a line from Gibbs' point to Hellgate ferry, is the western boundary. Beyond these bi»undaries, our incpiiries do not extend at present. AVc have purposily omitted saying anything concerning tlie facilities yet to be added to the navigation of Hellgate, througli lights and buoys. We leave these details where they properly belong, to the coast survey and lighthouse l)oard. Our attention has been confmea to such miprovements as apply to this special case and to no other ; such as are as far removed from the ordinary 204 New York Harbor Commission Reports, protections of comraerce, as the perils they are designed to remedy are un- common ; such as require particular appropriations, and more than all, the sanction of public opinion, to warrant their execution. "In a place where the interest of so many are at stake, the want of attention to the navigation of Hellgate appears like culpable neglect. No one can form an idea of the number of vessels that go on shore during the course of a month." (Report of Lieut, (now commander) D. D. Porter, United States navy, to the superintendent of the coast survey, on the dan- gers in Hellgate, and the improvement of the passage.) It is estimated that of the fifty thousand and more vessels that annually enter the Hellgate channels, one thousand sustain more or less damnge, in consequence of the remediable difficulties of the navigation. Surely we may be permitted to say with perfect respect, it is unworthy of a city possessing the commercial greatness of New York, that this should be said of one of its most frequented approaches. The improvements -which we have recommended are effectual and dura- ble; they are not costly ; and the modern art of submarine engineering sup- plies the means of their easy accomplishment. Finally, we will give a parting glance to the benefit the proposed im- provements would confer upon New York, by adding to its present resources a new access for vessels of the largest draught, with nine feet more water in the shoalest part than there is on the bar of G-edney's channel at Sandy Hook. This new channel, always available, with the help of steam-tugs, at suit- able times of the tide, and better than the channels to the open sea, of Phila- delphia, Baltimore, or Liverpool, could not fail to prove a great advantage, in peace and war. It will open New Y'^ork to a larger class of vessels, like the " Great Eastern," which, in the existing state of things, would find this harbor wholly inaccessible. The exterior limit of size in trading ships, has not neccj^sarily been reached in Mr. Russell's new steamer. The cause of the great burden of the old Easit Indi.i company's vessels, was the stability of the trade founded on monopoly. Bnt it is not difficult to imagine other causes for tnis staoility, besides monopoly. Everything which adds to the freedom of trade, may be presumed to ren- der its main channels more deep and permanent. And since the transpor- tation of a large cargo in one bottom, is in the highest degree economical, compared with its distribution into several, the tendency of a liberal and enlightened commercial oolicy will constantly be to increase the size of trading vessels. And, so of packets, or ships, devotea to passengers. Not only are trav- ellers more comfortable, more easily and abundantly provided for, and more healthy, but they are actually more safe, in large than in small vessels ; and here, too, the tendency is to increase in size. New York should be prepared for this change; and there is but one mode of preparation, and that is, the improvement of the Hellgate passage. Upon this point, we refer to the Appendix to our first report, p. 77* of the commissioners' report of January 8, 1856. * Page 48 of this editioiu New York Harbor Commission Reports. 205 In the preparation of this report, we have made free use of what we, our- selves, liavc previously written, and of the published reports of former assistants of tlie United States coast survey. Very respectfully, your obedient servants, Jos. G. ToTTKN, Chief Eng. U. S. Army. A. D. Baciip:, Supt. U. S. Coast Surveij. Charles Henry Davis, Com'r U. S. Navy. September 30, 1856. To the CoionssiONERS relative to the Encroachments and Preservation of the Harbor of New York, (G.) COMMISSIONERS' LETTER TO HON. WM. H. SEWARD, ON IMPROVEMENT OF HELLGATE. Office of Harbor Commissioners, > New York, May 12, 1856. S Sir : The undersigned, appointed commissioners, under the act of the state of New York, passed March 30, 1855, entitled, " An act for the ap- pointment of a commission for the preservation of the harbor of New York from encroachments, and to prevent obstructions to the necessary naviga- tion thereof," beg leave to address you, as a senator of this state, in Con- gress, and as a member of the Committee on Commerce of the Senate, in respect to the improvement of one of the approaches to the port of New York. For several years there has been a gradual but constant increase in the tonnage of vessels engaged in foreign commerce. In 1830, the maximum tonnage of vessels was about one thousand tons ; the maximum tonnage is now about four thousand tons. At the former period, the drauglit of the largest vessels, when heavy laden, did not exceed eighteen to twenty feet ; now, ships daily arrive and depart, drawing twenty-one to twenty-three feet. The depth of water on Sandy Hook bar, is twenty-four feet at mean low water, twenty- three feet at extreme low water ; so that it is im- prudent to send a ship of the largest class to sea, except at high tide on the bar. It will tlien be seen that the limit for the passage of vessels, at all states of the tides, by way of Sandy Hook, has been reached ; while the tonnage of vessels and their draught of water, is still increasing. But, though the capacity of this outlet may be considered as limited to the class of vessels now built, and that for those of larger dimensions, it can be used only at high water, yet the approach to the harbor through Hell- gate, may, by the removal of certain obstructions, be rendered as safe as by the present entrance. From the surveys and soundings taken by the officers of the United States coast survey, under the direction of Proi. Bache, it is ascertained that an easy channel-way, of forty feet water may 206 New York Harhor Commission Reports. be obtained, and that the removal of the rocks which form the obstructions referred to, may be made without much difficulty. There is reason to believe, that the increase in the tonnage will be con- fined to steamers, and that the maximum tonnage of ships has been ob- tained. Were the latter class to increase in size, there would be some objections to their entrance by way of Hellgate, as the passage-way of Long Island sound is too narrow for their free navigation ; but to steamers there will be none, for they can make a direct course from Montauk point to the wliarves of New York. In view of the importance to the general government that its chief com- mercial and naval depot should be free from all obstructions to navigation, and that vessels of the largest tonnage should be able to enter at all times, the undersigned respectfully request that you will bring the subject before Congress for its consideration. George W. Patterson, Jamks Bowex, Preston King, John Vanderbilt. Hon. Wm. H. Seward, Washington. (H.) IMPROVEMENT OF HARLEM RIVER. Report of the Advisorij Council to the Commissioners on Harhor Encroach- ments, on Harlem River and Spuyten Duyvil Creek. GENERAL TOTTEN, ) PROFESSOR BACHE, \ Advisory CmncU. CAPTAIN DAVIS. ) Washington, December, 1856. This important passage from the Hudson river to Long Island sound and New York harbor, has been much neglected, and in consequence, has been obstructed by artificial obstacles, while the natural ones have been suffered to increase. It is the water boundary on the north side of Manliattan island separating it from the main. The water course is, in fact, a narrow sound, continuous from the Hudson river to Long Island sound ; and Spuy- ten Duyvil creek is a small stream emptving into this sound, near King's bridge. It is, however, called Spuyten Duyvil creek, from the Hudson to King's bridge, and Harlem river, from King's bridge to Long Island sound. The western, or Hudson river entrance, is thi-rtepn miles north of the Bat- tery (New York city), and the main eastern entrance is in the Hellgate pas- sage, between Ward's point, on Ward's island, and the foot of One Hun- dred and Sixteenth street. Besides this last-named entrance, there are two others — Little Hellgate Neio York Harbor Commission Rejyorts. 207 and Harlem Kill ; the first, one thousand one hundred yards in length, with an average width of one hundred and sixty-five yards (the greatest width, of two hundred and ten yards, and the least, one hundred and forty), a mean depth of eleven feet water in the channel way (the least depth eight feet, and the greatest twenty). The bottom is irregular and rocky, and the current through it very rapid. The other passage is one hundred yards in mean width (seventy-seven at the least, and one hundred and sixty at the greatest), has a n)ean depth of eleven and a half feet (the least depth four feet, atid the greatest twenty feet). The main eastern entrance into Hellgate is seven and a quarter miles from the Battery, the Little Hellgate entrance is eight and a quarter miles, and the Harlem Kill entrance nine miles. The distance from Hudson river to Hellgate by this passage is eight and a half miles Its easy access from the sound and moderately easy access from New York harbor, and its quiet interior position, would seem to make it a desirable thoroughfare for vessels passing from Long Island sound to the Hudson, and in certain cases even for those passing between New York harbor on the East river and the Hudson The local trade with the flour- ishing villages on its banks would also deserve consideration as enhancing the importance of the passage. The distance from Peck slip on the East river, to the mouth of Spuyten Duyvil creek on the Hudson, is nearly the same through Harlem river, and by way of the Battery and Hudson river, so that for all places east of this the Harlem river route is the shorter. The question of improvement by removing obstructions natural and artifi- cial will be determined by the comparison between the cost of the under- taking, and the use to be made of the improved thoroughfare or access to a landing. The engineering part of this question deserves minute and careful consid- eration, and in its details does not fall within our province. We prefer at this time in pursuance of the duty assigned us of tracing lines around the harbor of New York and its approaches, beyond which encroachment shall not be permitted, to consider the general features of Harlem river and Spuy- ten Duyvil creek, and to lay down some principles which should govern in the present preservation of the passage, and its possible t'uture improvement. To consider this conveniently, we divide the passage into two parts; ^first from Hudson river to King's bridge, on Spuyten Duyvil c^eek, where the general depth of water and the breadth of the water way, point to im- provements of the class of a canal ; and from King's bridge to Hellgate, Harlem river proper, as a larger or river-bed class. This distribution will be more apparent, and its meaning will be better understood when the de- scriptions which follow have been carefully read. SPUYTEN DUYVIL CREEK, FROM HUDSON RIVER TO KING'S BRIDGE. At the railroad bridge the depth at low water is now only three and a half feet. In October, 1835, before the erection of the bridge a bed of mud having an average depth of tive feet existed at the mouth of the creek, and at the bridge the depth of water was from four to five feet. The creek at its mouth is eleven hundred feet wide, but it suddenly narrows to three bundled feet, and its depth changes as suddenly from three and a half to 208 New York Harbor Commission Beports nine and ten feet. Its course is serpentine up to King's bridge, the chan- nel being nearly in the middle and varying in depth between eight and eighteen feet. The depth of mud in the bed is from eighteen to twenty feet on the average. Above the foundry at the bend, a narrow canal cut through a gap in the hills avoids the largest bend of the creek, shortening the connection with Harlem river a distance of two thousand seven hundred and fifty feet. The distance across by the canal is two thousand two hundred and fifty feet, while by the bend to the same place In Harlem river it is five thousand feet. The depth of mud at the opening of this canal in Spuytcn Dnyvil creek is twenty feet, but it diminishes gradually to four fpet, near the old mill. There the ground rises somewhat abruptly to thirteen and a half feet above the plane of mean low water, and on both sides of the canal the hills attain a considerable height. The hills in this locality consist chiefly of marble. The stretch at the base where blasting would be required is about seven hundred feet, and the removal of about twenty-three thousand cubic yards would construct a canal one hundred feet in width and eight feet deep. This canal would not only shorten the distance as stated but avoid the shoalest part of the creek and rocky bed. Harlem river at King's bridge is obstructed by the bridge which is about eighty feet long. Three ^tone piers diminish the water passage to about sixty-five feet. The bot- tom is rocky and the depth only two and three feet, throughout a distance of eight hundred feet. Blasting would be necessary there also, and the difficulties presented would be found greater than those existing along the canal. At the mouth of the canal on Harlem river tlie mud deposit varies in depth from ten to twenty feet and rests on sand. Harlem river below King'f? bridge, has an average width of from eight hundred to a thousand feet and follows nearly a straight southerly course. Its shores are generally bounded by narrow marshy flats, back from .vhich rise moderate hills, excepting for a- mile above and below the High bridge, where a bank occurs with almost perpendicular rise of about one hundred and eighty feet in height. The actual channel is very narrow from King's bridge to Harlem bridge, seldom exceeding a hundred feet in width and varying from seven to nine and fifteen feet in depth. The channel is gen- erally well defined by the muddy flats at low water. Its course runs in curves, approaching sometimes one shore and sometimes the other. The depth of mud varies between six and twelve feet, and occasionally the bot- tom of the bed is sandy. The bridge next east of King's bridge (Fordham bridge), is one third of a mile from it in distance ; it is a considerable artificial obstacle, narrowing the water way to sixty feet, in the channel, and making after the turn of the tide a rapid, with a considerable fall between one side of the bridge and the other. The High bridge, two and three quarters miles from King's bridge, has been so built as to cause no sensible obstruction, by its elevation, and no considerable one by the water way occupied by the piers. Above this are already two coal wharves at the landings of Messrs. Butler & Morris. The next artificial obstacle is Macomb's dam near Fordham, one mile from the High bridge. From each shore a dam of one hundred and forty New York Harbor Commission Reports. 209 feet projects, connected by a bridge with five stone piers, leaving a water space of only two hundred feet, through which the water rushes with great rapidity. The next is the old railroad bridge, the draw of which still exists, and the new one near it two and one eighth miles from the High bridge and two miles from Harlem river entrance. The water way here is contracted to one hundred yarus, and the depth at the draws is respectively sixteen and eighteen feet. The hist artificial obstacle is Harlem bridge, two miles from the mouth of the river and three hundred and sixty yards below the railroad bridge. The draw is thirty-three yards in width, and the depth of water at it is fourteen feet. These bridges are on piles. The old railroad bridge is falling down and furras a considerable obstacle to navigation. The water way left between low water lines is only three hundred and sixty feet with a draw of thirty- five feet. The new railroad "bridge, situated about three hundred feet below, meas- ured in the line of the channel, is a fine substantial wooden structure resting on four piers. Its water w^ay between low Avater lines is four hundred and fifty feet, and the draw is fifty feet wide. Harlem bridge, distant eleven hundred and fifty feet below the railroad bridge, is four hundred and seventy-five feet long between the embank- ments. It rests on eleven wooden yokes, and has a draw of one hundred feet. Below Harlem bridge the channel of the river widens to alDOut five hundred feet, and has at intervals a depth of more than eighteen feet, pre- senting no natural obstructions to navigation, from there downward. The remains of the piers of the bridge which formerly connected Man- hattan and Ward's islands near the Paupers' dock, are in the way and should be removed. Careful surveys h;ive been made of this thoroughfare, by the coast survey, at the request of the commissioners on harbor encroachments. The topographical surveys are upon a scale of 1-2400 or 200 feet to an inch. Upon the hydrographic sheet entitled, " Harlem River and Spuyten Duy- vil Creek," we have drawn in the first section the limits of what we suppose may be the improved bed of the river or canal improvement of Spuyten Duyvil creek, between the Hudson and King's bridge. It would be use- less, probably, to cut across the marshes of the bend where the foundry stands, for the sake of shortening the distance. This question, however, is for the engineer to settle. The river at the bend is deep, and the channel moderately wide. From King's bridge to the moutli of the river, weliave drawn the par- allel lines one hundred feet apart, as on the Spuyten Duyvil section, fol- lowing the channel of the river, and at the same time have drawn lines which follow in a general way the curve of five feet in depth at low water, curving gradually and keeping the width between them as uniform as the character of the natural bed will permit ; the interval between the lines slowly widening as they approach the mouth. We recommend that no piers be permitted to project beyond these lines, U 210 New York Harbor Commission Report and that any plans for solid filling beyond the natural shore lines be sub- mitted to examination before adoption. In this way, while piers arc pro- vided for landinfrs, and the improvements of the shores may go on, the destruction of this valuable thoroughfare by mischievous encroachments may be prevented. The passage itself may be preserved for the time when the growth of the commerce of New York demands its improvement, and when the improvements in Hellgate itself may render this even more de- sirable than ii is at the present time. Many of the rivers near Boston are much used as passages to landings, though obstructed by a greater number of bridges than Harlem river is between its mouth and Fordham. We have traced similar lines for pierhead lines on Spuyten Duyvil creek, and would recommend that the same conditions be applied for the present to improvements there that are specified in regard to Harlem river, of which it is the continuation. Respectfully submitted by Jos. G. ToTTEN, Bt. Brig. Gen. and Chief Eng. A. D. Bache, Supt. U. S. Coast Survey. Charles H. Davis, Commander U. S. Navy. To the Commissioners on Harbor Encroachments, New York. (I.) COMMISSIONERS' LETTER TO THE MAYOR OF NEW YORK. Harbor Commissioners' Office, > 30 Broadway, Nov. 12, 1856. S Sir : The harbor commissioners have had brought to their notice an or- dinance, which they are informed, has passed the board of councilmen, and is now before the board of aldermen, authorizing the extension of the city several hundred feet into the East river, between Seventeenth and Thirty- eighth streets. In the opinion of the commissioners, the proposed extension will injure the navigation of the East river, and affect injuriously the commercial in- terests of that part of the city, by the occupation of the water-room, which should be reserved for the construction of docks and the accommo- dation of vessels. The area proposed to be filled, comprises three and a half millions square yards, and embraces the whole of the space between Fourteenth and Eighty-sixth streets, which can be appropriated for piers- The undue extension of the bulkhead between Fourteenth and Seven- teenth streets, precludes the erection of piers between those streets. If the ordinance now before the board of alderman shall be adopted, no piers can be erected in front of the proposed line without seri mks and irreparable hi- jiiry to the navigation of the river. From Thirty-eighth to Eighty-sixth streets, owing to the narrow chanliel-way between New York and Black- well's island, and the abrupt descent of the shores into forty to sixty feet water, only a bulkhead is admissible, so that for four miles, or fro.n Four- New York Harbor Commission Reports. 211 teenth to Eighty-sixth street, there would be no safe harborage for ves- sels, and very liipited accommodations for the lading and discharge of car- goes. The commissioners will report to the legislature at its next session, ex- terior lines for the city, and submit the charts of the harbor, which have been prepared under their direction, containing the soundings and the ve- locities and direction of the currents. It is only upon such information tliat proper lines can be described, and it is respectfully suggested that the authorities of the city shall refrain from adopting the ordinance referred to, or authorizing the extension of any part of the city into the river, until the legislature shall have acted upon the report of the commissioners. Very respectfully, George W. Patterson, Chairman. To his Honor Fernando Wood. Mayor. (J.) CORPORATION ORDINANCE. Ordinance of the Corporation of New York, describing an Exterior Line from Rivington to Thirty -eighth Street. Resolved, That the following changes and alterations be and the same are hereby made in the map and plan of the city of New York, and of the exterior line thereof, that is to say : First, East street shall be continued and extended seventy feet in width, parallel with Tompkins street, as now laid out, from Rivington street to the centre line of Fifth street; thence by a regular curved line, so that the easterly side of said East street shall be distant one hundred and eighty- seven feet six inches east, from the easterly line of Tompkins street, as now laid out, at the centre line of Eighth street ; thence to such point in the centre line of Thirteenth street continued, as that the easterly side of said East street shall be two hundred and thirteen feet and four inches east of the easterly line of Tompkins street, as now laid out at the centre line of Thirteenth street; thence by the same regular curved line, until the easterly line of said East street shall intersect the point formed by the northerly line of Eighteenth street and the easterly line of Avenue D ; thence by another regular curved line, so that the easterly line of said East street shall intersect the point formed by the northerly line of Twenty- third street and the westerly line of Avenue C ; thence by a continuation of the same curved line last mentioned, until the easterly line of said East street shall intersect the point formed by the northerly line of Twenty- eighth street continued, with the easterly line of Avenue B continued ; thence by a like curved line, until the easterly line of said East street shall intersect the present exterior line of the city, at the centre of Thirty-eighth street. 212 New York Harbor Commission Reports. Second, That the several avenues and numbered street?, and Stanton and Houston streets, between Rivington and Thirty-eighth streets, be con- tinued to East street, by a prolongation of the lines of such avenues and streets. Thirds So much of Tompkins street as is now laid out and designated on the map or plan of the city north of Houston street, shall be and hereby is discontinued. Resolved, That Daniel Ewen, city surveyor, be directed to prepare a map and plan of the said streets, as herein designated, and that the said map, when completed, be filed in the street commissioner's office. Resolved, That the proprietors of land adjoining or nearest and opposite to East street, as hereby established, be and they are hereby authorized and directed to make and complete said East street, on or before the first day of January, eighteen hundred and sixty, and on or before the said day to fill and level the spaces between their property and the said East street. Adopted by Board of Aldermen, December 22, 185G. Adopted by Board of Councilmen, December 2G, 1856. Approved by the Mayor, December 31, 1856. D. T. Valentine, Clerk Common Council. (K.) MEMORIAL OF CITIZENS OF BROOKLYN. To the Commissioners appointed bj the Legislature of the State of New Yoi^k, for surveying and laying out and fixing the Boundaries of 17 ew York Harbor. The undersigned, land owners of the city of Brooklyn, and residents of the county of Kings, respectfully represent : That, as residents of said county, they cannot but feel deeply, in relation to the subject of your deliberations ; inasmuch as they are well aware that your action in the premises will affect; either for good or evil, the interests, not simply of themselves and posterity, nor yet the great state of New York, but the vast empire of which the city of New York is, and in all time to come, must be the commercial depot The first point we refer to in regard to the harbor of the city, is the piers to be constructed on the Brooklyn side. It is supposed by some that the East river is too narrow to admit of piers on the Brooklyn shore to the extent required for the accommodation of ships of the largest class ; and you are urged to curtail said piers, lest they should interfere with the nav- igation. But this objection we think comes from an interested source, and from the very parties that have encroached on the harbor, if such has been done ; and though we would be slow to impugn the motives of any parties, yet the fact that a long period of time was allowed to elapse, during which encroachments were continually made by the inhabitants of New York city ; Neio Torh Harhor Commission Reports. 213 and until the city of Brooklyn began to think of dcvclo{)ing her natural ad- vantages, nothing was heard of encroachments on the harbor. This fact of itself goes far to prove that the parties to these encroachments might not always have been influenced by the most just motives (o their neighbors. Be that as it mav, you, as commissioners, have to deal with matters as you find them ; but we would venture one suggestion for your careful consid- eration, in relation to these piers. As we understand it, you are charged with the important duty of pre- serving to posterity, the greatest naval depot of ancient or modern times ; that vou are disposed to acquit yourselves of the tru>t, we have no manner of doubt ; it becomes our duty not to mislead, but to give you our opinions in all sincerity. The capacity of the harbor consists in its piers on bcth sides of the river. If from the fault of any parties, piers cannot be constructed without detri- ment to navigation, then the question arises should not the line of bulk- heads be so fixed as to give to the piers to be built, tlie proper length on both sides and thus preserve to commerce what is properly her due. Bet- ter to excavate on one or both sides than sacrifice the harbor to the cupidity of gaining a few feet, worth vastly more under water. The next point demanding your attention is a street or avenue nmning parallel with the water and along the line of the bulkheads. " This im- portant measure" is opposed by parties owning land immediately on the river front, simply because they find or think they find their advantage in usino- it for the storage of heavy articles, and exclude tlie pablic by fencing up their several parcels that they may enjoy the privilege of the water for their own particular benefit. Wc are very far from the desire to abridge or impair the private rights of these parties; but we respectfully submit that the public have rights in connection with the East river and the nav- igable waters adjacent to the county of Kings, and in order to conserve and protect these " public rights," the legislature deemed it necessary to appoint you a " board of commissioners," higli in position and character among your fellow-citizens, and from the integrity and experience you possess, you might be enabled to present for their consideration, such a plan as would embrace both the present and the prospective interests involved in this great subject. The evil which has already been inflicted on the harbor by individual cupidity, and which has rendered your appointment as inde- pendent commissioners absolutely necessary, is the best reason we could urjre for the adoption of some comprehensive and general plan to prevent their repetition in future ; and to leave the vast and important water front of the county of Kings unprotected, would be to repeat the blunders of the past with our eyes open. The lower and most important section of the city of New York is an illustration in point, and shows what can be ^aeri- ficed in the absence of a well-digested, general plan, and that the laying-out of cities and harbors by accident '*to say the least," is a very costly and inconvenient way. We deem it quite unnecessary to pursue this view of the subject further, and would not insult your intelligence by dwelling upon it. But to re- turn to the present state of the water front and the individual owners ; we are at a loss to show how their interests could be affected or their business impaired, by laying out the proposed street. The simple designation on 214 New York Harbor Commission Beports. the map would not interfere with the occupation of the land in any man- ner nor detract from its present utility in the smallest degree. Nor need it be open for public travel sooner, or in greater extent than public necessity demands, and the parties in possession have almost all to say in sucli cases, and as full ''compensation must be made," foi he land when taken, and the benefits arising from such improvement is direct and immediate both as to the facility for use, and the increased value of ilie property, no injury can result to ihe parties immediately concerned; for these reasons and a multitude which mi there has not been lime to peepare a copy, I send the original chart. Wh n it can be spared by the commissioners, I desire that it may be retunred to be copied for them. The notes upon the maps, and the titles and descriptive notes upon the New York Harbor Commission Reports. 219 diagrams so fully explain their several purposes, that I do not think it necessary here to repeat their details. Yours respectfully, A. D. Bag HE, Supt U. S Coast Survey. Hon. George W. Patterson, President Commissioners Harbor Encroachments, New York. Coast Survey Office, i Washington, D C, Jan. 8, 1857. \ Sir: I have the honor to make the following report to accompany my chart of Hudson river from New Baltimore to Albany, on a scale of 1-5000, surveyed last year, and a comparative map of the above survey, and one of Major Delafield, U. S. engineers, in the years of 1852 and '53, prepared under my direction. I remark the changes observed in comparing the two, noting the principal points and obstructions mentioned in Major Delafield's report, and such others as may have occurred since. GREENBUSH. From 12 to 26 J feet is now found in front of the docks of this place, but the 25 feet is an extended hole, the 18-foot curve giving it about two hundred and seventy-five yards long and fifty-five yards wide. In 1852, 15 feet 9 inches to 26 feet 7 inches is given, and Major Delafield re- marks, " it here always preserves deep water, but varying materially," which the above shows. CUYLEE'S BAR. Seven and a half feet can be carried over this bar, about the same as in 1852, but the bar has extended from the shoal point in 1852, down the river about 490 yards (see profile) ; the channel is near the same width, the line of deepesi water is now carried more on the eastern shore. From here the direction of the channel differs little from 1852, gradually tending down the west shore until it reaches close in at the head of Bogart's island ; here the line of deepest water gives but nine feet, and in 1852, eight feet three inches. I have called it Papscanee's bar. The channel continues on the west shore until it reaches Van Wie's point, when it again diverges to ihe oppo-ite shore ; it is very narrow, but preserving about the same width with a depth of not less than nine feet now, and in 1852, eight feet and three inches. OVERSLAUGH BAR. Nine feet can now be carried over this bar, nearly the same in depth as in 1852, but the shoalest part has shifted about two hundred and seventy yards lower down. (See profile.) VAN WIE'S DAM, OR PIER AND BAR. This section, extending about eight hundred and seveny-five yards in- termediate between Overslaugh bar and Austin's rock, has slightly deep- ened through its whole extent ; nine to ten feet now can be carried, when only eight feet nine inches could in 1852. 220 New York Harbor Commission Reports, AUSTIN'S EOCK. The western channel has altered but little near the rock, ten feet being its depth now, and nine feet five inches in 1852, but it has deepened from one to two feet below the rock toward Van Wie's point. (See profile.) The east channel lias deepened near the rock two feet ; in 1852, it had seven feet, now nine feet, but this cannot be carried up more' than halfway between the rock and Van Wie's dam, wlien you strike seven and eight feet ; below the rock it can be carried into deep water. VAN WIE'S POINT. In the vicinity of this point but a slight change appears in the depth ; from nineteen to twenty-two feet water is found there now, where it had twenty-two feet one inch in 1852. The river has deepened on the oppo- site shore ; the twelve-foot curve of this time crossing the six-foot curve of 1852. (See profile.) As mentioned before, the channel runs from here across to the eastern shore, and preserves about the same width, but half way down to Staat's wharf it has shoaled in the line of deepest water from two to five feet, but still gives a depth of thirteen and one half feet. The channel again crosses to tlie west sliore with over nine and one lialf feet water (only one point giving as little as nine and one half, ten and one half being the next shoalest water) ; these are opposite Bear island (see profile), until it reaches opposite the head of Campbell's island, when it shoals from eight to eight and one half feet, a few inches deeper than in 1852, for a distance of about two hundred and twenty yards, when it deepens, again striking near the west shore above Winne's wharf. Op- posite this wharf the channel becomes very narrow, a bed of rocks, which 1 see no mention of before, exlending from Campbell's island to ner>r the edge of the cliannel. The channel now passes over toward the lower point of Campbell's island, where it shoals from thirteen feet seven inches to fourteen feet three inches, as given in 1852, to eight and nine feet at this time (see profile) About three hundred and fifty yards above this they had only ten feet two inches in 1852, and we have nine and a half feet at the same place. It again falls into deep water opposite Bow island. The line of deepest water now, giving more depth than in 1852 by some two or three feet (see profile), then commences gradually shoaling to Castleton bar. "Winnie's pier is opposite the deep hole, abreast of Cow island ; it is covered with mud, which is there at low water. CASTLETON BAR. This bar has shifted its shoalest point some two hundred and seventy- five yards nearer Castleton, and has now a depth of seven and a half feet, and in 1852 seven feet seven inches ; the channel deepens opposite the wharves from ten and a half to eleven and a half feet ; when a short dis- tance below the lower wharf it has shoaled much since 1852, having then from ten feet eight inches to fourteen feet six inches, now only from eight to eleven feet. ' New York Harbor Commission Reports. 221 The channel again deepens, though the lines of deepest water vary in very much, and are eccentric in their direction (see map), until it reaches the head of Schodack channel. Here the depths vary very mucli ; it has eight and a lialf to nine foet now, and has hollowed out until it has nine feet about live hundred yards above ; at the same points it had in 1852 six feet live inches and eight feet two inches, this latter being the greatest depth throughout — ours is fifteen feet (see profile). The channel strikes Shad island, opposite Elm or nine-mile tree, with no impediment in it until it reaches Mull's plaat crossover ; nothing less than fourteen feet being carried through now, sixteen feet five inches in 1852, it having shoaled in lumps. (See profile.) MULL'S PLAAT CROSSOVER. This crossover has extended about six hundred and fifty yards down the river, having a depth at each end of nine and a half feet, the same as at its shoalest points in the survey of 1852. The line of deepest water has varied much (see map), ours passing over the e|d of their six-foot curve and theirs over one of ours. The channel now tends down the western shore with a depth of not less than fourteen feet, and fifteen feet in 1852, until it reached the lower end of Hull's plaat, when it strikes at almost a right angle to the eastward over Coeyman's upper crossover. COEY^LiN'S BAR OR UPPER AND LOWER CROSSOVER. Between these two crossovers there is a flat bar at low water extending from the west shore ; the channel makes a bend round it (see map) and forms the crossovers at each end ; seven to eight feet is the least we have over the first or upper crossover and seven feet in 1852, with slight difference in the general width ; the line of deepest water tends more toward the head of Mull's island now, and continues more to the eastward than in 1852 (see map) until they meet over the lower crossover abreast Coeyman's lower dock. The lower crossover has shifted its shoal point (see profile) about two hundred and seventy-five yards down the river ; it had nine feet eight inches in 1852 and has nine and a half feet now. From here the channel drops into deep water running between Barren island and Mull's island until it reaches the end of Barren island, here it shoals again, but gives better water than in 1852 ; then it had only nine feet five inches, now its shoalest point has twelve and a half feet, the line of deepest water now runs more on the Mull's island side than in 1852. The channel now keeps on the eastern shore with good water, except halfway between Barren and Beacon islands (see profile) where it had in 1852 nine feet nine inches water, now ten feet; after touching close into Houghtailing's island (see map) the channel strikes off in deep water toward New l^altimoro, and thence continues down on that side to the extent of the work about three quarters of a mile with good water, averaging from sixteen to twenty-six feet. All the above depths are given on the line of deepest water, but no vessel could carry them through, owing to the eccentric direction of it. 222 New York Harbor Commission Reports. FRESHETS. The survey was interrupted twice by freshets, the first was at its height at Castleton, on the night of August 22d, being 9.04 feet above mean low water and continued to decrease from that time. The next was more particuhuly observed at Van Wie's wharf, currents and tides were taken during its continuance ; it was at its height, October 2cl, 1.30 P. M., 9.67 feet above mean low water, and decreased until October 3d, 4.20 p. M., when the tide commenced rising again, but the current continued running down till October 8th at 9.30 a. m., which was the first slackwater. Its velocity when highest was 2 knots or miles an hour with a direction of south, 10 east ; two hours and a half before it had a \ elocity of 2f knots the greatest, with the same direction. The general direction varied about twenty degrees on each side of south I subjoin a table giving the currents, tides, and winds, for every two hours until after the tides commenced rising and falling ; then every high and low water until slackwater ; a diagram also accompanies this with the freshet current and regular currents compared. Currents have been taken in twelve different places (see chart), in posi- tions to show if possible how much of them are diverted from the main channel by the back streams. I also enclose a table giving the depth of water on the bars and at prom- inent points embraced in the work. Their distances from Albany, are given in the table, for the years 1819, '31, '38, '43, '52 and '56, Respectfully yours, R, Wainwright, Lieut. Commanding and Assistant Coast Survey. Prof A. D. Bag HE, Sup. U. S. C. S., Washington, D. C. A Tdble^ giving the Comparative Depths of Water over the Bars, Shoals, and Prom- inent Points between Neio Baltimore and Albany, from Different Surveys, and their Distance from Albany. Names of Bars, Shoals, and Prominent Points. Distance from Albany. 1819. 1831. 1838. 1843 1852. 1856 Feet and inches. Feet and inches. Feet and inches. Feet and inches. Feet and inches. Feet. Opp'e 12 to 17 12 to 25 15 to 19 27 to 13.9 15 to £6.3 12 to 26t Cuyler'sbarA Vz 4 6 7.11 7.5 7.7 2X 5 6.1 7.4 10.2 9.4 9 Van Wie's dam or pierA . . 3 10 8 2 10.6 10.2 8.9 3>^ 12.3c cl3.ll to 15.11 c8.6 d7.S cll.6 dlO.7 c9.5 d7 clO d9 Van Wie's point 4 20 27 24.8 22.8 22.1 19 to 22 7M 10a 12.2a 6 8 7.7 7K Head of Schodack channel/i 4.6 10 & 8.7 6.6 8K 8>^ 19.7 to 22 26.11 ft 15 .6 to 19. 7 18.6 12 to 14 Mull's plaat 9>^ 7 to 10 3-10 10.6 b 9.6 9.6 9^ 10 4 6 to 6 10.11 b 12 7.2 12 14,7 to 23.6 18.4 to 27.8 b 17 to 22 8 13i to 14 Beacon or Ten Eyck's Isl'd 16 to 220 cl4 el4 b dl4/6cl0.4 dl4.3 g duy^ do. do. do. 10 to 12e dl4 b a No bar at this time. e Extremcwest channel. bNo survey. /Middle channel. c West channel. g No longer any western channel. d East channel. h Obstructions. New York Harbor Commission Reports. 223 A Table of Currents^ Tides^ and Winds, taken at Van Wie's Point, on the Hudson River, during a Freshet, in October, 1856. Date and Time. Velocity [ knots. Direction. Tide above mean low water. Wind. Force. Ft. Tenths 1856. October 1 i S. 45° E. 6.3i s. s. w. i Tin 8.45 do South. 6.4i do. Tin UO. 10.00 do \n S. 20° E. 6.5i N. W. 1 Tin 12.00 m., \n S. 20° W. 6.8 do. h JJO, 2.00 p. M. , 16-8 S. 10° W. 7.2t South. 2 Tin 4.00 do 16-8 S. 20° W. 7.9^ S. E. 2 Tin 6.00 do I' S. 20° E. 8.61 do. i Tin 7.35 do 2 South. 9.0^ N. W. 1 Do. S. 10° E. Missed. Cahn. Tin 12.00 do 2i S. 10° E. 9.6 Sd.itAVd. "h Tin Q 2 2-8 S. 10° E. 9.6| South. 3 Tin 4.00 do 2i S. 11° E, Missed. Sd.&Ed. 2 Tin 6.00 do 2 S. 10° W. 9.6 . S. E. 3 Tin 8.00 do 2 S. 20° E. 9.3ir South. 4 "Ho 10.00 do 2 South. 9.0^ do. 5 Tin 12.00 M., 2 S. 5° 37' E. 8.61 do. 5 Do. 2.00 p. M., 2 s. 11° 15' E. §.2| do. 6 Tin 4.00 do I2 s. 11° 15' E. 7.9i S. by W. 6 Do. 6.00 do I2 s. 11° 15' E. 8.0h South. 5 Tin 8.00 do n s. 11° 15' E. Missed. do. 4 Tin 10.00 do u s. 5° 37' E. 7.6^ do. 3^ Do. 12.00 do u s. 5° 37' E. Mssed. South. 3 Do Q ^> 2.00 A. M., 11 s. 10° W. 6.8i do. 2 Do. 4.00 do u s. 10° W. Missed. S. E. 2 Tin 6.00 do 11 s. 10° E. 6.4| do. 1 Tin 8.00 do u s. 15° E. 6.3| S. S. E. k Tin 10.00 do n s. 11° 15' E. 6.14 S E. k Tin. 12.00 do u s. 5° 37' E. 5.8i S. S. E. 1 Tin 2.00 p. M., 2 South. 5.5k N. E. 1 Tin 4.00 do 2 South. 5.31 North. 2 Tin 6.00 do 11 s. 20° E. 5.8^ N. \\\ k Tin 8.00 do 11 s. 10° E. 6.1 Cahn. Tin A 4.00 a. m., lowtids, u s. 16° 52' E. 4.7i S. E. "2" Tin 8.15 do. high tide, 11^ s. 11° 15' E. 5M South. h Do. 3.45 p. M. , low tide If s. 10° E. 4.0^ 1 East. 1 Do. 8.15 do. high tide, 112-8 s. 20° E. 5.01 Calm. Do. 5, 5.15 A. M. ,lowtide,il2 s. 16° 52' E. 3.5i do. .... Do. 9.00 do. high tide. 12-8 s. 10° E. 4.91 S. S. E. Do. 4. 00 p. M , low tide. If s. 10'* E. S.Oh South. 5 Do. 8.45 do. high tide. 1 South. 4.7^ do. 5 Do. 6, 6.15 a m., low tide, H s. 11° 15' E. 2.81 do. 2 2 Do. 10.00 do. high tide, i s. 20° E. 3.4 1 do. Do. 5.00 p. M., low tide, n s. 10° E. i> ortn. 1 Do. 9.30 do. high tide. s. 20° E. 3.91 1 do. 1 Do. 7, 7.30 A. M., low tide. 1 s. 10=» E. 1.8^ k Do. 10.15 do. high tide, 1 s. 5° 37' E. 2.21 North. 3 Do. 5.45 p. M., low tide i s. 11° 15' E. 1.21 ! Calm. Do. 10.38 do. high tide, i s. 5° 37' E. 3.4^ 1 do. Do. 8, 7. 45 A. M. low water ...... Missed. 1.41 Calm. Do. 11.40 do. high tide, S. 10° E. 2.6 ' South. i" Do. 7.00 p. M., low tide. i S. 5°W. 1.3i ! Calm. Do. 11.45 do. high tide, 2-8 s. 16° 52' E. 3.7 I do. * It hid been .^:aclc~ator frcni O.GO to 11. ''.5 r. m., with the current, although the tiio was rising. 224 New Yoi'k Harhor Commission Reporti (N.) TESTIMONY ON WHARFAGE RATES. James Cruikshanks, l)eing examined, says, he is a wharfinger. 1. How long have you been a wharfinger'? Nearly thirty-five years. 2. For what piers are you wharfinger? From Nos. 3 to 11, inclusive, North river. 3. What is the average amount of cost of those piers'? Pier No. 4 cost twenty-eight thousand dollars ; that embraces the cost of the pier and the subsequent extension. 4. What was the original length of the pier ? About three hundred and fifty feet. 5. What is the present length ? About six hundred feet. 6. What is the annual revenue derived from that pier ? That pier is rented to various steamboat companies for about eight tliousand dollars when it was open to vessels paying the rates of wharfage allowed by law, it paid not more than one half of that amount. Pier No. 5 is about six hundred and twenty feet in length, and the revenue from that pier is jibout five thousand dollars per annum. 7. What was the cost of pier No. 5 ? About twenty-six thousand dollars. 8. Have you been at any time obliged to dredge the slips between these piers *? The owners have not ; but the lessees, I believe, have dredged them partially. 9. What depth of water, at the bulkhead, was there when the piers you refer to were built ? About forty feet. 10. What is the present depth at the bulkhead? Eight or nine feet. 11. When were the piers built? In 1840. 12. To what do you attribute the rapid filling? Partially to the currents of the river setting in from the Jersey shore ; but chiefly to the w^ash of the city, and to the deposit of rubbish. In one instance we discovered that forty tons of ballast had been thrown into the slip. 13. Do you know what is the practice of steamboat officers in disposing of the cinders of the engines of their boats ? It is a general practice to tlirow them into the river. 14. In speaking of the wash of the city, do you refer to the material washed into the river through the sewers, as well as to that from surface of the streets ? I do. 15. Can you form an estimate of the annual deposit from the wash of the streets and sewers? From observation, by measurement, lam satisfied it must be, at least, one foot in depth per annum. 16. Are cargoes discharged by horse power on your piers ? They are. 17. How long will the flooring of a wharf, when thus used, last? Not over four years. 18. How long will the flooring last when manual labor alone is used? About six years. 19. What IS the cost of renewing the flooring of a pier six hundred feet long and forty feet wide ? About three thousand dollars for sheathing, or covering the old floor with new plank. Neiu York Harbor Commission Reports. 225 20. What description of timber is used for flooring, jind of what thick- ness ? Generally wliite pine, and fom* inches thick. 21 Would the wharf owner prefer to have h s w^harves protected by a roof the whole length ? Yes. 22. For what reasons? I think tlie ])ier would last much longer. 23. How Ions will that part of the pier above low water last without repairs, when subject to the ravages of the sea-worm ? T am unable to de- termine. The ravacres of the sea-worm, for some reasons unknown to me, are not as great as they formerly were. 24. AVhich do you regard as the better form of a wharf tax, that imposed on the ship or cariio ? The wharf owners would prefer a tax upon the goods. 25. For what reasons? Chiefly because they have been unable to obtain a sufficient compensation when the tax has been impo.sed on the vessel. 26. If an equitable rate were established, to be levied on the vessel, would that mode be equally satisfactory to the wharf owner? It would. 27. In what respects is the present law regulating the rates of wharfage defective ? In the first place, small vessels do not pay sufficient for the space they occupy of a pier. Steamboats, again, take up twice as much room as vessels of the same tonnage, and yet pay only the same rates as sailing vessels of the like tonnage. A coal barge, discharging seventy tons of coal, will pay 62^ cents wdiarfage, and damage a wharf five dollars. 28. When a slip is dredged, where is the mud deposited? In the stream. 29. Does it not wash back into the adjacent slips? Not when taken from slips in the lower part of the city. It is carried down the bay by the tides, and there deposited. 30. In referring to the cost of pier No. 4, did you include any portion of the bulkhead? I did not. 31. What is the extent of bulkhead between piers 4 and 5 ? About two hundred feet. 32. What is the cost per lineal foot of bulkhead ? Bulkheads cost about one thousand eight hundred dollars for every twenty -five feet lineal measure. 33 Does that include any portion of the cost of filling in ? It does not. 34. Is this expense then simply for erecting the cribwork and backing it up with stone ? It is> 35. In your answer to question 6, respecting the revenue of pier No. 4, was the income from the portion of bulkhead attached to that pier inclu- ded ? It was. 3G. What is the effect of the regulations respectmg lighters on the inter- ests of wharf owners ? It is to give lighters the use of the wharves without any compensation. The lighters can by law discharge cargoes on the wharf during a day, and all that is allowed by law is thirty cents, if discharged on board of another vessel from the outside of such vessel, fifteen cents per day, the pnictical effect of the law is that the wharf owner collects nothing from the lighter. 37. Plas he no remedy? None but by a suit at law. Oftentimes it is found that lighters during the night have discharged their cargoes on the wharf, occupying a large portion of the wharf to the exclusion of room for the discharge of vessels till the incumbrance is removed, and for this occu- pation of the wharf no compensation is obtained. Again, vessels oftentimes dischaige ballast on the wharves at night and leave before morning, and this ballast has to be removed at the expense of the wharf owner. 15 226 New York Harbor Commission Reports. 38. What means has the wharf owner for compelling the removal of mercliandise deposited on the wharves ? The owner of the merchandise may be notified to remove his property, but the law allows him a reasonable time to do so, if he does not the wharf owner may store it at the expense of the owner of the merchandise. The courts, however, have construed reasonable times to mean two or three daj^s, and for this period of time the wharf owner can recover no compensation for the use of his wharf I have been sued for removing merchandise after it has incumbered the wharf for forty-eight hours. There is a further difficulty in obtaining storage room for goods so removed. The occupants of storage warehouses refuse to re- ceive goods under these circumstances, because it brings them into collision with the merchants. 39. By whom are the wharves cleansed ? By the owners. The city autliorities formerly cleansed them. To cleanse pier No. 5, it costs the owner about ninety dollars per annum. 40. Is the law for the collection of wharfage defective % It is, practically there is no law for its collection. The wharfage on a vessel is due at the expiration of twenty-four hours, if it be not paid and suit be commenced, judgment cannot be obtained under ten days, and in the meantime the ves- sel may occupy her berth, and if she leaves before the expiration of the ten days, the wharfage for the whole period is lost. 41. Is there now in existence a system of unauthorized charges made by public officers and paid by vessels for an early occupation of docks ? I be- lieve there is. 42. Who are the public officers? The state harbormasters and the cor- poration dock masters. 43. Have you any evidence that unauthorized charges have been made or received by these officers'? Several captains and owners of vessels, of un- impoachable integrity, have informed me that the only mode by which they could obtain berths for their vessels was by making payments of money, above and aside from the fees allowed by law to the harbor masters and dock masters. 44. Be pleased to mention the names of the captains and owners who have so informed you. I decline to answer the question. 45. Why do masters and owners comply Avith these alleged corrupt prac- tices ? Because they caanot obtain berths immediately on their arrival, owing to the scarcity of wharf accommodation in the lower parts of the city. 46. Are vessels often detained in the stream and outside berths before they can obtain opportunity to land their cargoes? They are, frequently a week. 47. Are the wharf accommodations in the lower parts of the city equal to the demands of commerce? They are not ; they ought to be increased one hundred fold. 48. Can they be increased in the lower parts of the city, and by what means? They can, by increasing the rates of wharfage, which would justify the wharf owner in excavating the slips to a sufficient dopth for the accom- modation of large vessels, where small vessels now can only lay, and if it were pej mlttcd by the further extension of piers into the rivers. 49. Is not merchandise frequently injured by being landed on wharves in a filthy condition? It is. Neio York Harbor Commission lieports. 227 50. Is it not the duty of the wharf owner to keep his wharf clean % There is no law on the subject. 51. Is there any law or corporation ordinance compelling the wharf owner to keep his wharf in repair? I do not tliink there is. 52. Have you any knowledge of slips or basins being filled up and con- verted into solid land because of the alleged inadequate compensation of wharf owners ? I have. 53 What slip? or basins have been filled from this cause? Nearly all the slips between Carlisle street and the Battery, on the North river. James Cuuiksuank. Nkw York, April 23, 1856. S. A. Frost, GO South street, being examined, says, he is a wharfinger. 54 How long have you been a wharfinger? Since 1832. 55. Of what piers are you wharfinger? Nos. 1(), 17, one half of 18, one half of 19, and one half of 20 ; half of 23, one half of 26, the whole of 27 and 28, and one half of 29, East river : and on North river, one half of pier No. 11 — belonging to about forty different owners. 56. Are you acquainted with the cost of constructing piers? I have had the supervision of the extension of pier No. 28, East river. The exten- sion was two hundred and ten feet, by about thirty-two feet wide ; it cost about ten thousand dollars. 57. In what depth of water, at low water ? From thirty to thirty-five feet. 58. Can you state the revenue derived from the several piers of which you are whai'finger? I cannot without reference to my books, except that of pier No. 2S. The gross revenue from the whole pier is three thousand five hundred dollars per annum ; from which is to be deducted commissions, taxes, and repairs, and finally, rebuilding. 59. AVhat is the length of that pier? About four hundred and sixty feet by thirty-two feet. 60. What depth of water is there at the bulkhead ? About three or four years since there was twenty feet at low water. I have recently had com- plair\ts that it was becoming shallow. 61. Is that pier rented to a steamboat company, or for a line of regular traders, or is it occupied by transient vessels, paying the legal rates of wharf- age, and no more ? By vessels paying the legal rates. 62. How often is it necessary to dredge at that pier, in order to main- tain twenty feet water? Every second year. 63. What is the annual deposit of mud? Probably two feet. 64. What is the cause of deposit? Principally from the sewers and the wash of the streets. Another cause is from dumping rubbish from houses and factories into the slips, at night. Rubbish is also thrown in from vessels. 65. What is the expense per cubic foot for dredging in twenty feet water? One half cent per cubic foot. 66. Does that include the removal of the material dredged? It does. 67. Where is it deposited? In the stream. 68. Does it not wash into the adjacent slips, or be deposited in the lower parts of the harbor ? Probably in the lower parts of the harbor. 69. What is the character of the material dredged ? Generally a compact firm mud. 228 New York Harbor Commission Reports. 70. Doos it injure vessels to bo imbedded or rest in it"? Probably not, if they are .supported by it their entire length. 71. What is the pnictice of steamboats in disposing of cinders'? It is thrown into the riven* just before they approach the docks. Sometimes it is thrown into the docks. 72. Is it the practice of the corporation to grant the privilege of the ex- clusive use of their docks to lessees, or merchants, while private owners of docks have not that power ; and is this deemed onerous on the private owner? It is. The corporation oftentimes lease for the exclusive use of a merchant, or steamboat company the one half of a vv^harf which they may own, while the other half, OM^ned by a private individual, can obtain only the wharfage rates fixed by law — the corporation receiving, probably, three times as much as the private owner. 73. How are cai-goes discharged on the piers of which you are wharfin- ger? ChieHy by horse power. 74. How long will the flooring of a wharf, when thus used, last ? It will require sheathing in three years. 75. How long will the flooring last when manual power only is used? About five years. 76. What is the usual number of horses employed on a wharf five hun- dred feet long, in hoisting out cargoes, when the wharf is fully occupied ? In good weather, when all the vessels are discharging, five or six horses. 77. Do horses thus engaged injure a wharf more than when drawing loaded carts over it? In general, they do ; but the chief cause of injury is, that a horse employed in discharging, travels backward and forward con- tinually in an area of fifty feet ; thus, in a short time, wearing away that part of the wharf. 78. What is the cost per lineal foot to sheath a wharf forty feet wide, and what is the material used ? The material is four-inch pine or spruce plank, and the cost is about thirteen or fourteen cents the superficial foot square.. 79. Would the wharf owner prefer to have his wharf covered with a l ouf ? I think not. 80. Would it not be a great protection to merchandise landing ? It would. 81. Does the sea-worm commit serious ravages in the timber of which wharves are constructed? It did formerly ; I think not so much now. 82. Do you know why they are less destructive than formerly? I pre- sume it is attributable to the foul water and filth discharged through the f-ewers, and to the refuse of the gas factories ; because in clear water they are now as destructive as formerly. 83. Which, in your opinion, is the better mode of imposing a wharfage tax, on the ship or cargo ? I think the cargo ought to pay it. 84. For what reasons ? Because the owners of the goods have the ben- efit of the wharves. If it were not for the wharves, goods would have to he bi'ought ashore by lighters. 85. Would not the tax, when imposed on the cargo, involve much more trouble and expense in its collection, than if imposed, as now, on the ves- sel ? Yes. 86. If the whai-f owner receive a satisfactory 'compensation for the cap- ital invested in his wharves, is it not a matter of indifference in which form the tax be levied ? Yes. New York Harbor Commission Reports. 229 87. Can you state any instance in M-liich tlic present wharfage law is defective, aside from the alleged inadequate rates of wharfage ? A schooner of two hundred tons will occupy, in consequ(>nce of its gi eater proporlion- ate length, nearly the same space as a ship of double her tonnage, and yet will pa}' one th rd less the wharfage, I am of opinion that it would be more equitable to establish wharfage rates in reference to the lineal feet occupii d by a vessel along a wharf, rather than continue the practice of determining the tax by the tonnage of a vessel. Frauds are constantly practised by owners of vessels arriving from other states, by having the tonnage of their vessel less than they actually measure. Ordinary vessels also cai ry more tonnag *- than their registers indicate, an.d wharfage rates are paid according to registered tonnage. Again, a j)ier occupied by small vessels, is subject to as much wear and tear as if occupied by ships paying more wharfage. Thus a coasting vessel will discharge all her cargo in two days, and pay a trifling wharfage, while a large ship, paying double the wharfage, can discharge no more in the same space of time, so that the re- moval of the goods by carts, in both cases, occasions the same wear of the wharves. 88. Are the wharfage laws defective in respect to lighters? The wharf- age on lighters is altogether inadequate. Frequently a lighter will dis- charge her cargo at the end of a long pier, and the tax will not defray the injury done to the wharf by carting her cargo over it. 89. If a wharf be encumbered by merchandise, what is your remedy ? We have no remedy, in fact. The wharf owner may store merchandise encumbering a wharf, but he has no power to sell it. 90. Is the law for the collection of wharfage defective ? It is, there is practically no law for the collection of wharfage — if the captain of a vessel is indisposed to pay, the debt is abandoned. 91. Can you not recover from the owner or consignee % Yes, but I speak of small sums due from transient vessels or vessels consigned to the captain, yet if they should on a return voyage come to the dock, there is right on the part of the owner of the wharf to prevent them. 92 Do you know if unauthorized charges are made by public officers for obtaining berths for vessels? I have frequently had complaints from captains of vessels of such charges being made, captains have demurred to paying wharfage on the ground that they have paid to harbor masters for the berths which they have obtained. 93. Do you know if these complaints are general, or are they confined to certain disiricts ? In some districts I believe that the harbor masters very frequently exact and receive pay for wharf accommodations above the sum allowed by law, judging from the complaints I have heard to that effect. 93 1 . Do you know if any exactions from captains or owners of vessels by harbor masters or either of them ? I do not know of any within my own knowledge, but I have heard of many cases of such exactions 94. Is the practice you refer to well known and notorious? It is. 95. Why do masters and owners comply with the demands of the harbor masters when illegal? Because owners in that way acquire facilities for lading and discharging cargoes which they otherwise could not obtain. 96. By obtaining these facilities, is injustice done to other owners and masters of vessels who do not comply with the illegal demands of_ the har- bor masters? Frequently. 230 New York Harbor Commission Reports. 97. ' Are the dock-masters of the corporation charged with the same practices? I believe they are. 98. Are vessels frequently detained in outside berths where they cannot discharge their cargoes from want of room in the lower parts of the city ? Oftentimes a week or ten days. 99. Is merchandi?e ever landed at night by lighters to escape wharfage? They frequently land cargoes at night, and the wliarfiige is lost. 100. Would an increase of the rates of wharfage and a charge on prop- erty delivered on and shipped from the wharves, if kept below the charges of other American ports, affect injuriously the commerce of the city? It would not in my opinion. I was long interested in ships in the New Orleans trade, and kept the run of freights to different ports, and I have known freights to be five cents per barrel, on pork and beef, higher to Boston than to New York, although the wharfage tax on these articles in Boston was three cents per barrel, while in New York there Wv^ re no wharf charges, and this was evidence to me that wharf charges have no influence on the destination of goods. 101. Can you suggest any mode by which the dock accommodations of the city may be increased ? By giving the wharfinger the power to remove goods deposited on tlie wharf within a short period of time after landing. If this were done, it would considerably increase the ability of vessels to receive and discharge their cargoes. 102. Do the present rates of wharfage afford a sufficient com; ensation to the wharf owner for the capital invested in this description? I do not know what the first cost may have been, but I think there is not sufficient compensation. 103. Of the piers of which yot. are wharfinger, is the annual revenue a satisfactory compensation ? In general it is not. I think none pay an equitable compensation — some piers, however, pay more than others of equal dimensions, though adjacent. 104. What is the cause of this disparity ? It is attributable to the ex- ercise of the power which harbor masters possess of berthing vessels where they think proper, in consequence of which some piers arc more generally occupied by large vessels, which pay best. 105. Would a differential rate of wharfage, according to the depth of water at the several piers, tend to relieve the pressure for room, thus fixing a certain rate at a pier where there is 10 feet, and establishing a somewhat higher, where the water is 20 feet? I think it would be an equitable arrangement. 106. Would not such a tariff incite the owners of piers to deepen the slips where there is an inadequate depth for large vessels? It would. .07. Is not the expense of constructing piers in deep, much greater than in shallow water, and ought not the wharf owner to have compensation for this increased expense? It is greater, and the wharf owner ought to be compensated for it. Stephen A. Frost. April 23, 1856. Mr. Frost, being further examined, says : The piers 16, 17, and half of 18, East river, have a front of 447 feet 6 New York Harbor Commission licports. 231 inclies, and are about 470 feet in length, giving ai\ area of 210,100 square feet, wliich produces a gross revenue of 812,000 or thereabouts, giving about G cents to the square foot. A t^tore and lot on South street in front of the said piers, which covers jin area of 25 bj 75 feet, being 1,875 square feet, produces a gross income of S2,500, which ^ives 5?>1 33 to the square foot ; said store can be built for the sum of §6,000 ; the lot cost nothing, except the expense of making the bulkhead or street in front, and filling in bfihind with earth. The bulk- head could be built for §70 per lineal foot, which would give for 25 feet the sum of $1,750 ; the filling in with earth costs nothing in the lower wards ; on the contrary, a premium is frequently paid for the privilege, thus showing the cost of the store and lot to be ^7,750- The expense of keeping the store in repair would be very small, compared with the cost of dredging the slip, and keeping the piers in repair. I also submit the following statement of the cost of piers, and the revenue derived therefrom, which are under my charge. COST OF PIEES AND REVENUE DERIVED THEREFROM.. Piers Nos. 16, 17, and one half of 18, East Bivei\ icith Bulkheads between — 447 feet 6 inches. Year. Gross income. Expeusc?. TJot income. RemiirKs. 1851 .... $11,992 04 82,831 32 $9,160 72 Taxes of 1851 . . . . v6S0 98 1852. .. . 12,673 12 2,979 24 9,693 88 do. 1852 . . . 717 33 1853. . . . 10,263 87 2,858 78 7,405 09 do. 1853. .. . 915 23 1854.... 10,394 37 5,094 62 5,299 75 do. 1854. . . 782 82 1855. . . . 11,427 5G 2,509 25 8,918 31 do. 1855. ... 893 07 The average net income of the above piers, for five years, is §8,095 55. The expense of dredging the slips, which is not included in the above list, amounted to 5,058 75. The assessed value of the above piers, upon which the taxes are levied, is §75,000. The taxes for 1856 are upwards of §1,000. Piers No. 19 and 20, East River — half of each Pier, with Bulkhead between — 274 feet 9^- inches. Year. Gross income. Expenses. I'o.t income. Remarks. 1852. . . . 1853. . . . 1854. . . . 1855.... 84,143 57 4,561 39 4,691 96 4,800 79 $1,072 92 701 96 807 63 991 77 $3,070 65 3,859 43 3,884 33 3,809 02 Piers were extended in the early part of 1852, the private owners paying two thirds of the expense. The slip between the above piers was dredged in 1855 at a cost of $1,991 25, which is not included in the above Ust of expenses. Pier No. 20 s in bad condition, and requires a large outlay to put it in order. The above list of expenses includes only surface repairs on the old portion of the piers. 232 New York Harhor Commission Reports. Pier. 21^ and one half of Pier 20)^ with the Bulkhead between — 286 feet 7 inches. Year. Gross income. Expenses. Net income. Remarks. 1853.... 1854.... 1855.... 15,662 13 6,756 56 6,554 70 $879 16 1,121 18 1,136 49 $4,782, 97 5,635 38 5,418 21 Cost of dredging slip, $1,713. Pier No. 26 is in bad condition, and requires a large outlay to put it in order, which, with the cost of dredging, materially reduces the net in- come. The above list of expenses includes only surface repairs on the old portions of the piers, and nothing for the extension, it having been recently built, but is now beginning to wear out, and will soon require large surface repairs, vdiich will still further reduce the average net income ; and finally owing to the perishable nature of the piers, the whole requires to be re- built ; and without a material increase to the present rates of wharfage, the piers cannot be kept in proper order. Pier 28, East River. Gross receipt?. Expenses. Net receipt.^. From August 1, Do. 1, Do. 1, 1853 to August 1, 1854 do. 1, 1855 do. 1, 1854 . . . 1855 . . . 1856 . . . $4,013 79 3,538 22 3,560 25 $1,748 12 690 09 775 80 $2,265 67 2,848 13 2,784 45 Average net receipts for the above three years, or since the extension of 210 feet, is $2,632 75. Pier 28, E. R. , is about 460 feet long, which, at $50 per run- ning foot, gives , $23,000 00 The bulkhead is 158 feet 6 inches, which, at $60 per running foot, gives 9,510 00 Total estimated cost of pier and bulkhead . . $32,510 00 Whicn has paid about an average of 8 per cent., not including dredging and extraordinary repairs. The estima'.ed cost of piers 16, 17, ana one half of 18, is at the rate of $50 per running foot, about $85,750. The estimated cost of piers 19 and 20 E. R., or rather two thirds of the same, which the owners have to pay with the bulkhead belonging thereto, at the rate of $50 per running foot, amounts to $49,000. The estimated cost of pier 27 E. R., is $26,500 00 Do. do. of i pier 26 do., is 12,000 00 Do. do. of bulkhead, is 17,200 00 $55,700 00 Neuj York Harbor Commission Reports. 233 108. Wliat constitute the expenses in the tabular statement you have submitted? The annual taxes, surface repairs, and commissions, except in 1854, for piers 10, 17 and 18, in which are included the expense of putting new planking and string pieces on pier, which amounted to about $3,000. 109. By surface repairs, do you mean repairing the floormg of the piers ? I do. 110. What does that amount to per annum on a pier? About five to six hundred dollars. 111. How often is it necessary to lay down new flooring and string pieces for the whole length of a pier ? Every fifteen years. 112. How often is it necessary from the decay of a pier to rebuild it? I should thir.k every 30 years. 113. Will the expense of rebuilding the pier be equivalent to its first cost? It will not. 114. What is the process of renewal ? Driving piles close around the old structure. 115. What will be the cost of renewal ? About twenty dollars the run- ning foot. 116. Will the new structure last as long as the old pier if the latter were built of cribs and bridges ? Perhaps not quite as long. 117. Are decayed vessels often abandoned by their owners at the wharves ? They are. 118. When a vessel is sunk or abandoned at a wharf, whose duly by law is it to remove her ? The wharf owners maintain that it is the duty of the owner of the vessel or of the corporation, in case the owner cannot be found or is irresponsible, but I do not know that there is any law on the subject. 119. In the event of the owner being irresponsible, or if he cannot be found, does the corporation remove the sunken vessel? There appears to be no rule on the subject ; sometimes they do, and at other times they refuse. 120. If the corporation refuse, at whose expense is the vessel removed ? At the expense of the wharf owner. 121. Ttien the wharf owner, besides losing the wharfage on the abandoned vessel, is subject sometimes to the expense of removing her? He is. 122. Wliat is the expense of removing a sunken vessel of 200 tons ? From a thousand to twelve hundred dollars. Stephen A. Frost. New York, \Q>th August^ 1856. Stephen Roberts, being examined, says he is a wharfinger and lessee of wharves from the corporation of New York, and from private owners ; lives at 308 South street. 123. How long have you been a wharfinger? About three years. 124. How long have you been a lessee ? About two years from private owners, and three } ears from the coi-poration. 125. AVliat rent do you pay to the corporation for wharves you hire? Four hundred dollars for one side of one wharf. 234 New York Harbor Commission Reports. 126: Where is tliat wharf situated? Foot of Jackson street, E. R., N. Y. side. 127. What is the revenue derived from that wharf ? The revenue is about the same that I have paid, but I expect to get more by letting it to a private individual. 128. Of what wharves are you wharfinger? Nos. 50 and 52 East river. 1 29. What did those piers cost ? About $16,000 each. 130. What are their dimensions? About 40 feet in width and 212 feet in length. 131. What depth of water are they in? At the bulkhead about 16 feet low water, and at pierhead about 30 feet. 132. What is the amount annually collected from each ? About $4,000 per annum from both, with the bulkhead. 133. How long is the bulkhead ? 198 feet,. 134. Have you become the lessee of this property ? I have. 135. What have you agreed to pay per annum ? Three thousand six hun- dred dollars per annum, and probably the expense of a portion of dredging and repairs if they are necessary. 136. What is the capacity for the accommodation of vessels of these wharves? Of the largest class of vessels, 10,000 tons. 137. What is the usual amount of tonnage at those wharves ? There is 4,950 tons lying there now, and this is a large average amount of tonnage accommodated ; the daily revenue has raised from seven to twenty-two dol- lars ; the amount I am now receiving is sixteen dollars. 138. To what expenses are the wharves subject? To no other than city property generally, except that they are cleaned by the wharf owner or lessee, in my case I pay for cleansing, and also the taxes on the docks. 139. How long will the flooring of a wharf last where horse power is used to discharge cargoes ? About five years. I 10. AVhat description and size of timber is used for flooring? About three or four inches. The timber is either hemlock or pine. 141. How often is it necessary to dredge the slip between the piers No. 50 and 52 ? About every ten years. 142. AVhat is the expense of dredging the slip ? It cost to dredge it about five years since one thousand dollars. Stephkn Roberts. New York, April 20, 1856. William Denniston, being examined, says he is a wharf owner, 143. AVhat wharves do you own? I am joint owner with my brother Thomas Denniston of pier No. 47, East river, and adjacent bulkhead. 144. What are the dimensions of the pier and bulkhead ? The bulkhead is 144 feet in length ; the pier is 40 feet wide and about 350 fieet long. 145. AVhat was the cost of ihe bulkhejul and pier? The bulkhead was built when I purchased the property, the pier cost to construct twelve thousand dollars. 146. AVas the pier built by you? It was. 147. AA'hat is the depth of water at the bulkhead at low water? Thirty- five years since it was about twenty fieet deep; it is now about five leet at New York Harhor Commission Reports. 235 low water ; when I built the pier in 1849 there was about nine feet at low water. 148. What is the depth of water at the pier h.cad ? About forty feet. 149. Was that the depth when you built the pier ? It was. 150. What was the cost to construct the bulkhead which you oAvn ? About ten thousand dollars. 151. Since you have constructed your pier have you been obliged to dredge ? I have not dredged but I shall soon be compelled to do so. 152. What is the cause of the tilling of the slips and basins ? The wash of earth and filth through the sewers and from the surface of the streets. 153. Is the dredging done at the expense of the owners of the piers and slips, or of the city authorities? At the expense of the owners. 154. Do you know what disposition is made of the material dredged ? It is carried into the river and there thrown in. 155. Is it not washed back into the adjacent slips ? It is to a greater or lesser extent. 156. Would terminating the sewers at the end of the piers tend to abate the evil of filling up the slips? It would diminish the evil. 157. Do the ravages of the sea- worm in the timber of the wharves seri- ously injure them ? Not so much as formerly. 158. To what do you attribute this diminution of the evil? To the dis- charges of the sewers and of factories being poisonous and destructive to the life of the worm. 159. What is your annual revenue from the bulkhe id and pier? Not over two thousand five hundred dollars. 160. Is your bulkhead and pier constantly occupied? It is not always occupied. 161. What is th^ capacity in tonnage for the accommodation of vessels? About twelve thousand tons. 1G2. What is the usual amount of tonnage at your pier? From three thousand five hundred to four thousand five hundred tons. 163. Are the wharfage rates adequate to the capital invested in them ? They are not. l(.-4. Which is the better form of imposing a wharf tax, on the ship or cargo ? On the cargo, as being more equitable and less burdensome. 165. What is the present value of your wharf and bulkhead? About fifty thousand dollars. 160. Can you suggest any modification of the present wharfage law that would be advantageous to the wharf owner and to the interests of connnerce ? I am of opinion that if the established rates were materially advanced, they would not be generally charged from the competition that would ensue among owners, and the business of the city thereby be promoted. 167. Do you know if unauthorized charges are made by public ofiicers for obtaining berths for vessels? I do not know of any of my own knowl- edge, but I have no doubt from the information I have received, that such is the case. I believe that captains of vessels and lessees of wharves both pay to obtain berths for their vessels and to secure the occupation of their wharves. 168. To what officers do you refer ? As I am informed, some of the harbor masters appointed by the state authorities and some of the dock masters appointed by the corporation. 236 New York Harhoi' Commission Iteports. 169. Can you sugn;est any modification of the present laws for the regu- lation of wharves'? I am of opinion that private owners of wharves ought to possess the power of leasing and giving exclusive privileges for the occu- pation of their wharves as is possessed now by the corporation, in respect to their wharves. 170. Would a differential rate of wharfage, graduated according to the depth of water, be expedient? I think it would. 171. Would not such a tariff incite the owners of wharves to increase the depth of water adjacent to them, and thus afford better accommodation for large vessels ? It would. 172. What in your opinion would be an equitable increase on the present wharfage rates? I submit herewith a table in reply to that question. Vessels under Present rate. Proposed rate. Advance per cent Vessels under Present rate. Proposed rate. Advance per cent 0\J \Aju.a .... 20 XyOOKJ tUllb . « . . $3.75 i?5.80 55 1 no " lUO .... 69 yj. \>u 0.80 30 1 4-00 " Xjtxjyj .... 3.87 6.00 55 150 " .... n 1^ \J. 1 o 1.00 33 ±frtO\J .... 4.00 6.20 55 200 0.87 l!20 37 1,500 " .... 4! 12 6.40 55 250 " .... 1.00 1.40 40 1,550 " .... 4.25 6.60 55 300 1.12 1.60 43 1,600 " .... 4.37 6.80 55 350 " .... 1.25 1.80 44 1,650 " .... 4.50 7.00 55 400 " .... 1.37 2.00 45 1,700 .... 4.62 7.20 56 450 " .... 1.50 2.20 46 1,750 " .... 4.75 7.40 56 500 1.62 2.40 47 1,800 " .... 4.87 A 60 56 550 " .... 1.75 2.60 48 1,850 " .... 5.00 7.80 56 600 " .... 1.87 2.80 49 1,900 " .... 5.12 8.00 56 650 " .... 2.00 3.00 50 1,950 " .... 5.25 8.20 56 700 " .... 2.12 3.20 51 2,000 " .... 5.37 8.40 56 750 " .... 2.25 3.40 51 2,050 .... 5.50 8.60 56 800 " .... 2.37 3.60 52 2,100 " .... 5.62 8.80 56 850 " .... 2.50 3.80 52 2,150 " .... 5.75 9.00 56 900 " .... 2.62 4.00 52 2,200 '« .... 5.87 9.20 56 950 " .... 2.75 4.20 53 2,250 .... 6.00 9.40 56 1,000 " .... 2.87 4.40 53 2,300 .... 6.12 9.60 57 1,050 " .... 3.00 4.60 53 2,350 " .... 6.25 9.80 57 1,100 "... 3.12 4.80 53 2,400 " .... 6.37 10.00 57 1,150 " .... 3.25 5.00 54 2,450 .... 6.50 10.20 57 1,200 " .... 3.37 5.20 54 2,500 " .... 6.62 10.40 57 1,250 " .... 3.50 5.40 54 2,550 " .... 6.75 10.60 57 1,300 " .... 3.62 5.60 54 2,600 " .... 6.87 10.80 57 2,650 " .... 1 7.00 11.00 57 Advance of twenty per cent, for every fifty tons additional. 173. You state that in your opinion the wharf tax ought to be imposed on the cargo and that this mode would be more equitable and less burden- some — will you be pleased to state your reasons for this opinion? Under the present system it is not the interest of the wharf owner to facilitate the business on liis wharf, on the contrary it is to his interest if vessels be lying there that they should not be engaged in lading or discliarging cargoes. In the absence of any change in our wharfage law? no improvements will be made in our wharves, nor anything done that will facilitate the transaction of business upon them, the owners will live on in daily apprehension of New York Harbor Commission Beports. 237 their property being destroyed by the overloading of the wharves with iron and other heavy merchandise cau.-ing thtni to settle, and in some instances, to break down. In witnessing the wanton destruction and damage to their wharves by the throwing out of iron and other artick^s upon their wliarves, and the use of horses sharp sliod, in loading and unloading vessels, causing more injury in most cases to the wharves than the wharfage received would make good again, they will as heretofore, some of them, make it to the in- terests of the harbor masters to send their most profitable vessels to their wharves while the same vessels' agents will be also paying ihern (in addi- tion to the harbor master's legal fees) about an equal amount to the wharf- age afterward paid the wharf owner for placing these vessels in the berth, causing dissatisfaction to owners abroad of ships entering this p(jrt, who cannot understand why one vessel's account of disbursements should con- tain an item of fifty dollars gratification money in obtaining a berth to dis- charge, another sixty dollars, and another seventy-five dollars, and so on up to one hundred and fifty dollars, for placing a vessel in a favoiite berth for the reception of freight. Wharf owners will continue to put all the obsta- cles they can in the way of loading and unloading vessels, or at any rate they will do nothing to facilitate these objects. Tiiey will on the contrary endeavor to keep vessels at their wharves unemployed in preference to those having cargoes to discharge or load. 174. Are the exactions of the harbor masters to which you refer noto- rious 1 They are. 175. Are the same complaints made against the dock masters of the cor- poration ? They are. 176. Do you know of any such exaction by harbor masters or corpora- tion dock masters, within your own knowledge ? I do not. 177. How have you derived your knowledge of such exactions ? From the statement of respectable merchants and other credible persons who have stated that they had actually paid them either directly or indirectly. 178. Will you mention the names of your informants? I decline to an- swer that question. New Yokk, April 26, 1856. Wm. Dexnisfon. Edward Minturn, being examined, says he is a wharf owner. 179. How long have you been a Avharf owner? Fifteen years. 180. What wharves do you own ? I have had charge of pier 28 and am interested in pier 29 East river. 181. What did these wharves cost? I do not know the original cost, but the cost of their extension was, of pier 28 $11,250, and of pier No. 29 $1 1,118. 182. What were the dimensions of the extensions ? Pier 28 two hundred and ten feet by thirty-two feet wide, pier 29. forty feet wide by two hun- dred and twenty feet long. 183. Is the compensation you derive from these wharves sufBcient for the capital invested ? The revenue from both of the wharves is not sufficient re- turn for the sum laid out in extending them to defray the expenties of repairs as will be seen by the statement I now submit 18-4. Would the imposition of port charges in New York, if kept below those of other American ports, tend to divert commerce from this city ? No. Commerce is so well established that an increase of port charges, even higher than other ports, cannot divert it. 238 New York Harbor Commission Reports. Statement of Wharfage collected from Pier No, 28 East River, from May 1, 1844 to February 1^ 1856. May 1, 1844, May 1, 1845, May 1, 1846, May 1, 1847, May 1, 1848, May 1, 1849, May 1, 1850, May 1, 1851, May 1, 1852, Feb. 1, 1853, Feb. 1, 1854, Feb. 1, 1855, to May to May to May to May to May to May to May to May to Feb. to Feb. to Feb. to Feb. 1845. 1846. 1847. 1848. 1849. 1850. 1851. 1852. 1853. 1, 1854. 1, 1855. 1, 1856. Collections. ^1,855 23 1,972 02 2,243 15 2,495 23 2,578 27 2,577 20 2,642 38 2,621 61 1,719 17 2,802 90 3,923 53 3,341-85 In 1845, expense repairing wharf 11,984 90 1846, expense dredging slip 1,009 41 1853, expense extending pier 11,250 00 Expenses $323 88 $1,531 35 334 23 1,637 79 366 95 1,876 20 409 63 2,085 60 713 38 1,864 89 679 18 1,898 02 557 59 2,084 79 546 69 2,074 92 504 08 1,215 09 1,479 49 1,323 41 1,760 19 2,163 34 730 88 2,610 97 $22,366 37 14,244 31 Net revenue for 11 years and 9 months $8,122 06 Up to February, 1853, the pier was two hundred and forty-eight feet long — bulkhead one hundred and fifty-eight feet six inciies long. Since that time it has been four hundred and fifty-eight feet long — bulkhead one hundred and fifty-eight feet six inches long. Owners of above [)ier, John C. Cruger. J. Thos. Walsh. B. Van Bok- klin, Estate of B. G. Minturn. Edward Minturn, Executor. New York, April 23, 1856. The above will be certified under oath, if required, by S. A. Frost, wharfinger, or any of the above owners. 185. Are there sufficient wharf accommodations in this city ^ 1 think not. 186. In what respect are they defective ? There is not sufficient space. 187. Do you mean that all the wharves are fully occupied ? Tiiey are. 188. Are the piers on both rivers as far as erected fully occupied? Tliey are. 189. Can you suggest any mode of increasing the wharf accommoda- tions ? I do not know of any mode. 190. What is the comparative net income from wharf property and con- tiguous upland property facing the wharf? So far as the wharves I own, only can I speak with certainty. I received for two stores fronting pier 28, twenty feet front, each three thou.'?and dollars, while for a bulkhead of for- ty-nine feet eight inches and a pier four hundred and fifty-eight feet long by thirty-two feet wide, 1 received as my proportion, about one third, from 1st February, 1855, to 1st February, 1856, ^818 16. Neio York Harbor Commission Reports. 239 The stores cost about S4,500 each, and the bulkhead and wharves refer- red to 5*'37,310, thus the bulkheiid cost §11,0 iO, the original pier two hun- dred and Ibrty-eight feet long, §15,000, and the extension two hundred and ten feet J:^! 1,250, the total income from tlie pier and bulkhead of one hun- dred and Hl'ty-eight feet six inches was during the past year $2, GOO. 191. What is the capacity of the pier and bulkhead for the accommo- dation of vessels? About twelve thousand tons. EdWAP.D INIlNTURN. Samuel V. HolFman, being examined, says, he resides at 202 Fifth av- enue, and is a wharf owner. 192. What wharf property do you own ? I own parts of piers and bulk- heads Isos. 16, 17, and 18, East river, extending from Wall street to Maiden lane, parts of piers No. 26 and 27 East river, also bulkheads in tht; upper part of the city on the North river, which are not yet completed. 193. What proportion of 16, 17, and 18, do you own ? Tlie proportion of fourteen feet nine inches to four hundred and forty-seven feet six inches of the bulkheads, and tlie same proportion of the piers, or about an interest of three per cent, of the whole property. 19-1:. How much did you pay for this property and when ? I bought it for 13,000, in May, 1853. 195. Wliat revenue have you d'.'rived from this property ? I submit the following statement of the expenses and income I have derived from it. May, 1853, I purchased an interest of fourteen feet nine inches in the bulkhead (of four hundred and forty-seven feet and six inches), and piers 16, 17, and 18, East river, between Wall street and Maiden lane, for which I paid in ca>h $3,000. The bulkhead and piers, except No. 16, were in ordinary good condition. The averiige depth of water then about ten feet ; in the fall of 1853, about $3,000 was spent in putting a new top on pier 16. The slips were dredged out in 1855, and the average depth of water is from eighteen to twenty feet. Pier No. 17 now requires some repairs. I have received as follows : 1853, August, for quarter's income $63 00 November, nothing, all for repairs 1854, Feb'y, do do May, received 80 60 August, do 64 88 Nov., do 57 90 1855, Feb., do 88 02 May, do 76 94 August, do 57 95 1855, November, nothing dredging out 1856, February, do do May, estimated about 6iJ 00 For three years ?549 20 Being a fraction over six per cent. I consider these piers and bulkhead, and this location, as good as anv in New York. 1!)6. What are the dimensions of the bulkhead and piers No. 26 and 27, an I w!:ero are thoy situated ? One pier is at the foot of P<'ck slip and 240 New York Harhor Commission Reports. the other at the foot of Dover street, the bulkhead being between these points ; the entire length of the bulkhead I do not recollect, the piers are from three hundred and fifty to four hundred feet in length. 197. What did you pay for this property? I paid for forty-two feet lineal measure of the bulkhead and for the interest in the piers which that distance of the bulkhead bears to its whole length, $5,400. 198. What is the length of the bulkhead? I think about two hundred and forty feet. 199. When did you purchase this property and at what price? This spring at $5,400. 200. Have you derived any revenue from it? None yet. 201. Do you know the amount of tonnage the area you have purchased an interest in will accommodate ? I do not. S. V. Hoffman, May 1, 1856. Albert Woodruff, being examined, says he is a resident of Brooklyn. 202. Are you a wharf owner? I am, of wharves in Brooklyn. 203. How long have you been a wharf owner? Since 1847 or '8. 204. What wharves do you own? The wharves from the foot of War- ren street to Congress street, Brooklyn. 205. Are you also a merchant? I am, having dealt in salt and fish for thirty years. They are bulky articles of freight, and are exchanged here for all parts of the United States. 206. Of what are your wharves built and how constructed ? Tlicy are built of timber in the form of cribs filled with stone and connected by bridges. 207. What is the distance between the cribs? For about one l.undred and fifty feet from the bulkhead to the first crib or block the wharf is built on piles and thence by bridges connecting with the cribs which are twenty feet apart. 208. What is the length of the piers? One is about two hundred and sixty feet, the other about three hundred and eighty feet in length. 209. What is the depth of water? At the bulkhead six or seven feet low water, and at the end of the longest pier twenty-six feet at low water. 210. Did you build these piers? I did. 211. In what year? In 1853. 212. What was their cost? They cost twenty-two thousand dollars. 213. What is the usual mode of discharging cargoes at your piers? By hor?e power. 214. How long will the flooring of a pier last where horse power is used to discharge cargoes? I have not had sufficient experience to deter- mine. 215. How long will a pier subject to ordinary use last Avithout repair, above high water? I have been assured that a pier will last without repair except the flooring, above high water for seven years, but I have no per- sonal experience on the subject. 216. How long before it will require repairs below low water? The old docks that existed where I erected the present structures were perforated by the worms, so as to be honeycombed. They had been built probably six- teen or seventee n years. 217. AVhat are the relative rates of wharfage in this and other ports of New York Harbor Commission Beports. 241 the United States? The rates of wharfage in this port are tliree times as cheap as in Philadelphia, eight times as cheap as in Baltimore, ten times as cheap as at Charleston or Savannah, twelve times as cheap as at Boston, Providence or any of the Eastern ports. 218. Which do you regard as the preferable mode of levying a wharfage tax, on the vessel or cargo ? I am of opinion that the present tax on the ship should be retained, and that a further tax should be imposed on the cargo. 2 1 9. State your reasons why the tax ought to be divided between the ship and cargo. Because a slight tax on merchandise could not be oppres- sively felt, while a remunerative tax on the shipping of the port would be seriously detrimental to a single interest of commerce, the interest of ship owners. 220. Would not a tax on merchandise be attended with delays in its col- lection, vexatious and troublesome, both to the wharf owner and consignee of the merchandise ? No, for it would be collected with the freight bills. 221. Have you been obliged to dredge your slips? I have now con- tracted to have them dredged. 222. What depth of water was at your bulkhead when you built your pier? Twelve to fifteen feet where now there is but six feet. 223. To what do you attribute tliis filling? The wash of the streets and the offal from houses. 224. Has any mode been suggested l)y which this evil may be corrected ? In the city of New York it might be remedied to a great extent by carrying out the sewers to the ends of the piers, instead of permitting them to empty into the slips, but if permitted still to empty into the slips they ought to be dredged at the expense of some other than the wharf owner. 225. When a slip is dredged where is the mud deposited ? Some of it is taken to Long Island for manure, but the general practice is to carry it a short distance into the river and there deposit it. 226. Will not the mud thrown into the streams be carried into adjacent slips by the tides? Yes, or form deposits in the channels to the injury of navigation. 227. Do you deem the present law regulating the rates of wharfage de- fective, and if so in what respects ? It has forbidden the owners of wharf property to take any sufficient compensation for the use of their property. They have, therefore, done what they could to fill it up and thus appropri- ate it to other purposes for which it was wanted, and for which no law f.)r- bade them taking a compensation governed by demand and supply. 228. Plave the wharf owners brought the subject before the legislature for revision? They did again and again, but the interest of the : tate, of the country and of the commerce of the world was apparently against the interests of two hundred wharf owners, and they were always opposed and defeated with contempt as wealthy beg