28th Congress, 
 1st tSessioii. 
 
 Doc. No 53. 
 
 Ho. of Reps. 
 
 War Dept. 
 
 SURVEY OF HUDSON RIVER. 
 
 LETIER 
 
 FROM 
 
 THE SECRETARY OF WAR, 
 
 TRANSMITTING 
 
 ilepoTt of Colonel of Corps t)f Topographical Engineers, relative to the 
 exammai 'wn and survey of the Hudson river^ 
 
 January 18, 1844. 
 Read, and laid upon the table. 
 
 War Department, January 15, 1844. 
 
 Sir: In answer to a resolution of the House of Representatives of the 
 10th instant, requiring the Secretary of War to transmit to the House of 
 Representatives " a copy of the report of Captain Hughes, of the corps 
 of topographical engineers, of the examination and survey made du- 
 ring the last season, of the Hudson river above and below Albany, with 
 reference to the navigation, and of the public works connected with the 
 improvement fhereof," 1 respectfully transmit, herewith, a report of the 
 Colonel of the Corps of Topographical Engineers, embracing all the in- 
 formation required. 
 
 Very respectfully, your obedient servant, 
 
 J. M. PORTER. 
 
 Hon. J. W. Jones, 
 
 Speaker of the House of Representatives. 
 
 Bureau of Topographical Engineers, 
 Washington^ January 15, 1844. 
 Sir: 1 have the honor of transmitting, herewith, a copy of the report 
 of Captain G. W. Hughes, of the corps of topographical engineers, of 
 his survey and examination of the Hudson river ; called for by a resolu- 
 tion of the House of Representatives of the 10th instant. 
 Very respectfully, sir, your obedient servant, 
 
 "J. J. ABERT, 
 Colonel Corps of Topographical Enginee rs. 
 
 Hon. J. M. Porter, 
 
 Secretary of War. 
 
2 -Vr'^r Doc. No. 53. 
 
 Albany, N. Y., Nove?pber 30, 1843. 
 
 Sir: I have the honor to lay before you the following report on the 
 present condition of that portion of the Hudson river embraced between 
 Troy and New Baltuxiore, and of the public works erected for the im- 
 provement of its navigation. 
 
 This report is accompanied by — 
 
 1. Six sheets of charts, on a scale of 12 inches to one mile, exhibiting, 
 in much detail, the bed of the river; the number, size, and relative posi- 
 tion of its numerous islands, shoals, and bars ; the depth of water over 
 the shallows, at ordinary low tide ; the direction and velocities of cur- 
 rents at various points, at different stages of freshets and tides ; and the 
 position, extent, and dimensions of the jetties, piers, and dams which 
 have been completed, and of those which are proposed for future con- 
 struction. 
 
 2. A chart of the same section of the river, on a like scale with the 
 above, from a survey by John Randall, jr., in 1819. 
 
 3. The journal and field-notes (in dupUcate) of the recent survey. 
 
 In connexion with this subject, there are also on file in the Topograph- 
 ical Bureau, charts from a survey by De Witt Clinton, in 1831 ; a re- 
 port (with a sketch of the river) by a special board of engineers, dated 
 December 27, 1834; several charts of the river between Troy and Van 
 Wie's point, from surveys by Captain Brewerton, at difierent times, from 
 1835 to 1839; and the annual reports of the officer in charge of the im- 
 provement, to the period when further operations were suspended, in 
 1839. 
 
 We are thus furnished with the means of comparing results obtained 
 by our recent surveys, with those that had been previously collected ; 
 tracing the various changes and modifications which have taken place in 
 the condition of the river since 1819; and of ascertaining, with some 
 degree of accuracy, the laws which regulate the formation of bars in this 
 portion of the Hudson, and the effects which have been produced by the 
 works heretofore erected for the purpose of removing these obstructions, 
 and preventing their future accumulation. 
 
 Although fully aware of the many difficulties which must necessarily 
 attend the attempt to improve the natural bed of any river, and being duly 
 impressed with the importance and responsibility which attach to such a 
 proposition, I feel that the question, in the present instance, may be ap- 
 proached with less of diffidence and distrust than in ordinary cases, since 
 ^e may avail ourselves of the actual experience gained on these Avorks, 
 and of the numerous facts, relating to the subject, which have been col- 
 lected by intelligent observers during a range of more than twenty-four 
 years. 
 
 The obstructions to the navigation of the upper portion of the Hudson 
 river seem to have attracted public attention at an early period after the 
 Revolution. The State of New York at last took the matter in hand, 
 and made a beginning by an appropriation of money, in 1797; between 
 which time and the year 1818, it had expended, on a system of jetties or 
 wing-dams, including the sloop-lock and dam above Troy, the sum of 
 $148,707 94, besides private subscriptions to a considerable amount. 
 
 It is stated in a report of a committee of the New York House of As- 
 sembly, in 1818, that three plans had been suggested for the rivef im- 
 provement, viz : 
 
Doc. No. 53. 
 
 3 
 
 1. By the erection of piers or dams, as recommended by Mr. Moore, 
 Mr. Beck with, and the commissioners for improvin": the navigation. 
 
 2. By projecting diiies or jetties, as adopted by IVlr> Golborne, in deep* 
 ening the river Clyde, in Scodand. 
 
 3. By constructing an independent canal, on the principle of Mr. 
 Genet. 
 
 Of these three plans, the second seems to have been preferred; and to 
 this unfortunate selection the formation or increase of many of the re- 
 cent obstructions to the navigation are plainly referrible. 
 
 The temporary advantage which had been derived from the execution 
 of a similar plan in Scotland, was the probable cause of its application to 
 the Hudson. 
 
 About the year 176S, Mr. John Golborne, an eminent civil engineer, 
 was employed by the city of Glasgow to devise a plan for the purpose of 
 deepening the river to Greenock, 24 miles below the city; which he sub- 
 sequently effected by means of jetties projecting from the river-shore at 
 right angles to the banks, on either side, and placed at short distances 
 from each other along the whole course of the navigation. These jetties 
 were not intended as the ultimate means of improvement, but only as 
 auxiliary thereto, by collecting the earth and gravel brought down by 
 successive floods; which thus furnished a considerable portion of the 
 materials for the final constructions, free uf the expense of carriage. Be- 
 sides this, persons were employed to drag or dredge out the channel, and 
 to place the matter thus removed behind the projecting piers. By this 
 process, the river was contracted to nearly the half of its original width, 
 and an increase of about four feet in depth was the consequence. Re- 
 cently, the improvements on the Clyde have been completed by connect- 
 ing together the outer extremities of the jetties with longitudinal dikes ; 
 thus creating a very nearly uniform width to the river, and producing a 
 near approximation to a uniform slope of the bed, by means of dredging, 
 and permitting the deep holes to fill up, to a certain depth, with sedimen- 
 tary deposites.^ 
 
 * it appears from ihe report of Mr. John Smeaton, (September 3, 1755,) on the condition ot 
 the river Clyde, ihat the rise of iide at Gia-gow was only 1 foot 9 inches; while at Port Glas- 
 gow, 18^ miles below, it was 11 feet — fhe ditlerence between these being 9 feet 3 inches. But, 
 .since the improvernenis have been finished, and the shoals removed, it has been ascertained 
 that the present rise of tide at spring-tides at Glasgow, averages 8 feet 6 inches; and that the 
 difference between the ordmary tides at Glasgow and Port Glasgow is, consequently, '2 leet t^. 
 inches, in place ol 9 feet 3 inches, as in 1755. 
 
 Mr. Saieaton stated the depth of water on several of the shoals, including the " Hint 
 shoal," to be 1 foot G inches, m 1755. In 17(38, iVlr. Golborne found the depth on "Hint 
 shoal" to be only 12 inches. 
 
 In 1769, Mr. James Watis found it to be 14 inches. 
 
 In 1833, ihe available depth at ordinary low water was found to be 5 feet G inches, which 
 shows an increased depth at low water of 7 feet 4 inches. Now, if to this be added G feel 9 
 inches (the ascertained incicased flow since the works were completed) on ''Hint shool,-' we 
 have 11 feet 1 inch as the total improvement in depth at high water sprmg-iidcs in the naviga- 
 iion of the river up to the city of Glasgow. 
 
 The increased flow of tide between the longitudinal dikes, has also had the eireci of deepen- 
 ing the channel for some distance below the termination of the works at Dumbiii k ford. 
 
 It appears by the returns of the harhor-inas'er of Glasgow, that in 1833, there had arrived at 
 lhai port 3'2 ships drawing more than 1-2 teei w. iter — one being of 14 feet 6 inches draught. 
 
 In 1827 a careful survey of the Clyde was made by Mr. Kyle, of Glasgow, from which it 
 appears that the tide rises in that river, throu^hent its whole cotirse, to the same level, (between- 
 Port Glasgow and the ciiyot Glasgow.) Hi.<? numerous sonndinffs show rbai no bfirs have- 
 been formed by the alterations effected in the bed of the river. 
 
 The jellies were made of grass sods, faced with rubble-stone, when not much exposed to lha 
 
4 
 
 Doc. No. 53. 
 
 The system of jetties (if system, it could be called) having signally- 
 failed to produce the desired effect on the Hudson, a commission was 
 appointed in 1819, to report on the condition of the river, and the best 
 means for its improvement. Governor Clinton, Mr. Van Buren, and Mr. 
 Genet, were members of this board; and under its auspices the first hy- 
 drographic survey of the river, previously referred to, was made by Mr. 
 Randall, in the summer of the same year. 
 
 Mr. Genet was permitted to present to the Legislature his individual 
 views of the important question submitted to the investigations of the 
 commission, the other members declming to express an opinion on the 
 merits of the projet. With his accustomed zeal and ability, Mr. Genet 
 urged the construction of a ship-canal from Greenbush to a point called 
 
 Vyvede Hook," between Coeyman's and New Baltimore ; and the im- 
 provement of the bed of the river, between Albany and Troy, by a sys- 
 tem of longitudinal dikes, as the plan best calculated to remove, or rather 
 to avoid, the difficulties attending the natural navigation. The following 
 extract embodies the most important facts collected from the survey. 
 
 " Those maps, (referring to Randall's,) better than the words can ex- 
 press, will exhibit the submarine state of things in the region of the ob- 
 structions ; and the parts of the general observations which they cannot 
 depict shall be stated as follows : 
 
 ''1. That from the flats of Greenbush, opposite Albany, to the deep 
 waters below New Baltimore, the average fall of the land does not exceed 
 one foot and a half; that the high water at Albany and Schodack, at the 
 •distance of 12 miles, is on a level; that the diff'erence between high 
 and low water is, at Troy, one foot; at Albany, two; and, at New Balti- 
 more, 3 feet 6 inches, as the tide- table will show ; and the average sur- 
 face of the lowest grounds between Schodack and Greenbush, is 1.9 foot 
 below common high water. 
 
 2. That through the whole extent of that flat basin, the river offers a 
 true archipelago of islands, shoals, and bars, baffling, by their formation, 
 site, and extent, all the theories of hydraulics, as applied' to other streams. 
 As an evidence of that peculiarity at the place denominated the Over- 
 slaugh, the following curious phenomenon happens : At that spot, the 
 river is narrower than at any other below Albany; the channel is contract- 
 ed on one side by one of the most extensive and elevated dams, on the 
 other by an island ; and still, through those narrows, almost a mile in 
 extent, the channel is swifter, and at the same time corrodes less the 
 bottom, than at places where the surface of the water has more expansion, 
 and the channel less contraction.* 
 
 "3. That from the city of Troy to the city of Albany, at the low-water 
 mark of last summer, taken at the ferry of Albany, and upon which the 
 
 current, and of a solid pyramidal bank of stones towards their extremities. They were raised 
 only to the height of ordinary low tide^-; in consequence of which deficiency of height, the 
 overfall, in high floods, removed much of the matter deposited between the jetties by low 
 floods, and prevented the complete silling up. 
 
 The parallel dikes were all built of rubble whinstone, which cost Is. 9d. per ion, delivered 
 into the bank. The dikes have been generally raised to the level of high water spring-tides, 
 and were built, for the greater part, in 10 leet water at low tide. 
 
 See appendix to *' W. A. Brooks, on the Improvement of Rivers." 
 
 ♦ This is easily enough explained by supposing (what we know to be the fact) that the bat 
 was formed of very coarse gravel, by ibe .'iciion of the ice. 
 
Doc No 53. 
 
 5 
 
 soundings have uniformly been gauged, there are not less than eight 
 shoals, over which the depth of water averages from 3 to 4.5 feet. 
 
 "4. That through the city of Albany, the water is shallow where the 
 docks form a curve, and deepens where they present a straight line to the 
 current — as is the case below the public watering-place, and at many other 
 straight docks, solid high banks, or rocks, above and below Albany. 
 
 "5. That sonth of Albany, as far as Casdeton, the water in general 
 is shallow, and over five extensive bars varies in its depth from 4.5 to 5.6 
 feet. 
 
 ^'6. That between Castleton and New Baltimore, there are more inter- 
 vals of deep water, and only five bars ; over which the water varies from 
 3.5 to 7 feet. 
 
 "7. That from New Baltimore to Hudson, following the east channel, 
 the depth of water averages 17 feet — except at one place, one mile below 
 New Baltimore, where, at the lowest water, the depth is 11.8 feet. 
 
 "8. That by the mutual operation of the dams, bars, and island, on a 
 base almost destitute of declivity, between Troy and New Baltimore, the 
 channel is extremely circuitous, resembling perfectly the sinuous curves 
 of a serpent ; and at several places presenting to the ablest pilots diffi- 
 culties almost insurmountable, unless the most favorable circumstances 
 concur to assist them. 
 
 ^'9. That the sphere of action of the dams already built is very limited, 
 and so much circumscribed, that, at the fish-house dam, between Albany 
 and Troy, a large bank of loose sand has seated itself at a distance of six 
 rods between the angle of a considerable dam erected there, and the mar- 
 gin of a channel procured since by the aid of a mud-turtle. 
 
 "10. That the portion or section of the main body of the current, in- 
 tercepted laterally by the various dams built in the river by the State, 
 instead of being repelled in a certain angle across the stream on the other 
 shore, (as the hydraulists are apt to think,) incorporates itself, on the con- 
 trary, with the i^iain body of the current, and contributes to increase its 
 velocity at the point of meeting. An experiment has proved it: light 
 bodies thrown at the transverse dam at the Overslaugh, have turned short 
 at the corner of the dam, and have been carried down with the main cur- 
 rent. It must, however, be understood, that this observation is only 
 applicable to lateral transversal dams; and that where the whole body of 
 the current strikes perpendicular rocks, or hard and high formations above 
 the highest freshets, it corrodes at the base, deepens the channel, and is 
 repelled in an angle of reflection nearly equal to the angle of incidence — 
 as it may be observed at the bluff below the Cuyler bar, and also at the 
 ^Hogeheberge, and at several other places. 
 
 "11. That where perpendicular rocks, straight banks, or a continuity of 
 straight and perpendicular docks, parallel to the current, compel the water 
 in contact with them to pursue a straight course, the bed of the river is 
 also deeper, and the velocity, protracted longitudinally, extends further 
 than it does under the operation of dams running crosswise; as it has 
 been observed at a chain of perpendicular high rocks, and a straight, 
 steep bank on the opposite shore, below Coeyman's Overslaugh, and also 
 at other places. The same fact has been noticed in Italy, by the cele- 
 brated Father Frisi, aii hydrauHc engineer of the first abilities, who con- 
 fesses that if all the public money wasted in the fruitless construction 
 of transversal dams, dikes, and jetties, to improve streams having a ten- 
 
Doc. No. 53. 
 
 dency to fill up their bed, were appropriated for the building of lon^flfu- 
 dinal docks^ running in a parallel line with those streams, it would be 
 much wiser. 
 
 "12. That the velocity of the current is so considerably increased at 
 several dams above Albany, that vessels, and even boats, cannot re-ascend 
 against their impetus, unless propelled by very brisk breezes, or extraor- 
 dinary exertions ; the velocity between the United States arsenal, where 
 there is no dam, and below Van Buren's dam, being in the proportion of 
 1 to 3. 
 
 "13. That the alluvial deposites worked upon by the dams have regener- 
 ated new bars and islands below their sphere of action; a fact well ac- 
 counted for by hydraulics, and confirmed by the hydrography of therivery 
 as well as personal testimony annexed to this report. 
 
 "14. That the tidal waters of the Hudson keep in distinct strata, or 
 layers, under the descending water from above, and lift them bodily up- 
 wards, though the current continues to flow. Mr. Randall has particu- 
 larly noticed it below Van Buren bar, two miles below Troy, Avhere the 
 current seems to swell greatly, but very seldom ascends on the surface, 
 while at Troy it swells and ascends.* An observation illustrative of this 
 remarkable phenomenon is reported in the Transactions of the Edinburgh 
 Society of 1818, by Mr. Stephenson, civil engineer, who states that not 
 only the salt, but the tidal waters altogether, keep below the current in 
 the river Dee, and lift it upwards, without interrupting its course in a 
 sensible manner. 
 
 "15. That the dams built below Albany, and particularly at the Over- 
 slaugh, have the eflect of raising the waters retrospectively above their 
 usual elevation; and that, in common freshets, the water is 8 feet higher 
 at Albany than at Castleton." 
 
 Mr. Genet's proposition, although generally well received, was not 
 adopted; and the whole matter rested till the spring of 1831 — the jurisdic- 
 tion of the Federal Government having been, in the mean time, extended 
 over these waters by judicial decision — when De Witt Clinton, esq., a 
 civil engineer in the service of the United States, was directed to con- 
 duct a hydrographical survey of the Hudson river, from Waterford to 
 New Baltimore, under specific instructions from the Topographical Bu- 
 reau. The report, charts, and plans, prepared in accordance with those 
 instructions, were sent by the Chief of the Topographical Bureau to 
 the War Department, on the 30th of March, 1832, from whence they 
 were transmitted to Congress on the same day. 
 
 The plan to which we have referred above, was, "to excavate straight 
 channels in the direction of the current, through the different shoals and' 
 bars, of sufficient width and depth to accommodate the trade; to construct 
 parallel or single piers afterwards, wherever necessary to prevent the 
 spread of the water in the low state of the river, and to confine it to one 
 channel, and to prevent too great velocity of current during floods, to 
 let the water pass over the works; to secure the channel from being in- 
 jured by the wash from the shores and islands; to protect their sides, 
 wherever necessary, by wharfing, or by loose masses of stone ; to place 
 
 * The verification of this fiict has entirely escaped my ^crntiny. In rll frcslitis the water 
 rises and falls with the tide, but the current docs not ".-ei ' upsiieaii;; ihat i.- to .say, i 1km e is 
 no perceptible flood-tide. 
 
Doc No. 53 
 
 7 
 
 the soil excavated from the channels in the piers, or other secure places, 
 to prevent its being again carried down by the stream ; to have a dredge 
 always at command, to remove any local obstructions after the works are 
 completed, and to secure them against ice-floods ; to construct ice-hold- 
 ers, or breakers; and to provide beacons and monuments to assist in the 
 night and day navigation of the river." 
 
 The engineer adds : "The reason why I propose local excavation be- 
 fore the construction of the piers, or at the same time, is to prevent the 
 danger of the soil, if the piers were first constructed, iDcing carried down 
 and deposited in some new place. The ice being kept back by the pro- 
 posed works, it would impinge with less force, and in less masses and 
 quantities, than it would otherwise ; and the soil being disposed of as I 
 have suggested, there would be no danger of its again troubling the bed 
 of the stream." 
 
 This plan for the improvement of the river was sanctioned by Con- 
 gress in the act of 30th June, 1834, making an appropriation of $70,000 
 towards its accomplishment. 
 
 At the request of Captain Talcott, of the corps of engineers, who had 
 been charged with the execution of the work, the whole subject was re- 
 ferred to a board of engineers, (composed of Colonel Totten, Lieutenant 
 Colonel Thayer, and Captain Talcott,) which was especially instructed 
 "to review two projects which had been suggested — the one by a canal, 
 and the other by deepening the bed of the river; and to give its opinion 
 as to their relative merit and practicability, accompanied by estimates of 
 cost." 
 
 The board of engineers, after analyzing the question with great skill 
 and ability, and after discussing the two projects with nmch labor and 
 detail, fincdly recommended that the attempt to improve the navigation be 
 confined to the bed of the river; and they say, "The ideas we have adopt- 
 ed are: that, if the river be confined between banks of such height, and 
 at such a distance from each other, that the velocity of the water therein, 
 when the banks are full, shall liave the intensity of action called for by 
 the nature of the bottom, then the channel will be deepened; and, if the 
 proportion of height and breadth, called for by the nature of the bottom, 
 be everywhere duly observed, then the depth will be uniform. It is the 
 flood, then, on which we rely ; but not on all the flood, for several reasons: 
 1st. Because certain localities may require a lateral restriction; such that, 
 if all the flood were kept in, the corrosion of the bottom would be too 
 great — endangering the structures, and bearing into the lower portions of 
 the river an unnecessary, and perhaps hurtful, amount of matter. 2d. Be- 
 cause it is desirable that the ice which accompanies the crest of the flood 
 should pass over the dikes without injury to them. 3d. Because, by al- 
 lowing the height of the flood, when the waters are most turbid, to pass 
 freely over into the numerous lateral channels and basins, a great amount 
 of deposite will be made therein, which would otherwise be transferred 
 into the lower river." 
 
 It will thus be seen that the special board of engineers recommended 
 essentially the same plan which had been previously sanctioned by the 
 Topographical Bureau, and transmitted to Congress on the 30th March, 
 1832, and adopted by that body in the act of 30th June, 1834; diflTering 
 from the general principles of that plan only in trusting mainly to the 
 scour of the river, when its bed has been contracted by artificial works, 
 
8 
 
 Doc. No. 53, 
 
 rather than to the operation of dredging simultaneonsly wiih the erection 
 of the dikes, for the removal of the bars. 
 
 In looking forward to a resumption of the works of improvement on 
 the Hudson river, a short retrospective view of what has been already ac- 
 complished may be neither uninteresting nor unimportant. In this behef 
 I have prepared the following brief history of these works, (from the re- 
 ports of the superintending engineer,) from the commencement of opera- 
 tions by the United States, till their suspension for the want of further ap- 
 propriations, at the close of the year 1839. 
 
 In the spring of 1836, contracts were made for the construction of four 
 steam dredges and twenty lighters; and, during the summer of ihe same 
 year, 1,752 linear feet of the dike between Bogert's and Beacon islands 
 were built, for the purpose of removing the upper Overslauo-h bar; 42,235 
 cubic yards of sand were taken from that locality, and placed in the dike;, 
 and portions of the channel shores of Bogeri^s, Beacon, and Papscannee 
 islands were protected, by stone revetments, from the action, of the run- 
 ning water. 
 
 The original plan contemplated the construction of wooden piers, or 
 cribs of timber, filled with stone, sand, and gravel, secured in position by 
 piles, and rendered water-tight at bottom by means of fascines, to prevent 
 the underwash. On the recommendation of Captain Talcott, an import- 
 ant improvement was introduced in the building of the piers and dams, 
 as well in the mode of their construction as in the constituent materials 
 of which they were composed — by using the sand, gravel, and mud, exca- 
 vated from the bars, for forming the body of the works, and revetting their 
 faces and crests with stones carefully laid. 
 
 The lateral dams were to be built in the same manner; and both dikes 
 and dams, where most exposed to the hydrostatical pressure, wer^ to be 
 puddled, to prevent the percolation of water. The structures which have 
 been built on this plan have been found to answer admirably the purposes 
 of stability in resisting the pressure of the water, the abrading action of 
 the floods, and the impact of the ice upon its breaking up in the spring. 
 
 As far as the works were extended the first year, beneficial results fol- 
 lowed; but, beyond the extremity of the Overslaugh dike, no improvement 
 was effected, but, on the contrary, the old difficulties were considerably 
 aggravated; for the water, being no longer restrained by the dikes, sud- 
 denly spread over a much wider space, producing a corresponding dimi- 
 nution of velocity; in consequence of which, much of the alluvion which 
 had been detached from the bed of the river by the increased velocity, 
 was, as might have been anticipated, again deposited^n the channel lower 
 down. 
 
 In the summer of 1836, Congress voted an additional appropriation of 
 $100,000 towards the improvement of the Hudson river, and directed that 
 di pro-rata expenditure of that sum should be made "above and below Al- 
 bany." 
 
 Operations were resumed this year at the Overslaugh on the 10th of 
 August, and the dredging of the channel was carried on simuhaneously 
 with the construction of the dikes. In the course of the summer, 4,229 
 cubic yards were removed from the bar, and 2,208 linear feet of dike com- 
 pleted — leaving 869 feet unfinished, about midway between the two 
 islands. It being considered highly important that this gap should be 
 closed before the spring ice-flood should occur; and the fund having been 
 
Doc No. 53. 
 
 9 
 
 nearly exhausted, the cities of Troy and Albany advanced the necessary 
 amount to nearly complete this portion of the work. \ly resorting to a 
 gravel-bank on the west shore, near the seat of operations, and hauling 
 the materials out on the ice, the gap was filled to within a few feet of the 
 crest of the dike before the breaking up of the river. The works sustain- 
 ed no material injury from the freshet, although the ice had frozen to an 
 unusual thickness; and, when the water had subsided, it was found that 
 most beneficial results had been experienced from its action on the bar; and 
 that, where the greatest obstruction had existed the preceding summer, op- 
 posite the upper extremity of old Overslaugh dam, the water had been 
 deepened 7 feet — that is to say, there was 11 feet of water, where, 
 previously, there had been only 4 feet. Below the extremity of the 
 dike (where it had been completely finished to its full height) the effects 
 had not been so striking, although the depth of water had been increased 
 2 or 3 feet. 
 
 Captain Brewerton, the superintending engineer, complains that his 
 operations were much retarded in 1836, in consequence of the late period 
 at which the appropriation became available. Early in 1837, a further 
 sum of $100,000 was granted for this object; and operations were re- 
 sumed this year in good season. The ice-flood having separated the 
 presqu^ile, called Westerlo's island, from the main, it became necessary 
 to restore the connexion, in order to cut off the flow of water through tlie 
 west channel, by the erection of a dam ; which was accordingly built. 
 Another dam, 421 feet long, was also built, from Bogert's to Westerlo's 
 island, for the purpose of concentrating the entire volume of the river on 
 the Overslaugh bar. Dike No. 1, section No. 3, was finished, and the 
 crest adjusted to a longitudinal slope, corresponding with the inclined 
 plane of the surface of the flood. The foot of the channel slope was cov- 
 ered with stone, and the revetments with sand, for their further protec- 
 tion. The length of this dike is 4,324 feet. Some progress was also 
 made in the reipoval of "Van Wie's pier" and the "old Overslaugh dam ;" 
 and a portion of the shore of Beacon island, which had been worn away, 
 was filled with sand, and revetted with stone. 
 
 In the latter part of June, dike No. 2, section No. 3, running from the 
 foot of Beacon island towards Yan Wie's point, was commenced, with 
 the view of damming the lower Overslaugh bar; 2,050 feet of this dike were 
 completed this season, besides about 1,500 feet of "piling and brushing" 
 on the line of the works, intended to give direction and efficiency to tiie 
 current after passing the termination of the dike. 
 
 During the year 1837, there was removed from the Overslaugh bars 
 112,41 1.48 cubic yards of dirt, and deposited in the works; besides 12,266.85 
 cubic yards, which, for the sake of economy, was taken from the river 
 bed at convenient places, but where it was not likely to benefit the navi- 
 gation. 
 
 Some increased embarrassment was experienced this season, by the 
 shipping, on the lower Overslaugh, owing to the extraordinary low water, 
 and to the fact of the works running across an artificial channel, called the 
 " dug way ;" which Captain Brewerton satisfactorily explains in his an- 
 nual report. 
 
 The operations on the two first sections of the river, from the begin- 
 ning of the works till the close of 1837, were limited to dredging such 
 portions of the channel between the "sloop-lock" (dam) and Troy as were 
 
10 
 
 Doc. No. 53. 
 
 necessary to produce a depth of at least 6 J feet at low watei , to construct- 
 ing dike No. I, section No. 2, running from Port Schuyler to Beacon 
 island, for the removal of Washington and V^an Buren bars ; to the dredg- 
 ing of 106,444.53 cubic yards of gravel from those bars ; and to the revet- 
 ting, with stone, of the channel banks of Breaker's island, and portions of 
 Hart's and Hillhouse islands. 
 
 In 1838, a further appropriation of <^10(),000 was made by Con- 
 gress, accompanied with the restriction, however, that not more than 
 fifty per cent, of it should be expended in that year. In anticipation of 
 this appropriation, (which did not, in fact, become available till the better 
 portion of the working season had elapsed,) the corporate authorities of 
 Albany and Troy placed the sum of ^|5i5,000 at the disposal of the er)gi- 
 neer, who was thus enabled to resume operations as early as the 12th of 
 April. 
 
 The ice-flood of this spring having been very moderate, but little action 
 was exerted on the bars. 
 
 The principal freshet of this year occurred on the 29th of May ; on 
 which day the water rose from six inches to one foot above the crest of 
 the dike at Port Schuyler, and just flowed over the dike at the lower Ov^er- 
 slaugh. This flood inflicted a good deal of injury on the dam connecting 
 Westerlo island with the main, the upper Overslaugh dike, and the dam 
 unitino: Bogert's and Westerlo's islands ; all of which structures were re- 
 paired during the season. In rebuilding the Westerlo dike, it was length- 
 ened 197 feet, and was puddled, to render it more secure — a precaution 
 which was also observed in repairing the dam above mentioned. 
 
 During this season, the grading of 3,400 feet of dike No. 2, section No. 
 3, was completed, and the stone revetment of the faces for the same dis- 
 tance nearly finished, when the sudden and unexpected closing of the 
 river by ice suspended further proceedings. 
 
 It appears, by the annual report on the progress of the works for 1839, 
 that the operations in the preceding year were brought to a close on the 
 26th November, by the freezing up of the river. Between the 30t]i Sep- 
 tember, 1838, and the time of suspending operations, the cut in dike No. 
 1, at the Ov^erslaugh, was completed ; and 400 linear feet of the embank- 
 ment of dike No. 2, with a terminating slope of 40 feet, were also finished. 
 The crest of the unfinished portion of the dike, as well as a part of the 
 channel slope, were considerably injured by a freshet on the 15th Novem- 
 ber, which rose about 9| feet above ordinary low water at Troy, covering 
 the crest of dike No. 1 at Port Schuyler about six inches, and reaching 
 to within one foot of the crest of dike No. 1 at the Overslaugh; about 100 
 feet of the lower end of dike No. 2 was washed away, it not having been 
 revetted. Before the close of the year, dam No. 2, connecting Bogert's 
 island with the west shore, was finished, with the exception of a small 
 portion of the apron. The protection of the lower end of Bogert's island 
 was also completed. The whole amount of sand and j^ravel excavated from 
 the "lower Overslaugh," during the months of October and November, 
 and entering into the construction of the dikes, was 23,997.13 cubic yards. 
 The amount of money remaining on hand the 1st January, 1839, for the 
 service of that year, was $52,268 02. 
 
 As no part of the appropriation for 1838 had been applied to the im.- 
 provement between Troy and Albany, it became necessary, in this year. 
 
Doc. No 53. 
 
 11 
 
 ill order to comply with the pro-rata provision of the law, to expend the 
 most of the fund on hand between the two cities. 
 
 The " Fish-house shoal" was selected, as being the most difficult ob- 
 struction on this section of the river, for the first improvement. The sand 
 and gravel for the dike projected for this locality were taken from the 
 lower extremity of the Round shoals. A dam was also commenced, con- 
 necting Patroon's upper island with the west shore, and finished the 29th 
 June; the gravel for the embankment having been procured from the 
 Round shoals. This dam is puddled its entire length and depth, from 
 the low- water level to its crest. Its profile is a modified one of the dams 
 constructed on the lower section, having a horizontal crest of 4 feet in 
 width, its up-stream slope being broken into two flices — the superior one, 
 of G feet in width, having a slope of 3 horizontal to 1 vertical ; and the 
 inferior, of 14 feet in width, a slope of 2 horizontal to 1 vertical. The 
 down-stream slope is also broken into two faces — the superior one, of 12 
 feet in width, having a slope of 6 horizontal to 1 vertical; and the inferior, 
 of 12 feet in width, a slope of 3 horizontal to 1 vertical. An apron of 15 
 feet in width, and a descent in that distance of 1 foot, extends from the 
 foot of this last slope, outwards. The length of the dam proper is 200.50 
 feet, its extension on the west shore 4 feet, and on Patroon's upper island 
 180 feet— ^ making the whole length of the dam 380 50 feet. 
 
 During this season 2,500 feet of dike No. 2, together with two termi- 
 nating slopes of 40 feet each, and a lateral dike connecting dike No. 2 
 with Patroon's upper island, were finished. From the north end of this 
 dike, to its junction with the lateral dike, the slope on either side is 3 hori- 
 zontal to 1 vertical ; greater strength being required here, to resist the ac- 
 tion of the ice forced down the main channel, between Cuyler's island and 
 the west shore. The transverse section of the lateral dike is the same as 
 dam. No. 1, and, like ir, is puddled throuiirhout. This puddling extends 
 50 feet below the junction on the main dike. The remainder of the dike 
 is similar in it» cross-section to the Overslaugh dikes — a channel slope of 
 3 to 1, a crest-width of 10 feet, and an in-shore slope of 2 to 1. 
 
 The dam connecting Patroon's lower island with the west shore, its ex- 
 tension across the island, and 158 feet of the south end of dike No. 2, con- 
 nected with the dam, and forming the channel -facing of the island, were 
 completed this year. The dam and 50 feet of the dike were puddled. 
 
 The whole quantity of excavation for the year 1839, from the bed of 
 the river, on this section, was 97,518.73 cubic yards; nearly all of which 
 entered into the construction of the dikes and dams. 
 
 Dike No. 2 of the Overslaugh was finished in this year; a considerable 
 portion of its materials having been taken, during the early part of the 
 winter, from the shore of the river, near Van Wie's point, in order to 
 strengthen the work against the spring freshets. 
 
 The ice, which had frozen to an unusual thickness, broke up in the 
 spi ing of this year with great violence, after two successive days of heavy 
 rain. During this flood, the river rose at Albany 16.18 feet above ordi- 
 nary low water, or 17.727 feet above the lowest water observed this sea- 
 son. In speaking of the effects of this flood. Captain Brewerton says: 
 " The works on the river sustained comparatively little or no damage. 
 Dike No 1 at Port Schuyler, as well as dike No. 1 at the Overslaugh, 
 remained uninjured. Dike No. 2 at the latter place received some in- 
 jury, from the unfinished state of the work; the embankment of a portion 
 
12 
 
 Doc. No. 53. 
 
 of the apron-, and such parts of the cre^t as were not permahontly covered 
 with stones, having more or less sand washed off. Dike No. 3 had a por- 
 tion of its crest depressed, and the slopes shghtly injured. Dams Nos. 1 
 and 2 received but very nttle damage. 
 
 "The occurrence of this freshet has been productive of one good result. 
 It has given confidence in the permanence of the works constructed for 
 the improvement of the navigation of the Hudson, and their capabiHty of 
 resisting a freshet, accompanied (as was this) by heavy masses of ice, 
 moving with considerable velocity." 
 
 It appears from the annual reports, that the entire amount of sand and 
 gravel removed from the upper and lower Overslaughs since the com- 
 mencement of the improvements, was 354,392.62 cubic yards.* 
 
 It was found, in October of this year, that the least depth of water, at 
 ordinary low stages, on the Overslaugh bars, was 7 feet 3 inches; the 
 general depth being 10 feet and upwards. During the whole of this sea- 
 son, steamboats have passed the once formidable Overslaugh without ex 
 periencing any difficulties or detentions. 
 
 Captain Brewerton's project of ope»"itions for the ensuing year was as 
 follows : 
 
 "O/z the 2d seciion, ihe construction of dam No. 3, connecting Hill- 
 house island with the west shore; Avhich, although not estimated for by 
 the board of engineers, is necessary, in order to reduce the head of water 
 at dike No. 1 at Port Schuyler, which would otherwise endanger the sta- 
 bility of that work after the closing of the opening in the dike. The re- 
 moval of 100 feet of the old Fish-house dam, or the distance it projects 
 into the channel beyond the li'ie of dike No. 2, which was not estimated 
 for by the board of engineers. 
 
 the 3d sectio//, additional security is proposed to be given *^o dike 
 No. 2 at the Overslaugh, by placing 6,000 tons of rubble-stones along its 
 base, extending da n No. 1 across Bogert's island, and modifying the exten- 
 sion of dam No. 2 across Beacon island. Finally, the removal of Austin's 
 rock is proposed, which is not estimated for in the report of the board of en- 
 gineers, but may be necessary. A very accurate survey of this rock was 
 nicule the past winter. It was found to contain between its summit, 
 which is about I foot below the plane of ordinary low water, and a plane 
 taken 11 feet below that level, 1,580 cubic yards. It occupies a very 
 dangerous position for the navigation of the river, being situated opposite 
 the tail of dike No. 2 at the Overslaugh, and about mid-channel. Several 
 vessels have been seriously injured by running upon this rock, the sur- 
 face of which is rough and jagged. 
 
 "No work is contemplated to be done on the upper section the coming 
 year, unless circumstances should render it necessary. 
 
 "A recapitulation of the works proposed to be constructed on the mid- 
 dle section is as follows, viz : To remove, by dredging, 50,000 cubic yards 
 of the heavy deposite from Washington and Van Buren bars, and place 
 the same behind dike No. 1 at Port Schuyler; close the opening in this 
 dike; protect the channel-shore of 650 running feet of Hart's island, and 
 630 feet of Hillhouse island, and connect this island by a dam of 836 feet 
 in length; remove 10,000 cubic yards of the heavy deposite from Round 
 
 * Tliis IS exclusive of 48,10^.20 cubic yards of sand removed from thr^e different portions 
 of ihe river, noi betiefiiing tlie navigation, and used in the construoiion of the dikes and dams. 
 
Doc. No. 53. 
 
 13 
 
 shoal; complete dike No. 2, running between upper and lower Patroon's 
 islands ; and excavate 104,690 cubic yards of sand and gravel from Fisli- 
 house shoal, for forming the embankment of the same dike; remove 100 
 feet of the old dam at Fish-house shoal, or the distance it projects bej'ond 
 the line of dike No. 2. On the lower section, it is proposed to strengthen 
 the base of dike No. 2 at the Overslaugh ; contract dike No. 4, running 
 from dike No. 3, near the railroad depot at Albany, to Bogert's island, and 
 excavate 102,000 cubic yards of sand and gravel from Cuyler's bar, for the 
 embankment of this work ; extend dam No. 1 across Bogert's island, to 
 join dike No. 4; modify the extension of dam No. 2, across Beacon island, 
 and contract dam No. 3, closing up Papscannee creek ; revet the channel 
 shore of Beacon island, connecting dikes Nos. 1 and 2 at the Overslaugh; 
 protect 3,000 running feet of the channel-shore of the lower part of Pap- 
 scannee island ; take up 800 running feet of the old Overslaugh dam, 150 
 feet of Tan Wie's, and 700 feet of Winnie's piers ; remove Austin's rock 
 to 11 feet below the plane of ordinary low water; and dredge 12,140 cubic 
 yards from the upper and lower Overslaugh bars, for the embankment of 
 the extension of dam No. 1, the construction of dam No. 3, and revetting 
 Beacon island." 
 
 In consequence of the breaking of the State dam, above Troy, in the 
 spring of 1840, a good deal of heavy coarse gravel was torn up from the 
 bed of the river, and deposited mainly on the shoals between Troy and 
 Albany, especially on the Round and Fish-house shoals, and below Pat- 
 roon's lower island. This accumulation has been partially removed by a 
 Government dredge, worked at the expense of the city of Troy.* 
 
 In January, 1841, another violent ice-flood occurred, doing a good deal 
 of injury to private property. The public works escaped uninjured. In 
 the south part of Albany the rise was about 4 inches above the great flood 
 of 1839; but in the north part, it was not quite so high by a few inches. 
 
 In 1841, the corporation of Albany expended .$350 in making necessary 
 repairs on the^works below the city. 
 
 In the early part of the year 1842, the charge of this improvement was 
 transferred by the Executive from the Engineer Department to the Depart- 
 ment of Topographical Engineers. 
 
 No appropriation of money for the continuation of the improvements 
 having been made since 1838, all operations were suspended at the close 
 of the year 1839, with the exception of the slight repairs before mentioned. 
 The whole amount of money granted by Congress for this 
 
 object was ..... - $370,000 00 
 Of the above sum, there was expended — 
 On the 1st section, (between the sloop-lock 
 
 and Troy) .... ^6,743 64 
 On the 2d section, (between Troy and Al. 
 
 bany) 130,234 60 
 
 On the 3d section, (between Albany and 
 
 Van Wie's point) . - . 230,313 54 
 
 367,291 78 
 
 Leaving a balance of - - ... $2,708 22 
 
 * During this year, Captain Brewerton expended for the corporation of Troy the sum of 
 Sl,451 53, for the removal of obstructlpns deposited by the above-named cause. 
 
14 Doc. No. 53. 
 
 which has since been expended on the preservation and repair of the 
 
 public property connected with the improvement. 
 
 Three of the steam-dredges, in a tolerable state of preservation, and the 
 
 machinery of another, are still remaining on hand. 
 
 The sum total of the estimates by the special board of en- 
 gineers for the improvement of the Hudson river between 
 VVaterford and New Baltimore, on the most perfect and 
 expensive plan, was ..... $819,634 10 
 
 The total amount expended, as above, was - - 370,000 00 
 
 Leaving a difference unappropriated (see appendix D) of $449,634 10 
 
 For this sum,* judiciously and economically expended, I feel quite 
 confident that a free, easy, and unobstructed navigation may be obtained, 
 at all times when the river is not closed with ice, between Troy and the 
 €ity of New York. In connexion with this subject, it is important to 
 observe, that if Congress, in its wisdom, should appropriate further grants 
 of money to continue these works to completion, it is very much to be 
 desired that the funds should be rendered available at as early a period in 
 the year as practicable, and in sums not less than $100,000 per annum. 
 
 Captain Brewerton's estimate for the year 1840 was $200,000. 
 
 Before entering upon the consideration of the present condition of the 
 river, and of the public works erected for its improvement, and of the in- 
 fluences which they may have exerted on the navigation, it is important 
 that we should endeavor to ascertain satisfactorily the general principles 
 on which such structures should be designed and executed. To do so 
 successfully, it is essential that we should possess very exact information 
 in relation to the longitudinal and transverse sections of the river; the 
 slope of the surface of the water, in floods, and at high and low tides; 
 and the direction and velocity of the currents corresponding to different 
 stages of freshets and tides, before and since the construction of the 
 works. Unfortunately, many of these important facts have never been 
 (so far as I can learn) collected; and, in their absence, we must be guided 
 by the best information we can procure. 
 
 Particles of matter in motion have, owing to gravity, and the resist- 
 ances they meet, a constant tendency to a state of rest, and the motion 
 ceases when the force of impulsion becomes less than the vis inertia. 
 The force acting on the earthy matter of a river's bed, is the velocity of 
 the current, or, rather, the momentum of the water flowing over it. 
 Every kind of soil has a certain velocity consistent with the stability of 
 its channel; and experience has shown that a velocity of water equal to 
 three inches per second is sufficient to remove fine clay ; six inches per 
 second, fine sand; twelve inches per second, fine gravel; and that it re- 
 quires three feet per second to sweep along angular stones of the size of 
 a hen's egg. The Abbe Bossut har. shown, that where the velocity is 
 just sufficient to raise fine sand, a ridge advanced about twenty feet a day; 
 but let the velocity be diminished, either by an expansion of the water's 
 surface, or by a decrease of the fall, below the rate of six inches per 
 
 ♦ To this must, of course, be added whatever may be necessary to repair the works that have 
 sustained injury, and to replace ihe machinery that has deieriora'e l in consequence of the long 
 luspension of ihe appropriations. 
 
Doc. No 53. 
 
 15 
 
 second, and the fine sand will be again deposited ; and so on, in refer- 
 ence to the other classes of alluvion. If, then, the force of the current 
 (or the .vcvj?/r, as it is commonly called,) be resorted to, the given force re- 
 quisite to produce a certain desired effect, must be continued in action 
 until the earthy matter is deposited where it can no longer injure the 
 navigation. 
 
 "The laws of nature are invariable,* and regulate the depth and width 
 of watercourses by the resistance which the shores and bottom offer to 
 the action of the stream. Where the shores yield, the river enlarges in 
 width, and becomes shoal; where these resist, the bottom becomes gouged 
 out ; and where both shores and bottom are too consistent to be acted 
 upon by the stream, the velocity of the current must be increased, or the 
 same quantity of water could not be passed. And as the same quantity 
 of water must generally pass in equal times, a section of a river must be 
 in a proportion inverse to its velocity ; where, therefore, by any plan, we 
 can reduce any of the dimensions of a river, other dimensions must en- 
 large, or the velocity of the water be increased. According to this rea- 
 soning, then, if the width at these sands were reduced, the velocity of 
 the tides would be increased, until so much of the bottom which now 
 resists its action were removed; and the increased depth lessening the 
 velocity, this last is again restored to an equilibrium between its action 
 and the bottom. But it is equally evident, that this would only be a 
 changing of the position of the sands, as the parts removed would be 
 again deposited as soon as the water passing^ the narrowed parts should 
 lose the velocity which previously enabled it to act upon the bottom, and 
 to sustain the material of which it was composed. The only effectual 
 method, therefore, would be to continue the constructions for reducing 
 the width of the river, and increasing its velocity down, so far that the 
 removed soil should be delivered over to a current as rapid as that em- 
 ployed to remove it." 
 
 It is the velo^city of the lower filaments, in a mass of moving waters in 
 contact with the bottom, that produces the changes in the beds of streams, 
 that we are now considering; and a knowledge of that velocity is abso- 
 lutely necessary to the formation of a plan having for its object the im- 
 provement of a river navigation. 
 
 It was Sir Isaac Newton who suggested that the velocity of any par- 
 ticular filament, or string of corpuscules, was equal to the arithmetical 
 mean of any two filaments adjoining; but the Chevalier Dii Buat was 
 the first person to determine, experimentally, that fact ; and the ratio 
 between the extreme velocities — that is, the velocity of the filaments 
 moving on the axis of a semi cylindrical inclined channel, and of those 
 gliding along the sides and bottom of the same channel. After a patient 
 and laborious series of observations on the velocities of an almost infinite 
 number and variety of streams, differing in size, form, slope, and velocity, 
 he succeeded in ascertaining the existence of certain very important laws, 
 which are thus enumerated by Professor Robison : I. In small velocities, 
 the velocity at the axis is, to that at the bottom, in the ratio of consider- 
 able inequality. 2. This ratio diminishes as the velocity increases, and 
 in very great velocities approaches to the ratio of equality; that is, as I 
 
 * See report by Lieui. Colonel (now Colonel) J. J. Abert, on Kennebec river, Document 
 173, isi session 20ih Congres.s. 
 
16 
 
 Doc. No. 53. 
 
 understand it, when the mean velocitij increases. 3. That neither the 
 magnitude of the channel, nor its slope, had any influence in changing 
 this proportion while the mean velocity remained the same; and very 
 little difference was observed whether the water flowed over a very 
 rough or a very smooth channel. 4. If the velocity in the axis is con- 
 stant, the velocity at the bottom is also constant, and is not aflfected by 
 the depth of water or magnitude of the stream. 
 
 Another important law, relating to the phenomenon of running waters, 
 was also established by these experiments, viz : that the mean velocity 
 in any pipe or open stream, is the arithmetical mean between the velo- 
 city in the axis, and the velocity at the sides of a pipe, or bottom of an 
 open stream. If, then, we have obtained, by observation, the superficial 
 velocity, we may determine the bottom and mean velocities* by the fol- 
 lowing simple rule : If we take unity from the square root of the super- 
 ficial velocity, expressed in inches, the square of the remainder is the 
 velocity at the bottom ; and the mean velocity is the half sum of these 
 two. It is this mean velocity which becomes important in determining 
 the train, and the gauge or discharge of a stream, knowing its cross sec- 
 tion : it is also useful in ascertainmg the slope by the formula of uniform 
 motion, having given the expanded border and the mean depth. 
 
 As I have desired, in planning works for continuing the improvement 
 of the Hudson river, to consult Nature rather than man, and to endeavor 
 to assist her in her operations, it became important to determine, with as 
 much precision as possible, the directions and velocities of the currents at 
 different stages of freshets and tides, and at different sections ; and this 
 object, I think, I have attained with a good deal of success ;t but it is, 
 nevertheless, a source of great regret that I have had no opportunity of 
 experimenting on the river at the season of the high spring freshets, for 
 the purpose of ascertaining the currents and velocities in the various 
 stages of the growing and subsiding flood, and the slope of the surface 
 of the water, (for this it is, after all, that regulates its motion,^) corres- 
 ponding to these velocities. The slope at low water 1 have determined, 
 but it is quite inconsiderable. On the authority of Mr. Randall, the high 
 
 * In my journal will be found a table of "mean and bottom" velocities, corresponding to 
 surface velocities, from 1 inch to 6'> inches per second. 
 
 t The following plan was followed in ascertaining the rate and direction of the currents. A 
 calm day was selected, and two observers, with theodolites, were employed at known points of 
 triangulation. A boat was then anchored in the required position, and a flag held up for the 
 observers, who established its position. The velocity was then carefully taken by means of a 
 float; this float was of a hyperboloid (orm. (nearly the shape and size of an ordinary soda water 
 bottle,) so loaded with shot, that the upper knob, or top, would just appear above the surface of 
 the water when the float was immersed. 
 
 To ascertain the direction of the current, the float was placed in the river, and allowed to 
 drift with the current, the boat keeping in its vicinity. 
 
 When any considerable change of direction was noticed, the boat was anchored in the place 
 occupied by the float, (which was taken from the water for the time being;) and the flag being 
 hoisted, the position was determined as before, the rate of velocity observed, and the same oper- 
 ation, as above described, repeated as often as necessary. In this manner, the currents have 
 been ascertained at a great many points on the river, and they have been often traced, as the 
 charts will show, for several continuous miles; sometimes several lines have been delineated 
 in the same seciinn, at various stages of the tides and Ireshets, to show the different directions 
 they take under different influences. 
 
 t This fact in the history of hydraulics was for a long time overlooked, and the greatly in- 
 creased velocity oflarge rivers, with but little fall, (like the Mississippi,) as they approached the 
 sea, was accounted for by Guglielmini on a new principle, which he called the energy of 
 deep waters" — an explanation which was generally adopted by the writers of the age, and Butfon 
 of the number. Mr. Brooks, a recent English writer on the Improvement of Rivers, seems to 
 have adopted the same theory. 
 
Doc. No. 53. 
 
 IT 
 
 tides at Albany and New Baltimore have been assumed to be on the 
 same level. He gives the average difference of tides — at (Greenbush) 
 Albany, — 2.3 feet; and at New Baltimore, (Schodack,) = 3.7 feet. These 
 observations agree with mine precisely at Albany, and differ from mine 
 at New Baltimore only the 1-100 of 1 f'Ot. if, then, those tvv^o points be 
 on the same level at high tides, the difference of tides must be the aver- 
 age fall or slope of the river at low water, which is 1.4 foot in a distance 
 of about 14 miles. From Troy to Albany, and to Van Wie's point, the 
 fall was determined by the spirit-level.* 
 
 Fluids in open streams are influenced in some respects by the same 
 general laws which regulate the motion of small, isolated, ponderable 
 bodies, moving down pohshed inclined planes, and are, in consequence 
 of those laws, disposed to move in right lines, and to preserve the direc- 
 tion given to them by the controlling force, until they are deflected on 
 some other course by counteracting causes. When opposed by denser 
 bodies, fluids press laterally in the direction of the line of least resist- 
 ance. Like ponderous bodies, they have also a continual tendency to an 
 accelerated velocity when moving down inclined planes ; but, like them 
 also, they are retarded, and often move uiuformly. This arises from an 
 equilibrium having been established between the forces which impel 
 their descent, and those which oppose it. These facts constitute the 
 basis of Du Buat's fundamental proposition — that when water flows uni- 
 formly on any channel or bed, the accelerating force which obliges it to 
 move is equal to the sum of all the resistances which it meets with, 
 whether arising from its own riscidity, or from the friction of its bed. 
 This law Robison pronounces to be the key to all hydraulic science. 
 
 Thus the water of a river confined by its banks, or by artificial piers, 
 flows in a direct course, and, under certain circumstances, with a uniform 
 velocity, until a turn of the banks occurs, when a corresponding altera- 
 tion takes place in the direction of the current also, but not strictly on 
 the principle o/ a resolution of forces. If the change be towards the 
 left, the water impmgeson the right bank; but, instead of being reflected 
 towards the left bank on an angle equal to the angle of incidence,! the 
 
 * Ai extreme \ow water, the fall from Troy lo Balb, opposite the north eud of Albany, is 2| 
 feet in a distance of 5| miles. 
 
 The bjard of engineers say, "Lieut. Col. Talcott has observed that, in a low condition of 
 the river, the dock [wharf] at Watervliet is at the same height above the water as the dock at 
 Albany; while the waters of a moderate flood, which ju t reaches the (op of the Watervliet 
 dock, are two feel below the Albany dock; [Albany pier 1] Here is, therefore, a fall of 24 inches 
 in 5 miles, for this flood; or. observing ilie sa-ne i-lope, a fall ol 26.4 inches in the 5k miles 
 from Troy; which, added lo that of 24 iiichesal low water, gives a desct-ni of50.4 inches in 5i 
 miles, equal to 9. 164 inches per mile." The board, from lhe>e facts, applied to the section of 
 the river at Albany, in an 8-feei flood, deduces a bottom velocity of 42 inches; which agrees 
 pretty nearly with the result of my experiments, but is rather greater. The board calculates 
 that a 14-feet flood would give a bottom velocity, in the same section, of 51 inches per second, 
 "requiring a mixture of pebbles lo protect even the coaisest gravel." 
 
 t It is not meant that no portion of the water is deflecied toward the left shore, but only that 
 the whole volume is not reflected, and ihai it does not obey strictly ilie laws governing the re- 
 flection of solid bodies. I know that thai proposition has been asserted by high authority; but 
 lam satisfied, from my own experiments and obbervaiions, that the principles developed in the 
 text are consonant with the true raoticn of fluids. 
 
 It was on the assumption of the French philosopher, that the impact of water obeys the same 
 laws as the impact of solid bodies, that the round, lull bow has been given to many ships, in the 
 belief that it was best adapted to meet with the least resistance ; but it hjs been sliown by Mr. 
 Scott Russel^ in an elaborate report (the result ol experiments carried un for a series of years) 
 to the British Association for ihe Advancement of Science, at its meeting in Cork, for 1843, 
 thai this assumption is wrong, and ihit, instead ot the full, round bow, the form of least resisl- 
 artceis a bow slightly coacave. See Civil Engineers and Architects' Journal, Wo. 74, p. 372. 
 
18 
 
 Doc. No. 53. 
 
 volume of fluid being pressed against the shore while the filaments of 
 which it is composed are moving down in right lines, the mass changes 
 its form, and a swell takes place on its surface. 
 
 In other words, the water, when it is thrown on a concave shore, is 
 slightly higher than on the convex shore, (as I have determined by ex- 
 periment,) and considerable acceleration of velocity takes place; in con- 
 sequence of which, the deepest water is always found (under like cir- 
 cumstances) on the concave side, if the bottom be of an erosive nature. 
 If not, or if the velocity be not sufficient to remove the materials of the 
 bed, and the river has attained its regimen, the water continues to flow 
 with this increased velocity; and, after passing the extremity of the con- 
 cave curve, will be thrown towards the other shore, in the direction it last 
 receives, and so on; being, in all its deflections, subject to the influences 
 already mentioned. Hence it is, that, as a general rule, where the bed is 
 not rocky, the deepest water is found on the concave shores, and the 
 shoals are formed on and around the projecting points. After a river has 
 acquired its regimen, this heaping up of the water, in what may be called 
 its ordinary stages, does not take place, except so far as it may be influ- 
 enced by the greater velocity around the concave curve, due to a greater 
 depth of water; but, in floods, the phenomenon above indicated again 
 occurs. 
 
 These opinions, I am aware, may be supposed to conflict with the 
 theory of M. Du Buat; but I am, notwithstanding, satisfied, after a good 
 deal of close observation on the phenomena of running waters, that my 
 views, as above expressed, are correct.* After all, I am not certain 
 that he does not mean rather to indicate the condition that would insure 
 stability, than to describe the action of natural streams. 
 
 The term alluvion is applied to the earthy matter transported by the. 
 force of running water; but a more philosophical designation for the detri- 
 tus forming islands, shoals, and bars, in rivers, would be Jluviatile deposites. 
 
 This matter, or debris, maybe divided into four classes: 1st, stones; 2d, 
 coarse gravel; 3d, a mixture of fine gravel and coarse sand; and, 4th, the 
 light earthy particles, whose specific gravity but little exceeds the w^ater 
 in which it is held by mechanical suspension. This last class is not de- 
 posited till the current almost entirely subsides, and is generally hurried 
 on to the ocean, or dropped at the mouths of rivers. 
 
 The first of the above-named classes are rarely moved by the mere 
 force of the current, after a river has acquired its regimen ; and their po- 
 sition, when changed, is usually due to the action of the ice, or some 
 other like disturbing cause.f 
 
 In ordinary cases, the 2d class is the first to be deposited; and this 
 begins to take place whenever the fall or the expansion of the water re- 
 duces the velocity below 3 feet per second. 
 
 The 3d class is the general cause of obstruction to river navigation^ 
 resulting from the want of sufficient depth of channel. The first depos- 
 j tes are almost inevitably formed on the straight or expanded reaches of 
 
 * The Albany pier and the Overslaugh dikes afford conclusive proof (as the charts will 
 show) of the truth of this proposition, both as it regards depth of water, and an accelerated ve- 
 locity around the concave shores. A reference to Randall's chart, (before the pier was erected,) 
 and the more recent one, will serve to illustrate this effect in the most striking and satisfactory 
 manner. 
 
 t It will be seen in the sequel, that the accumulation of gravel between Troy and Albany 
 was caused by the failure ol the ^^State iloop lock damp above Troy, during the great spring 
 flood ol 1840. 
 
Doc. No. 53. 
 
 19 
 
 the river, (or on the convex side of the curve,) where the current is 
 slackened ; but that whicli passes the first place of deposite cannot be 
 dropped near the concave shore on which the moving mass of waters im- 
 pinges, because (as we liave before shown) a swell is produced there, and 
 the current increased; while on the convex shore there is a diminution 
 of velocity, and there such earthy matter as may be throv%rn off from the 
 main current will be dropped, until, at last, successive deposites form a 
 shoal, which gradually emerges from the water in ordinary stages. This 
 process will be continued, from point to point, as the waters sweep across 
 the channels, till all the heavy matter has been disposed of. At the next 
 flood, the same operation is repeated; till, at last, the extension of the flats 
 or shoals encroaches upon the channels, and bars are formed; but, should 
 a succeeding flood rise higher than the one from whicli the alluvion was 
 deposited, a portion of the recent shoals will be again removed, and 
 dropped at some other point lower down. 
 
 It is not always, however, by this process, that obstructions are created, 
 as the deposites are frequently made directly in the channel; and this 
 takes place when the water, flowing round a concave shore, is thrown ofl" 
 in the direction of a long, straight reach,* where the expansion of the 
 river's surface causes a diminution of velocity below that which is neces- 
 sary to transport the alluvion. This induces deposites, which continue 
 till the cross section is narrowed; for there is a constant tendency mani- 
 fested in streams to produce a nearly uniform sectio^ral area, when the vol- 
 ume of water and the slope remain unaltered — for, in nature, " everything 
 aims at an equilibrium; and this directs even the rambling of rivers." 
 When, by successive layers, the flats have risen above the action of the 
 water at ordinary tides, the diminution of cross section, resulting from 
 their influence, causes an increase of velocity again, (under certain con- 
 ditions of the tides,) and a channel is partially opened, through which 
 the heavier particles of matter (borne by the greater velocity from above) 
 Avill pass, to finil another place of deposite lower down. Thus it is, that 
 rivers seek to establish a regimen, and tend to open channels for the dis- 
 charge of their waters: this tendency we 'must endeavor to assist. f 
 
 * la many reaches which are apparently straight^ the cun eoi is found lo rebounel from shore 
 to shore, in consequence of the Avrong set of its initial direction on entering the reach. It is 
 important that the engineer, in digesting his plans, should bear this in mind, in order that the 
 currents should be deflected as seldom as possible from their courses; for every such deflection, 
 or every angle of incidence which the currents make with the shores, must result in some 
 injury to the navigation. This state of things formerly existed at the Overslaugh bars, as the 
 old charts prove. 
 
 t Nature seems clearly to have pointed out the proper means of improving the upper lidal 
 waters of the Hudson, by the disposition which she has made of the islands in this section of 
 the river. A reference to the maps will show that, between Troy and Albany, all the islands 
 are situated near the west shore, where the river's surface is much expanded; and ihatnaturally 
 the greater volume of water flows between them and the east shore, which, below the nail 
 factory, rises from the water's edge abruptly into elevated ground. Below Albany, the islands 
 are strung along in almost continuous lines, (disposed like artificial piers erected for the ex- 
 press purpose,) near both shores, from which they are separated by narrow creeks; while much 
 the greater portion of the entire volume of water flows between these ranges of islands, (and 
 never around them,) as if confined by its natural bounds. Many of these islands are broad^ 
 and several miles long; and they act by contracting the river's surface to an apparent width of 
 less than a quarter of a mile, where it is, in fact, nearlya mile in width between its banks. All 
 these islands are composed of a light alluvion, obviously deposited from tne river floods; and 
 some of them have become dry and arable land, within the memory of men now living. If, 
 then, these islands Avere removed, and the water which now flows through the river channel 
 at ordinary stages were spread over the whole expanse, there would scarcely be a sufficient 
 dep.h of water, in many places, to float even the smallest cratt that plies upon the river. 
 
 It only remains for us. then, to follow out the plans designed by Nature, andio avail ourselves, 
 as far as practicable, of ihe works she has already erected. 
 
20 
 
 Doc. No. 53. 
 
 The 4th, and last class of alluvion, is not often depositefl in channels; 
 but it serves to increase flats, where the water is shallow, and the current 
 consequently weak. It is in this way that rivers abounding with shoals 
 and low islands partially purify themselves, by getting rid of the lighter 
 earthy substance which their waters retain in suspension. Amongst the 
 islands and flats, the water is almost still; and when this is the case, any 
 matter of greater specific gravity than the fluid that holds it, would be 
 naturally deposited. But still, the greater portion of this matter would be 
 carried down stream, forming those shifting mud-banks, so often found 
 in bays near the mouths of rivers. 
 
 Having, in the foregoing, attempted to trace the process by which ob- 
 structions are formed,* and to eliminate the general principles which 
 should, in my opinion, govern in designing plans for the improvement of 
 rivers; let us now examine into the actual present condition of the Hud- 
 son river, the changes which have taken place in its bed, and the cause 
 of those alterations ; and then proceed to the practical application of the 
 principles which we have endeavored to develop. 
 
 According to Mr. Genet, in 1819, from the city of Troy to the city of 
 Albany, at the lov/-water mark of last summer, taken at the ferry of Al- 
 bany, and upon which the soundings have been uniformly gauged, there 
 are not less than eight shoals, over which the depth of water averages 
 from 3 to 4.5 feet. 
 
 It appears, from the survey in 1831, by Mr. Clinton, that, to obtain a 
 channel 9 feet deep at low water, and 150 feet wide, excavation would be 
 required at thirteen places between Troy and Albany, varying from 1 to 
 6 feet; that is, that in thirteen places the depth of water varied from 3 to 
 8 feet. 
 
 In 1819, Mr. Genet says, " South of Albany, as far as, Castle^on, the 
 water in general is shallow, and over five extensive bars, varied in depth 
 from 4.5 to 5.6 feet;" and, "that between Castleton and New Balti- 
 more, there are more intervals of deep water, and only four bars, over 
 Avhich the water varies from 4 to 7 feet.'' 
 
 During the examinations in 1831, it was found that the river would re- 
 quire deepening in six different places between Albany and Castleton, 
 from 1 foot to 2.5 feet, to give 9 feet water ; and that between this latter 
 town and New Baltimore, there was no place, in the deepest part of the 
 channel, having less than 9 feet water. 
 
 Capt. Brewerton's chart, exhibiting the condition of the river on the 
 30th September, 1839, shows from 7 to 9 feet water on the Van Buren 
 bar, beginning near Port Schuyler, and extending, with slight intervals 
 of deeper water, to the foot of Breaker's island, a short distance below, 
 another narrow bar varying in depth of water from 6 to 9 feet. Covell's 
 shoal begins about the middle of Hillhouse island, and extends to the old 
 
 * It is a popular doctrine, that the cause of the formation of bars in rivers is to be found in 
 the action of the flood-tides checking the descending currents; and that the alluvial deposiles 
 take place in consequence of the diminished velocity which ensues. That much earthy matter 
 is precipitated underthese circumstances, there can be no doubt; but when the ebi)-tide descends 
 in the same channel through which the flood ascended, it must necessarily remove ail such 
 deposites, inasmuch as the ebb is stronger than the flood by the accumulated current, (the water 
 flowing from above the tidal influence,) or back water, caused by the flood, and the momentum 
 due to its motion down an inclined plane. But it is not always that the strength of the tide ebbs 
 and flows through the same channels; and when this is the case, bars will be formed. But to 
 remove these bars, it will only be necessary to give the ebb-tide a proper direction, which can 
 seldom be a matter of much difficulty. 
 
Doc. No. 53. 
 
 21 
 
 State dam, immediately below dike No. 2, section No. 2; the water over 
 it being from 6.5 feet to 9 feet, with an occasional hole of 10 feet depth — 
 the general average being about 8 feet. A short distance further down 
 begins Hellogs^'s shoal, extending nearly to Bath, and varying from? to 9 
 feet, but being generally 9 feet deep. Opposite Bath is a narrow bar of 
 7 to 9 feet water. The first shallow water below Albany is Cuyler's 
 bar, over which the water varied from 7 to 9 feet. The next was the 
 famous Overslaugh, beginning near the head of Beacon island, and termi- 
 nating not lar above Van Wie's point. The water on this bar varied from 
 S to 9 teet, the shoalest water being immediately below the old State 
 jettie, called Van Wie's pier. 
 
 It is much to be regretted that we have no means of instituting a rigid 
 comparison between the soundings on the different charts, inasmuch as 
 they have no common plane of reference. The soundings on Randall's"^ 
 and Clinton-s maps were reduced to the extreme low loater oi ihe. respect- 
 ive years in which they w^ere made, and it is probable that their planes 
 of low water are nearly coincident. On Capt. Brewerton's maps the 
 soundings were reduced to the plane of ordinary low water^ which was 
 assumed at 9 feet below the head of dike No. 1 at Port Schuyler, section 
 No. 2; at S.S3 feet below head of dike No. 2, section 2; and at 8 feet 
 below head of dike No. 1, section 3. The soundings on his map of the 
 river, down to the head of Westeiio's iskmd, are reduced to a plane about 
 0.75 foot above the low water observed in September 1839, and probably 
 1 foot above the extreme low water of that year. The soundings be- 
 tween Albany and Van Wie's w^ere referred to a different plane, lower 
 than the first by 0.68 foot, or 0.07 foot above the low water of September, 
 1839, or about 0.32 foot above extreme low water. 
 
 For the purpose of affording a ready comparison with Capt. Brewer- 
 ton's surveys, I adopted the same plane of reference with his maps of the 
 river between Troy and Albany, but did not lower the plane to conform 
 with his belo'*^ Albany; so that 0.68 foot must be uniformly deducted 
 from the soundings on my maps below Albany, to bring them to the 
 same level with those on his maps of the river between Albany and Van 
 Wie's point; and 1 foot uniformly subtracted from the soundings on my 
 charts will give, very nearly, the extreme low-water depth. These ele- 
 ments will afford the means of establishing a tolerably accurate standard 
 of comparison between the different surveys referred to in the foregoing. 
 
 The special board of engineers say, in 1834, " that it has been ascer- 
 tained, from recent examinations, that the shoals and bars are now com- 
 posed of a mixture of sand, gravel, and pebbles, above Albany; and of 
 sand, below Albany;" and it'was stated by Mr. Clinton, in 1831, " that 
 all the bars above Albany are gravel and other heavy soils, while all 
 below Albany are sand and other lighter deposites." 
 
 Mr. Genet states the meanflow^and fall of the tides, v%'hen not influ- 
 enced by freshets, to be, at Troy, 1 foot; at Albany, 2.3 feet; and at New 
 Baltimore, 3.6 feet. According to Mr. Clinton's statement, the mean was, 
 at Troy, 13.1 inches; at Albany, 25.1 inches; at Castleton, 30.6 inches; and 
 at New Baltimore, 34 indies. My register,t the last summer, gave at Wa- 
 
 * In calculating the qaami'y of earth to be removed for the proposed ship-canal, Mr. Ran- 
 dall assumed a plane of extreme low water — a level 3.3 feet below the averajje low waier of his 
 tables; but we are not informed if his soundings were reduced oa the charts lo the same plane. 
 
 t See tide-scales on charts, and register of tides in jonrnal. 
 
22 
 
 Doc. No. 53. 
 
 tervliet, (just below Troy,) 1.2 foot; at Albany, 2.3 feet; ai Castleton, 2.6 
 feet; and at Barren island, near New Baltimore, 3.69 feet. I have seen no 
 results of observations on the tides between those of 1831 and 1843. 
 
 Having thus briefly adverted to the different conditions of the river 
 from 1819 to 1839, let us now enter into a more detailed comparison of 
 the changes which have taken place up to the year 1843. 
 
 We commenced our survey at the lock and dam above Troy; but the 
 state of the river was such, that but little reliance could be placed on the 
 soundings taken above the Balston railroad bridge, and they have been 
 accordingly rejected. I understood, however, that the channel near the 
 foot of the lock had been a good deal obstructed with gravel washed in 
 from the vicinity of the dam by the floods. It is proposed to remove 
 this gravel, and to construct a low dam, 2,230 feet long, from the tail -bay 
 of the lock to the head of Hay island, for the purpose of preventing the 
 future accumulation of gravel in the channel. 
 
 From a point opposite the lower mouth of the Mohawk, down to 
 Washington bar, the water is deep. This bar lies ofl" the head of dike 
 No. 1, at Port Schuyler. In 1819, this bar was 2,000 feet long, with a 
 depth of water varying from 4.5 to 9 feet; in 1839, it was 1,500 feet long, 
 the depth varying from 7 to 9 feet; in 1843, it was ascertained that this 
 bar was reduced to 1,000 feet in length, with not less than 8 feet water, 
 and ordinarily not less than 9 feet at ordinary low tide. TJiis improve- 
 ment may be obviously attributed to the construction of the dike. A 
 little dredging may be necessary here, to remove lumps, and to straighten 
 and widen the channel, when I cannot doubt it will be kept open by its 
 own action. My opinion is, that if the cut in the dike (for which there 
 seems to be no necessity) were closed, the channel would deepen and 
 straighten without further assistance. 
 
 Van Bur en bar — nearly opposite the head of Hillhouse island. In 
 1819, it was over 4,000 feet long, varying in depth from 4 to 9 feet, aver- 
 aging about 5 feet. In 1831, about the same length, depth varying from 
 5 to 9 feet, and averaging about 6 feet. In 1839, the bar was about the 
 same length, vaiying in depth from 7 to 9 feet, averaging about 7J feet. 
 In 1843, this bar had almost entirely disappeared, there being seldom 
 less than 8 feet at any point, and ordinarily about 9 feet; and it is reason- 
 able to suppose, judging from the past, that the natural action of the river 
 will soon open it to not less than 9 feet at low water. 
 
 Dike No. 1, section No. 2, is 4,600 feet long, or about 1 mile, including 
 the revetment of Breaker's island; and 8.83 feet above ordinary low tide. 
 It is in an excellent state of preservation, excepting a small portion of the 
 revetment of the island, which needs repairing. I would also strongly 
 recommend the closing of the cut in the dike, or the construction of the 
 projected dam from Hillhouse island to the west shore. 
 
 In 1819, there was no part of the river, from the foot of Breaker's 
 island to Greenbush, having 9 feet water, with the exception of one deep 
 hole. On Covell's shoal, opposite to Hillhouse island, there was but 4.7 
 feet water. In 1831, about the same. In 1839, from Breaker's island to 
 the "old Fish -house pier," below dike No. 2, section No. 2, the water 
 varied generally, with the exception of a few deep holes, from 6 to 8, and 
 sometimes 9 feet water. This includes Covell's shoal, on which there 
 was 6 feet water. In 1843, there was not less than 1\ feet water on those 
 shoals, and generally not less than 9 feet; there being in a few places 8 
 
Doc. No. 53. 
 
 23 
 
 feet water down to the pier aforesaid. It is necessary on this section to 
 remove the lumps, and to straighten the channel, as no vessel can avail 
 itself of the full depth of water in the channel; so that, practically, there is 
 not more than 6 feet water at extreme low tide. These important changes 
 can be traced to no other cause than to the erection of the public works, 
 incomplete as they are; and it will be observed, that while dike No. 1 
 has greatly ameliorated the condition of the river over the Washington 
 and Van Buren shoals, it has not affected the rivef injuriously lower 
 down, but has, probably, on the contrary, contributed to its improve- 
 ment. 
 
 Dike No. 2 runs along, and is connected with, the face of Patroon's 
 island. It begins about 700 feet below the foot of Hank's island, (with 
 which it should be connected,) and terminates about the same distance 
 below the foot of Patroon's island; it is 3,500 feet long, and 8.83 feet 
 above low water. Capt. Brewerton recommended that it should be con- 
 nected with Hank's island, (the lower portion of which has been revetted,) 
 and extended down stream to Patroon's lower island, with a cut about 
 the middle of its length. If this suggestion should be carried into exe- 
 cution, it would make the entire length of the dike about 9.500 feet. He 
 also proposed, for ultimate operations, connecting the east shore of the 
 river, (beginning at a point opposite the foot of Hillhouse island,) with 
 the head of Base island, and extending 2,300 feet below it. The whole 
 length of this dike would be about G,000 feet. There is an old State 
 jettie, in a very dilapidated condition, running out from the east shore, 
 about 250 feet above the head of Base island, and projecting about the 
 same distance beyond it. I cannot think all the works which have been 
 recommended for this locality necessary, although they may be found to 
 be so in the end. I would connect dike No. 2 with Hank's island, 
 extend it down stream (on the line of Capt. Brewerton's projection) 850 
 feet to the " old Fish-house pier," at the same time removing that portion 
 of the pier which juts beyond that line; continue the dike about 2,000 
 feet further, on'a curve gently inclining towards the foot of Mud island, 
 for the purpose of directing the alluvion which may be brought down 
 the river, into the bay formed by the dam connecting Patroon's lower 
 island with the main shore; complete the revetment of the face of Pa- 
 troon's lower island; repair the jettie on the east shore, cutting off the 
 portion which projects beyond Base island; connect the pier with the 
 island, and revet the face of the island. This, I think, will be suflicient 
 to insure a navigation, on this reach, of not less than 9 feet water at the 
 lowest tides. 
 
 In 1819, between the "old Fish -house pier" and the Bath ferry, there was 
 at no place over 8.5 feet water, and generally not over 5 feet. On "Hellogg's 
 shoal" there was but 3.5 feet. In 1831, the condition of this portion of the 
 river was not much changed. In 1839, it varied from T to 9 feet, being 
 generally about 8 feet. In 1843, it was about the same down to the head 
 of Patrocn's lower island; from whence to Bath it was from 10 to 12 feet 
 deep, being 10 feet in the " ordinary channel.'' This latter efiect must 
 be referred to the influence of the dam behind Patroon's lower island, 
 and the short revetment on the face of that island. The island is, how- 
 ever, fast wearing av/ay, and demands immediate attention. 
 
 I have projected, on the map accompanying this report, the works sug- 
 gested by Capt. Brewerton for the improvement at Bath and the upper 
 
24 
 
 Doc. No. 53. 
 
 end of Aityany. On this subject Capt. Brewerton says, a letter to the 
 president of the Pier Company, dated January 7, 1839, " The dike con- 
 templated to run from the southern extremity of lower Patroon's island, 
 and that connecting Bath with the head of Van Rensselaer's island, are 
 so drawn as to give as nearly a uniform width to the channel as the rela- 
 tive positions of those islands with the adjacent shores will permit. In 
 order to maintain the same width of channel and depth of water oppo- 
 site the pier, it will be necessary to contract the river by carrying the pier 
 out towards the channel, viz : 284 feet at its northern extremity; 40 feet 
 at a point nearly midway of its length; and 140 feet at its lower termina- 
 tion, or at such distance that the last line, when produced, may be tan- 
 gent to the wharf just below the foot of Lydius street. 
 
 '*lt would be desirable that the owners of property above the pier should 
 extend their wharf into the river, on a line with the dike running from 
 the southern extremity of lower Patroon's island. The latter work, in 
 connexion with the dam intended to unite this island Avith the west 
 shore, will form a basin, which may prove equally safe with the Albany 
 basin, and of much greater capacity for the accommodation of vessels of 
 every description. 
 
 "This modification of the pier will not only be an essential auxiliary in 
 the improvement of the navigation of the river, but will also subserve 
 other objects connected Avith it." 
 
 In 1819, from Bath ferry to a point corresponding to the lower end ot 
 the Albany pier, the greatest depth of water varied from 5 to 8 feet, being 
 usually about 6 feet. There were at that time several shoals in the mid- 
 dle of the river, not far from the present railroad-ferry cut, bare at low 
 water. 
 
 In 1826, the Albany pier was built. In 1831, the water along ihe face 
 of the pier varied from 10 to 18 feet. In 1839, the same average depth of 
 water was noticed. In 1843, the channel was rather deeper and wider, 
 especially on the railroad ferry line : this increase is ov/ing to the erection 
 of a high stone wharf on Van Rensselaer's island, by the railroad com- 
 pany, which has narrowed the river's surface, opposite the cut in the pier, 
 about 200 feet. 
 
 The shoalest water is on the east shore; the deepest, near the face of 
 the pier; and the mean velocity about the middle of the river. 
 
 An examination of the different charts of this portion of the river will 
 most forcibly illustrate the good effects produced on the bed of the river 
 by the construction of the Albany pier. It would seem, from the above 
 facts, that the river opposite Albany has attained its regimen. From the 
 foot of the Albany pier to Cuyler's bar is deep water, varying from 10 to 
 20 feet. There is here very little perceptible difference in the channel 
 depth, since 1819; but it seems, on the whole, to be rather deeper, while 
 the width from the foot of the pier to the Hudson and Mohawk railroad 
 depot has greatly increased. 
 
 The narrowest part of the Hudson, below the railroad bridge, is at the 
 lower end of Troy, where it is but 640 feet wide; the next narrowest point 
 is atGreenbush, where it is 730 feet wide. 
 
 A short distance below Greenbush is Cuylefs bar. In 1819, the water 
 on this bar varied from 4 to 9 feet, averaging about 6 feet. In 1839, the 
 distance between the 9- feet curves was 2,200 feet, the water between 
 those curves being at no tim.e less than 7 feet. In 1843^ the shoal was 
 
Doc. No. 53. 
 
 25 
 
 nearly 3,000 feet long, the least water being about 6 feet. It will thus be 
 seen that the shoal has increased a good deal since J 839. The cause of 
 this increase must be looked for in the contraction of the river by the 
 railroad depot on Van Rensselaer's island, opposite Albany; and to the 
 deposite of considerable quantities of mud in the chc^nnel, by the con- 
 tractors for excavating the basin at Albany. It will be observed, by com- 
 paring the charts, that, although the " ordinary channel," above the 
 Hudson and Mohawk railroad freight depot, has been but little deepened 
 since 1831, it has been very much widened since 1839, (the railroad wharf 
 having been built in 1842;) and that an immense quantity of mud has 
 been removed from the bed of the river in the mean time. This is partic- 
 ularly obvious on a line drawn from the south end of Gibbon's wharf to 
 the west landing-place of the Greenbush ferry, along the line of wharfage 
 below the ferry, and at the ferry wharf in Greenbush, where it will be 
 noticed that the water has been increased from 11 to 27 feet. Nearly all 
 the heavier materials which have been removed from this section of the 
 river, have been naturally deposited in the wide expanse of the river below 
 the city; while the lighter substances have been carried still further 
 down— a portion of them, probably, having been dropped on the Castleton 
 bar. 
 
 The board of engineers suggested, for the removal of Cuyler's bar, 
 the construction of a dam 200 feet long, to connect Small and VVesterlo's 
 islands, and a dike 1,700 feet long in front of "Small island," to turn the 
 water eastward. 
 
 Capt. Brewerton recommended the short dam, as above, and the exten- 
 sion of the dike (in front of Small island) down to Bogert's island, leav- 
 ing an opening in the dike 250 feet wide, about 1 ,200 feet above the head 
 of that island — making its entire length, including the revetment of a 
 portion of the island, about 6,800 feet; and a dike on the east shore 4,000 
 feet long, running from the lower end of Greenbush to Duow's point, op- 
 posite the head o| Bogert's island. 
 
 I am inchned to believe that the west dike, or a considerable portion of 
 it, may be dispensed with; and that the eastern dike, combined with ju- 
 dicious dredging, may answer the purpose. 
 
 In the first place, it is quite certain that much the greater volume of 
 water, in floods, impinges on the east or concave shore, as is manifested 
 by its destructive abrasion of the bank; the eflbrts of the land proprietors 
 to stay its encroachments; and the increased velocity at the foot of the 
 curve, as determined by experiments. The reason, then, which induced 
 the special board to recommend the building of the west dike, does not 
 exist at this time. 
 
 For a correct understanding of my views on this subject, a reference to 
 the charts is essential, and particularly to the difl:erent lines of currents 
 and velocities. 
 
 I would recommend the construction of the east dike, but not precisely 
 on aright line, but rather so that its trace should measurably conform to 
 the outhne of the shore; that is to say, I would have it built on a slight 
 concave"^ curve, throwing off the water from Duow's point, on the line of 
 
 * The superiority, under ordinary circumstances, of a single concave dike, to parallel recti- 
 linear dikes, is very clearly proven by Mr. Brooks, in his short treatise on the Improvement of 
 Rivers, in chapter ix., from page 114 to 119, inclusive. He says, "ihose who are acquainted 
 with the laws which govern the motions of water will see nothing startling or objeciionable in 
 the proposition to substitute the plan of concave shores ox piers, described with very large radii, 
 for the rectilinear ones now generally constructed," &c. 
 
26 
 
 Doc. No. 53. 
 
 the present channel, towards the Overslaugh dike. I would then ascertain, 
 with as much precision as practicable, the natural course of the filament 
 of greatest velocity at a time when the flood had nearly reached the top 
 of the dike; and on that course I would open a new channel, by dredg- 
 ing* to the requisite depth, in the firm belief that it would remain open. 
 As nearly as we can now indicate, the line a 6, marked on the map with 
 red arrows^ would satisfy the condition of the problem. 
 
 I would scarcely ever venture to recommend dredging as a primary 
 means of improvement ; but it is often useful as an auxiliary, and would 
 sometimes be sufficient of itself When resorted to, its action is usually 
 confined to the low-water channel, across which, probably, the flood flows 
 at a considerable angle. When this is the case, the detritus rolled along 
 the bottom is deposited in the " dug way," almost as a matter of course ; 
 but when the new channel has been opened on a straight line, nearly co- 
 incident with the axis of the flood, this cannot well take place. For 
 when a river has once attained its regimen, it very seldom happens that 
 heavy substances are abraded from its bed; and although the natural flow 
 of the ordinary tides or slight freshets may cross the new channel 
 obliquely, and deposite in it a small amount of light alluvion, the next 
 flood would be certain to clear it out. If, then, besides this, we have a 
 dike to control the direction of the current, I think we may confidently 
 predict a successful result. If, however, this should not be- found suffi- 
 cient for the purpose, the west dike might be built, extending down 
 stream from the head of " Small island" about 2,000 feet, and its southern 
 termmation curving gradually towards the western shore, below the foot 
 of Small island. If continued down to Bogert's island, I should appre- 
 hend that a large and unnecessary amount of fluviatile deposite might 
 be disturbed, and again dropped into the channel, at some other place. 
 By the arrangement above described, much of the earthy matter removed 
 by the action of the increased velocity, would be disposed of between the 
 western shore, Bogert's island, and the transverse dam. 
 
 It has also been proposed to extend the east dike, from Duow's point to 
 Papscannee island ; but as there is a sufficient depth of water for all 
 practical purposes along Bogert's island, I should consider this work as 
 unnecessary — at least for the present. Bogert's island should be, how- 
 ever, revetted along its entire face. 
 
 Formerly the " upper" and lower Overslaugh" bars were regarded 
 as the most formidable obstructions on the river; but, at present, they may 
 be said no longer to exist, having been almost entirely removed by the 
 public works. In 1819, the " upper Overslaugh" commenced at a point 
 opposite the head of Bogert's island, and extended down to its foot; the 
 water over it varying from 5 to 8 feet. The lower bar commenced oppo- 
 site the head of Van Rensselaer's island, and extended down nearly to 
 Austin's rock, with about the same depth of water as the upper bar. The 
 channel through the lower Overslaugh" was reflected from the head of 
 the aforesaid island to the east shore, from whence it was reflected back 
 again by means of Van Wie's pier. This portion of the river has been 
 injuriously aflected, from time to time, by ice floods. It is said, in a re- 
 port dated 31st March, 1818, from the State commissioners for improving 
 
 * This question is more fully discussed in speaking of the plau for removing the " Casileton 
 overslaugh," 
 
Doc. No. 53. 
 
 27 
 
 the Hudson, to the Governor of New York, " that the channel formed in 
 the river at the ' upper Overslaugh' has received material injury from 
 the damming of the ice, and the consequent accumulation of sand and 
 gravel at that place, during the late breaking up of the river. It ap- 
 pears, from actual soundings, that there is about 3 feet less water than 
 during the last season; and the jettie, or dam, seems also to have sus- 
 tained some injury." Between 1819 and 1831, there appears to have 
 been but little change on this bar, except that the channel flowed 
 along Van Rensselaer's island, instead of being reflected, as formerly, 
 towards Papscannee island. In March, 1837, the deepest water opposite 
 the head of dike No. 1, section No. 3, was 8 feet; and near the head of 
 Beacon island, it was 6 feet. In 1838, the water at the head of dike No. 
 1 was about 8 feet, and, with the exception of a very short distance, 
 (where the water was 7 feet,) it was not less than 8 feet, and generally 
 over 10 feet, down to Beacon island; and, indeed, the remark holds good 
 all the way down to the foot of the dike, terminating in deep water. In 
 1839, the channel at the head of the dike had not deepened; but, as far 
 down as the head of Beagon island, there had been a decided improve- 
 ment, the water being not less than from 9 to 10 feet. From -the head of 
 Beacon island to the commencement of dike 2, section 3, the channel 
 varied from 8.7 to 10 feet, with the exception of a narrow ridge, where it 
 was 7 feet; and from the head of dike 2 to its termination, near Austin's 
 rock, there was not less than 8 feet water, with the exception of a very 
 narrow bar, where it was 7.5 feet. In 1843, there was found to have 
 been no alteration in the shoal at the head of dike No. 1; but, from the 
 beginning of that dike to the foot of dike No. 2, there had been a most 
 obvious improvement, there being nowhere less than 10 feet of water, 
 and generally much more. 
 
 It is proper to observe, that, generally, in speaking of the depth of 
 water, I mean the depth on the " line of deepest Vjater^^ as laid down on 
 the chart, and n^t on the " ordinary channel," unless it be expressly 
 named. It often happens, that, owing to the narrowness or crookedness 
 of the " line of deepest water," vessels cannot avail themselves of its 
 depth, and are forced to confine themselves to the line designated as 
 ike ordinary channel^'^ of much less water. Wherever this is the case, 
 the '•^ ordinary channel" should be deepened, or a new one opened, on 
 the principles laid down in a preceding paragraph. 
 
 The upper Overslaugh dike (dike No. 1, section No. 3) begins near 
 the foot of Bogert's island, and terminates a short distance beyond the 
 head of Beacon island. It is 4,324 feet long, and its crest 8 feet above 
 the plane of reference. About 1,300 feet above the foot of the dike, there 
 is a cut 250 feet wide, calculated for a velocity of one mile per hour, 
 having for its object the relief of the works from the pressure of the 
 floods in the channel, before the waters have reached the some level 
 behind the dike. Capt. Brewerton says that " the head of water at the 
 dam, produced by the early spring freshets, was ?>\ feet; the distance the 
 water had to pass downwards in the channel -way," after leaving the dam, 
 until it could flow backwards in the basin, to the same point, was 10,000 
 feet." This fact, he thinks, shows that, at a partial stage of the flood, 
 there would result a fall of more than 10 inches per mile. Hence the 
 necessity of leaving openings in long dikes, to produce, as soon as pos- 
 sible, an equilibrium of pressure, or an equality of level, before and be- 
 
28 
 
 Doc. No. 53. 
 
 hind the dikes. In consequence of the failure of the dam connecting 
 Beacon island with the west shore, the velocity through the cut is much 
 greater than was anticipated, and its influence on the bed of the river is 
 most pernicious. Owing to the height and length of the dike, (the whole 
 length, including the revetment of the islands, being 12,.500 feet,) this 
 cut is probably essential to the stability of the work; but it is very im- 
 portant that the broken dam should be at once rebuilt. The dike is in a 
 very good state of preservation, and is becoming more and more secure, 
 from year to year, from the accumulation of sand around it, and the 
 growth of trees on its crest and face. It must be admitted that it has 
 not produced all the effect on the ^' upper Overslaugh" that might have 
 been anticipated from it. If the head of this dike had been thrown out 
 about 250 feet farther east, and had been extended up stream, to the end 
 of the dam running across Bogert's island to the west shore, t think it 
 would have answered a better purpose. It may be that the materials of 
 this shoal are too heavy to be disturbed by any reasonable increase of 
 velocity that we could produce by artificial causes. If this be the case, 
 they should be removed by other means. This dike was built on nearly 
 a straight line to the cut, from whence it curves slightly to the head of 
 Beacon island. 
 
 The " lower Overslaugh" pier is not essentially injured; but the pave- 
 ment is a good deal deranged, (in some places sunken,) and is in danger 
 of further injury, in consequence of this gradual displacement, unless it 
 should be put in a state of thorough repair. It would seem as if this 
 work had not been made with all the care bestowed on the other con- 
 structions ; or it may be that it has been exposed to a stronger action of 
 the currents. The owner of the land on that portion of Papscannee on 
 which Van Wie's pier joined, complains that, in consequence of the Uni- 
 ted States works, the land has been a good deal washed. It seems that 
 the shoulder of the dam has been carried away, and caused deep water 
 where there was dry land when the first surveys were made; and it is 
 apparent that the island is washing at various places: to prevent which, 
 the face of the island should be revetted. Opposite the foot of the dike, 
 and about 400 feet from it, lies " Austin's rock," in such a position as to 
 render it very dangerous to vessels, especially at night. Its situation is 
 marked by a buoy. At extreme low water, the highest point of the rock 
 is only about 1 foot below the surfoce. Its solid contents, down to 11 
 feet water, have been estimated at 1,. 579.9253 cubic yards. 
 
 Dike No. 2, section No. 3, is about 5,000 feet long, and terminates on 
 a concave curve, within 700 feet of Van Wie's point,* a rocky promon- 
 tory on the west shore of the river. This arrangement tends to deepen 
 the channel along the face of the pier, for reasons already given, and to 
 assist in reflecting the water towards the east shore at Staats' wharf, from 
 whence it is again reflected towards Winnie's point on the west shore. 
 In 1819, it folloAved the same course, the water being deep (in some places 
 26 feet) to the foot of Bear island, where there was but 5.9 feet, which 
 continued down nearly to Winnie's point, (or Parda Hook, as it is called 
 on the old maps,) where it becomes suddenly 21 feet deep. 
 
 In 1831, the currents followed the same direction, with about the same 
 
 ♦ At this point Capl. Brewerton's surveys terminated. For the remaining portion of the 
 
 river, we have Randall's anii Clinton's surveys, as means of comparison. 
 
Doc, No. 53. 
 
 29 
 
 depth of channel, excepting at Bear island, where it seems to have deep- 
 ened to some extent. 
 
 In 1819, the channel ran from Winnie's point around the eastern ex- 
 treme of the jettie which had been erected for the removal of a bar called 
 " Winnie's shoal," on which there was but 5 feet water. 
 
 It would appear from Clinton's survey, that, iu 1831, the channel took 
 very much the same direction as in 1819; but that between Winnie's 
 point and the east end of the jettie, there was not less than 9 feet water ; 
 showing an increase of 4 feet since that period ; off the east end of the 
 jettie about 12 feet; and from thence down to Civill's wharf, at Castleton, 
 from 10 to 15 feet water. 
 
 Randall's map shows a deep swash channel, (a kind of cul-de-sac^) be- 
 ginning near the foot of Smith's island, and extending past the jettie, 
 down to Castleton; the water being in many places 15 to 17 feet deep. 
 
 In 1843, it was found that the " line of deepest water" swept, on 
 nearly a direct course, from Winnie's point to the foot of Smith's island, 
 on which it impinged with considerable force, carrying off a portion of it 
 in each successive flood. From this point it flowed between Cow island 
 and the end of the jettie, through the old swash channel already men- 
 tioned, in which, below the jettie, has been formed the present Castle- 
 ton bar. At and around the foot of Smith's island, there is deep water; 
 and, mdeed, there is no want of depth till after passing the jettie, when 
 the " Castleton overslaugh" (the most formidable obstruction on the 
 river between Troy and New York) is encountered. It will be seen 
 that at extreme low tide, there is not 6 feet water on this bar, besides 
 which, the channel is narrow and sinuous ; and, in consequence of the 
 numerous vessels grounding on it, the bed of the river is heaped up into 
 lumps or ridges. 
 
 A reference to the maps will show — 1st, that the direction of the chan- 
 nel has changed since 1819 ; 2d, that the whole of W'inint's bar has 
 been removed, and the Castleton bar been formed, since that period; and, 
 3d, that considerable alterations in the contour of the shores and islands 
 have also taken place in the mean time. 
 
 The removal of the one bar, and the formation of another, are clearly 
 the effects of the jettie, known as "Winnie's pier ;"* but the change in the 
 direction of the " line of deepest water," above the pier, is not susceptible 
 of such easy explanation, and I have looked in vain to the form of the 
 river shores, and to the increase of the shoals, below Staats', for the 
 causes of this alteration ; and I am inclined to believe that it must have 
 been produced by the damming of the ice, on some occasion, on the bar. 
 In reference to this subject, Capt. Brewerton states, in his annual report 
 of October 19, 1839, that " at Castleton a bar was formed from the tail of 
 
 * It appears from the statement of several sloop captains, (February 28ih, 1820,) 'hat before 
 the erection of the dam at Winnie's bar, thechannel way opposite the upper end of Beekman's^ 
 or Schoriack creek, was wide, and extended almost to the east shore, and that there existed no 
 bar or shoal at that point; and ihat since the ereciion of that jettie, a shoal bar has been gradu- 
 ally forming at that point, and that ihf. channel has been quite narrow and difficult of naviga- 
 tion. Mr. Randall (under the same dale) says, "that the deep water in front of Castleton, 
 althongh embodied in a descending mass of from 16 to 23 feet in depth at common high tides, 
 and confined on the east by the shore, and on the west by an extensive sand-bar, bare at low 
 water, to a breadth of only 48 lods, has not sufficient momentuoa to dislodije the shoal formed 
 in the midst of the channel; but, on the contrary, has depo>ited a bed of sand 8 feet ia depth, 
 forming now the Castleton bar; and what is more to be noticed, immediately beyond the d^n- 
 struciiott already mentioned, the river increases in breadth aod depth." 
 
30 Doc. No. 53. 
 
 Winnie's pier, and running in a northeasterly direction, towards the oppo- 
 site shore ; which deposite may, without doubt, be attributed entirely to 
 the great dam of ice which formed below the village of Castleton at the 
 time of the great freshet. The ice reached to the bed of the river, and 
 remained in that state for several weeks, keeping the water 5 or 6 feet 
 above its usual level for some time, and was only drawn off very gradu- 
 ally by pressing over the flats on either side of the ice-dam. All the 
 abraded matter from above was, therefore, deposited in the neighborhood 
 of this dam, there to remain until, by a succession of freshets, or by arti- 
 ficial means, the obstruction was removed. Fears were entertained that 
 considerable difficulty would be experienced in the navigation at this 
 point, during the low stages of water; but the action of the spring fresh- 
 ets had such a beneficial effect, as very much to reduce the shoal thus 
 formed, which rendered unnecessary the use of artificial means to re- 
 move it." 
 
 After much careful consideration of the subject, and frequent observa- 
 tions on the condition of the river in the vicinity of Castleton, and being 
 guided by the results of the public works on other portions of the river, 
 and by those principles which I think should govern in such a case, I 
 have the honor to submit the following projet of improvement for this 
 locality : 
 
 To construct a dike, (on the same plan as those already built,) as 
 shown on the chart, from the foot of Smith's island, so that it shall run 
 tangent to Cow island, above the beacon, and thence on a line to the 
 northwest angle of Civill's wharf, Castleton ; stopping short of said wharf 
 600 feet, in 11 feet water at ordinary low tide. This dike will be 6 feet 
 above low tide, (at the head, and sloping with the surface of the river,) 
 and 3,500 feet long. To build on the west shore another dike* of the 
 same height, running from a wharf above the " Vlaamon's kill," in the 
 direction laid down on the map, towards the head of an extensive shoal, 
 bare at ordinary low tides, for a distance of about 4,-500 feet; from whence 
 it should curve across the shoal aforesaid, towards Schemmerhaun's island, 
 lower down, and conform to the exterior face of said island — making a 
 total length of 8,000 feet, including the revetment of the island above 
 mentioned. The average depth of water in which this latter dike is pro- 
 jected, would be less than 4 feet at low water; that is to say, it would be 
 about 10 feet high from its base. In excavating materials for the dikes, 
 we shall remove the whole of this bar to a depth of 11 feet water. Be- 
 sides these dikes, I would respectfully recommend that the foot of Smith's 
 island be revetted as far up as necessary; that its head be connected, by a 
 dam 1,200 feet long, with Pixtaway island; and that Pixtaway be joined 
 to Papscannee island by a dam 800 feet long, for the purpose of retaining 
 in the main channel the whole volume of water unbroken. It is likely, 
 also, that the greater portion of Smith's island, and of Pixtaway above 
 the dam, may require protection, as they are very liable to abrasion. It 
 will also be necessary to remove the greater portion of Winnie's pier pro- 
 jecting beyond the face of the west dike. 
 
 * If the eastern dike were built on a curve slightly concave, it is possible (and, indeed, not 
 improbable) that the whole of the western dike below "Winnie's pier" ma)'- be dispensed with. 
 1 would, therefore, reco.nmend that the former be first built, leaving it to experience to decide 
 on nie necessity for the latter. The reasoning in reference to the single concave dike at Cuy- 
 ler's bar, is equally applicable to the present case. 
 
Doc. No. 53. 
 
 31 
 
 Immediately below Van Wie's pier, the river is 1,200 feet wide, with a 
 surface velocity of 3 feet per second, corresponding to a bottom velocity 
 of 25 inches per second, and a mean of 30.5 inches per second, at a 3- 
 feet stage above our plane of reference. At the foot of dike No. 2, the 
 width is the same; and the surface velocity, a short distance below, where 
 the river is somewhat wider, was 2.8 feet per second, with a bottom velo- 
 city of 23.3 inches per second, and a mean of 2S.6 inches. 
 
 At the mouth of the Cooper's kill, below Van W^ie's wharf, the river is 
 1,130 feet wide, with a surface velocity, at a 7-feet stage, (according to 
 Mr. Bratt,) of 4 feet per second ; Avhich gives a bottom velocity of 35.151 
 inches per second, (sufficient to move small stones,) and a mean velocity 
 of 41.570 inches. According to our own observations, the surface velo- 
 city, at a 3-feet stage, was 2.8 feet per second, (the same as at Van Wie's 
 point,) or a bottom velocity of 23.39 inches. 
 
 There is at this place 17 feet water at low tide. At Staats' wharf, the 
 river is 1,350 feet wide, and the surface velocity 2.97 feet, and bottom = 
 24 inches. 
 
 At Winnie's wharf, the river is 1,100 feet wide; at a 3-feet stage, the 
 surface velocity was 3.3 feet per second, and at bottom 28 inches; the 
 low water at this point is 18 feet in the channel. 
 
 From the foot of Smith's island to the west shore, it is 1,830 feet, and 
 the surface velocity near the island was 3.76 feet at a 3-feet stage, giving 
 a bottom velocity of 31.742 inches. The greatest depth of water on that 
 line was 12 feet at ordinary low tide. This great velocity is due to an 
 extensive shoal on the west shore, and the reflection of the water, as be- 
 fore stated, to the foot of Smith's island. 
 
 The surface velocity at the eastern extremity of Winnie's pier is 3.7 
 feet, giving a bottom velocity of 31.742 inches; and at two points betweea 
 the pier and Castleton, the surface velocity was 2.94 feet, corresponding 
 with a bottom velocity of 24 inches per second. 
 
 The new chann^, confined between the proposed works at Castleton, 
 will be — at the head of west dike, 1,350 feet wide; at the foot of Smith's 
 island, the same width ; at the vertex of the curve on Cow island, 1,360 
 feet; at the extremity of the straight portion of the west dike, 1,300 feet; 
 and at the termination of the curve of said dike, 1,380 feet: these dif- 
 ferent widths having been adapted, as nearly as practicable, to the pecu- 
 liarities of the locality, and to the effects which we desired to produce. 
 
 As the foregoing plan for improving the navigation through the Cas- 
 tleton overslaugh contemplates the removal, by dredging, of all the flu- 
 viatile deposites from the channel to the depth of 11 feet, I think the 
 facts which have been briefly stated in reference to the width of river 
 surface, the depth of water, and velocity of current, at various points near 
 Castleton, and the ascertained influence which has been exerted by simi- 
 lar works on other portions of the river, will justify the belief that the 
 channel will be kept open by the increased velocity resulting from the 
 construction of the proposed dikes. In connexion with this subject, it 
 will be borne in mind that we have heretofore assumed, that, where a 
 stream has at length attained its regimen,* it seldom happens that the 
 heavier matter of its bed is disturbed, so long as its transverse sections 
 
 * The action of the Albany pier (and, more recently, of the new railroad wharf) is a stri- 
 ijing illustration of the truth of the proposition embraced in the above paragraph. 
 
32 
 
 Doc, No. 53. 
 
 remain unaltered, during ordinary floods. It requires, has been shown 
 before, a certain velocity to destroy the cohesion of substances forming 
 the bed of a river, when they are cemented ; and to transport a material 
 of a given specific gravity. If, then, we suppose a flood to reach a cer- 
 tain height, it will exert a certain effect; but, in the course of two or three 
 such floods, the whole efibrt must be expended, as it must soon detach 
 and remove from the bed all the materials that the velocity due to a 
 given depth of water, on a given transverse section and slope, can effect.* 
 So long, then, as the freshets remain within certain limits, no additional 
 corrosion of the bed can be expected, and, as far as that limit is concern- 
 ed, the river has attained its regimen of stability. It is only, then, by 
 extraordinary floods that the heavier substances can be disturbed; and 
 we have a right to conclude that most of the changes which occur in the 
 beds of rivers are caused by the removal of the lighter materials which 
 have been deposited at low velocities, compared with the rate of flow 
 during high freshets ; or else that they are produced by the grounding of 
 the ice, in the breaking up of the river — an influence which we can neither 
 anticipate nor controLf 
 
 The preceding remarks are not strictly applicable to the action of run- 
 ning waters on the banks, when they are of an erosive nature; and it 
 becomes important, in designing plans for a river improvement, not to lose 
 sight of that fact, and to endeavor to give , such a direction to the flow of 
 the flood as may prevent its impact with the banks; or to reduce the angle 
 of incidence so low that no injurious effects may follow; or, finally, to 
 protect the banks, when necessary, with stone or wood revetments.^ 
 
 The materials of the Castleton bar have been generally assumed to be 
 of a light character, but no borings have been made, to any considerable 
 depth, to ascertain the true nature of the deposite; but, my ir^pression 
 is, that it is only the superficial portion of it that is composed of arena- 
 ceous matter, while the remainder is formed of heavy substances, forced 
 to that position by the action of the ice. In a practical point of view, 
 however, the nature of the deposite is unimportant, as we do not contem- 
 plate resorting to the scovi- for the purpose of forming the channel, but of 
 keeping it free from the lighter alluvion after it has been opened. This 
 we hope to effect by the increased velocity § due to the contraction of the 
 river, and to the direction we shall give to the new channel, which will 
 be coincident with the flow of the filament of greatest velocity at a 6-feet 
 fireshet. 
 
 We wish to remove from the Castleton bar just so much of it as may 
 answer our purposes, and 710 more; as the superfluous matter detached 
 may assist the formation of a new obstruction lower down. When we 
 increase the velocity of the current ai a particular locality , we can scarcely 
 hope to graduate so nicely the means to the end, that it shall produce 
 precisely the effect we desire, and no other effects. It may (and probably 
 
 * The bed of a river, where the velocity is strong, has a tendency, after a time, to consoli- 
 date, in consequence of the removal of the lighter substances; and, when it is composed of 
 coarse gravel and small stones, it assumes somewhat the appearance of an artificial pavement. 
 
 t It has been already noticed, that the upper Overslaugh bar was formed by ice in 1818; and 
 that the deposite of coarse gravel between Troy and Albany was owing to the failure of the 
 State dam, above Troy, in 1840. 
 
 J Fascines, or wicker-work, might be used to great advantage for this purpose, 
 
 § When the alluvion has been once set in motion, it will be kepi moving by a velocity rather 
 less than that which produced the first impulse. 
 
Doc. No. 53. 
 
 33 
 
 will, in the present case) remove more of the shoal than we wish. The 
 question, then, is, to lessen the probability of this occurrence, and to pre- 
 vent it from injuriously affecting some other part of the river. With this 
 view, and with the additional object of disposing of the light earthy mat- 
 ter brought down by the freshets, and held in mechanical suspension by 
 its waters, I have terminated the projected west dike with a long flattened 
 curve, with the expectation that much of the alluvion will be directed 
 by this arrangement behind and amongst the shoals and islands in that 
 vicinity, where a diminished velocity will induce its precipitation. A re- 
 ference to the charts and plans will, I trust, more clearly explain my 
 meaning.* 
 
 Below Castleton, there is no very formidable obstruction to the navi- 
 gation; but immediately below the mouth of Schodack creek, there is a bar 
 with 8 feet water at extreme low tide. In 1819, there was only 4.5 feet ; 
 but in 1831, the depth of water and direction of channel were much the 
 same as at present. It is proposed to close the mouth of Schodack creek 
 by a dam 600 feet long, which will probably prevent this shoal from ever 
 becoming a serious evil. It would also answer a good purpose to connect 
 the foot of Shad island with the west shore, by a dam 1,300 feet long, 
 leaving a narrow sluice in it for the discharge of the Norman's kill. This 
 would assist the action on the Schodack shoal, by forcing into the main 
 channel the waters flowing behind Shad island, where it is 10 and 12 feet 
 deep; besides which, it would act in collecting the alluvial matter which 
 may be abraded from the Castleton bar. It would also exert some influ- 
 ence on the shoal below. 
 
 In 1819, the channel passed very near the foot of Shad island, with a 
 depth of 8.-9 and 9 feet; further on, however, it was 15 feet deep, with 
 the exception of one point, where it was 6.6 leet. In 1831, the channel 
 followed nearly the same course, but with deeper water. At present, the 
 line of deepest water flows towards the head of Mull's plaat, where an 
 extensive shoal h^as formed, and there turns rather abruptly towards the 
 west shore in the neighborhood of Mull's rocks, where vessels, unless 
 they keep the channel very carefully, are likely to run aground. The 
 least water on this shoal is about 9 feet, but the " line of deepest water" 
 is too crooked for practical use, and should be straightened. In addition 
 to this, it is recommended to close the mouth of the Hellegat, by a dam 
 2,000 feet long, with an opening to permit small vessels to reach the vil- 
 lage of Schodack, and to protect the face of Mull's plaat island. The dis- 
 charge of water through the Hellegat is considerable. 
 
 Formerly Coeyman^s bar was a rather bad shoal, but has at this time 
 no existence, there being not less than 12 feet at extreme low water at this 
 place. It is recommended, for the protection and preservation of this 
 channel, that the foot of Mull's plaat should be joined to the head of 
 Mull's island by a dam 1,400 feet long, and the necessary revetment of 
 the front of the islands. It will be observed, that the " line of deepest 
 water'' makes a deflection between those two islands in a manner to 
 threaten to break through to Shodack creek. 
 
 ♦ By consulting ihe charts, it will be observed that, as the current is thrown off from Winnie's 
 point towards the foot of Smith's i.-laud, our propo-=ed works are calculated to receive and to 
 direct the energy of this curreiii along a concave curve, without in any manner d(;ing violence 
 to Its initial direction; and that the current will be thrown off, at the foot of the cuived dike, 
 into deep water, as at present. Our new channtl will then naturally conform to the superior 
 aad inferior reaches, as now existing. 
 
 3 
 
34 
 
 Doc. No. 53. 
 
 The foot of MulPs island, below Barren island, is fast wearing away, 
 and calls for immediate protection. Below this point, I have no works to 
 propose. 
 
 In the vicinity of Vyvede Hook, the river has undergone many changes 
 in the form of the shores, the contour of the islands, and the direction 
 and depth of the channels; but, on the whole, there is an improvement to 
 the navigation, which has been accomplished by the natural action of the 
 river. 
 
 On the " Coey man's overslaugh," below Barren island, where there 
 was but 5 feet water in 1819, according to Randall's charts, there is at 
 this time not less than 8 feet, and generally more ; and in the new chan- 
 nel, which has opened near the east shore, to the east of Teneyck's 
 island, there is nowhere less than 10 feet at extreme low water. 
 
 From the head of Barren island, following the eastern channel, to a 
 point about one mile below New Baltimore, the water is quite deep, being 
 in no place less than 10 feet, and attaining at New Baltimore a depth of 
 26 feet; being several feet deeper than in 1819. By the construction of a 
 wharf at New Baltimore, the surface of the river has been contracted to 
 770 feet, and the increased depth of water is the legitimate consequence 
 of it. In 1819, the shoal below New Baltimore had, at the lowest known 
 water, a depth of 11.80 feet; and, although the form and position of the 
 shoal have somewhat changed, there is no reason to believe that the 
 depth of water has diminished ; and, indeed, 1 think we need apprehend 
 no such result, unless heavy matter should be detached from the bed of 
 the river higher up, when it might be dropped at this place. The board 
 of engineers express the same idea in reference to this locality, and re- 
 mark, " that shoals are formed, not simply because the waters are turbid, 
 but because they are turbid and slow ; and there is no reason to believe 
 that the current along this part of the river will be diminished." 
 
 From the head of Smith's island, as far down as our surveys extended, 
 the islands, which have been formed by deposites from the river at a 
 period when it discharged a much greater amount of water than at pres- 
 ent, are being rapidly worn away by the extraordinary and unreasonable 
 velocity with which the steamboats move through the water. Consider- 
 able portions of these islands (especially when in cultivation) are removed 
 every year, and much of their debris deposited, doubtless, in the channel. 
 The swell caused by the motion of the boats is very great; wave after 
 wave breaks on the shore, carrying back, in its reflux, the soil from the 
 river banks.* 
 
 The question has been often asked, " whether, if the proposed works 
 should be completed, and the obstructions removed from the river between 
 Troy and New Baltimore, would there not be other bars formed below 
 the latter point, in consequence of those works ?" I think that no such 
 apprehension need be entertained, inasmuch as my plan for the improve- 
 ment of the Castleton overslaugh (the lowest and worst obstruction re- 
 maining on the river) contemplates the entire removal, by dredging, of so 
 much of the bar as may be necessary to obtain a channel-way of 11 feet 
 
 ♦ So great is the effect of this swell, that our quarter-boat, which was moored stem and 
 stern to the shore, with anchors also at both extremities, was driven off, on one occasion, by 
 the passing of the steamer Troy, and was nearly wrecked. Nothing but the care with which 
 she'nad been fastened saved her. The difference in level between the highest swell and the 
 lowest depression of ibe reflux is several feet. 
 
•Doc. No. 53. 
 
 35 
 
 depth at low water. The special board of engineers have treated this 
 question so satisfactorily, that I feel it to be quite unnecessary to add to 
 their observations. 
 
 Mr. Randall estimated the quantity of dirt to be removed from a chan- 
 nel 660 feet wide, and 12 feet deep at ordinary low water, from Troy to 
 New Baltimore, at 8,000,000 cubic yards. The board show, by calcula- 
 tion, that if the whole of this amount of deposite were removed from the 
 bars, and were again equally distributed over a distance of 8 miles, from 
 New Baltimore down, it would still leave 10.55 feet depth at low water, 
 even if the river were no wider than at New Baltimore; whereas it is, 
 in reality, more than double that width, on an average. " It is not to be 
 supposed, however," add the board, " that this matter will all be depos- 
 ited within this distance. The more probable operation will, in general 
 terms, be this: On reaching a point where the velocity is diminished in 
 a slight degree, the heaviest and largest of the materials only will find 
 it insufficient for their further transport, and these only will be deposited; 
 another diminution of velocity will leave behind the matter standing 
 next in the descending scale as to magnitude and weight ; and so on, 
 until at last the waters bear up fine particles alone." 
 
 Section 44. " In a channel nearly direct, uniformly enlarging in sec- 
 tion, and lessening in velocity, the operation would be nearly as just de- 
 scribed. But in all rivers there are disturbing causes of this regularity, 
 and, amongst these, are chiefly worthy of notice, the branching of the 
 channel around islands, and sudden enlargement of the bed ; both 
 taking off, to be dropped in the more quiet places, much of the lighter 
 matter mixed with the water. We may presume that the transported 
 matter, instead of composing a stratum of several feet in thickness, just 
 below the termination of the artificial works, will be spread, in a thin 
 layer, over many miles of length." 
 
 The report further says: "Now taking this depth, (of 9 feet,) and using 
 Mr. Clinton's calculations of the quantity to be dredged, it is found that 
 to obtain a chanliel of 660 feet wide (the width given by Mr. Randall) 
 will call for the removal of about 2,000,000 cubic yards, or less than one- 
 fourth of the before-stated quantity of 8,224,674 cubic yards. This 
 quantity would, in the supposition before made, (section 42,) if deposited 
 in a bed of 6.45 feet deep, extend less than two miles below New Balti- 
 more; if spread along the bed for eight miles, would raise it but 1.60 
 foot; and if diffused uniformly over the bottom as far as Hudson, would 
 cause an elevation thereof of about 6 inches. 
 
 " Section 47. If, now, the better to compare this operation with the 
 canal projects, we take a breadth of 300 feet for the channel — again using 
 Mr. Clinton's calculations — the quantity to be removed would be less 
 than 1,000,000 cubic yards: calling it 1,000,000, it would barely fill the 
 basin in front of New BaUimore 6.45 feet high, would raise the bed 10 
 inches for a length of 8 miles, or about 3 inches for a length of 20 miles. 
 
 " Section 48. It would appear, from the above statement, that the quan- 
 tity of 2,000,000 cubic yards might be left to the disposal of the floods, 
 with the probability that no harm would result therefrom to the lower 
 portion of the river ; and, of course, the probability would be the greater, 
 with the lesser quantity of 1,000,000 cubic yards." 
 
 Accompanying this report, as an appendix, will be found tables mark- 
 ed A, B, C, and D, and a list of vessels trading .to Albany, marked Fu 
 
36 
 
 Doc. No 53. 
 
 A, B, and C, are taken from the report of the commissioners of the canal 
 fund to the legislature of New York, in 1842. They refer to the value 
 of the trade on the New York canals. 
 
 It will be seen from these tables, that, in 1841, the value of the trade on 
 all the canals (see A) was $92,202,929. By statement B, it seems that 
 the value of all articles arriving at tide water was - - $27,228,322 
 
 It appears by table No. 3, of the commissioners' report, that 
 
 the value of all articles shipped from Albany and Troy, 
 
 on the canals, was - . . - . 56,798,447 
 
 Making a grand total of - - - - - ^84,026,769 
 
 transported on the upper tidal waters of the Hudson river. This is exclu- 
 sive of the consumption of supplies by the inhabitants of Albany, Troy, 
 and the surrounding country, and by the numerous travellers stopping in 
 those cities. 
 
 In this valuable trade, the following States appear to have participated^ 
 viz: South Carolina, North Carolina, Virginia, Maryland, Delaware, Penn- 
 sylvania, New Jersey, New York, all the New England States, Ohio, In- 
 diana, Illinois, Michigan, and the Territories of Iowa and Wisconsin- 
 making, in all, eighteen States and two Territories. The principal part of 
 this trade belongs, however, to New York, Massachusetts, Vermont, the 
 northwestern States and Territories, and the northwestern part of Penn- 
 sylvania; although the other States embraced in the above enumeration 
 are also interested in this commerce, but in a less degree. The trade 
 with the northwestern States is growing rapidly ; and it appears from the 
 reports of the " commissiorers of the canal fund," that the principal 
 (and, indeed, nearly the entire) increase in the trade on the New York 
 State canals is derived from those States. 
 
 In 1842 the amount of trade was less than in 1841, owing to peculiar 
 circumstances; but in 1843 it has been very much greater than in any 
 preceding year, but the final returns are not yet available. It has been 
 stated, however, on good authority, that it will probably exceed the sum 
 of $100,000,000. 
 
 Statement D shows the amount of estimates for the improvement, and 
 of the appropriations made by Congress for that object. 
 
 The list of vessels (E) exhibits the number, classification, and tonnage of 
 the different vessels which have arrived at, and cleared from, the port of 
 Albany. It shows that 714 different vessels had stopped at Albany, from 
 the opening of the spring navigation of 1843, to November 20 of the same 
 year, and a total tonnage of 57,930 tons. It will be noticed that there 
 were 47 steamboats and 64 towboats embraced in the list, constantly tra- 
 ding to and from Albany. 
 
 On examining this list, it will be seen that it embraces vessels belong- 
 ing and trading to the following States, viz : South Carolina, North Caro- 
 lina, Virginia, Maryland, Delaware, Pennsylvania, New Jersey, New 
 York, Rhode Island, Connecticut, Massachusetts, New Hampshire, and 
 Maine. Some of the smaller steamboats pass through the Northern, or 
 Champlain canal, trading to Vermont. 
 
 In concluding this report, it remains for us to advert to but one other 
 point; that is, to the vast importance of Albany as a military post for the 
 defence of the northern frontier, and a portion of the Atlantic coast. 
 
 In reference to this subject, I beg leave to submit the following extract 
 
Doc. No. 53. 
 
 37 
 
 from a report to the Secretary of War, by a board of officers, of which 
 Col. Totten, of the corps of engineers, was president.* 
 
 " In reference to the northern frontier, generally, it is the decided 
 opinion of the board, tliat, besides the defences which have been sug- 
 gested along the border, chiefly for purposes of local protection, there 
 should be a great central station at some position in the interior, at which 
 troops might be assembled for instruction, and where they would still 
 be within supporting distance of the more exposed parts of the frontier. 
 
 Turning our views inland, in search of some single position at which 
 preparations might be made for extending operations on this frontier, and 
 from which aid and succor could always be speedily derived; some posi- 
 tion which, while it shall be equally near to many important points of the 
 enemy's possessions, shall afford, at no time, any indication of the direc- 
 tion in which our efforts are to be made; which will, if it be possible, 
 unite the opposite qualities of bemg at the same time remote and proxi- 
 mate — far as to distance, but near as to time — which, while it brings a 
 portion of the military resources of the country to the support of the in- 
 land frontier, and places them in the best attitude for operations in that 
 quarter, whether defensive or offensive, at the same time takes them not 
 away fi'om the seacoast. Looking for these various properties, we find 
 them all united, in a remarkable degree, in the position of Albany, 
 
 From this place, by steamboat, canal-boat, or railroad car, troops and 
 munitions could be transported, in a short time, to Buffalo, or onward to 
 Detroit, to Oswego, to Sacketts' Harbor, to Plattsburg, to Boston, and 
 along the coast of New England; to New York by steamboat now, and 
 soon by railroad also; and thence onward to Philadelphia, Baltimore, 
 Washington, and the heart of the southern country, if necessary. In a 
 word, Albany is a great central position, from which radiate the principal 
 lines of communication to the north, to the south, to the east, and to 
 the west; and combines so many advantages for a military depot, that 
 the expediency occupying it, and thus availing ourselves of those ad- 
 vantages, would seem to be manifest." 
 
 It affords me great pleasure to call the attention of the department to 
 the highly satisfactory manner in which my assistants (1st Lieut. Sit- 
 ^reaves, topographical engineers, and Mr. Williams) have discharged 
 their duty. To Lieut. Sitgreaves I am especially indebted for the beau- 
 tiful and exact charts of the river, accompanying this report, which were 
 drawn by him. 
 
 I have the honor to be, colonel. 
 Your obedient servant, 
 
 GEO. W. HUGHES, 
 Captain Coiys Topographical Engineers U. S. A, 
 
 To Col. J. J. Abert, 
 
 Chief Corps of Topographical Engineers. 
 
 * See document No. 206, Isi session 2Gih Congress, BIuUj.e of Represeniaiives. 
 
38 
 
 Doc. No. 53. 
 
 The select committee, to whom was referred the commumcation of Geo. 
 W. Hughes, esq., engineer, asking for certain information in relation 
 to the commerce and navigation of the Hudson river, at this city, re- 
 spectfully report : 
 
 That, in order to procure all the materials necessary to a full and prac- 
 tical understanding of the subject, application was made to A. Gallup, Uni- 
 ted States collector of the port, H. C. South wick, canal collector, John L. 
 Hyatt, dock-master, Seth F. Kelley, agent People's Lineof steamboats, and 
 to the proprietors and agents of the several towboat companies; all of 
 whom furnished cheerfully, and with great promptness, the information 
 desired. 
 
 The following is the substance of the information received. The dep- 
 uty collector states, that, from January 1, 1843, to the 20th instant, the 
 amount of tonnage licensed was 15,543^ J tons. This only embraces the 
 licenses issued to new vessels, or in consequence of a change of owner- 
 ship, or for a renewal of old licenses, and is only about one-fourth of the 
 amount of tonnage employed at this port. 
 
 The dock-master gives the following as the number and tonnage of the 
 vessels embraced within his jurisdiction, viz : 
 
 367 sloops, measuring - - - 18,853 tons. 
 
 206 schooners, measuring - - - 13,553 " 
 
 64 towboats, measuring - - - 9,997 " 
 
 40 steamboats, measuring - - - 12,946 " 
 
 18 scows, measuring - - - 975 " 
 
 Total - - - , - - 56,324 tons. 
 
 In addition to the above, there are between three and four hundred 
 lake boats, (as they are termed,) of about 60 tons each, engaged in the 
 navigation of the canal, and which also make, during the season, about 
 300 trips to the city of New York, and the tonnage of which should be 
 included in the aggregate above stated. 
 
 The schooners make, on an average, about ten trips during the season; 
 the towboats jonrteen^ and the sloops eighteen. 
 
 From the communication of Seth F. Kelley, agent, it appears that, 
 during the past season, 7iineteeti steamboats (which excludes those en- 
 gaged in towing boats) had made 1,644 trips, and that the number of 
 passengers conveyed on said boats amounts to near three hundred and 
 ninety thousand. He also states that, with one exception, these vessels 
 had been detained by the obstructions in the river from one to six hours 
 each, for at least one-third of the period from July 1 to the close of navi- 
 gation. 
 
 'J 'he following was obtained from H. 0. Southwick, canal collector. 
 Property cleared at Albany, during the year 1843, going west or north, 
 on the Erie or Champlain canals, 63,316 tons; of which 46,440 tons were 
 merchandise. 
 
 Value of property cleared - - - - $17,754,796 00 
 
 Amount of tolls paid thereon - - - 274,495 64 
 
 Property left at Albany during the same period, 441,013 tons; of which 
 188,976 tons were agricultural products, and 218,628 tons the product of 
 the forest: total value of the property left, $14,238,567. The quantity 
 of flour embraced in the above was 1,297,897 barrels; and in wheat, 
 138,542 bushels. 
 
Doc. No. 53. 
 
 The committee were in hopes that they would be able to incorporate in 
 this report the amount and value of property coming from other States, 
 via Oswego, Black Rock, and Buffalo; but, on application being made to 
 the canal department, this afternoon, for such information, they were in- 
 formed that the returns of the collector at Buffalo had not been received; 
 although one of the Buffalo papers, published on Saturday last, states 
 that the collector had completed his annual statements, and publishes a 
 general statement of the transactions of that office ; and from which it 
 appears that there were cleared from that place, via the Erie canal, during 
 the past season, upwards of 880,000 barrels of flour, and near 1,700,000 
 bushels of wheat; the most of which must have been received from other 
 States : showing, conclusively, that the western States, as well as our own, 
 are deeply interested in the improvement of the Hudson river. 
 
 The committee have not thought it necessary to enter into an elaborate 
 argument to prove the necessity of the improvement in question, but 
 merely to present a statement of facts; and they recommend that the 
 facts here presented, as also the communication of S. F. Kelley, be for- 
 warded to our Representative in Congress, to be disposed of by him as 
 his judgment shall dictate. 
 
 All of which is respectfully submitted. 
 
 V. TEN EYCK, 
 E. M. TEALL, 
 W. W. FORSYTH. 
 
 Albany, December 26, 1843. 
 
 To the Com mon Council of the city of Troy : 
 
 The navigation and special committee, to whom was referred a commu- 
 nication from George W. Hughes, esq., of the topographical engineers, 
 in charge of the #Hudson river improvement, requesting to be furnished 
 with certain statistical facts, have obtained from the most authentic 
 sources in their power, (in the short time given them,) most of the infor- 
 mation required by said communication, and now 
 
 Report^ in answer to the interrogatories contained in the letter from 
 Mr. Hughes, as follows : 
 
 1st. The amount of property cleared at the collector's office at West 
 Troy, for the west and north, during the season of 1843, according to 
 statistics furnished by the collector, was 105,955 tons ; and that the esti- 
 mated value of the same is $24,518,237. 
 
 2d. The amount of property received at the same office, during the 
 same time, from statistics furnished by the collector, was 393,267 tons; 
 and that the estimated value of the same is $14,138,032. 
 
 3d. The number of trips of steamboats arriving at and leaving Troy 
 the past season, was 2,996; the number of passengers transported by 
 them was 151,968; the number of steamboats employed, 14. These 
 statistics were furnished by L. H. Tupper, agent of the Troy and New 
 York Steamboat Association. 
 
 4th. The number of sail vessels, and steam and towboats, arriving at 
 and leaving Troy, and other places in its vicinity, above Albany, during 
 the year 1843, was 267; most of which have made from twelve to twenty 
 trips each, during the season ; and that their tonnage is 31,627|| tons, as 
 
40 Doc. No. 53. 
 
 reported to the committee by one of their number, Mr. T. B. Bigelow, 
 United States deputy collector. 
 
 5th. The amount of property transported on the Hudson river, above 
 Albany, for the year 1843, is estimated by persons engaged in the busi- 
 ness, well qualified to judge, at 292,500 tons. 
 
 In regard to the amount of property received and cleared by canals, 
 the committee would remark, that a large amount passes through the 
 locks into the river and canals at Waterford, which is not included in 
 their estimates. 
 All of which is respectfully submitted: 
 
 JARED S. WEED, ^ 
 
 THOS. SYMOJNDS, yCommiaee. 
 
 RUSSELL SAGE, ) 
 
 Troy, December 21, 1843. 
 
Doc. No 53. 
 
 41 
 
 A. 
 
 ! 
 
 Description,) quantity, and value of all the 'property cleared at all the col- 
 lectors' offices on the New York State canals in 1841. 
 
 Description of articles. 
 
 Gluantiiy, 
 
 Reduced to 
 
 tons of 
 2,000 lbs. 
 
 Estimated 
 value of 
 each ar- 
 ticle. 
 
 Estimated 
 value of 
 each class. 
 
 The forest. 
 Fur and peltry - - - 
 
 Pounds - 
 
 6,316,000 
 
 
 
 55 / , 400 , oOO 
 
 Product of wood : 
 
 Boards and scantling 
 Shingles - - . 
 Timber 
 
 Slaves ... 
 Wood 
 
 Ashes ... 
 
 Feet 
 
 Thousands 
 Cubic feet 
 Pounds - 
 Cords - 
 Barrels - 
 
 209,134,200 
 54,526 
 4,021,650 
 
 121,708,000 
 48,240 
 37,684 
 
 348,557 
 8,179 
 80,433 
 60,854 
 135,070 
 9,421 
 
 $2,316,345 
 158,693 
 302,236 
 565,506 
 124,406 
 910,559 
 
 4,377,747 
 
 
 
 
 
 
 Total ot" the forest 
 
 
 
 645,548 
 
 
 11,841,103 
 
 Agriculture. 
 Product of animals: 
 Pork 
 Beef- 
 
 Cheese " - 
 Butter and lard 
 Wool 
 
 Barrels - 
 do - 
 
 Pounds • 
 do - 
 do - 
 
 143,840 
 21,153 
 15,458,000 
 16,660,000 
 4,490,000 
 
 21,576 
 3,173 
 7,729 
 8,330 
 2,245 
 
 1,423,117 
 154,755 
 924,266 
 1,982,872 
 1,659,511 
 
 
 Product of animals 
 
 
 
 43,053 
 
 
 6,144,521 
 
 Vegetable food ; ' 
 Flour 
 Wheat 
 
 Rye .... 
 Corn _ . - 
 Barley 
 
 Other grain - 
 
 Bran and ship-stuffs 
 
 Peas and beans 
 
 Potatoes . - - 
 
 Dried fruit - 
 
 Barrels - 
 Bushels - 
 do - 
 do - 
 do - 
 do - 
 no 
 
 do - 
 do - 
 Pounds - 
 
 1,911,768 
 3,083,700 
 22,320 
 267,900 
 378,200 
 569,000 
 
 46,883 
 61,760 
 ] , lOo,UUt' 
 
 206,471 
 92,511 
 625 
 8,037 
 9,455 
 12,804 
 9,409 
 1,406 
 1,544 
 578 
 
 10,478,416 
 3,373,451 
 13,260 
 144,483 
 192,867 
 259,214 
 107,418 
 41,364 
 9,803 
 67,469 
 
 
 V egeiauie loon - 
 
 
 
 
 
 It ,uo / , tto 
 
 All other agricultural products: 
 Cotton 
 
 Tobacco - - - 
 Glover and grass-seed 
 Flax-seed 
 Hops 
 
 Pounds - 
 do - 
 do - 
 do - 
 do - 
 
 3,760,000 
 2,144,000 
 3,806,000 
 1 ,864,000 
 450,000 
 
 1,880 
 1,072 
 1,903 
 932 
 225 
 
 389,870 
 261,846 
 292,416 
 48,582 
 76,733 
 
 
 All other agricultural products 
 
 
 
 6,012 
 
 
 1,069,447 
 
 Total agriculture 
 
 
 
 391,905 
 
 
 21,901,713 
 
42 Doc. No. 53. 
 
 A— Continued. 
 
 Description of articles. 
 
 Gluantity. 
 
 Reduced to 
 
 tons of 
 2,000 lbs. 
 
 Estimated 
 value of 
 each ar- 
 ticle. 
 
 Estimated 
 value of 
 each class. 
 
 Manufactures. 
 
 
 
 
 
 
 Domestic spirits 
 
 J-JCdl lie I 
 
 Furniture - - . 
 Bar and pig lead 
 Pig iron 
 Iron ware 
 
 Domestic woollens - 
 
 Domestic cottons 
 
 Salt - - - - 
 
 Gallons - 
 Pounds - 
 do - 
 do - 
 do - 
 do - 
 do - 
 do - 
 Barrels - 
 
 2,188,400 
 2,424,000 
 12,942,000 
 594,000 
 14,060,000 
 12,196,000 
 686,000 
 1,368,000 
 632,227 
 
 10,942 
 
 1 019 
 
 6,471 
 
 29: 
 7,030 
 6,098 
 343 
 684 
 94,819 
 
 S60n,498 
 Do / /y 
 1,423,454 
 30,796 
 258,367 
 571,839 
 815,631 
 475,704 
 708,847 
 
 
 Total manufactures 
 
 
 
 127,896 
 
 
 S5, 422, 615 
 
 Merchandise 
 
 Pounds - 
 
 OQO 1 no r\(\(\ 
 4oZ, lUo,UUU 
 
 141,054 
 
 - 
 
 50,134,320 
 
 Other articles: 
 
 Stone, lime, and clay 
 
 Gypsum 
 
 Mmeral coal 
 
 Sundries • • . 
 
 Pounds - 
 do - 
 do . 
 
 do ^ 
 
 260,620,000 
 61,772,000 
 49,394,000 
 58,730,000 
 
 130,310 
 30,886 
 24,697 
 
 470,571 
 104,792 
 127,596 
 
 
 Other articles - 
 
 
 
 215,258 
 
 
 2,903,178 
 
 Total 
 
 
 
 1,521,661 
 
 
 92,202,929 
 
Doc. xVo. 53. 
 
 43 
 
 B. 
 
 Statement of all the property which came to the Hudson river on the canals 
 in 1841, loith the quantity and estimated value of each article in Albany 
 and Troy. 
 
 Description of articles. 
 
 Price. 
 
 Quantity. 
 
 Reduced to 
 
 tons of 
 2,000 lbs. 
 
 Value of 
 each ar- 
 ticle. 
 
 Value of 
 each class. 
 
 The forest. 
 Fur and peltry 
 
 SI 25 per pound 
 
 1,180,000 
 
 590 
 
 
 SI, 475, 000 
 
 Product of wood : 
 Boards and scantling 
 Shingles - - - 
 Timiaer - 
 Staves 
 
 VV OOQ ■ - - 
 
 Ashes 
 
 Sn per 1,000 ft. 
 
 54 per 1,000 - 
 S21 pr. 100 cub. ft. 
 5 mills pr. pound 
 
 55 50 per cord - 
 S25 per barrel - 
 
 177,720,349 
 
 46,385 
 1,028,576 
 110,542,839 
 
 43,093 
 
 296,200 
 5,798 
 20,521 
 55,271 
 
 P>Q Qzl9 
 
 10,773 
 
 S3, 021, 245 
 185,540 
 216,000 
 552,714 
 
 1 1 7 1A.A 
 11/, 
 
 1,077,325 
 
 5,170,568 
 
 
 
 
 
 
 Total of the forest - 
 
 
 
 449,095 
 
 
 6,645,568 
 
 As:ricullure. 
 Product of animals : 
 Pork 
 Beef 
 
 Cheese - - - 
 Butler and laid - 
 Wool - 
 
 S9 50 per barrel 
 $7 do 
 6 cts. per pound 
 13 do 
 39 do 
 
 115,150 
 18,113 
 14,171,081 
 16,157,653 
 3,617,075 
 
 17,272 
 2,716 
 7,085 
 8,079 
 1,808 
 
 1,093,925 
 126,791 
 850,264 
 2,100,494 
 1,410,659 
 
 
 Product of animals - 
 
 
 
 36,960 
 
 
 5,582,133 
 
 Vegetable food : ' 
 
 riour . . - 
 
 Wheat - 
 Rye 
 
 Corn 
 
 Barley - 
 Other grain 
 Bran and ship stuffs 
 Peas and beans - 
 Potatoes - 
 Dried fruit 
 
 bc\ per barrel 
 §1 15 per bushel 
 t>4cts. perbushtrl 
 63 do 
 65 do 
 40 do 
 16 do 
 SI 05 do 
 30 cts. do 
 7 cts. per pound 
 
 1 ,64 i ,49-i 
 781,055 
 8,070 
 119,762 
 121,010 
 663,375 
 566,013 
 39,280 
 32,397 
 498,697 
 
 1 '*"*r n.io 
 
 1 /7,y4y 
 23,431 
 226 
 3,593 
 2,904 
 14,925 
 5,094 
 1,178 
 810 
 249 
 
 O Ofi'? 1/10 
 
 898,213 
 5,164 
 75,450 
 78,656 
 265,350 
 90,562 
 41,244 
 9,719 
 34,908 
 
 
 Vegetable food 
 
 • - 
 
 - 
 
 230,339 
 
 - 
 
 10,166,408 
 
 All other agrict-ltural prod- 
 ucts : 
 Cotton 
 
 Tobacco - - . 
 Clover and grass-seed - 
 Flax-^eed 
 Hops 
 
 10 cts. per pound 
 
 11 do 
 13 do 
 
 2i do 
 15 do 
 
 196,842 
 8.50, 73-2 
 3,571,334 
 966,263 
 298,096 
 
 98 
 425 
 1,786 
 483 
 149 
 
 19,684 
 93,580 
 464,273 
 24,156 
 44,714 
 
 
 All other agric'l products 
 
 
 
 2,941 
 
 
 646,407 
 
 Total agric'l product-^ 
 
 
 
 270,240 
 
 
 16,994,948 
 
44 
 
 Doc. No, 53. 
 
 B — Continued. 
 
 Description of articles. 
 
 Price. 
 
 Gluantity. 
 
 Reduced to 
 
 tons of 
 2,000 lbs. 
 
 Value of 
 each ar- 
 ticle. 
 
 Value of 
 each class. 
 
 Manufactures. 
 
 
 
 
 
 
 Domestic spirits - 
 
 Leather - - - 
 
 Furniture 
 
 Bar and pig lead 
 
 Pig iron - - - 
 
 Iron ware 
 
 Domestic woollens 
 
 Domestic cotions 
 
 Salt 
 
 25 cts. per gallon 
 23 cts. per pound 
 11 ' do 
 
 bh do 
 
 If do 
 do 
 
 SI 15 do 
 
 37^ cts. do 
 
 SI 83 per barrel 
 
 2,022,770 
 1 856 900 
 1,' 538^727 
 259,172 
 4,037,423 
 889,777 
 424,810 
 1,093,618 
 18,197 
 
 10,113 
 928 
 769 
 13(1 
 2,018 
 445 
 212 
 547 
 2,729 
 
 S505,692 
 427 087 
 169^259 
 14,254 
 70,654 
 40,039 
 488,531 
 410,106 
 34,210 
 
 
 Total manufactures - 
 
 
 
 17,891 
 
 
 S2, 159,832 
 
 Merchandise 
 
 18 CIS. per pound 
 
 309,900 
 
 155 
 
 
 55,782 
 
 Other articles: 
 
 Stone, lime, and clay 
 Gypsum - 
 Mineral coal 
 Sundries - 
 
 I mill per pound 
 2i do 
 4 do 
 4 cts. per pound 
 
 25,726,735 
 120,772 
 16,089,871 
 31,9/0, I3b 
 
 12,863 
 60 
 8,045 
 15,985 
 
 25,726 
 302 
 64,359 
 1 ,278,805 
 
 
 Other articles - 
 
 
 
 36,953 
 
 
 1,369,182 
 
 Total 
 
 
 
 774,334 
 
 
 27,225,322 
 
Doc. No. 53. 
 
 45 
 
 The following statement shows the tons, and the value of^ and the tolls paid 
 on, each article transported on all the ca7ials, during the year 1841. 
 
 Articles. 
 
 Tons. 
 
 Value. 
 
 Tolls. 
 
 JOUUiS, 
 
 
 
 
 Toll, at 2 cents ..... 
 Toll on packet.s ^ * . . . 
 
 
 
 8142,375 44 
 16,145 16 
 
 Total boats .... 
 
 
 
 158,520 60 
 
 Passengers. 
 
 
 
 
 Smtetfients, and rep ined » . * . 
 
 • 
 
 - 
 
 21,297 97 
 
 Tola] passengers' 
 
 
 
 21,297 97 
 
 T/ie forest. 
 
 
 
 
 Fur and peltry ..... 
 Product of V ood : 
 
 Boards and scantling .... 
 
 Shingles 
 
 Timber 
 
 Slaves 
 
 Wood 
 
 Ashes - 
 
 3,034 
 
 348,557 
 8,179 
 80,433 
 60,854 
 135,070 
 9,421 
 
 S7, 463, 356 
 
 2,316,345 
 158,693 
 302, -^38 
 565.506 
 124,406 
 910,559 
 
 5,086 72 
 
 135.890 62 
 11,719 08 
 53,963 35 
 t)7,569 41 
 17,103 83 
 22,111 53 
 
 Total foreot - . - . 
 9 
 
 645,518 
 
 11,841,103 
 
 313,444 51 
 
 Agriculture, 
 
 
 
 
 Product of animals: 
 
 Pork 
 
 Beef 
 
 Cheese 
 
 Butler and lard ..... 
 Wool 
 
 21,576 
 3,173 
 
 7,:29 
 8,330 
 2,245 
 
 1,423,117 
 154,7.55 
 924,266 
 1,982, 87 •> 
 1,659,511 
 
 51,774 56 
 4,496 79 
 9,353 74 
 
 17,935 93 
 3,749 40 
 
 Total product of animals 
 
 43,053 
 
 6,144,521 
 
 87,310 47 
 
 Vegetable food : 
 Flour 
 
 Wheat 
 
 Rye 
 
 Corn 
 
 Barley 
 
 Other grain ..... 
 
 Bran and ship stuffs .... 
 
 Peas and bean;: ..... 
 
 Potatoes ...... 
 
 Dried fruit ..... 
 
 206,471 
 92,511 
 625 
 8,037 
 9,455 
 12,804 
 9.409 
 1,406 
 1,544 
 578 
 
 10,478,416 
 3,373,451 
 13,260 
 144,483 
 192, 8o7 
 259,214 
 107,418 
 41,364 
 9,8()3 
 67,469 
 
 509,229 40 
 111,816 31 
 363 02 
 13,723 17 
 12,764 80 
 19,612 24 
 14,401 65 
 3,104 09 
 1,326 36 
 1,349 37 
 
 Toial vegetable i jod - - - 
 
 342,840 
 
 14,687,745 
 
 687,690 41 
 
46 
 
 Doc. No. 53. 
 
 C — Continued. 
 
 Articles. 
 
 Tons. 
 
 Value. 
 
 Tolls 
 
 All other a2;ricnlinral products: 
 Cotton 
 Tobacco 
 
 Clover and grass seed - 
 
 Flax seed ------ 
 
 Hops 
 
 1 ,880 
 1,072 
 1,903 
 932 
 225 
 
 S389 , 870 
 261,846 
 292,416 
 48,582 
 76,733 
 
 82,060 01 
 2,533 79 
 5,149 08 
 928 03 
 270 86 
 
 Total all olher agricultural products - 
 
 6,012 
 
 1,069,447 
 
 10,941 77 
 
 Total agriculture - . - 
 
 391 ,905 
 
 21,901,713 
 
 785,942 65 
 
 Manufactures. 
 
 
 
 
 Domestic spirits ----- 
 
 Leather ------ 
 
 Furniture ------ 
 
 Bar and pig lead ----- 
 
 Pig iron ------ 
 
 Iron ware ------ 
 
 Domestic woollens - - - - - 
 
 Domestic cottons - - - . . 
 Salt 
 
 10,942 
 1,212 
 6,471 
 297 
 7,030 
 6,098 
 343 
 6H4 
 94,819 
 
 600,498 
 Oo7,4 <y 
 1,423,454 
 30,796 
 258,367 
 571,839 
 815,631 
 475,704 
 708,847 
 
 20,543 47 
 1 111 0,4 
 1,111 z\ 
 
 11,145 73 
 
 621 96 
 
 8,729 53 
 
 8,699 32 
 
 417 59 
 
 782 65 
 
 43,543 85 
 
 Total manufactures ... 
 
 127,896 
 
 5,422,615 
 
 95,595 34 
 
 Merchandise - - - - - 
 
 141,054 
 
 50,134,320 
 
 558,003 28 
 
 Olher articles : 
 Stone, lime, and clay - - _ - 
 Gypsum ------ 
 
 Mineral coal - 
 
 Sundries ------ 
 
 130,310 
 
 30,886 
 24,697 
 29 , 365 
 
 470,571 
 104,792 
 127,596 
 2,200,219 
 
 22,270 01 
 10,384 98 
 15,785 82 
 53,637 63 
 
 Total other articles 
 
 215,258 
 
 2,903,178 
 
 102,078 44 
 
 Grand total - . . - 
 
 1,521,661 
 
 92,202,929 
 
 2,034,882 82 
 
Doc. No. 53. 
 
 47 
 
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48 
 
 Doc. No. 53. 
 
 List of the several vessels that arrived at, and cleared from, the port of 
 Albany, Nero York, from the opening of spring navigation in 1843* 
 to the 20th November of the same year ; compiled from the official returns 
 of the Albany Pier Company. 
 
 Name oi vessel. 
 
 Where owned. 
 
 Tons, 
 
 SLOOPS. 
 
 
 
 John C. Baxter 
 
 roiighkeepsie 
 
 bl 
 
 Favorite - 
 
 Hudson 
 
 / 1 
 
 Relief - - * - 
 
 Kingston - 
 
 A A 
 
 44 
 
 Josephine 
 
 Schodack - 
 
 fin 
 
 DU 
 
 Ixem - * - - ^ 
 
 Providence 
 
 ou 
 
 Trenton * . . 
 
 1 ougiiKeepsie 
 
 uo 
 
 Comet 
 
 Poughkeepsie 
 
 il 
 
 CI 1 I J _ 
 
 Shepherdess 
 
 Albany 
 
 
 Tantivy - 
 
 New Haven 
 
 oi 
 
 Mary .... 
 
 Poughkeepsie 
 
 Ob 
 
 Reaper - . . 
 
 New Haven 
 
 i o 
 
 TT 1 111 
 
 Hardscrabble - 
 
 Brookhaven 
 
 bU 
 
 J. D. Lawrence 
 
 Kingston - 
 
 
 Alired - - - - 
 
 Albany 
 
 1 1 n 
 
 1 lU 
 
 Emperor 
 
 Albany . - . 
 
 < u 
 
 Tritripice . * - 
 
 Coldspring 
 
 /5D 
 
 Agent ... - 
 
 Kingston - 
 
 04 
 
 liiiect ... - 
 
 Nantucket - 
 
 Dc5 
 
 David hJelKnap 
 
 Newburg - 
 
 Ql 
 
 Mary hlizabetn 
 
 Portland - 
 
 Do 
 
 Burhngton 
 
 Albany 
 
 oi 
 
 John . - - . 
 
 Providence 
 
 
 Albany . . - 
 
 Providence 
 
 i o 
 
 Monarch 
 
 Brookhaven 
 
 < u 
 
 r . H. Macy 
 
 New York - 
 
 40 
 
 Orbit . - - - 
 
 Newburg - 
 
 4b 
 
 Phoenix 
 
 TT t.r J 
 
 Hartford 
 
 '7 A 
 
 /4 
 
 Helen - - - - 
 
 North Kingston 
 
 44 
 
 Yankee 
 
 TT1« 1 1 T3 - « — 
 
 r all Kiver - 
 
 bo 
 
 1 
 
 Delaware 
 
 Kingston . - - 
 
 y4 
 
 Anarew jacKson 
 
 lVr\iriirir>Vi _ ^ ^ 
 ilUiWlOIl - * « 
 
 
 Miriam 
 
 Albany 
 
 71 
 
 La Fayette 
 
 Kingston - * 
 
 94 
 
 True American 
 
 New Baltimore 
 
 38 
 
 Chinee - . . 
 
 Albany 
 
 66 
 
 Levant ... 
 
 Rondout 
 
 38 
 
 Arrival 
 
 Brookhaven 
 
 49 
 
 Florian 
 
 Sag Harbor 
 
 47 
 
 Hope - . - - 
 
 Hudson 
 
 67 
 
 H. M. Ridgly - 
 
 Bridgeport 
 
 60 
 
 Henrietta Jane 
 
 East Chester 
 
 55 
 

 Doc. No. 53. 
 
 49 
 
 
 LIST- 
 
 —Continued. 
 
 
 Name of vessel. 
 
 Where v. wned. 
 
 Tons. 
 
 SLOOPS— Continued. 
 
 
 
 
 Pinion 
 
 - 
 
 Pall River - 
 
 39 
 
 Celerity 
 
 - 
 
 Nyack 
 
 50 
 
 Georgiana 
 
 
 Fall River - 
 
 68 
 
 Robert Burns - 
 
 - 
 
 Albany 
 
 116 
 
 Grace Ann 
 
 - 
 
 Stamford 
 
 41 
 
 Meridian 
 
 - 
 
 New Hamburg 
 
 65 
 
 Martha Ann 
 
 
 Cow Bay - 
 
 44 
 
 Peter Hetseger 
 
 - 
 
 Staten Island 
 
 22 
 
 Citizen 
 
 
 New York - 
 
 73 
 
 Planet - 
 
 - 
 
 Bridgeport -• 
 
 60 
 
 Patriot - 
 
 - 
 
 New York - 
 
 32 
 
 Fame - 
 
 - 
 
 Hudson 
 
 36 
 
 Oliver Davidson 
 
 
 Rockaway - 
 
 25 
 
 Gilford 
 
 
 Nantucket • 
 
 46 
 
 Spray * 
 
 
 Great Neck 
 
 41 
 
 Celeste 
 
 - 
 
 New Haven 
 
 T6 
 
 Belvidere 
 
 - 
 
 Eldeville - 
 
 90 
 
 Ceres - 
 
 
 Schodack - 
 
 36 
 
 Star 
 
 - 
 
 Stuyvesant 
 
 30 
 
 Independence - 
 
 - 
 
 Hudson 
 
 53 
 
 J. J. Rhodes 
 
 - 
 
 New York - 
 
 35 
 
 James Whiley • 
 
 - 
 
 New York - 
 
 33 
 
 Cubit - -9 
 
 - 
 
 Bergen 
 
 18 
 
 Fame - 
 
 - 
 
 Providence 
 
 50 
 
 Nancy Pinly - 
 
 - 
 
 Nantucket - 
 
 49 
 
 Erie 
 
 - 
 
 New Bedford 
 
 65 
 
 West Chester > 
 
 - 
 
 Saugerties - 
 
 11 
 
 Alvin - 
 
 - 
 
 Schodack - 
 
 45 
 
 Thomas Colyer 
 
 
 Sing Sing - 
 
 88 
 
 Carrier 
 
 - 
 
 Hudson 
 
 70 
 
 Merchant 
 
 
 New York - 
 
 24 
 
 Louisa 
 
 
 Cape May - 
 
 22 
 
 E. C. Delevan 
 
 • 
 
 Staten Island 
 
 20 
 
 Three Brothers 
 
 - 
 
 Bristol 
 
 65 
 
 Sally - 
 
 
 Bristol 
 
 ^0 
 ou 
 
 Paris - 
 
 
 Norwalk 
 
 71 
 
 Napoleon 
 
 
 Germantown 
 
 79' 
 
 North America 
 
 
 New York - 
 
 92 
 
 Elizabeth 
 
 
 New York - 
 
 36^ 
 
 Eliza Ann 
 
 
 Nyack 
 
 60 
 
 Westchester 
 
 
 Catskill 
 
 80 = 
 
 Novelty 
 
 
 Rockland - 
 
 46 
 
 Ambassador 
 
 
 Hempstead Harbor 
 
 
 Ohio . 
 
 
 Castleton - 
 
 
 4 
 
50 
 
 Doc. No. 53, 
 
 LIST— Continued. 
 
 Name of vessel. 
 
 SLOOPS — Continued. 
 
 Minerva 
 Index - 
 Jonah Smith 
 Jane 
 
 Gold Hunter - 
 
 D. E. Crane - 
 
 Advance 
 
 Huntress 
 
 General Batty - 
 
 Jupiter 
 
 Essex - 
 
 John Adams 
 
 J. Eggberts 
 
 A. S. Townsend 
 
 Kimble 
 
 W. H. Brewster 
 
 J. N. Quackenbush 
 
 Temperance 
 
 Mary Emily 
 
 Champion 
 
 Splendid 
 
 Revenue 
 
 Unity - 
 
 Avon - 
 
 Pilot - - 
 
 John Francis - 
 
 Atlas - 
 
 Phoenix 
 
 Christina 
 
 Leader 
 
 William Penn - 
 Transport 
 Nonesuch 
 Osborn 
 
 General Mercer 
 Perseverance - 
 J. Hammond - 
 Wadesman 
 Hero - 
 Elector 
 Diver - 
 
 Lady Washington 
 
 Adelaide 
 
 J. Gisner 
 
 Where owned. 
 
 Albany 
 New Bedford 
 Islip 
 Hudson 
 Albany 
 Troy ' 
 
 North Kingston 
 North Kingston 
 Barnstable - 
 Harwich 
 Fall River - 
 South Amboy 
 Staten Island 
 Albany 
 Kingston - 
 Hudson 
 Albany 
 Albany 
 Nantucket - 
 Saugerties - 
 Brookhaven 
 Rondout 
 Brookhaven 
 Nantucket - 
 Barnstable 
 Brookhaven 
 Eddeville - 
 Kingston - 
 Catskill 
 Troy 
 
 Dartmouth 
 Staten Island 
 Nyack 
 Irvin 
 
 Southport - 
 
 Albany 
 
 Nyack 
 
 Southampton 
 
 Providence 
 
 Milford 
 
 Branford 
 
 New Haven 
 
 Haverstraw 
 
 Croton 
 

 Doc. No. 53. 
 
 51 
 
 
 LIST 
 
 —Continued. 
 
 
 Name of ves^sel. 
 
 Where owned. 
 
 Tons. 
 
 SLOOPS — Continued, 
 
 
 
 
 Stranger 
 
 - 
 
 Sing Sing - 
 
 40 
 
 Mary Elizabeth 
 
 - 
 
 Portland 
 
 68 
 
 XHT TT 1 
 
 W. H. Golyer - 
 
 
 Staten Island 
 
 20 
 
 Despatch 
 
 - 
 
 Coldspring 
 
 49 
 
 Miracle 
 
 
 Norwalk 
 
 60 
 
 Commodore Hull 
 
 - 
 
 Brookhaven 
 
 46 
 
 CI , 
 
 benator 
 
 
 Westport 
 
 68 
 
 Canton 
 
 - 
 
 Troy 
 
 79 
 
 Providence 
 
 - 
 
 Wareham - 
 
 48 
 
 Thorn - 
 
 - 
 
 Bridgeport - 
 
 49 
 
 Emily - 
 
 - 
 
 Stamford 
 
 60 
 
 Benjamin Akin 
 
 ■ 
 
 Albany 
 
 105 
 
 Fairfield 
 
 
 New York - 
 
 32 
 
 Kendron 
 
 - 
 
 New York - - - 
 
 24 
 
 Essex - 
 
 
 Kingston - 
 
 64 
 
 Amanda 
 
 
 Nyack 
 
 65 
 
 J. Pierce 
 
 - 
 
 Freetown - 
 
 39 
 
 Motto - 
 
 
 Piermount - 
 
 80 
 
 HIT ' J ■ 
 
 Meridian 
 
 - 
 
 Coldspring 
 
 51 
 
 American Star - 
 
 - 
 
 Nyack 
 
 47 
 
 Reputation 
 
 - 
 
 Nyack 
 
 57 
 
 William 
 
 - 
 
 Lippican 
 
 62 
 
 Prudent - f 
 
 - 
 
 Nantucket - 
 
 60 
 
 Lawrence 
 
 - 
 
 Derry 
 
 80 
 
 XT' T 
 
 ti. Li. otevens - 
 
 - 
 
 Coeyman's 
 
 51 
 
 Glance 
 
 - 
 
 Bergen 
 
 12 
 
 XT 4. 
 
 Huntress 
 
 - 
 
 New Hamburg 
 
 50 
 
 Chase - 
 
 - 
 
 Bridgeton - 
 
 41 
 
 Pioneer 
 
 - 
 
 Bridgeton - 
 
 42 
 
 A. Van Cortlandt 
 
 - 
 
 Peekskill - 
 
 75 
 
 ' Fame - 
 
 - 
 
 Bridgeport - 
 
 49 
 
 Peruvian 
 
 - 
 
 Coldspring 
 
 48 
 
 Glide - 
 
 - 
 
 Barnstable - 
 
 48 
 
 Ransom 
 
 - 
 
 Hempstead 
 
 25 
 
 F. W. Horn 
 
 
 Norwich 
 
 85 
 
 Hornet 
 
 
 Albany 
 
 51 
 
 Sharon 
 
 
 Poughkeepsie 
 
 76 
 
 John Cock 
 
 
 New York - 
 
 80 
 
 Cabinet 
 
 
 Eastport 
 
 38 
 
 Hornet 
 
 
 Beekmantown 
 
 63 
 
 Venice 
 
 
 Coldspring 
 
 60 
 
 Zoar - 
 
 
 Greenwich 
 
 60 
 
 Wave - 
 
 
 Staten Island 
 
 30 
 
 Leader 
 
 
 Norwalk 
 
 32 
 
52 
 
 Doc. No. 53, 
 
 LIST— Continued. 
 
 Name of vessel. 
 
 Where owned. 
 
 Tons. 
 
 SLOOPS — Continued. 
 
 
 
 Commodore Jones 
 
 Derby 
 
 69 
 
 Richard M. Johnson 
 
 Closten 
 
 to 
 
 1711 1_ 
 
 Flask - - - - 
 
 Brookhaven 
 
 Kfl 
 
 DU 
 
 J. J. Wiltsee - 
 
 Nyack 
 
 DO 
 
 Amity - - - - 
 
 TVT "XT 1 
 
 New York - 
 
 Ail 
 
 Bell ... - 
 
 Portland 
 
 92 
 
 T J. 
 
 Levant . - . 
 
 Castleton - ' - 
 
 OU 
 
 Volunteer - 
 
 Albany . - . 
 
 Do 
 
 CI * 
 
 Superior 
 
 Hempstead Harbor 
 
 A A 
 
 44 
 
 Henrietta Jane 
 
 TVT XT' 1 
 
 New York - - - 
 
 Dl 
 
 Caroline 
 
 Bridgeton - 
 
 AX 
 
 Roscius 
 
 Jamestown 
 
 £tQ 
 DO 
 
 W. D. Waples - 
 
 Smyrna - 
 
 
 Mary Kimble - 
 
 Coldspring 
 
 4U 
 
 Arsenal 
 
 Newburg - 
 
 XQ 
 
 George Henry - - - 
 
 Sandwich - - - 
 
 AO 
 
 Atlantic 
 
 uordbay . - - 
 
 QK 
 OO 
 
 Reindeer 
 
 Port Elizabeth 
 
 4o 
 
 Emeline 
 
 XT TT 
 
 New Haven 
 
 
 Emily - - - - 
 
 North Kingston 
 
 77 
 
 Adventure 
 
 Wilmington 
 
 /IT 
 47 
 
 Oyster Bay 
 
 Lordbay - 
 
 /SO 
 
 Catherine Maria 
 
 (jireenport - 
 
 va 
 
 James North 
 
 Kingston 
 
 OO 
 
 feophia 
 
 New York 
 
 QA 
 o4 
 
 Share - - - - 
 
 Oriental 
 
 29 
 
 Robert vViltsee 
 
 Nyack - - . 
 
 t\J 
 
 Parthenia 
 
 Derby 
 
 AO 
 
 d9 
 
 William Blair - 
 
 Nyack 
 
 OU 
 
 Convoy 
 
 Nyack 
 
 53 
 
 Laurel - - - - 
 
 Nyack - - . 
 
 51 
 
 Java . - - - 
 
 Darien 
 
 40 
 
 Charles D. Belden 
 
 TVT l_ 
 
 Newburg - 
 
 
 Amanda 
 
 Nyack 
 
 70 
 
 Emigrant - - - 
 
 I roy - - . 
 
 
 Comet 
 
 West Farms 
 
 42 
 
 Swallow 
 
 Hempstead 
 
 14 
 
 J. D. Noyels 
 
 Haverstraw 
 
 OA 
 
 Pacific 
 
 Hempstead 
 
 45 
 
 Exertion 
 
 Troy 
 
 87 
 
 Hickory - 
 
 Hempstead 
 
 40 
 
 Ariel . . . - 
 
 Brookhaven 
 
 60 
 
 Parallel 
 
 River Head 
 
 72 
 
 Fame - - - - 
 
 New York - 
 
 70 
 
Doc. No. 53. 
 
 LIST— Continued. 
 
 53 
 
 Name of vessel. 
 
 Where owned. 
 
 Tons. 
 
 SLOOPS — Continued. 
 
 
 
 Armina 
 
 New York - 
 
 56 
 
 Denmark . - - 
 
 Coldspring 
 
 60 
 
 Housatonick . - - 
 
 Bridgeport - 
 
 50 
 
 Trader 
 
 Chester 
 
 50 
 
 Splendid - - - 
 
 Darien 
 
 68 
 
 Koyal (Jak - 
 
 TVT AT" 1_ 
 
 New York - 
 
 80 
 
 Bellona . - - 
 
 Albany 
 
 80 
 
 W. Davis 
 
 Fort Montgomery - 
 
 45 
 
 HIT il_ 
 
 Monmouth 
 
 ^ Hit i 
 
 Fort Montgomery - 
 
 47 
 
 Nancy Jane 
 
 Southport - 
 
 40 
 
 State Rights 
 
 New Baltimore 
 
 50 
 
 Fairfield 
 
 Southport - 
 
 70 
 
 Andes - - - - 
 
 Newburg • 
 
 50 
 
 Ornament 
 
 Brookhaven 
 
 82 
 
 Thomas 
 
 Philadelphia 
 
 56 
 
 Oypsy - - - - 
 
 Brookhaven 
 
 60 
 
 Congress - 
 
 Brookhaven 
 
 70 
 
 Peruvian 
 
 Dobb's Ferry 
 
 44 
 
 Grand Criterion 
 
 Islip 
 
 38 
 
 Franklin 
 
 New Haven 
 
 58 
 
 Gen. W. H. Harrison - 
 
 Amesville - 
 
 78 
 
 Ann Strong 
 
 Northport - 
 
 49 
 
 Independence # 
 
 Saybrook - 
 
 30 
 
 Charles Wesley 
 
 Huntington 
 
 25 
 
 Mary Elizabeth 
 
 Staten Island 
 
 18 
 
 Portsmouth 
 
 Warren 
 
 50 
 
 Simphronia 
 
 Westfield - 
 
 19 
 
 Monitor 
 
 — — 
 
 35 
 
 William Hilman 
 
 Staten Island 
 
 19 
 
 Mechanic 
 
 Fort Montgomery - 
 
 35 
 
 Aj?enosa 
 
 Amesville - 
 
 31 
 
 Eliza Hockman 
 
 New York - 
 
 66 
 
 Passby 
 
 Westfield - 
 
 26 
 
 Hannah Ann - 
 
 New York - 
 
 9 
 
 Trimmer 
 
 Staten Island 
 
 9 
 
 Aurora 
 
 New York - 
 
 44 
 
 Gladiator 
 
 Staten Island 
 
 14 
 
 Batchelor - 
 
 Coldspring 
 
 49 
 
 Westerlo 
 
 Stuyvesant 
 
 93 
 
 Ann - 
 
 Elizabethtown 
 
 40 
 
 Benjamin Franklin 
 
 
 66 
 
 Saluda 
 
 Middleton • 
 
 48 
 
 H. Edwards 
 
 New York - 
 
 58 
 
 John Fetters 
 
 Castleton - 
 
 80 
 
54 
 
 Doc No. 53. 
 
 LIST— Continued. 
 
 Name oi vessel. 
 
 Where ownea. 
 
 1 ons. 
 
 SLOOPS — Oontiniiecl. 
 
 
 
 Byron - - - - 
 
 oouthport - 
 
 
 Dart - - - - 
 
 North Haverstraw - 
 
 DO 
 
 Standard 
 
 Saugerties - - - 
 
 bo 
 
 Catharine Weiartt 
 
 North Haverstraw - 
 
 •7t 
 < 1 
 
 Republic - - - 
 
 
 8^ 
 Ot> 
 
 Rensselaer - 
 
 1 roy - . - 
 
 QCi 
 OU 
 
 Sarah. Prances - ' - 
 
 Oyster Bay - - - 
 
 
 James Edger - 
 
 Staten Island 
 
 1 K 
 
 15 
 
 Margaret Jane - - - 
 
 iNew lork - - - 
 
 
 Hannah and Ellen 
 
 Denisville - - - 
 
 Da 
 
 Apollo - - - 
 
 Stoneybrook 
 
 
 Williain o. MUcneii 
 
 Oriental - 
 
 
 Eog Cabin - 
 
 i^ape ividy - - - 
 
 1R 
 
 1 o 
 
 Laurel - 
 
 Staten Island 
 
 Q 
 
 O 
 
 iliXJl - .. - - 
 
 
 oo 
 
 General Mina . - - 
 
 IMew York - - - 
 
 AO 
 
 oaniueii oasbduy 
 
 l-iovrroii 
 
 DfcJIglrll _ - - 
 
 1 
 
 David Crowell 
 
 Bergen _ . - 
 
 1 f> 
 
 Andrew Jackson 
 
 Hempstead - - - 
 
 
 Chancellor _ . - 
 
 joergen _ . - 
 
 
 1 iniepiece - 
 
 xVULlvd. vv ay - - - 
 
 27 
 
 General Washington 
 
 Hempstead - - - 
 
 4^ 
 ftt> 
 
 Margaret Shultz 
 
 Bergen . - - 
 
 ou 
 
 Abraham CassavanI 
 
 Bergen 
 
 1 Q 
 
 Messenger 
 
 Bergen - - - 
 
 1 A 
 
 Mary Jane - - - 
 
 ijeigen _ - - 
 
 1 6 
 
 Transport 
 
 Fort Montgomery - 
 
 
 Emily - - - - 
 
 Islip . . - 
 
 1 a; 
 
 ID 
 
 James Butler - 
 
 Staten Island 
 
 42 
 
 Faciiic - . - - 
 
 Staten Island 
 
 
 Rebecca Ann 
 
 Lumber ton 
 
 41 
 
 Despatch 
 
 Great Egg Harbor - 
 
 4Q 
 
 Peter Ritter 
 
 New York - - - 
 
 71 
 1 1 
 
 Encore 
 
 Smithtown 
 
 
 Richard Allen - 
 
 Smithtown 
 
 40 
 
 Lookout 
 
 Soiithtown 
 
 40 
 
 Nassau 
 
 Rock away - - - 
 
 92 
 
 Tnhn OpiQfrpp . . _ 
 
 Staten Island 
 
 13 
 
 Farmer 
 
 Brookhaven 
 
 66 
 
 Mountaineer 
 
 Rondout 
 
 93 
 
 Gideon Lee 
 
 Maiden 
 
 96 
 
 Catharine Anne 
 
 Fort Montgomery - 
 
 40 
 
 Prompter 
 
 New York - 
 
 33 
 
 Lady . - . . 
 
 New York - 
 
 55 
 
Doc. No. 53. 
 
 LIST— Continued. 
 
 55 
 
 Name of vessel. 
 
 Where owned. 
 
 SLOOPS — Continued. 
 
 Celeste 
 New York 
 Black Hawk - 
 Example 
 Preceptor 
 Hannah Ann - 
 Missouri 
 Delight 
 
 Jane and Rachel 
 
 Wandell Attsgu 
 
 Velocity 
 
 Miller's Damsel 
 
 Ganges 
 
 Julia Ann 
 
 Wright 
 
 Fame - 
 
 Comet 
 
 Henry Cole 
 
 Emily Jane 
 
 Louisa 
 
 Wave - 
 
 Superior 
 
 Liberator # 
 
 Amanda 
 
 Intripice 
 
 Union 
 
 Miami 
 
 W. H. Hawkins 
 Pilot 
 
 Tradesman 
 Tontine 
 
 Top Gallant - 
 Elias Hicks 
 Industry 
 Mad Anthony - 
 Gt. Freeland 
 Morning Star - 
 J. McEntyre 
 Capital 
 
 Benjamin Stagg 
 
 Visiter 
 
 Vigilant 
 
 Dusty Miller - 
 New York 
 
 Norwich 
 New Haven 
 Staten Island 
 
 Northport - 
 South Amboy 
 
 Wareham - 
 
 Philadelphia 
 
 Bergen 
 
 Stoneybrook 
 
 New York - 
 
 Southport - 
 
 Trenton 
 
 Falmouth - 
 
 Bergen 
 
 Fishkill - 
 
 Perth Amboy 
 
 Brookhaven 
 
 New Bedford 
 
 Fall River - 
 
 Providence 
 
 Orient 
 
 Bubyton 
 
 Perth Amboy 
 
 Bergen 
 
 Brookhaven 
 
 Newburg - 
 
 Barnstable - 
 
 New York - 
 
 Albany 
 
 Philadelphia 
 
 Great Neck - 
 
 Cape May - 
 
 Fort Montgomery 
 
 Bergen 
 I Bergen 
 I Bergen 
 I Islip 
 I Bristol 
 
 New York - 
 
 Falmouth - 
 
 North Kingston 
 
56 
 
 Doc, No. 53 
 LIST— Continued. 
 
 Name of vessel. 
 
 Where owned. 
 
 Tons. 
 
 SLOOPS — Continued. 
 
 
 
 Mary Howard - 
 
 New Bedford 
 
 64 
 
 Express 
 
 Sandwich - 
 
 80 
 
 Herschel 
 
 Falmouth - 
 
 31 
 
 Spartan 
 
 New York - 
 
 15 
 
 Spy - - 
 
 Bergen 
 
 17 
 
 Unexpected 
 
 Bergen . - - 
 
 8 
 
 Rebecca Brook - 
 
 Wilmington 
 
 36 
 
 St. Mary's 
 
 Sandwich - 
 
 75 
 
 Nimrod 
 
 North Kingston 
 
 50 
 
 Index - - - - 
 
 Northport - 
 
 60 
 
 Joseph C. Griggs 
 
 West Brunswick - 
 
 61 
 
 Leopard 
 
 Brookhaven 
 
 48 
 
 Fair Haven 
 
 Providence - 
 
 53 
 
 Opera . - - - 
 
 Brookhaven 
 
 70 
 
 Splendid 
 
 Bergen 
 
 5 
 
 Elizabeth Eliza - 
 
 Marcus Hook 
 
 32 
 
 Frankland 
 
 Falmouth - 
 
 30 
 
 N^pw Tpr^iPv _ .• - 
 
 Bristol . - - 
 
 50 
 
 Union - - - - 
 
 Brookhaven 
 
 40 
 
 George Henry - 
 
 Dennis 
 
 65 
 
 372 sloops. 
 
 Tons 
 
 19,533 
 
 SCHOONERS. 
 
 
 
 George Washington 
 
 New York - 
 
 69 
 
 Wikin - - - . 
 
 Albany . - - 
 
 40 
 
 Ganges . - - - 
 
 Barnstable - 
 
 95 
 
 Two Brothers - 
 
 Barnstable - 
 
 50 
 
 Victory - 
 
 Hudson 
 
 32 
 
 Pacific - 
 
 New Haven 
 
 74 
 
 Trial ... - 
 
 Providence - 
 
 96 
 
 Transport 
 
 Barnstable - 
 
 53 
 
 Clarion - . - - 
 
 Boston 
 
 74 
 
 Tigress - 
 
 Barnstable - 
 
 75 
 
 Utica - - - - 
 
 Barnstable - 
 
 89 
 
 Elizabeth 
 
 New Haven 
 
 76 
 
 Moselle 
 
 New Haven 
 
 
 Perseverance - 
 
 New London 
 
 98 
 
 Heroine 
 
 New York - 
 
 54 
 
 Banner 
 
 Boston 
 
 87 
 
 Harriet 
 
 Boston - - 
 
 116 
 
 Louise 
 
 Boston 
 
 98 
 
 Stranger 
 
 Barnstable - 
 
 95 
 
Doc. No. 53. 
 
 LIST— Continued. 
 
 57 
 
 Name of vessel. 
 
 Where own^d. 
 
 Tons. 
 
 SCHOONERS — Continued. 
 
 
 
 Detroit 
 
 Boston 
 
 99 
 
 Niagara 
 
 Boston 
 
 99 
 
 Vintage 
 
 Boston 
 
 97 
 
 H. Curtis 
 
 Boston 
 
 99 
 
 Albany 
 
 Boston 
 
 95 
 
 Carroll 
 
 Cape May - 
 
 64 
 
 Elizabeth and Rebecca - 
 
 Albany 
 
 88 
 
 Wave ... - 
 
 New York - 
 
 34 
 
 Ornament 
 
 Boston 
 
 75 
 
 Balance 
 
 Boston 
 
 74 
 
 Massaiot 
 
 New Haven 
 
 93 
 
 Cotuit ... - 
 
 Barnstable - 
 
 92 
 
 S. R. Smith - 
 
 New Haven 
 
 75 
 
 Baltic ... - 
 
 Barnstable - 
 
 92 
 
 Paragon 
 
 New York - 
 
 48 
 
 Meclimer 
 
 Nyack 
 
 44 
 
 Colonel Simons 
 
 - - - 
 
 70 
 
 Fair Trader 
 
 New York - 
 
 44 
 
 Phcebe Ann 
 
 Jamaica 
 
 40 
 
 Erie - 
 
 May's Landing 
 
 75 
 
 Adelaide 
 
 New Bedford 
 
 91 
 
 Atlas - - - . 
 
 New York - 
 
 78 
 
 Arabella 
 
 New York - 
 
 45 
 
 Brilliant 
 
 Hempstead - 
 
 41 
 
 Talent 
 
 Barnstable - 
 
 80 
 
 Howard 
 
 Hudson 
 
 40 
 
 New Jersey- 
 
 Albany 
 
 122 
 
 Harriet 
 
 Saugerties - 
 
 32 
 
 H IT ' 
 
 Mmerva 
 
 Norwalk 
 
 81 
 
 William Henry - 
 
 Waretown - 
 
 90 
 
 Outvie - 
 
 Barnstable - 
 
 54 
 
 Tiger - - . . 
 
 New Bedford 
 
 88 
 
 Exit .... 
 
 Nyack 
 
 51 
 
 J. Randolph 
 
 Philadelphia 
 
 74 
 
 Republican 
 
 Philadelphia 
 
 87 
 
 Contractor . - 
 
 Schodack - 
 
 60 
 
 Susan - 
 
 - - 
 
 25 
 
 Wave - - . . 
 
 Morristown 
 
 28 
 
 Vermont 
 
 Barnstable 
 
 65 
 
 Caledonia 
 
 Providence - 
 
 77 
 
 Florence 
 
 Boston 
 
 83 
 
 Franklin 
 
 Lippican 
 
 49 
 
 Resolution 
 
 Peekskill - 
 
 40 
 
 Robert Stockton 
 
 
 48 
 
58 
 
 Doc. No. 53. 
 
 LIST— Continued. 
 
 Name of vessel. 
 
 Where owned. 
 
 Tons. 
 
 SCHOONERS — Continued. 
 
 
 
 Mary Elizabeth - 
 
 Milford 
 
 62 
 
 T. Piatt 
 
 Haller creek 
 
 27 
 
 Hetty Ann 
 
 — — 
 
 79 
 
 Thomas Peterkin 
 
 New London 
 
 73 
 
 T. H. Benton - 
 
 Westfield - 
 
 56 
 
 Almira - - - . 
 
 Providence - 
 
 50 
 
 Superior _ . _ 
 
 Herberts ville 
 
 50 
 
 Friendship 
 
 New York - 
 
 37 
 
 Oliver - - - - 
 
 Barnstable - 
 
 93 
 
 C. Dennison 
 
 Albany 
 
 50 
 
 Rachel Ann 
 
 New York - 
 
 40 
 
 Spry .... 
 
 Albany 
 
 84 
 
 Adeline 
 
 Sing Sing - 
 
 60 
 
 J. W. Laurence 
 
 Hempstead - 
 
 26 
 
 Lewis Cass 
 
 Staten Island 
 
 70 
 
 Mexican 
 
 Albany 
 
 80 
 
 New Jersey 
 
 Camden 
 
 31 
 
 General Giles - 
 
 New York - 
 
 60 
 
 Aid - 
 
 Boston 
 
 82 
 
 Ariel - . . . 
 
 Jersey city - 
 
 40 
 
 American Oak - 
 
 Troy 
 
 49 
 
 American Eade 
 
 Lumberton - 
 
 57 
 
 b ranees 
 
 Sweedsborough 
 
 71 
 
 Ann Ragg 
 
 Harlaem 
 
 57 
 
 C. S. Stuart 
 
 - - 
 
 62 
 
 H. Ames 
 
 Taunton 
 
 60 
 
 Morning Star - 
 
 May's Landing 
 
 78 
 
 A. C. Zabriskie 
 
 Hackensack 
 
 49 
 
 Merchant 
 
 Poughkeepsie 
 
 40 
 
 Kentucky 
 
 Troy 
 
 100 
 
 Genius - > - . 
 
 Nyack 
 
 40 
 
 President 
 
 Providence - 
 
 74 
 
 Pilgrim 
 
 Hackensack 
 
 47 
 
 Margaret Klots - 
 
 - ■ - 
 
 50 
 
 H. Chase 
 
 New York - 
 
 66 
 
 Northern Liberties 
 
 New York - 
 
 50 
 
 Washington 
 
 Tarry town - 
 
 30 
 
 Clarissa _ _ . 
 
 r laiiana . - - 
 
 40 
 
 Norwich 
 
 Barnstable - 
 
 79 
 
 Augusta 
 
 Barnstable - 
 
 73 
 
 Frucep ... - 
 
 Washington 
 
 25 
 
 Herald - . . . 
 
 Barnstable - 
 
 50 
 
 Catharine Margaret 
 
 Peekskill 
 
 44 
 
 Lady Tompkins 
 
 Kingston - 
 
 40 
 

 Doc. No. 53. 
 
 59 
 
 
 LIST 
 
 — Continued. 
 
 
 Name of vessel. 
 
 TV iitrit; uwiicLi. 
 
 Ton?. 
 
 SCHOONERS — Continued. 
 
 
 
 Catharine Jane - 
 
 
 Belleville - 
 
 66 
 
 Atlantic 
 
 
 Charleston - 
 
 94 
 
 Signal - - - 
 
 
 Cold Spring 
 
 48 
 
 Mary Alniy 
 
 
 New York - 
 
 30 
 
 Uncas - 
 
 
 Norwich 
 
 74 
 
 Independence - 
 
 
 Staten Island 
 
 40 
 
 Edgar - - - 
 
 
 Wilmington 
 
 61 
 
 Champion 
 
 
 Westfield - 
 
 12 
 
 Henrietta and Hannah - 
 
 
 White Marsh 
 
 63 
 
 Mary Baker 
 
 
 - - 
 
 40 
 
 Harriet Jane 
 
 
 Bound Brook 
 
 52 
 
 Osceola 
 
 
 Fall River - 
 
 33 
 
 Montezuma 
 
 
 New York - 
 
 67 
 
 John Orser 
 
 
 Piscataway - 
 
 60 
 
 Wellington 
 
 
 Boston 
 
 80 
 
 H. Franklin 
 
 
 Barnstable - 
 
 85 
 
 Liberty 
 
 
 Cape May - 
 
 26 
 
 DeWitt Clinton 
 
 
 — — 
 
 148 
 
 Ellen - 
 
 
 New York - 
 
 61 
 
 Faithful 
 
 
 Barnstable - 
 
 74 
 
 Telegraph 
 
 
 Dennis 
 
 80 
 
 Hulday West - 
 
 
 New York - 
 
 96 
 
 W. B. Marsh - 9 
 
 
 New York - 
 
 75 
 
 Envoy - 
 
 
 Barnstable - 
 
 70 
 
 Criterion 
 
 
 Shrewsbury 
 
 44 
 
 Cape Henry 
 
 
 Hempstead - 
 
 23 
 
 Rival - 
 
 
 Cold Spring 
 
 42 
 
 Galena - - - 
 
 
 Gloucester Furnace 
 
 116 
 
 Jame^s Smith 
 
 •^(^LXXV^O K^XXXXt'i.1 
 
 
 Huntington 
 
 48 
 
 Andes - - - 
 
 
 New London 
 
 74 
 
 Sarah - . . 
 
 
 North Kingston 
 
 84 
 
 Port Marten 
 
 
 South Oyster Bay - 
 
 40 
 
 Eleanor 
 
 
 West Troy - 
 
 50 
 
 New York 
 
 
 Elizabethtown 
 
 34 
 
 Hornet - 
 
 
 Taunton 
 
 74 
 
 Maria - 
 
 
 Providence - 
 
 92 
 
 Eliza - 
 
 
 Harwich 
 
 43 
 
 A. Ophelia 
 
 
 Stonington - 
 
 78 
 
 Mary Ann 
 
 
 New York - 
 
 50 
 
 Highlander 
 
 
 May's Landing 
 
 110 
 
 Rebecca and Abigail . - 
 
 
 Egg Harbor 
 
 80 
 
 Mirror - 
 
 
 New York - 
 
 109 
 
 James Keeler - 
 
 
 Orient 
 
 142 
 
 Harriet Smith - 
 
 
 Sag Harbor - 
 
 99 
 
 t 
 
60 
 
 Doc. No. 53. 
 
 LIST— Continued. 
 
 Name of vessel. 
 
 Where owned. 
 
 Tons. 
 
 SCHOONERS — Continued. 
 
 
 
 Champion 
 
 Staten Island 
 
 97 
 
 Carroll ... - 
 
 New York - 
 
 50 
 
 Amanda 
 
 New York - 
 
 100 
 
 Senator 
 
 New York - 
 
 107 
 
 Argyle - - - . 
 
 New York - 
 
 40 
 
 J. P. Crouch - 
 
 Port Elizabeth 
 
 120 
 
 Pearl . - - - 
 
 Allenstown 
 
 47 
 
 Rienzi .... 
 
 Yarmouth - 
 
 66 
 
 Elizabeth 
 
 Yarmouth - 
 
 75 
 
 Independence - 
 
 New York - 
 
 50 
 
 Jane Henderson 
 
 Port Elizabeth 
 
 91 
 
 A. C. Totten - 
 
 Staten Island 
 
 48 
 
 William S. Root 
 
 Tompkinsville 
 
 50 
 
 Fayette 
 
 Yarmouth - 
 
 40 
 
 Juno .... 
 
 Barnstable - 
 
 79 
 
 Charlotte 
 
 Dennis 
 
 59 
 
 William Henry - 
 
 Dennis 
 
 53 
 
 Jane Sally Frances 
 
 Yarmouth - 
 
 70 
 
 Gold Hunter - 
 
 Dennis 
 
 55 
 
 Powhatan ... 
 
 Port Republic 
 
 102 
 
 Ann Maria ... 
 
 Staten Island 
 
 15 
 
 Mary Jane 
 
 Barnstable - 
 
 60 
 
 Comet - - - - 
 
 Perth Amboy 
 
 20 
 
 Temperance 
 
 Philadelphia 
 
 47 
 
 Four Sisters 
 
 Shrewsbury 
 
 35 
 
 Ann Maria 
 
 Sandwich - 
 
 71 
 
 Blue Rock 
 
 Barnstable - 
 
 65 
 
 Amethyst 
 
 Dennis 
 
 52 
 
 Elizabeth 
 
 Dennis - - - - 
 
 118 
 
 Kosciusko 
 
 Barnstable - 
 
 66 
 
 Martha .... 
 
 Barnstable - 
 
 76 
 
 Susan .... 
 
 Falmouth - 
 
 72 
 
 Mahogany Liter 
 
 Bergen 
 
 48 
 
 Caroline Frances 
 
 Wilmington 
 
 51 
 
 Dolphin 
 
 Yarmouth - 
 
 47 
 
 Spy - - - - 
 
 Barnstable - 
 
 70 
 
 Sarah Matilda - 
 
 New York - 
 
 47 
 
 Joseph Brown - 
 
 Milford 
 
 127 
 
 Joseph .... 
 
 Falmouth - 
 
 69 
 
 William Hicks - 
 
 New York - 
 
 45 
 
 Abigail - 
 
 Yarmouth - 
 
 60 
 
 Shoal Water 
 
 Portland 
 
 57 
 
 Union - - - . 
 
 New York - 
 
 50 
 
 Ann Elizabeth - 
 
 Newark 
 
 80 
 
 I 
 
Doc. No. 53. 
 
 LIST— Continued. 
 
 61 
 
 Name of vessel. 
 
 SCHOONERS — Continued, 
 
 Resolve 
 
 American 
 
 Undaunted 
 
 Cinderella 
 
 Stranger 
 
 Eliza and Nancy 
 
 Post Boy 
 
 Caroline 
 
 O. H. Perry - 
 
 Odd Fellow - 
 
 Franklin 
 
 C. W. Zabriskie 
 
 Betsy and Deborah 
 
 Mary Jane 
 
 Mary Catharine 
 
 Bruce - 
 
 215 schooners. 
 
 scows. 
 
 Adrian - - - 
 
 Calico - 
 
 Charles- 
 
 Despatch 
 
 Emperor 
 
 J. Horner 
 
 J. Marshall 
 
 Mary Jane 
 
 Othello - 
 
 Osceola 
 
 R. J. Chapman - 
 Temperance 
 Union - 
 Washington 
 Abaellino 
 Beaver - 
 
 16 scows. 
 
 STEAMBOATS. 
 
 Wave - 
 Portsmouth 
 Utica - 
 
 Where owned. 
 
 Yarmouth - 
 New York - 
 Brooklyn - 
 New London 
 West Farms 
 Dennis 
 Yarmouth - 
 Troy 
 
 JN'ew York - 
 
 Dennis 
 Hackensack 
 Yarmouth - 
 New York • 
 Baltimore • 
 Portland 
 
 Troy 
 
 Kingston - 
 
 West Baltimore 
 
 Bristol 
 
 Lansingburg 
 
 Nail Works - 
 
 Rondout 
 
 Lansingburg 
 
 Nail Works - 
 
 Catskill 
 
 Kingston - 
 
 Rondout 
 
 Lansingburg 
 
 West Troy - 
 
 Albany 
 
 Troy 
 
 New York - 
 New York - 
 New York - 
 
 Tons 
 
 Tons 
 
 Tons. 
 
 50 
 65 
 40 
 64 
 45 
 70 
 70 
 92 
 43 
 81 
 90 
 
 105 
 65 
 19 
 96 
 
 100 
 
 13,781 
 
 80 
 40 
 40 
 50 
 40 
 40 
 80 
 87 
 40 
 70 
 40 
 40 
 40 
 63 
 80 
 50 
 
 880 
 
 200 
 211 
 340 
 
62 
 
 Doc. No. 53. 
 
 LIST— Continued. 
 
 STEAMBOATS — Continued. 
 
 Swallow 
 
 Diamond 
 
 Norwich 
 
 R. L. Stevens - 
 
 Charter Oak - 
 
 Rochester 
 
 O. Ellsworth - 
 
 Westchester 
 
 Curtis Peck 
 
 John Mason 
 
 J. C. Heart 
 
 Indiana 
 
 Pennsylvania - 
 North America - 
 South America - 
 Troy - 
 Maria - 
 Hope - 
 Black Diamond 
 Napoleon 
 Experiment 
 Star 
 
 Legislator 
 Sandusky 
 Empire 
 Swiftsure 
 Rufus King . - 
 Illinois 
 New Jersey 
 Vulcan - 
 Mount Pleasant 
 Mohawk 
 Albany - 
 Columbia 
 Knickerbocker - 
 United States - 
 R. Brown 
 Commerce 
 Fairly - 
 WiUiamsburg - 
 Boston - 
 Pilot - 
 Phoenix 
 Telegraph 
 
 Where owned. 
 
 New York - 
 Albany 
 New York - 
 New York - 
 New York - 
 New York - 
 New York - 
 New York - 
 New York - 
 Troy 
 Troy 
 Albany 
 Albany 
 New York - 
 New York - 
 Troy 
 Albany 
 Hudson 
 Princeton - 
 New York - 
 Albany 
 Caldwell - 
 Albany 
 Albany 
 Troy 
 
 New York - 
 New York - 
 New York - 
 Philadelphia 
 Princeton - 
 Albany 
 Hartford 
 New York - 
 New York - 
 New York - 
 New York - 
 New York - 
 New York - 
 New York - 
 Albany 
 Albany 
 New York - 
 New York - 
 New York - 
 
 47 steamboats. 
 
 13,T67 
 
Doc. No. 53, 63 
 
 LIST— Continued. 
 
 XI dill V, Ul vcoocK 
 
 VV c U U iJ Cli . 
 
 Tons. 
 
 ; 
 
 1 U \V JoAKvjUjIS. 
 
 
 ' 
 
 Tnli n AHntTiQ _ - - 
 
 tfUllll xxvldllXo - - - 
 
 Aioany - . . 
 
 
 lA/ n c n 1 Ki o*tr»n _ _ • 
 V V abimig LUIl « - - 
 
 Albany _ - - 
 
 1 QQ 
 
 TpfTpT'Qnri - » - 
 
 Aiudny _ - 
 
 
 IvTnriicrkn _ _ . 
 
 Albany - . - 
 
 1 Q7 
 
 iviuiiroc - - - 
 
 Albany 
 
 1 Q1 
 
 Olintnn 
 
 A 1 r\ 11 T r 
 
 iiiudny - - - 
 
 1 Q7 
 
 T^nmrilnn<3 « - - 
 
 xlJUdliy - - - 
 
 21 
 
 Prp<5iVlpnt _ _ - 
 JLl CSlLlCll t - « - 
 
 /iiUdiiy 
 
 91 
 
 Tiafa^rpttp - » - 
 
 xilUdlly - - » 
 
 XV\J 
 
 Ohio .... 
 
 illUdliy - - - 
 
 ouo 
 
 irial blldll - - 
 
 Albany - . - 
 
 007 
 
 Ann (iTcinQ _ _ - 
 xLllIl L\±a.lia. - - - 
 
 iiiUdiiy _ _ - 
 
 
 • .•"kl n m I'm c - _ - 
 wUlLllllUUc) 
 
 ii-iudny - - - 
 
 
 
 All"»Qm7" _ _ _ 
 J\LUa.Liy - - - 
 
 147 
 
 TnQnppfn'r _ - - 
 
 AllojJOl^LUl - - - 
 
 illUdliy - _ - 
 
 1 7*^ 
 
 T^pntnplnr _ _ - 
 
 J.VC 11 L LlOivy - - - 
 
 xxiudijy - « - 
 
 
 Ti Vnn T? pirNSyplapr 
 
 T dii xvoiiooddvi " 
 
 All^cjn\r _ _ - 
 xilUdlly - . - 
 
 
 W^potp-rn 
 
 Tt ColClll - 
 
 XXlUdliy - . - 
 
 91 1 
 
 /wi J. 
 
 T IpffAlf _ 
 
 A 1 W n Tr 
 
 iiiUdiiy _ _ _ 
 
 1 79 
 
 Xlldiidld - _ " 
 
 xxlUdliy - _ - 
 
 1 79 
 
 SSnnPTim* 
 
 OU.Ut-liUl _ _ - 
 
 -nLludny » _ - 
 
 1 fifi 
 
 ALidUUO - « - 
 
 Albany - . - 
 
 1 fiQ 
 1 Dy 
 
 xnudiiy i " 
 
 A 1 rio n TT _ 
 
 nLlUdiiy - - 
 
 1 71 
 
 1 1 JL 
 
 Ohio 
 
 Albany . - . 
 
 
 J. n, rtdlilUUIlt; 
 
 Albany - - 
 
 9K1 
 
 UliODe - - _ - 
 
 Albany ~ 
 
 QA7 
 
 TncnTanr>P 
 
 Alio Lll dllOtJ - - 
 
 Albany - 
 
 900 
 
 OpicIJLUU. - - - 
 
 Albany - - . 
 
 
 Th^. (^1^^171 n nr 
 
 Hj. wUVvlIlg _ _ _ 
 
 Albany - 
 
 
 KJ li*^d - - - 
 
 iiiodny - _ . 
 
 1 4*? 
 
 r? r>pnpctpr 
 
 AvUdico Ici - - - 
 
 Aiuany - . _ 
 
 LOU 
 
 HiQcf ovn 
 
 iiioany - - _ 
 
 91 1 
 
 /CI L 
 
 T .nr*lrr>nrt 
 
 J_<UU1\. UUl L - » - 
 
 A 1 n TT 
 
 inudiiy - - . 
 
 1 Q1 
 
 V_>'lt/ VcidllU. - _ _ 
 
 Albany . _ - 
 
 1 
 
 W R Wnnrl 
 
 Albany . - . 
 
 04l: 
 
 T WppH 
 
 J. VV ccU - 
 
 Albany ... 
 
 77 
 
 
 Albany , - . 
 
 DO 
 
 Bunker Hill 
 
 Alhanv ... 
 
 71 
 
 Superior 
 
 Albany 
 
 139 
 
 Brooklyn - - - 
 
 Albany 
 
 80 
 
 J. Buckbee 
 
 Albany 
 
 74 
 
 Missourian 
 
 Albany 
 
 60 
 
 B. C. Brainard - 
 
 Albany 
 
 98 
 
 C. Durant 
 
 Albany 
 
 143 
 
64 
 
 Doc. No. 53. 
 
 LIST— Continued. 
 
 Name of vessel. 
 
 Where owned. 
 
 Tons. 
 
 TOW BARGES — Continued. 
 
 
 
 Miami - - . . 
 
 Albany 
 
 
 Washington 
 
 Albany - . - 
 
 40 
 
 John Tyler 
 
 Albany 
 
 n 
 
 Henry Clay- 
 
 Albany 
 
 
 Veto - ' - 
 
 Albany 
 
 
 Barge No. 3 •> 
 
 Albany 
 
 lit 
 
 Albany - - - - 
 
 New Brunswick 
 
 120 
 
 Cayuga 
 
 New Brunswick 
 
 13ii 
 
 J. Wurts 
 
 Albany . . . 
 
 
 J. Barleycorn - 
 
 Albany 
 
 
 Maxwell 
 
 Albany 
 
 
 Middlesex 
 
 New Brunswick 
 
 lif 
 
 New York 
 
 New Brunswick 
 
 112 
 
 iTNew jersey - - . 
 
 ilcW JJlUnoWlL/K *• 
 
 112 
 
 Oneida - - - . 
 
 New Brunswick 
 
 126 
 
 Providence 
 
 New York - 
 
 135 
 
 Sturgeon 
 
 New Brunswick 
 
 139 
 
 De Witt Barclay 
 
 New York - 
 
 60 
 
 Imperial 
 
 Albany 
 
 60 
 
 R. F. Slack = 
 
 Albany 
 
 70 
 
 64 barges. 
 
 Tons 
 
 9,975 
 
 RECAPITULATION. 
 
 372 sloops 
 215 schooners 
 
 47 steamboats 
 
 16 scows 
 
 64 tow barges 
 
 714 
 
 Tons. 
 
 19,533 
 13,781 
 13,767 
 
 9,975 
 57,936 
 
 JOHN L. HYATT, Dock master, 
 
 Albany, New York. 
 
 I 
 
 5 ox t3