jsjiid Congress, 
 \st Session, 
 
 [ Rep. No. 150. ] 
 
 Ho. OF Reps^ 
 
 NAVIGATION OF THE HUDSON RIVER. 
 
 [ To accompany bill H. R. No. 159. ] 
 
 January 8, 1834. 
 
 Mr. Selden, from the Committee on Commerce, matle the following- 
 
 Tlie Committee on Commerce^ to which was referred the petition of mer- 
 chants and owners of vessels t.'i the city of New York, asking for an 
 appropriation to remove obstructions in the Hudson river, in the State 
 of New York, respectfully report : 
 
 That a bill was passed in both Houses of Congress, in tlieyear 1832, for 
 the purj)oso of improving certain harbors, and' the navigation of certain 
 rivers therein mentioned ; in which bill an ip'iropriation of seventy thou- 
 sand dollars was made for the improvemeu . / the navigation of the UinU 
 son, to be expended according to a plan submitted through tiie Departmenl' 
 of Wai', which bill did not become a law. The petitiorj relates to obstruc- 
 tions in said river, to remove wliicii said a[)propriation was made. Your 
 co!nmittee further report that tiiey iiave examined the said plan, prepared 
 under t!ie direction of the Topograpliical Bureau, by De Witt Cliriton, 
 United States Civil Engineer, and contained in document 189 of the 
 House of Representatives, first session of tlie twenty-second Congress. 
 
 Tiiat said report contains a full and minute description of the obstruc- 
 tions in said river which require to be overcocne, and a plan of improve- 
 ment, and refers to a series of maps, on which a!*e delineated the course of 
 said river, its cliannels, soundings, and the various particulars necessary 
 to the full understanding of the subject. Tiie section of the river describ- 
 ed in said plan and maps commences at tlie jioint where the waters of 
 the Erie and Cliamplain canals unite witii said river at the nortli, and 
 extends down the river about twenty miles, and the obstructions exist at 
 different points through this section. The plan of improvement proposed 
 by tl»e engineer consists in excavating and straightening the channel, and 
 contracting its width, where required, by parallel piers. The whole esti- 
 mated expense is §221,504 10. Your committee have had their atten- * 
 tion directed to the character and extent of the commerce on this ])art of 
 the Hudson river, and to the description of tonnage ordinarily employed. 
 The Erie and Champlain canals constitute almost the only outlet for the 
 vast products of the western and northern parts of the State of New York^ 
 and also to a great extent for those of Ohio, the Territory of Michigan, 
 part of the Canadas, and a large part of the State of Vermont, and 
 
 REPORT : 
 
2 
 
 [ Rep. No. 150. ] 
 
 through which tlio.se sections of country receive their supplies fronti the 
 seahoiird. At the cities of Albany and Troy the mode of transportation 
 is changed, and the vessels cni[)loyed in the trade on the Hudson vary in 
 their tonnage from 50 to 150 tons impelled by sails, and 100 to 300 tons 
 by steam. That the vessels employed in the trade consist not alone of 
 those na> igating between the city of New York and those ])laces, but a 
 very considerable number are emjdoyed covistwise to the Eastern and 
 Southern States. Your committee have been presented w ith statements in 
 which full confidence may be ])laced, and by which it appears that the 
 propci'ly transported on the Hudson, to and from the city of Troy alone, 
 anjounts to 300,000 tons, and, at a reasonable estimate, that to and from 
 the city of Albany is double the quantity ; making in the whole nearly 
 one million of tons of propei'ty of every description, and requiring an 
 -amount of tonnage greater than is required for the domestic and foreign 
 commerce of most of our commercial cities. Your committee further )*e- 
 port, that during the sj)ring and early part of the summer the depth of 
 water in the river is ordinarily sufllcient to allow tlie free passage of vessels 
 ■of the burden required for the navigation, but that for more than half the 
 period in which the river is free from ice, the obstructions are so great as 
 frequently for days to prevent tlie passage of loaded vessels, and the chan- 
 nel is interrupted by tliose laying on tiie bottom, to the number of thirty 
 and upwards at a time. 
 
 In conclusion, your committee consider the improvement a national 
 work, w hereby several of the States, and a large extent of territory be- 
 longing to the General Government; are to be greatly benefited ; and 
 they recommend that the plan above referred to should be carried into exe- 
 cution, and that the improvements should be commenced at such points as 
 shall facilitate, as cai'Iy as possible, the navigation employed within tlie 
 limits referred to in said plan, having regard to economy in making the 
 improvement and stability of construction. 
 
 Letter from the Secretary of War^ transmitting a copy of the survey and 
 report for the improvement of the Hudson river. 
 
 Department of War, 
 
 March 30, 1832. 
 
 Sir : In obedience to the resolution of the House of Representatives of 
 the 15th instant, I have the honor to transmit, herewith, a copy of " the 
 survey and report for the improvement of the Hudson river." 
 
 I have the honor to be, 
 
 Very respectfully, 
 
 Your obedient servant, 
 
 LEWIS CASS. 
 
 Hon. Andrew Stevenson, 
 
 Speaker of the House of Representatives. 
 
, if [ Rep. No. 159. ] 3 
 
 Topographical Bureau, 
 ^ March 30, 1S32. 
 
 Sir: I have the honor to lay before you the report and drawings of a 
 survey made by Dc Witt Clinton, Esq., of a part of the Hudson river, 
 near Albany, called for by a resolution of the House of Representatives of 
 the 15th instant. 
 
 With great respect, 
 
 I remain, sir, 
 
 Your obedient servant, 
 
 J. J. ABERT, LU Col T. E. 
 Hon. Lewis Cass, Secretary of War* 
 
 To Lieutenant Colonel John J. Abert, Topographical Engineer : 
 
 Sir : I have the honor to submit the following report on a hydrographic 
 survey of part of the Hudson river, in tlie State of New York, betwecji the 
 village of Waterford and Ihe foot of Schodac island, made by order of the 
 Engineer Department, for tlie purpose of devising apian for the improve- 
 ment of the navigation, accompanied with such remarks, facts, estimates, 
 and drawings, as will tend to assist in our investigations, and to correctly 
 appreciate the amount and extent of tlie obstructions, and the means to be 
 applied to overcome them effectually. 
 
 By the tenor of my instructions, my attention was directed to ascertain 
 the extent and character of the submarine stratum of the bed of tbe stream ; 
 the depth of water in the various channels, and position, extent, and soils 
 of islands ; the velocity of the current ; the points at which deposites ac- 
 cumulated ; the. width of the stream and its branches ; and such other 
 facts as should present themselves during my examinations. 
 
 There are in active preparation, to accompany this report, seven sheets of 
 drawings, containing a hydrographic chart of the survey. They are mark- 
 ed in numeral progression, and combine a minute description of the stream, 
 islands, shores, and channels, and to which I have added, in this report, 
 a full account of each section of the river as delineated on the sheets. 
 
 The survey was made by measuring base lines with a chain, and ascer- 
 taining, by a theodolite, tbe angle of the base and angles of intersection on 
 the opjjosite shores and islands on a combination of different and mixed 
 colored flags ; the soundings, by moving with a uniform velocity over dif- 
 ferent lines, and heaving a lead at equal spaces of time, and ascertaining 
 the depth of water in feet and inches; and the work, at different places, 
 was united by a circumferentor with the points established by the 
 theodolite. 
 
 To reduce the soundings to the lowest condition of the riv^r tide, regis- 
 ters were kept at Troy, Albany, Castleton, and New Baltimore. The 
 surface of the river was observed in the morning, and its rise above and 
 below that plane was repeated hourly until the labors of the day ceased. 
 This established the rise and fall of the river during the day's operation, 
 and the soundings were afterwards reduced to the lowest waters found in 
 the registers, and again to the lowest condition of the stream. It will^, 
 therefore, be understood that the soundings delineated on the sheets exhi- 
 bit tbe river in its extremest state in the summer and autumn of 1831. 
 
4 
 
 [ Rep. No. 150. ] 
 
 The direction and force of the currents were ascertained by anclioring a 
 boat in the stream, and pcrnntting it to swing with the tides. Its direction 
 was then determined by a marine compass fixed over the keel of the boat, 
 and its velocity by a sand glass, a float, and a line. 
 
 In relation to the currents, it is proper to remark that they constantly 
 vary with floods and tides. It would, therefore, require to establish them 
 on principles of science, to conduct, for a long time, an expensive and labo- 
 rious series of observations, w hich would be more useful as matters of fact, 
 than to assist in forming a plan for the improvcuiGnt of the navigation of 
 the river. 
 
 Sheet No. 1. 
 
 1. Tlie length of the river delineated on tliisslieet is four miles, and ex- 
 tends from the Wateiford bridge to the foot of Ail)any street, (city of Troy. ) 
 From the Waterfonl bridge to the sloop lock and dam is 2 miles and 1,580* 
 yards, and from tlie last point to the foot of Albany street, I mile and 180 
 yai'ds. 
 
 2. Tlie river at the Waterford bridge at low water is 5 10 feet wide, and, 
 from bank to bards:, 630 feet ; at tiie first branch of the Mohawk, 840 feet; 
 at the second, it is 960 feet ; at Lansingburg, 760 feet. Tiie lengtli of the 
 dam, pier, and sloop lock, is 1,325 feet; at the foot of Federal street, in I'roy, 
 crossing Fisli island, 1,700 feet. At the foot of Albany street, and the 
 mouth of the fourth brancli of the Mohawk, 1,230 feet. The narrowest part 
 of the sloop channel, between tiie sloop lock asid the foot of Albany street, 
 is 210 feet. 
 
 5. The widtli ol' the first branch of the Mohawk at its mouth is 405 feet. 
 The second is 150 feet. The third is 530 Icet. Tlie fourth is 625 feet, 
 measured from the lower point of Tibbett's island to the bend of the pier. 
 
 4. Velocity of cuiTcnt at Watei'ford bridge 2 feet, at th'- first branch of 
 Mohawk if feet, at Waterford docks I foot, and at the foot of the sloop 
 lock one foot pei* second. 
 
 5. First island on map 320 yards long, 30 yards wide, 9, 600 square yds. 
 Second do. 150 do. 23 do. 3,450 do. 
 Third do. 258 do. 25 do. 6,450 do. 
 Fourth do. 163 do. 19 do. 3,097 do. 
 
 Islands below dam and sloop lock : 
 
 Adam's island, including shoals, 467 do. 63 do. 29,421 do. 
 Second do. do. 440 do. 56 do. 24,640 do. 
 
 Hay do. do. 830 do. 63 do. 52,290 do. 
 
 Fisii do. do. 967 do. 73 do. 70,591 do. 
 
 Total area of islands - - - 199,539squareyds, 
 
 The islands are all low, and are commonly inundated by tlie spring and 
 fall floods. They are, however, all cultivated except Adam's. The soil is 
 alluvion. They occupy superficially one-tw elfth part of the area of the en- 
 tire stieam between Waterford and Troy. 
 
 6. The banks on both sides of tlie stream at the Waterford bridge are 
 about 30 feet above low water, and slope at an angle of 45°. The bed of 
 the river is slate rock, covered with a thin coat of gravel. The western 
 margin maintains its elevation until it approaches the mouth of the first 
 branch of the Mohawk river. From this point to the end of the sheet there 
 
[ Rep. No. 150. ] 
 
 5 
 
 •exist three islands, which separate the Hudson and Mohawk rivers. They 
 are all low, with a light soil, except Tibbett's island, which is more ele- 
 vated and sterile. The four branches of tlie Mohawk river, which form 
 the islands I have alluded to, have a rapid descent, and glide over rock 
 bottontis. The bank on the east side maintains its elevation throughout 
 the section. The soil of the banks is a fine and coarse gravel, intermixed 
 with slate rock. 
 
 7. The distance from the west pier of the Waterford bridge to the north 
 point at the mouth of the first brancli of the Mohawk, is 1,395 feet ; and 
 from the latter to the docks is 450 feet; and tlie length of the wharfing 
 which extends to the Champlain canal is 540 feet. The deepest water 
 opposite to the point is 7 feet, and tiie greatest within the branch is 8 feet, 
 and the least depth, on a line passing directly to the east bajdv of the Hud- 
 son, is 6 feet, and the greatest depth of water 14 feet. The line of the 
 deepest water runs obliquely from the bridge to the point which I have 
 before mentioned. The deepest water in that distance is 9 feet. On a 
 line parallel with, and immediately below the Waterford bridge, t!»c great- 
 est depth is 14 feet, and the least 5 feet, and at tije moutii of the second 
 branch of the Mohawk 16 and 9 feet respectively. The depth of water 
 from the mf)uth of the fii'st brancli of the Molrawk to the sloop lock varies 
 from 9 to 26 feet. Tliere is, however, one point near the lock, on wiiich 
 there is but 7i feet water. 
 
 Between the foot of the sloop lock and Albany street, the sloop channel 
 is confined near the east shore, and is much obstructed by strong currents 
 and shallow water, and that poi tion of the stream which lies between the 
 islands and the west bank is very shallow, and very much obstructed by 
 shoals ; and as it is, by the location of the sloop lock, out of the scale of 
 comparison, it must be unnecessary to further allude to it. 
 
 8. The islands above tlie dam produce but little or no effect on the stream. 
 Those immediately below it obstruct the water after it passes over the dam, 
 and, during the low water, divert the largest portion of it into the east chan- 
 nel. In high water, the sides of the islands are vei'y much worn by its 
 rushing by them, and I am informed that their outlines aiid shoals have 
 very much changed since t!ic erection of the dam — the upper islands being 
 diminished, and the lower ones increased in size. 
 
 9. The dam and sloop lock are one mile and 540 feet above the foot of 
 Albany street. These works slacken and increase the depth of water to the 
 village of Waterford, and formerly, 1 am t{)ld, the tides flowed up as 
 far as that place. The pond is very capacious, and presents a fine basin 
 to receive thedeposite brought fi'oin the upper ])arts of the sti eam. Below 
 the sloop lock a wharf is partially constructed to answer for a towing 
 path, and at the head of the first island there is an old pier or jettee. 
 
 10. To increase the depth of water to 9 feet, and width of channel to 
 90 feet, the following excavations are necessary : 
 
 At the Waterford docks, 150 feet long, 90 feet wide, 4^ feet deep, 2^250 
 cubic yards, 
 
 To remove a bar at mouth of first branch of Mohav» k, 190 feet long, 
 2 feet deep, 90 feet wide, 1,300 cubic yards. 
 
 In the cove at the head of the sloop lock, slight excavation is necessary 
 to give it sufficient width aiid depth ; a tow path has been sr.ggested above 
 the lock, to assist vessels in ascending, but is not included in the estimate. 
 Between the fii'st branch of the Mohawk and the ^Yaterford bridge, it is 
 
6 
 
 [ Rep. No. 150. ] 
 
 not proposed to extend the improvement, as it would afford but little 
 accommodation, or be of any j)ublic utility. To improve the east channel 
 below the sloop lock, the following excavations are necessary: 
 
 1st. 680 
 
 feet long, 
 
 90 feet wide, 
 
 
 feet deep, 
 
 5,659 cubic yards. 
 
 2d. 900 
 
 do. 
 
 90 do. 
 
 
 do. 
 
 9,000 do. 
 
 5d. 720 
 
 do. 
 
 90 do. 
 
 
 do. 
 
 8,400 do. 
 
 4lh. 800 
 
 do. 
 
 90 do. 
 
 1 
 
 do. 
 
 2,667 do. 
 
 5th. 900 
 
 do. 
 
 90 do. 
 
 2 
 
 do. 
 
 6,000 do. 
 
 It has been suggested, to slacken the current, and to prevent deposites 
 in tlie channel now used by sloops, to construct a j)ier from the head ()f the 
 second island to the lower end of the west side of the sloop lock. The 
 greatest part of the water after it passes over the dam rushes into the east 
 channel between the liead of the island and the foot of the lock. The length 
 of the pier would be 690 feet, and tlie depth of water in which it would 
 be placed is 17 feet. The experiment would be a bold one, and its success 
 doubtful. It has been also proposed to run a low dam or pier from the 
 second island below the sloop lock to the west shore : its length would be 
 750 feet, and the depth of water in the branch is from 1 to 3 feet. The 
 excavation in the river is generally gravel on the surface, but there would 
 be danger of encountering slate rock after removing the first or second 
 Jayer of soil at the Waterford docks and bar, and in the vicinity of the 
 sloop lock. 
 
 Sheet No. 2. 
 
 1. Commences at the foot of Albany street, and includes the head of 
 Patroon's island. The length of the section is Sf miles. 
 
 2. The width of tiie river between the foot of Albany street and the 
 head of Tibbett's island is 1,230 feet ; from tlie first point to the head of 
 the j)ier directly opposite, is 625 feet. Between the southern corner of 
 the dock at Port Schuyler and the eastern bank, 1,080 feet ; at the village 
 of Gibbonsville, 910 feet ; at the upper branch of Heart's Mill creek, it is 
 1,600 feet; and the narrowest part of the sloop channel is 300 feet. Tiie 
 \vidth of the branch at the lower end of Breaker's island and the east shore 
 is 518 feet ; and between Glen's or Ilillhouse island*, and the same side of 
 the stream, it is 660 feet ; and the width at the lower point of that island 
 is 560 feet; and between the foot of Hanke's island and the east shore, is 
 820 feet ; and from a point on Hanke's, near the foot of Glen's, the width 
 is 980 feet. 
 
 3. Width of branch between Breaker's and Hillhouse islands is 200 feet ; 
 and between the last island and west shore 660 feet; width between Hill- 
 house and Hanke's islands 4 80 feet ; and between the last island and west- 
 ern shore of river, 370 feet. 
 
 4. Velocity of current at northeast corner of pier oj)})osite to West 
 Troy \ \ feet; at soutiieast corner of dock near Port Schuyler 7\ inches ; 
 and a little above the head of Breaker's island, one foot eight inches per 
 second. 
 
 5. Breaker's island 740 yds long, 100 yds. width, 74,000 square yds. 
 Hillhouse do. 2,250 * do. 240 do. 535,200 do. 
 Hanke's do. 1,550 do. 110 do. 170,500 do. 
 
 There are also three very small islands in the branch between the foot 
 
[ Rep. No. 150. ] 
 
 7 
 
 Hillliousc island and the head of Uanke's ; and a fourth near the Iicad of 
 Cuyler's island : all of them arc formed hy the deposites of the stream, are 
 low, but little elevated above common high water, and are therefore sub- 
 ject to be inundated in tlie spring and autumn ; all the larger ones are 
 cultivated, and are very productive. The lower part of Breaker's island, 
 for an extent of several rods on the east side, was carried away in the 
 spring flood of 1830. That side is also very much washed away by 
 floods. 
 
 6. The cast slmrc from the foot of Albany street to Heart's dock, below 
 Van Buren bar, is low and alluvion ; and from the last point to the end of 
 tlie drawing the bank is elevated and rocky, with a narrow beach at its 
 base. On the west side, the bank maintains a very uniform elevation of 
 about 40 feet above the sti eam, and a slope of 45° for the whole distance. 
 The soil is a very loose gravel. 
 
 7. The greatest depth of water between the foot of Albany street and 
 Fish island is 13 feet, and between the first point and Tibbett's island 15 
 feet, and the least depth in the vicinity of the Troy docks is 7i feet. 
 
 The lateral cut from the Erie canal enters the Hudson at tiie mouth of 
 the fourtli branch of the Mohawk river. The depth near the lower and 
 last lock in the cove is 85 feet, but increases to six feet in a short distance, 
 and at tlie turn of the pier it is 7 feet, and the deepest water between the 
 last point and the foot of Fish island is 7i feet, and the least de[)th 3 feet ; 
 as this part of the river does not properly belong to the improvement of 
 the navigation of the stream, it was not examined for that purpose. 
 
 The channel from opposite the foot of Albany street is very direct to 
 near the head of the Washington bar, inclining, Ijowever, towards the west- 
 ern shore. The greatest depth is 29 feet, and is generally from 14 to 
 16 feet, and there is none less than 10 feet. 
 
 A small bar or shoal was formed in the spring flood of 1831, opposite to 
 the Uniied States dock. Captain Reed says it lies 300 feet from the dock,, 
 is 50 feet long, and 50 feet wide, with a depth of about 6 feet water at 
 low tide. The line of soundings passed on both sides of it without touch- 
 ing it. 
 
 A short distaiice above Port Schuyler, t!ie channel changes its direction, 
 and bends towards the east bank, and, at the point wlicrc it diverges, in 
 the vicinity of Van Buren bar, the depth is 5i feet, and the deepest water 
 between that obstruction and Van Buren bar is 14 feet, but generally from 
 9 to 10 feet, but in places only 7 feet ; at the upper end of the dock at Fort 
 Schuyler it is 12 feet, and at the lower end 7 feet. 
 
 Van Buren bar lies in the sloop channel between the east shore, directly 
 opposite to Heart's mills and Glen island. The channel througli the bar 
 is very narrow, shallow, and crooked ; the greatest depth is 10 feet, and the 
 least 5 feet. The distance from the foot of the bar. in 8 feet water, to the 
 lower end of Breaker's island, is 2,640 feet, and the depth in the channel 
 varies between nine feet ten inches and fourteen feet. The water is shal- 
 low for 90 feet from theside of Breaker's island, and for 180 feet from the 
 east shore. From the foot of Breaker's to the foot of Hillhouse island, the 
 channel passes through Covell's shoals at a depth varying from 9 to 14 feet 
 in the centre, and only 6 feet on one side, and 3i on the other. 
 
 The balance of the river represented on the drawing varies in depth 
 from 10 to 12 feet, except at part of the round shoals, where it varies 
 from four feet ten inches to 8i feet. 
 
8 
 
 [ Rep. No. 150. ] 
 
 In 1825 or '6, 1 am informed that, in a great ice flood which accumulated 
 on Covell's shoal, the sloop channel was changed irom the vicinity of the 
 east bank to near the shore of Ilillhouse island, directly opposite. 
 
 9. A dam 660 feet long joins the upper end of Hillhouse island and the 
 west shore, and another, 380 feet long, the last island, and the head of 
 Breaker's. 
 
 The object of these works was to increase the deptli of water on Van 
 Burcii bar by the corroding force of the increased (piantity of water thrown 
 into that cliannel, but, in that, the w orks have not been successful. In 1825, 
 dredging was begun on the bar. The depth of water in wiiich the exca- 
 vation was commenced was 4 feet, and it is now 8 feet. The top digging 
 for about I or l-^ feet was a hard cemented gravel and sand : it then became 
 loose, and easy to be removed. The depth of water since the dredging, 
 w hich was confined in a narrow channel, has been lessened by deposites 
 brought from the upper parts of the stream. The dams are very much di- 
 lapidated, they were built about tiiirty years ago, and Mr. McCoun says, 
 that whf^n tiiey were in perfect order, they increased the depth of water at 
 Troy one foot. Captain Reed, of Troy, in speaking of the Washington 
 bar, told me that the channel which has been dredged through it, does not 
 fill up much, which he says is ow ing to the hard bottom, and the raising of 
 tlie water by the dams before alluded to. riie corporation of Troy liave 
 expended, since 18£9, about 5,000 dollars in dredging between that city 
 and Albany. A dam joins the head of Patroon and the foot of Hanke's 
 island ; it was built in 1823 ; the object was to exclude the tide waters 
 from the branches back of tiie islands, and to increase the depth of water 
 in the channel. The piers and docks opposite, and at the city of Troy, 
 may he considered as producing a beneficial effect on the stream, as they 
 have considerably increased the deptli of water in the channel. 
 
 10. To secure width and depth of channel for the purpose of the trade 
 at low water, it would be necessary to remove the shoal near the United 
 States dock, (540 cubic yards.) and at the following points : 
 
 Washington bar, 350 feet long, Si feet deep, 1 50 feet wide, 6,806 c. yds. 
 
 Shoal 
 
 2,900 
 
 do. 
 
 1 
 
 do. 
 
 150 
 
 do. 
 
 16,111 do. 
 
 Yan Buren 
 
 1,660 
 
 do. 
 
 6 
 
 do. 
 
 150 
 
 do. 
 
 55,333 do. 
 
 Covell's shoal, 
 
 1,000 
 
 do. 
 
 4-1 
 
 do. 
 
 150 
 
 do. 
 
 26,372 do. 
 
 liound shoal. 
 
 1,290 
 
 do. 
 
 3 
 
 do. 
 
 150 
 
 do. 
 
 21,500 do. 
 
 To improve the river at Van Buren bar, it is proposed to build a pier 
 from the head of Breaker's island to the w est bank of the stream. Its length 
 would be 2,800 feet; a second one has been proposed between the foot of 
 Hillhouse and the head of Hanke'p, also to protect the side of Breaker's 
 island and some other works ; for which, see estimate. 
 
 Sheet No. 3. 
 
 1. This drawing includes the river between the head of Patroon's island 
 vi\u\ the Cnited States dock on the Greenbush side of the river. The length 
 of the section is 3 miles and 1,000 feet. 
 
 2. The width of the channel between the end of the dam and Patroon's 
 island is 350 feet, and between the east and west bank, crossing the head of 
 Patroon's island, 1,800 feet; at the ])icr near the Fish-house shoals, 1,860 
 feet; at the Bath and Albany ferry, 1,265 feet; at the foot of the Albany 
 
[ Rep. No. 150. J 
 
 9 
 
 pier to Van Rensselaer's island, 1,070 feet ; and at the Greenbush and Al- 
 bany ferry, 1,090 feet. 
 
 3. The width of the channel between Patroon and the western bank, 140 
 feet ; at Patroon's lower island, 660 feet ; and between Van Rensselaer's 
 and the eastern shore 150 feet. 
 
 4. The velocity ot the stream opposite to Base island, feet ; at Fish- 
 house bar, east end of dam, 1 foot 8 incites ; at 300 feet oft* the Albany pier 
 1 foot, and at 300 feet from the Greenbush dock, I of a foot per second, 
 
 5. Base island 600 yards long, 60 yards wide, 36,000 square yds. 
 
 Patroon's upper 
 
 1,300 
 
 do. 
 
 70 
 
 do. 
 
 91,000 
 
 do. 
 
 Mud 
 
 510 
 
 do. 
 
 58 
 
 do. 
 
 29,580 
 
 do. 
 
 Patroon's lower 
 
 667 
 
 do. 
 
 79 
 
 do. 
 
 52,693 
 
 do. 
 
 Van Rensselaer 
 
 1,500 
 
 do. 
 
 180 
 
 do. 
 
 270,000 
 
 do. 
 
 There are also several other small islands and shoals bare at low w ater. 
 The islands are alllow and alluvion, and are annually changing in size and 
 outline. All the larger ones are cultivated, and are very productive. 
 
 Patroon's second or lower island about 30 years ago was a mere shoal 
 covered with willows ; it is now much elevated and cultivated. 
 
 6. Banks «f river on both sides are low, but suthciently elevated to be 
 above the reach of floods. The soil is similar to that of the islands. 
 
 7. The first 180 feet on the sheet is the continuation of the round shoals, 
 and brings the channel into 9^ feet water, and, from the last point to a bar 
 which lies between Base and Patroon's islands, the depth is from 9 to 11 
 feet. The channel is, however, narrow, and will have to be increased in 
 width. The bar I have mentioned continues 270 feet, and brings the chan- 
 nel into 13 feet water, which continues for 560 feet to a shoal near the foot 
 of Base island, and extends 100 feet. The depth of water is there from 10 
 to 14 feet for 1,270 feet. It then becomes narrow and crooked, with a 
 sufficient depth in the centre. It now turns towards the eastern shore, and 
 leaves several small islands and shoals between it and the west bank. 
 
 Between the foot of Fish-house shoal ajid the head of Patroon's lower 
 island, the water is shallow by these bars, and from the foot of the last 
 island to the United States dock, near the village of Greenbusii, the depth 
 varies from 9 to 23 feet. The depth of water in the vicinity of the Albany 
 pier is from 11 to 16 feet ; at the Greenbush dock from 12 to 18 feet ; and 
 at the United States dock from 8 to 12 feet. 
 
 A very extensive shoal extends from the dock at Bath to the head of Van 
 Rensselaer's island, Thedeptii of water in the branch between that island 
 and the east shore is from 2 to 5 feet, 
 
 8. The islands aie all situated parallel with the stream, and have more 
 or less effect on the currents, by contracting its width. It is probable that 
 they will all be united on the west side of tiie channel in the course of a very 
 few years, as they are now nearly so at low water, by the different bars 
 and shoals, as w ill be seeji by inspecting the chart, 
 
 9. A dam runs from the east bank to the head of Base island ; its length 
 is 750 feet; above and below the dam there exist very extensive slioals, 
 which arc bare at low water. The dam was built in 1823, and its object 
 was to increase the depth in the channel, by holding back the tide and flood 
 waters, and also to change the direction of the current, and to give it a 
 more direct course over the Fish-house shoals. 
 
 Below the foot of Patroon's island, a pier runs from the west shore for 
 2 
 
10 
 
 [ Rep. No. 150. J 
 
 540 feet into the stream : it was built in 1799, witli a view to remove the 
 Fish-house shoal, but has not fully answered the purpose intended. In 
 1826, excavation of that shoal was commenced by a dredge worked by horse 
 power, and continued to operate until 1830. In 1831, the steam dredge 
 Avas employed for the same purpose. The channel opened was, however, 
 injured by an ice flood in 1831. 
 
 The Albany pier and docks below^ it may be considered as an improve- 
 ment, as they have considerably increased the depth of the stream, by con- 
 tracting its width. 
 
 10. The following excavations are necessary. The soil to be removed, in 
 all cases, is gravel, sand, and mud : 
 
 1st. Round shoals, i80ft. Ion"*. i fL dpRn. i /^n widp. i.nnnc. vds. 
 
 2d. Opening channel 240 
 
 Sd. Patroon's bar 270 
 
 4th. Base island 100 
 
 5th. Openingchannel270 
 
 6th. Ditto 100 
 
 7th. Ditto 80 
 
 8th. Ditto 100 
 
 do. 
 
 3 
 
 do. 
 
 150 
 
 do. 
 
 4,000 
 
 do. 
 
 do. 
 
 2^ 
 
 do. 
 
 150 
 
 do. 
 
 3,750 
 
 do. 
 
 do. 
 
 4^ 
 
 do. 
 
 150 
 
 do. 
 
 2,500 
 
 do. 
 
 do. 
 
 2 
 
 do. 
 
 150 
 
 do. 
 
 3,000 
 
 do. 
 
 do. 
 
 li 
 
 do. 
 
 150 
 
 do. 
 
 694 
 
 do. 
 
 do. 
 
 2^ 
 
 do. 
 
 150 
 
 do. 
 
 1,111 
 
 do. 
 
 do. 
 
 1 
 
 do. 
 
 150 
 
 do. 
 
 559 
 
 do. 
 
 Sheet No. 4. 
 
 1. Embraces the river between tlie United States dock at Greenbush 
 and Van Wie's point ; the length is 3 miles and 3,690 feet. 
 
 2. The width of the river between the United States dock and the head 
 of Westerloe's island is 1,420 feet. Between the east bank and the first 
 small island, l,S30feet; at the head of the third island, 1,500 feet; betweeii 
 the head of Papscannee island and Bogart's, 2,550 feet; at the foot of 
 Beacon island, 1,860 ; halfway between foot of Beacon island and Van 
 Wie's point, 1,775 feet ; at Van Wie's point 840 feet, 
 
 3. Width of branch at the head of Westerloe island and west shore, 
 250 feet; at mouth of Normaji's kill, 380 feet; at fool of island, 530 
 feet. Between Van Rensselaer's and Beacon island, 330 feet, and between 
 Bogart's and Westerloe's, 330 feet, and between Small island and Wester- 
 loe's, 130 feet. Papscannee creek at its head is 90 feet, at its foot, on 
 sheet, 150 feet wide. 
 
 4. The speed of the current below Bogart's island, 1 foot 8 inches : 
 about 40 rods below foot of Beacon island, 1 foot 2 inches ; at second 
 river buoy, one and a half feet per second. 
 
 5. Westerloe island, 2,640 yards long, 400 yds. wide, 956,000 sq. yds. 
 
 Small 
 
 do. 
 
 767 
 
 do. 
 
 83 
 
 do. 
 
 63,661 
 
 do. 
 
 Bogart's 
 
 do. 
 
 1,243 
 
 do. 
 
 115 
 
 do. 
 
 142,945 
 
 do. 
 
 Van Rensselaer 
 
 's do. 
 
 643 
 
 do. 
 
 100 
 
 do. 
 
 64,300 
 
 do. 
 
 Beacon 
 
 do. 
 
 973 
 
 do. 
 
 126 
 
 do. 
 
 122,798 
 
 do. 
 
 Papscannee, on 
 
 sheet. 
 
 7,493 
 
 do. 
 
 633 
 
 do. 
 
 4,743,069 
 
 do. 
 
 There are three other small islands which are joined to Van Rensse- 
 laer's, and each other, at low w^ater. They are all low, and similar in 
 character with those alreadv described. 
 
 6. The bank on the east side of the stream to the head of Papscannee 
 island, is elevated about thirty feet above the river. The soil is loam 
 
[ Rep. No. 150. ] 
 
 11 
 
 and gravel. From the last point to the end of the sheet the ground in 
 the immediate vicifiity of the stream is low and wet for a short distance. 
 It is then more elevated. 
 
 From the boundary line of tlie city of Albany to P. R. Van Rensselaer's 
 island, the west shore is elevated about 10 feet above the river. To the 
 end of Beacon island it is more elevated and abrupt. It then becomes 
 more abrupt and rocky, and higher than the preceding subdivisions men- 
 tioned. 
 
 7. The depth of water in the cliannel from opposite to the United States 
 dock to the small island, varies from 17 to 11 feet, and the width is suf- 
 ficient for the ordinary purposes of navigation. On Cuyler's bar, the 
 water is from 6 to 8i feet, and at its lower end there is 91 feet. The 
 channel is, however, crooked, and diverges towards the east bank of the 
 stream. After passing Cuyler's bar it changes its direction towards the 
 head of Bogart's island, with a depth varying from 10 to 13 feet. For 
 1,200 feet below the last point it diminislies from 9 feet U inches water 
 to 6 feet opposite the corner of the Overslaugh dam, and increases to 9 feet 
 opposite the head of Beacon island. At the foot of the last place desig- 
 nated, the water is 6 feet, and the channel in tiic whole distance is narrow 
 and crooked. The depth tliere varies from 7 to 6 feet, with occasional 
 holes 9 and 10 feet deep, which continues to tlie end of Van ^yie's pier, 
 and, after passing the latter, the depth is from 9 to 27 feet. 
 
 The depth in the branches is inconsiderable, except between tlie head of 
 Van Rensselaer's and the foot of Beacon island. If we draw a line on 
 the sheet in six feet water at the lower end of Bogart's island to the cen- 
 tre of the Overslaugh dam, it passes through 2 and 5 feet water, which in- 
 creases, after we pass that work, to 23 feet ; it tijen diminishes to 19 feet, 
 and then to 9 feet, and joins the cliannel below Van Wie's pier in 10 feet 
 water. This channel was formei'ly used for sloop navigation, but, owing 
 to the difficulty of ascending against head winds, it was abandoned. 
 
 8. Westerloe's island and its shoals turn the channel towards the east- 
 ern shore, and Bogart's island and slioals may be considered a prolonga- 
 tion of the first designated. Paj)scannee, with its shoals, by its jmsition, 
 deflect the current over towards the Overslaugh dam, and to the head of 
 Beacon island. It then runs nearly parallel with it, occasioned by Van 
 Wie's pier : after passing the last work, its direction is similar witli the 
 course of its banksv At Van Wie's point, owing to the narrowness of the 
 stream, the current is accelerated, and the depth increased. 
 
 9. A dam connects the head of Papscannee and the east bank of the 
 stream : the object was to increase the quantity of water in the sloop chan- 
 nel. The Overslaugh dam commences at tiie west shore above the head 
 of Van Rensselaer's island ; its whole extent is 1,300 feet at right angles 
 with the bank ; it then changes its course, and joins the head of Beacon 
 island 2,000 feet. The object of tiiis work v/as to drive the water into the 
 sloop channel, to receive the deposites of Norman kill, and to contract the 
 flow of water. It has not fully accomplished the purposes intended to be 
 secured by its construction. Van Wie's pier extends from Papscannee 
 island, for 1,130 feet, into the stream. Tlie plan of the work was ta 
 deepen the water on the Overslaugh bar, and to remove the one in its vi- 
 cinity. 
 
 10. The following excavations are necessary : 
 
12 ' [ Rep. No. 150. ] 
 
 Cuyler's bar 2,170 feet long, 2 feet deep, 200 feet wide, 52,148 c yds. 
 
 Channel 2,040 do. 2i do. 200 do. 34,000 do. 
 
 Do. 2,680 do. 2i do. 200 do. 49,629 do. 
 
 Do. 820 do. 1 do. 200 do. 6,074 do. 
 
 Do. 950 do. 2 do. 70 do. 4,889 do. 
 
 Overslaugh 2,280 do. 2i do. 200 do. 42,2.23 do. 
 
 Winnie's bar, 1,020 do. 2 do. 200 do. 15,111 do. 
 
 If the old sloop channel should be opened, it would require a cut 1,050 
 feet long, 5 feet deep, 200 feet wide ; a second 50 feet long, and feet 
 deep, and 200 feet wide : a pier w )uld also be necessary, extending from 
 the west shore to near the lower end of Bogart's island. This channel 
 would be the most economical, but there would be much hazard in keeping 
 it open, independent of the difficulty of navigating it. 1 have, therefore, 
 not estimated it. 
 
 It is proposed to assist in keeping the channel open, to consti'uct a pier 
 from the foot of Bogart's to the head of Beacon island, and also another 
 from the lower end of the last island. Each of these would be half a 
 mile long. The deepest v/ater in which they would be built ia 6 feet. 
 One-half of the length of Beacon island should be protected, to prevent 
 the soil washing into the channel. 
 
 Sheet No. 5. 
 
 1. Commences at Van Wie's point, and ends opposite to Castleton. The 
 length included on it is 3 miles and 3,200 feet. 
 
 2. Width of river at Van Wie's point and west side of Papscannee 
 island 840 feet; at the head of Bear island 1,480 feet; at Winnie's point 
 2,010 feet; at Forbes's dock 1,380 feet; at mouth of Vlaaman's creek to 
 lower point of Smith's island 1,930 feet; and from bank to bank 2,875 
 feet. Betvreen lower point of Cow island and Sill's upper island 1,760. 
 Between east and west bank, crossing Sill's lower island, 2,460 feet ; at 
 Civil's dock and west sliore 2,000 feet. 
 
 3. Width of Papscannee creek at head of sheet 150 feet; at lower end 
 of island 290 feet ; at foot Pixtaway 450 ; at middle of Smith's 470 feet; 
 at foot of Cow 630 feet. C!»annel between Papscannee and Pixtaway 
 540, and between last island and Smith 420 ; ditto between Smith and Cow 
 island 440 ; between Bear and west shore 80 feet, and between Sill's 
 upper island and west shore 390 feet ; ditto between upper and Sill's middle 
 island 200, and between the last island and west bank 200 feet, and be- 
 tween lower island and west shore 160; width at mouth of Vlaaman's 
 kill 120 feet. 
 
 4. Force of currents 500 feet, from Van Wie's point 1 foot 8 inches. In 
 channel, between foot of Papscannee and Pixtaway island, no current : at 
 east end of Winnie's piej*, I foot 7 inches per second. 
 
 5. Continuation of — 
 
 Papscannee island, 2,460 yds. long, 672 yds. wide, 1,653,120 sq. yds. 
 
 Pixtaway do. 1,463 do. 220 do. 321,860 do. 
 
 Smith do. 1,720 do. 280 do. 481,600 do. 
 
 Cow do. 620 do. 117 do. 72,540 do. 
 
 Bear do. 740 do. 160 do. 118,400 do. 
 
 Sill's upper do. 310 do. 33 do. 10,230 do. 
 
 middle do. 410 do. 33 do. 13,530 do. 
 
 lower do. 380 do. 60 do. 22,800 do. 
 
[ Rep. No. 150. ] 
 
 13 
 
 The islands are all low, level, and alluvion, except the lower part of 
 Papscanncc, wliich is more elevated and uneven. They are all cultivated, 
 and arc sometimes inundated by the spring and fall floods. 
 
 6. The east baidc of the stream in its iuimediate vicinity is low to the 
 foot of Papscanncc island. For the whole length of the Pixtaway, the 
 shore is steep, high, and hilly, and from the foot of the last island to the 
 upper end oF the village of Ca^-tlcton, tlie shore is low. It then becomes 
 elevated and mountainous to the end of the drawing. The bank from V^an 
 Wie's point to Witmie's dock is rocky and uneven. The high bank then 
 recedes from the stream, and leaves the balance of the bank low and 
 alluvion. 
 
 7. In the channel off Van Wie's ])oint, the water is 27 feet. It then 
 bends towards Staat's dock, (on Papscanncc island,) and the depth is 25 
 feet in its vicinity. From tlience it turns towards the eastern shore at 
 Winnie's point, where the water is 27 feet, and the least depth in the chan- 
 nel between the extreme points mentioned is 10 feet. From Winnie's 
 point the channel is more crooked, hut with sufficient depth and width to 
 opposite tlie foot of Smith's island, when it is only feet for 360 feet in 
 lengtli. It thcnbccotnes 9 feet, and inci'cases gradually to 16 feet, which 
 again lessens, and agaiii increases, to the end of the sheet. 
 
 8. By examining the dr awing, it will be seen that Papscanncc, Pixta- 
 way, Smith, and Cow islands lie on the east side of the sloop channel, 
 and tiiat their ends so overlap each other as to present a continuous bank ; 
 they therefore may be considered as a natural pier, contracting, by their 
 position, the clianncl, and deepening the wal : • 'i that portion of the stream. 
 The banks of these islands, in ascending or descending, would be taken 
 by the navigator for the eastcrii shore of the river. 
 
 Bear and^ Sill's thi ee islands lie close to the western bank. The first 
 above, and the three latter belov.' Winnie's pier. 
 
 9. Winnie's j)ier runs for 1,700 feet at an angle of 45° from the western 
 shore towards Cow island. The object of the work was to deepen the 
 water, and, by increasing the current, to effect the renioval of a bar at that 
 point ; and I am informed in a letter from Messrs. Bogart and Brown of 
 Albany, it has produced the desired object. It is, however, the general 
 opinion of the skippers that the work is too long, and occasions too strong 
 a current in the channel at its end. It will be seen by reference to the 
 chart that the depth of water is very much increased on the lower side of 
 the dam by the water shooting over it, and that the deposite is made on the 
 upper side of the pier between the angle and the west shore. 
 
 10. The following improvements are necessary : 
 
 Excavating 360 feet long, 6 inches deep, 200 feet wide, being 1,333 cu- 
 bic yards, and cutting olf 50 feet from east end of Winnie's pier. 
 
 Sheet No. 6. 
 
 1. The length of the drawing is 3 miles and 3,690 feet : it commences 
 at Civil's dock, and ends at the village of Schodac. 
 
 2. The width of the river between the southeast corner of Civil's dock 
 and the west shore is 1,970 feet ; at the mouth of Schodac creek, crossing 
 the head of Shad island, it is 2,490 feet. From the west side of the first 
 island to the opposite bank, crossing the lower end of Shad island, it is 
 
14 
 
 [Rep. No. 150.] 
 
 1,860 ; crossing at the head of Plaat island, 2,180 feet; and at the foot of 
 PJaat island, 1,340 feet. 
 
 3. The widtli of Schodac creek between the northwest corner of island 
 and the mouth of Downing's creek, is 530 feet ; at the northwest corner 
 it is 180 feet; at the mouth of a small brook on the cast shore it is 300 
 feet ; and at the foot of Schodac island it is 510 feet. The width of the 
 channel between the head of Shad and tiie west shore of Scliodac island 
 is 1,860, at the narrowest part it is 1,020, and at the lower end of the first 
 island it is 1,520 feet. The width of the Hellegat channel at the head of 
 Plaat island is 690 feet ; at the head of the lower Schodac island it is 540 
 feet, and at the foot of Schodac island it is 840 feet. The channel between 
 Plaat and lower Schodac island at the head is 510 feet, at the narrowest 
 place 130, and at the lower end 365 feet wide. 
 
 Channel between Shad island and west shore : at its head is 410 feet, 
 narrowest place 200 feet, at the mouth of JoWy's creek 340 feet, and at the 
 lower end 320 feet; width of Jolly creek at its mouth 140 feet, width of 
 river between the head of Plaat island and west shore 1,510 feet. 
 
 4. Ts'o current at the mouth of Schodac creek. In Hellegat channel, 
 near the head of lower Schodac island, 5 inches per second. 
 
 5. Islands. Width in yds. Length in yds. Superficial contents in yds. 
 Scamcrhorne's 53 400 21,200 
 Small* SO 177 5,310 
 
 Shad 277 1,760 487,520 
 
 Schodac 337 4,460 1,503,020 
 
 Plaat 90 2,460 217,400 
 
 Lower Schodac as re- 
 presented on sheet 400 1,753 701,200 
 The islands are all low, soil alluvion, and in places swampy and marshy. 
 They are all cultivated. 
 
 6. The west shore of the stream is low to the mouth of Jolly's creek, 
 and the remainder is high,, sterile, and rocky ; tiie east bank is low and 
 alluvion for the whole distance. 
 
 7. The depth of water in the channel at the head of the sheet is 16 feet, 
 and the least depth represented on the drawing is 10§ feet, the greatest 22 
 feet, and, at the lower end of the chart, it is 1 1 feet. 
 
 The soundings between the lower end of Shad and Plaat island are not 
 «o numerous as on other sections of the drawings, which is owing to the 
 buoy which was placed for a guide point, being displaced by the swell of a 
 passing steamboat, and was not detected until the work was protracted. 
 
 8. The deep water is occasioned by the position of the different islands 
 which all lie parallel with the course of the stream, contract the channel, 
 and improve the depth of w ater as they act, and may be considered as 
 natural piers. 
 
 It is proposed to improve the access to the docks at Castleton for vessels 
 at the lowest tide to approach them drawing 9 feet water. The channel 
 which would be opened, as represented by a dotted line between Civil's 
 and Livingston's dock, is 960 feet, and would require a cut of 9 feet for 
 the full width of the cliannel, and the further excavation of 2i feet for a 
 •distance of 630 feet. 
 
 If the approach for vessels at low water was, however, confined to Liv- 
 
 * Surrounded by a very extensive shoal. 
 
[ Rep. No. 150. J 15 
 
 ingstor/s dock, which would probably be the best plan, as steamboats now 
 land passengers from boats, and approach the docks at high water, as do 
 also sloops and other vessels, it would require an excavation of 2^ feet for 
 1,260 feet in length. 
 
 Sheet No. 7. 
 
 1. The length of the sheet is four miles : it commences three-fourths of 
 {( miie above Coeyman's, and ends below the foot of Houghtailing's island, 
 
 2. The width of the river at the upper end of the sheet between the banks 
 is 4,740 feet ; at the head of Houghtailiiig's island it is 4,710 feet ; and 
 at the lower end of the survey it is 2,640 feet. 
 
 3. The width of the channel between the foot of Plaat island and tlie 
 west shore is 1,350 feet ; at the head of Mull's island it is 1,200 feet ; at 
 the head of Houghtailing's it is 2,520 feet ; and at the foot of tlie last island 
 it is 1,320 feet. Between Mull's and lower Schodac islajid it is 510 feet, 
 and between the last island and Houghtailing's it is 600 feet. The width 
 of the Schodac creek at Scamerhorne's dock is 480 feet : at Van Alstvne's 
 600 feet : and at the foot of Houghtailing's island 1,650 feet. The width 
 of stream between Barren and Mull's island is 550 feet, and between the 
 first island and the west shore at the mouth of a creek is 640 feet. 
 
 4. The velocity of the current between Schodac and Mull's and Plaat 
 islands is one foot eight inches per second. 
 
 5. Ilemaining part of 
 
 Lower Schodac 2,200 yards long, 440 yards wide, 968,000 sq. yards. 
 
 Houghtailing's 
 
 3,440 
 
 do. 
 
 600 
 
 do. 
 
 2,064,000 
 
 do. 
 
 Mull's 
 
 2,223 
 
 do. 
 
 87 
 
 do. 
 
 194,271 
 
 do. 
 
 Barren 
 
 567 
 
 do. 
 
 160 
 
 do. 
 
 90,720 
 
 do. 
 
 Small island 
 
 367 
 
 do. 
 
 33 
 
 do. 
 
 12,111 
 
 do. 
 
 The islands are all low except Barren, which is considerably elevated 
 and rocky, 
 
 6. Both banks of the river are elevated, hilly, and rocky. 
 
 7. Tiie depth of water at tlie head of the sheet is 14 feet, and in no part 
 is it less than 9 feet in the channel, and at the end of the survey it is 12 
 feet. Between Coeyman's and New Baltimore the channel is crooked, and 
 near the foot of Mull's island it divides into two branches, with a middle 
 ground between, which unite again above New Baltimore. Schodac creek 
 is navigable for sloops at all times as high up as the village of Schodac. It 
 unites with the main stream through the branch called the Hellegat. Scho- 
 dac creek — commencing our view at the head of the Hellegat, the deptli 
 of water in the channel is not less than 6 feet, and increases from that to 9 
 feet : at the foot of Schodac island it is 8| feet, and off Schodac dock it is 
 9 feet ; and the water is not less than the last mentioned depth to the foot 
 of lower Schodac island, with occasional increases of 12 and 13 feet. It 
 continues nearly with a uniform depth to the lower end of Houghtailing's 
 island, and. at that point, the channel would require to be widened. The 
 improvement of the bed of this creek is a matter of no great importance, 
 nor is it included in the estimate. During high water, steamboats some- 
 times pass through it to avoid the currents in the main branch. 
 
 8. The islands are large, and, by their positions, contract the width of the 
 stream. 
 
16 
 
 [ Rep. No. 150. J 
 
 10. The improvements proposed arc to straighten the channels atone or 
 two points, to erect guide lights at the separation of tiie cl)annel below the 
 foot of MulTs island, and to protect the side of the last island. 
 
 The whole length of tlie survey as measured on the bank of the stream is 
 25 miles and 498 feet. The average widtli of the river between the banks 
 on the first sheet is 1,046 feet, on the second 960 feet, on tlie third 1,450 
 feet, on the fourtli 1,689 feet, on the fifth 1,934 feet, on the sixth 2,250 
 feet, on the seventh 4,030 feet; and gives an average width of the wijole length 
 of the stream 1,893 feet, or 631 yards. The space occupied by the rivers 
 and islands amounts to 5J57 acres, and that alone by the islands is 3,516 
 acres, or leaving 2,241 acres for the area of the main channel, and the dif- 
 ferent branches. 
 
 Tides. — The quantity of water running from the upper pai'ts of the stream 
 in the tide channels constantly fluctuates, and occasions more or less va- 
 riation in t!ic rise and fall of the tidcal waters. ' In the spring and fall, the 
 tides are tlie least sensible, but, as the river shrinks, and the supply from 
 above diminishes, the tides rise and fall more uniformly. The following 
 facts, ascertained fron» observation, will give us some light on this intricate 
 subject : 
 
 A tide register was kept at Troy from 31st May to the 11th of June, 
 1831. The wind in that period blew principally from the south. The 
 state of the tide was noted hourly from 7 o'clock A. M. to 7 o'clock P. M., 
 making 12 hours daily. The greatest rise in any one day was 26^ inches, 
 and the greatest fall 19^ inches ; and the most rise in an hour was 5 inches, 
 and the most fall 7 inches. 
 
 A tide register was kept at Albany from the 27th of May to the 16th of 
 July, 1831. The condition of the river was noted hourly from 8 o'clock 
 A. M. to 6 o'clock P. M., which continued to the 14th of June. It was 
 then changed to 7 A. M. and 6 P. M. The greatest rise during the above 
 time was 32 inches, and the most fall 37 inches; and tli: rise in an hour, 
 with a strong south.erly wind, was 9 inches, and the fali in an hour, with 
 a modertitp northeast wind, 8 inches. 
 
 A tide register was kept at Castleton from the 20th of June to the 7th 
 of July. The rise and fall of the tide was noted hourly from 7 o'clock A. 
 M. to 6 o'clock P. M. The winds were very variable, and there was 
 considerable flood water in the river. The most rise was 34 inches, and 
 the most fall 37 inches. The greatest rise in an hour 1 1 inches, and 
 the greatest fall 7 inches. 
 
 A tide register was kept at New Baltimore from the 9th to the 16th of 
 July, 1831. The hours of observation the same as at Castleton. The 
 highest tide 48 inches, and the lowest 51 inches. The greatest rise in an 
 hour was 15 inches, and the most fall 10 inches. 
 
 It therefore appears that the highest and lowest water was — 
 Place. Highest water. Lowest water. 
 
 At Troy 26^ inches 192 inches. 
 
 Albany 32 do. 37 do. 
 
 Castleton 34 do. 37 do. 
 
 New Baltimore 48 do. 51 do. 
 
 From the registers we collect the following facts : 1st. That the tides 
 run out longer than they run up. 2d. That the tides fall with greater 
 rapidity than they rise. 3d. That the velocity of the ascending tides are 
 
[ Rep. No. 150. ] 17 
 
 increased by southerly winds. 4th. That when southerly winds prevail 
 strongly, the river does not fall so low as it rises, unless it is in the 
 state of flood. 5th. When northerly winds prevail, the tides fall lower • 
 than they rise. 6th. When the river is in the state of high flood, the tides 
 do not act, although the river swells and falls, occasioned by the flood 
 waters being obstructed by meeting the ascending tides. 
 
 The common difference in time between the rise and fall of the tide 
 waters at Albany and Troy varies from one to one and a half hours. By 
 the tide registers it a})pears that, in some instances, while the river was 
 actually swelling at Troy, it had commenced falling at Albany. This is 
 to be attributed to accidental floods and winds, and the curve in the river at 
 the head of Breaker's and Hillhouse islands. 
 
 At Albany, tiic tides are from f to H hours longer in falling than at 
 Castleton, and the difference in time between the tides at the first place and 
 Nev/ Baltimore is from li to 2 hours, accompanied by the same general 
 phenomemon I have remarked in speaking of 'J'l'oy. 
 
 From the facts I have mentioned, it became necessary to establish the 
 lowest water in the stream, that further observations should be made. Fixed 
 points were tiicrcfore left at tiie places tlie registers were kept, and the 
 distances measured from them to tiie lowest tide which occurred during the 
 survey. Mr. Uagner was instructed to revisit those places when the river 
 subsided to its lowest condition, and compare the two measurements. 
 From his observations, it appears that the river had subsided at the Wa- 
 terford bridge, since the survey, two feet ; at the upper end of the sloop 
 lock one foot nine inches ; immediately at tiie foot of the sloop lock two 
 feet nine inches ; at Troy oug foot ten inches ; at Albany two inches; at 
 Castleton eleven inches ; and at New Baltimore one inch. 
 
 fVinds. — The pi evailing winds at Albany, according to the meteorologi 
 cal table kept by Professor Beek, was, in 1828 and 1830, as follows : 
 
 Course of winds. 
 
 Years. 
 
 Days. 
 
 55^ 
 
 Years. 
 
 Days. 
 
 North 
 
 1328 
 
 1830 
 
 30 
 
 Northeast 
 
 do. 
 
 6 
 
 do. 
 
 12 
 
 East 
 
 do. 
 
 7 
 
 do. 
 
 2 
 
 Southeast 
 
 do. 
 
 22i 
 
 do. 
 
 36^ 
 
 South 
 
 do. 
 
 140 
 
 do. 
 
 102i 
 
 Southwest 
 
 do. 
 
 29i 
 
 do. 
 
 28 
 
 West 
 
 do. 
 
 66 
 
 do. 
 
 50 
 
 Northwest 
 
 do. 
 
 59i 
 
 do. 
 
 104 
 
 From this table, it appears that the winds prevail from the south for a 
 longer period than from any other quarter ; and, in 1828, it ranged from 
 southeast, south, and southwest, 192 days; and from the same direction in 
 1830, 167 days; and for the same periods, from northeast, north, and 
 northwest, 121 and 146 days. 
 
 Currents. — The bends, the banks, and bed and slope of the stream, have 
 a powerful influence on the speed and force of its currents, and on their 
 local situations. They therefore properly come under three classes. The 
 first are rivers situated above tide waters, in which the current is uniformly 
 in one direction. The second is of a mixed character, combining a rush 
 of water in floods, and the ebbing and flowing of tides. The third and 
 last are streams in which the rise and fall of the tides are nearly uniform. 
 Many rivers, however, combine all these classes, and such in fact does the 
 3 
 
18 
 
 [ Rep. No. 150. ] 
 
 Hudson. Above ihc city of Troy, the first class is applicable ; the second 
 as low down as the city of Hud.son, and in high floods to the village of 
 . Poughkcepsie ; and the third from that j)oint, passing by the city of New 
 York, to the ocean. 
 
 If we suppose tlie river between the city of New York and Troy had a 
 uniform width, course, and depth, and that its supply above the last point 
 was cut olf, the ebbing and flowing and heiglits of the tides between the 
 extreme places would be governed by the distance from the ocean, which 
 Avould occasion so small a variation of heigiit in theory, that it would pro- 
 duce little or no alteration in tlje planes of high and low watei*. But if 
 the stream should become gradually more crooked, shallow, and narrow, 
 and its channels obstructed by islands arid s!ioals, t!)c ascending tide hav- 
 ing to overcome the friction on the bottom and the sides of tlie stream, and 
 other obstructions, the velocity would be proportioned to the obstructions 
 encountered, and tlie pressure of the ascending waters ; and if these 
 obstructioiis were met at the same points by the up and down tides, tliC 
 cui rents at those places would always, at certain hours in the day, be equal. 
 But frequently wiiat would be a positive impediment to the ascending cur- 
 rent, would offer no obstruction to the descending one. The local cha- 
 racter of the stream has therefore more influence in these matters than is 
 generally admitted. The ascending and descending currents are there- 
 fore accelerated or retarded in their progress. If we imagine a curve in 
 the river, the force of currents feeing equal on both sides, a bar would be 
 formed at the vertex of the bend. But, in either of the two first classes of 
 streams, this bar would form on the lower side of tlie bend, and not at the 
 vertex; and, at expanded widths where the currents were diminished in 
 velocity, bars, shoals, and shallows would accumulate. But, at the mouth 
 of the stream, owing to the action of winds and waves, bars would be 
 foi'med. 
 
 In the class first examined, the stream was considered as being within 
 tlie entire scope of tide waters. I shall now take the second or mixed class. 
 The velocity of the ascending tides is checked by the quantity of water 
 flowing into the tide channel, or its speed is impeded in proj)ortion to tiie 
 intensity of the impact of the waters, for the particles of all fluids are con- 
 sidered by writers as globular or spherical bodies; but if we remove the 
 ascending pressuie, the current would be equally accelerated by tlie flow 
 of v/ater from tlie upper parts of the river, as the ascending tide was re- 
 tai'ded by it. It is tl»ercforc apparent tliat the force of the down cui i'cnt 
 would be greater, and that it would continue longer to run out, than the 
 tide upwards. But let us suppose that the river is swollen by rains, and 
 that the whole channel is filled with flood water ; in this case, tlie ascending 
 tides, owing to the greater intensity of the pressure from above, are lield 
 back until an equilibrium between the currents ensues, and tlie flood wa- 
 ters from that ])oiiit become inactive until the tides begin to run out; it 
 then sweeps down with greater force than before, until its power is lost in 
 the increased depth and width of the stream. 
 
 The flood water being held back by the ascending tide, and its velocity 
 checked, it will occasion an accumulation or swelling of water, which falls 
 again to the flood height on the pressure being I'cmoved. This vai'iation 
 is by some writers erroneously attributed to the tidewaters passing under 
 the flood, and raising it up. 
 
 At the meeting of the flood and tide waters^ bars would be formed. But 
 
[ Rep. No. 150. I 
 
 19 
 
 the bottom and the sides of the stream arc more corroded by the down than 
 the up cuiTent, and the former is never less thun at extreme h)\v water, 
 wliile the latter constantly fluctuates. Tiic deposites in the stream would, 
 therefoi-e, be constantly on the move down, and there would be no danger 
 of the ascending tides forcing them back. But it may be asked, why do bars 
 and shoals form at various })oints ? Tiiis is owing to ti»e dc})osites carried 
 down in floods, and left by local obstructions at the head of islands, at 
 bends, at increased widths of the river where the currents are diminislied, 
 and by other causes. 
 
 We have, therefore, the following facts relating to the section of river 
 to be improved : 
 
 1st. That all heavy materials are deposited in the upper parts of the 
 stream, and the lighter lower down ; for all the bars above Albany arc 
 gravel and othei* heavy soils, while all below Albany are sand and other 
 lighter deposites. 
 
 2d. TIjat the dam between Troy and Waterford has, in some degree, 
 prevented the ra})id deposites which, in former years, were making in the 
 stream. 
 
 3d. That the curi'ent is, in all cases, stronger down than upwards, un- 
 less tlie river is very low, and strong southeidy winds {)revail. 
 
 4tli. That the obstructions arc occasioned by local causes, which are to 
 be removed by ai'tificial works, and by other means. 
 
 liivers. — Fluids, unless agitated by Windsor other causes, gravitate in 
 proprio Loco. It, therefore, follows that the surfaces of stagnant fluids are 
 segments of a sphere, as they all gravitate towards the ceiUre of the earth ; 
 but these particles yield Ui any force impressed, or they will remain at rest 
 until put in motion by some foreign power, such as winds, floods, tides, or 
 the sudden emissioji of an increased (juantity of fluid matter, to produce 
 motion or velocity, which is again increased by the sloj)c over which it 
 rolls, or the height from whicli it falls. NVhen it, therefore, moves uni- 
 formly, the resistance is equal to th accelerating force, and the differ- 
 ence between its bottom and top velocities arc proportional to the square 
 root of the superficial velocity. But, without entering into further re- 
 marks, 1 will assume facts which have been established by observation and 
 experience. 
 
 1st. The extent of deposites in all streams depends on the soils through 
 which they pass, and on the character of their tributary branches. 
 
 ed. As the force of the currents vary, so do also the quantity and ex- 
 tent of deposites. 
 
 5d. Deposites always occur wliere there is the least velocity. 
 
 4tii. Streams raise their beds at some points, and lower them at others. 
 
 5th. Shoals form where the river has the greatest width, and at bends, 
 and where it is the narrowest, it is the deepest. 
 
 6th. Bars are formed by counter currents, or by eddies, or by the direc- 
 tion of the current being suddenly changed from its course by foreign ob- 
 structions. 
 
 7tij. All streams are higher at the upper than at the lower side of a 
 bend ; a cut through such point would therefore accelerate the velocity of 
 the stream. 
 
 8th. The tendency of all streams is to raise tlieir banks a!id islands, by 
 overflowing them in the spring and autumn, and depositing the soils which 
 they hold in solution on them. 
 
20 
 
 [Rep. No. 150. J 
 
 9lh. Tlic waters of all streams contain more or less foreign matter, and 
 their deposites, tlioiigli small, are going on perpetually. The stream con- 
 tains the least quantity when at its lowest condition, and the greatest when 
 it is the most swollen. 
 
 10th. The heaviest soils are deposited in the upper parts ; the lighter in 
 the lower sections of the stream. 
 
 1 Itlu The greatest slopes of all streams are near their sources, and they 
 diminish in fall as they approach the ocean. 
 
 12th. Ice is a powerful agent in effecting changes in the hedsof streams. 
 Its force and strength depend on its thickness, and the momentum of cur- 
 rents. 
 
 To collect such useful information relating to the navigation of the stream 
 as could with confidence be relied on, I addressed several communications 
 to different gentlemen, containing queries, and soliciting their replies ; 
 and it is with great pleasure that I return my sincere thanks to them fop 
 their promptness in furnishing me with the results of their observations and 
 experience. The first reply to the queries is from William James, Esq., 
 of Albany, chairman of the Chamber of Commerce, after a joint consulta- 
 tion with the mayor of the city, and other individuals. The next from 
 Townsentl McCoun, Esq., of 'I'roy, one of the commissioners ajipointed by 
 the Legislature of the State of New York, in 1819, to ascertain the best 
 mode for the improvement of the navigation of the Hudson river. 
 
 Query 1st. The length, breadth, draught, and tonnage of vessels employ- 
 ed in the trade of the river ? 
 
 •Reply of Mr. James. The average length of the Albany sloops is 75 
 feet, breadth 25 feet, drauglit of water when loaded 9 feet, and they average 
 125 tons : vessels come here, and several belong to the city, which exceed 
 these dimensions in every particular." 
 
 Reply of Mr. McCoun. '* Sloops from 50 to 55 feet keel, and from 20 
 to 25 feet beam, drawing from 6 to 8 feet water, loaded from 70 to 120 
 tons. Scows, decked, 60 to 80 feet long on deck, 18 to 25 feet wide, car- 
 ry from 80 to 150 tons. Tow boats carry from 150 to 300 tons, draught 
 from 6 to 8 feet." 
 
 Query 2d. The depth of water required by the interest, and the 
 amount of trade at extreme low water ? 
 
 Reply of Mr. James. ^' A depth of 8 feet water is necessary at the low- 
 est tides ; a depth of 8 feet water will be a great relief from the pi*esent 
 difficulties, but, if it be increased to 10 feet, it would directly create a West 
 India and whaling trade, and other foreign enterprise, which, of course, 
 would add to the prosperity of the city, and increase the shipping and re- 
 venue of the United States Government." 
 
 Reply of Mr. McCoun. Depth at low water should be from eight to 
 ten feet." 
 
 Query Sd. The width of the channel necessary to be opened at the se- 
 veral bars to give the trade sufficient security ? 
 
 Reply of Mr. James. A width of 150 feet is necessary." 
 
 Reply of Mr. McCoun. " Width of channel from 100 to 300 feet." 
 
 Query 4th. Is the night navigation of the river important, and, if so, 
 should beacons be provided ? 
 
 Reply of Mr. James. The progress of our vessels depends so much 
 on the tides, as renders night navigation not only important, but indispen- 
 sable ; only few more beacons or buoys would be neceseary.'^ 
 
[ Rep. No. 150. ] 
 
 21 
 
 Reply of Mr. McCoun. " Night navigation — two beacons would much ac- 
 commodate the trade, as vessels go at all times in the night when they can.'* 
 
 Query 5th. I.s there any difference in tlie tonnage of vessels in the spring, 
 summer, and autumn ? 
 
 Reply of Mr. James. <*\essels can and do bring and take away hea- 
 vier caigoes in spring and fall than in the summer, being assisted by 
 freshets." 
 
 Reply of Mr. McCoun. During spring freshets, large vessels from 
 other States frequently come here, drawing 10 and 12 feet water, and in 
 summer season vessels come here witli coal, and di-aw more water than 
 those owned here, and are much impeded for want of a deep channel." 
 
 Query 6th. The average period of the continuation of the navigation ? 
 
 Reply of Mr. James. **The average season of our navigation is nine 
 months, from middle of March to middle of December." 
 
 Reply of Mr. McCoun. Average length of season for navigation full 
 nine months." 
 
 To secure furtlier information, I extended my queries to Mr. McCoun, 
 and the following are tlie questions, and iiis rej)lies : 
 
 Query 1st. The general opinion of the efliciency of the present works 
 erected for the improvement of the navigation of the Hudson river ? 
 
 Reply of Mr. McCoun. "The general opinion in regard to the modes 
 of improvement of the navigation heretofore practised, is considered inade- 
 quate to effect a desirable permanent navigation." 
 
 Query 2d. Do bars and shoals most increase in the spring or fall floods, 
 and the local change in position or size of any bar or shoal within your 
 knowledge ? 
 
 Reply of Mr. McCoun. ^* Sand shoals are generally caused in the spring, 
 and mostly by tlie ice breaking up early while strong, and lodging together 
 in large masses, and forming great obstructions to the currents, and pro- 
 ducing eddies, and more or less shoals." 
 
 Query 3d. Has the quantity of water running in the river at Troy di- 
 minished within twenty or thirty years ? 
 
 Reply of Mr. McCoun. The quantity of water runtiing may have di- 
 minished within twenty or thirty years, but the depth of the channel has 
 been increased two feet within that period by the various modes adopted for 
 that pui pose." 
 
 Query 4th. The effects produced by ice freshets, or by floods, on the 
 channels opened through the different bars and shoals by the dredge ? 
 
 Reply of Mr. McCoun. " The effects of freshets in the channels above, 
 and 1 believe below Troy, where not obstructed by ice, and the channel is 
 straight generally, has not been injured ; but where the channel is crooked 
 ill the vicinity of islands, causing eddies, sand shoals arc frequently 
 created." 
 
 In a letter I received from Captain John Bogart, and Allen Brown, Esq. 
 of Albany, who formerly acted as commissioners for the improvement of 
 the navigation of the Hudson river, they remark : '* Our views of the im- 
 provement are, that by diverting the water into one uninterrupted course, 
 'either by connecting the different islands witli the main land, or by running 
 piers from different points in the river as low down as New Baltimore, if 
 no further, (the water being so much better below Winmes bar than above,) 
 we think that the pier built above would have the desired effect in remov- 
 ijig the obstructions now so troublesome." 
 
 This opinion of Messrs. Bogart and Brown is the same generally ex- 
 
22 
 
 [ Rep. No. 150. ] 
 
 pressed by those persons interested in the improvement of the navigation 
 at Troy aiul Albany. 
 
 In tlic interesting report of Edmund Charles Genet, in 1 820, to the Legis-^ 
 latiire of the State of New York, in proposition No. 4 of that document, he 
 says, *Mhat, through the city of Albany, the water is shallow where the docks 
 form a curve, and deeper where tiiey present a straight line to the current, 
 as is the case below tlie public watering place, and at many other straight 
 docks, solid high banks, or rocks above and below Albany." It will, how- 
 ever, be seen, on reference to drawing No, S, that a very extensive pier has 
 been constructed since his repoi*t, parallel with tiie river, and opposite to 
 Albany, which has had the effect of deepening that portion of the stream. 
 Mr. Genet, in his 1 Ith ju'oposition, says, that where perpendicular rocks, 
 straight banks, or a continuity of straight and perpendicular docks, parallel 
 to the cui i ent, compel the water in contact with them to pursue a straight 
 course, the bed of the river is also deeper, and the velocity j)rotracted lon- 
 gitudinally, extends further than it does under the operation of dams running 
 crosswise, as has been observed at a chain of perpendicular rocks, and at 
 a straight bank on the opposite shore below Coeyman's ovei'slaugh, and also 
 at other places. The same fact has also been noticed in Italy by the cele- 
 brated Father Frisi, an hydraulic engineer of the first ability, wiio confess- 
 ed of all the public moneys wasted in the fruitless construction of transver- 
 sal dams, dykes, and jettees, to improve the streams, having a tendency to 
 fill up their beds, would have been more wisely appropriated for the build- 
 ing of longitudinal docks running parallel with the stream." 
 
 In a subsequent part of his report, he says : If the navigation of theriver 
 was to be improved by dams, I am of o})iniou that, to avoid any public tres- 
 passes of such a repulsive nature, and effectually to imj)rove the navigation, 
 Avithout depending on system and casualties, the plan executed in Scotland, 
 on the river Greenock, below Glasgow, by Mr. Gouldbourne, a civil engi- 
 neer of great repute, would be tlie most eligible, inasmuch as it has a ten- 
 dency to straigliten the channel of a river by the alternative concentration 
 of low dams, and to deej)en the bed by local excavations performed by mud 
 turtle, injurious to no one, but, on the contrary, reclaiming on each side of 
 the river lands covered up by water, inasmuch as the stuff withdrawn from 
 the bottom is lodged behind projecting piers by men constantly in that 
 business." 
 
 Mr. Genet, in the postscript to his report, observes : ** To guard against 
 these evils, tlie lessons of experience, and the principles of the most es- 
 teemed European engineers, have been consulted, and they have fortified 
 the observations made in this report, and have clearly established, as amat- 
 ter of fact in hydraulics, that the water running along high perpendicular 
 straight masses, natural oi* artificial, corrodes the bottom, and effectually 
 removes the dcposites seated at their base." 
 
 Among the various plans which have been suggested to improve the na- 
 vigation of the river, that of building a dam and sloop lock at some point 
 on the stream below Albany may be considered as the most ridiculous, 
 and it may confidently be pronounced impracticable. But if it could be 
 constructed, its durability would he doubtful, and it would injure private 
 and public property to a vast amount, and be a serious impediment in the 
 trade. It is true that a lock and dam is built across the stream between 
 Troy and Waterford, but that work is no criterion to judge of the pro- 
 priety of the one ])roposed, as the trade of Waterford and Lansingburg is 
 
[ Rep. No. 150. ] 
 
 23 
 
 very small in comparison to that of Albany and Troy. The character of 
 the stream is also dissimilar in every respect. 
 
 To siiow tiie c()mj)arative amount of trade above and below the dam, I 
 procured from the collector of the sloop lock a list of the number of ves- 
 sels employed in the trade above Troy. From his statement, there were 
 seven vessels owned at Lansingburg, five at Waterford, one at Ti oy, and 
 one in tlie city of P«Jew York. In a table politely furnished by Mr. James, 
 of Albany, tiie number of vessels concerned in the trade at that place, (Al- 
 bany.) in 182S. amounted to 550, of which there v»ere 538 owned in the 
 State of .Ne w York, 86 in Massachusetts, 53 in Connecticut, 29 in Rhode 
 Island, 23 in New Jersey, 13 in Pennsylvania, and 8 in Maine. The total 
 amount of capacity or tonnage was 37,443. The trade since tlien has 
 very much increased. To straighten the course of the current, and to 
 contract the width of the stream, wing dams or jettees at l iglit angles with 
 the shore have been proposed. The only example we have in this country 
 of a river improved extensively on that plan, is the Connecticut between 
 Hartford and Middletown. On the Hudson river it is true, wing dams 
 or jettees have been constructed at four points, but in neither case have 
 fully effected the objects for which they were built. The tiieory of wing 
 dams, or works at right angles with the shore, is simply to contract the 
 channel, increase the force of the currents, and to throw them into one 
 continued course, so as to corrode the bottom of the stream, and to increase 
 its depth. 
 
 In 1820, Mr. Butler recommended the plan I have alluded to, as being 
 suitable for the impro\ement of the Hudson, and having answered well on 
 the Connecticut. If we examine, howevei-, the character of these streams, 
 we will find tiiat they differ in many respects. The width of the former 
 is much more considerable than the latter. Its course is very direct, and 
 its sui-face is broken by islands, while the Connecticut is very serpentine, 
 Tlie bottom of the latter stream is also a rolling sand, easily set in motion 
 by currents, while that of the Hudson is a much more heavy and compact 
 material, and the force of the ascending tides is much less in the Connecti- 
 cut than it is in the Hudson. These local differences are of such a nature 
 as to render it a matter of doubt if the application of the same i-ules and 
 practical knowledge which we would find useful in one case, could be suc- 
 cessfully applied in the other. 
 
 If the river should, however, be improved on that plan, it would require 
 between Troy and New Baltimore 44 or 48 wing dams or jettees, and 
 many of them would not be more than one-fourth of a mile apart ; and we 
 can readily conceive what a mass of obstruction they would present to the 
 current, and how mucli moi e dangerous they would render the navigation 
 of the stream at all the navigable periods of the year. 
 
 The wing dams or jettees at low water would check the descending 
 mass, and form comparatively a still pool between each other, except at the 
 end of the work and the shore, or, properly speaking, the opening or pas- 
 sage way. The operation is evident, the current being accelerated at the 
 openings, as the channel is most contracted at that 'point, and its force 
 diminishing gradually above and below it in the reaches between the dams, 
 and also assisted by the lateral rush of water from the upj)er pond to pass 
 through the o])ening. It is therefore evident that the soil would be swept 
 out at that point, and deposited in the pond, before it reaches the dam im- 
 mediately below. But the river now commences to rise, and flows over the 
 
24 
 
 [ Rep. No. 150. ] 
 
 jettee, as tlic opening is insufficient to discharge it. Its speed being check- 
 ed by the work, it sweeps over the dam with an increased velocity, and 
 forces up the soil immediately below its base, which is carried down and 
 deposited at some other point. On this plan, we therefore have 48 bars 
 or slioals in motion, at times to the manifest injury of the navigation. It 
 is true that, at low water, the jettccs could be so harmonized as to create 
 a certain j*epellent angle, or deflection of the current, nearly in a con- 
 tinuous straight line ; but, as the river rose and overflowed them, these 
 works would liecome more or less useless, and the river would wend its 
 own way over them. But they would, however, create unequal currents, 
 and endanger the navigation by tlie sudden formaticm of new bars and 
 shoals. Nor is the improvement calculated to assist nature, by investing 
 it with an increase of power in proportion to tlie speed of its currents ; and 
 what it does confer, is so diff'used, as to produce but little useful effect. 
 
 It would add too much to the lengtli of this report, to examine all the 
 plans which have been proposed. I will therefore mention the one which 
 I feel confidently assured will accomplish the improvement of the stream. 
 It is, however, necessary to premise — 
 
 1st. That w liere channels are opened in a straight line with the direc- 
 tion of the currents, tfiey uill continue open unless injured by ice floods. 
 
 2d. That where piers are built parallel with the course of the stream, 
 and of a height sufficient to contract its width, and to straighten its cur- 
 rents, the water corrodes the bottom, and increases the depth of the chan- 
 nel. 
 
 3d. By diminishing the width of the stream, and forcing it through a 
 less space, we must l aise the w ater, and increase the speed of the current, 
 unless, by local excavation, we proportion tlie area of the new channel 
 equal to the quantity of water flowing in tlie old. 
 
 4th. That channels nearest the centre of the stream are not so liable to 
 fill as those opened nearer the shore, as the currents are stronger in the 
 centre than at any other part. 
 
 5th. That the velocity of water passing through perpendicular piers or 
 straight docks is equal in every part on its surface, and at equal depths. 
 
 The plan I therefore recommend, is, to excavate straight channels in 
 the direction of the current through the different shoals and bars, of suffi- 
 cient width and depth to accommodate the trade. To construct pai allel 
 or single piers afterwards, wherever necessary, to prevent the spread of 
 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 injured 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 soil excavated from 
 the cha!inels in the piers, or other secure places, to prevent it being again 
 carried down by the stream. To have a dredge always at command, to 
 remove any local obstructions after the w^orks are completed, and to se- 
 cure them against ice floods ; to construct ice holders or breakers, and to 
 provide beacons and monuments to assist in the night and day navigation 
 of the river. 
 
 The reason why I propose local excavation before the construction of 
 the piers, or at the same time, is to prevent the danger of the soil, if the 
 piers were first constructed, being carried down and deposited in some 
 new place. The ice being kept back by the proposed works, it would im- 
 
[ Rep. No. 150. ] 
 
 25 
 
 pinge 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 it again troubling the bed of the stream. 
 
 Dredging — The clianges which occur in the beds of all streams are of 
 such a nature as would require more or less labor to remedy the injuries 
 the channels might sustain. It would, therefore, be necessary that we 
 should always have at command a power which we could apply to that 
 purpose. That power is the dredge, and we can rely with confidence on 
 its ability to perform such labor as we may require. 
 
 By the application of steam, the power and practical utility of the 
 dredge has been much increased. It has also lessened the expense of ex- 
 cavations in a ratio corresponding with the improvements of its machinery 
 and its strength : and, at this time, it may truly be considered^as so im- 
 portant an agent, as to have rendered many river improvements attaina- 
 ble, which before were considered impracticable. 
 
 To obtain full information on the subject of the Albany steam dredge, I 
 addressed a letter to General Gansevoort, of Albany, who had the kind- 
 ness to procure for me the following information : 
 
 The expense of the dredge, and its appendages, was about Sl4, 000. The 
 annual expense of repairs about S250. The daily expense of fuel and 
 labor about S20, and the durability of the machine, if used every season, 
 about 7 years ; and it can perform work between seven and eight months 
 in the year. 
 
 The i)ower of the machine is about 15 horses, working under high pres- 
 sure, with boilers on each side. The buckets are 2 feet wide, and 1 foot 
 deep, and oval form. A moderate and even power applied effects the best 
 operation. Her present clearing is in 10 feet water, but can be made to 
 operate in 14 feet water, if necessary. 
 
 The machine can remove from 50 to 60 cubic yards an hour in good dig- 
 ging. From hard bottoms and deep water, from 30 to 40 cubic yards in 
 an hour, and has removed from the Overslaugh bar 600 cubic yards in a day. 
 
 The expense of the dredge, therefore, for seven months, or say 182 days, 
 at §20 daily,^would amount to 3,640 dollars ; and to which add 250 dol- 
 lars for the repairs of the machinery, making 3,890 dollars. If we sup- 
 pose that the dredge could only work two-thirds of the time, the other 
 one-third being interrupted by high water, and breaking of the machinery, 
 and that the averaged excavation was 40 cubic yards per hour, and the 
 time in which it operates ten hours, it gives 400 cubic yards as the daily 
 labor of the machine, or 48,000 cubic yards is its total amount of work 
 yearly. We have seen that the daily performance of the dredge, and the 
 repairs of the machine, amount to 3,890 dollars. If to this we add the 
 annual decay, and the loss of interest on the capital, it would give, in 
 seven years' average, 2^400 dollars. But even after the machine was use- 
 less, some parts of it would be saleable. If we assume this as one-eighth of 
 its original cost, it leaves 2,100 dollars, or 5,990 dollars as the total an- 
 nual expense of the dredge, and the loss of interest, decay, and repairs of 
 the machine, or nearly 12^ cents per cubic yard for the cost of excavation, 
 on the amount of work which the machine is capable of performing to meet 
 that sum. 
 
 Withttut entering into a minute calculation, we will assume, as the soil 
 is now placed in scows to be taken away, that each craft will contain 20 
 cubic yards ; or it will require 20 scow loads to carry away the soil which 
 4 
 
26 
 
 [ Rep. No. 150. ] 
 
 the dredge would excavate, or 2 in each hour ; consequently, one gang of 
 men, comprising four persons, w ould be sufficient to attend to this part of 
 the duty, at one dollar each ; it gives the expense of transportation of 
 earth to the place of its deposite at one cent per cubic yard, or making 
 13^ cents per cubic yard for all expenses of diggingand removing the soil. 
 
 This calculation may appear high, and is ))robably so. It is therefore 
 safe. But it will be seen that I have supposed the work to be done by 
 contract, ajid that the machines are owned by individuals. Butif donedi- 
 rectly by the Government, the work might be done lower than I have cal- 
 culated it. 
 
 Basis of estimate. The averaged price of timber, at 10 cents per cubic 
 foot; ties 6 inches diameter at small, and from 9 to 10 inches at large ; 
 i quantity 36 feet long and f feet long, which makes a merchantable quan- 
 tity, at 90 cents per stick. 
 
 Brush under piers, with necessary labor to place them, at 75 cents per 
 lineal foot. 
 
 Trunnels, at cents each. 
 
 Iron worked into bolts, spikes, &c. at 160 dollars per ton. 
 riles, and driving them, 2 dollars each. 
 
 Workmanship measured on one side of pier, 8 cents per superficial foot. 
 
 Flan of IHer. — The bottom of the stream, at the place the pier is to be 
 built, to be covered with fascines composed of brusii 2 feet thick, and ex- 
 tending six feet itito the stream from the outer face of the docking, and 
 four feet within. The head of the pier, where it does not abut against 
 islands or the shore, to be strengthened by three rows of piles driven so 
 as to touch each other, and extending the full width of the work, and se- 
 cured to each other by bolts passing through cap-pieces, and others late- 
 rally passing tlirough the sides of tiie piles, and secured to the down stream 
 side of the lower row of piles, by having their ends slit and hammered. 
 
 The width of the pier on bottom to be 12 feet, and on top 10 feet. 
 Ties to run across at every 10 feet, and each alternate row of ties to be 
 so arranged as to be half way over the range of ties immediately below 
 them. Piles to be driven on the inside of the pier and on the channel side 
 every 10 feet, and on the opposite every 15 feet, and secured by bolts to 
 every alternate layer of timbers. The pier to be raised two feet above 
 common high water, and to slope on each side 1 foot in its height. The 
 side timbers of each row will have to be cut levelling to meet it. The top 
 of the pier to be covered with three inch plank, with smooth edges, and 
 spiked and secured with bolts occasionally. The pier to be one-half filled 
 with stone, and the balance with the soil taken from the river. 
 
 To build a pier on this plan may present some difficulty in placing and 
 securing the timbers properly in deep water, but the depth is generally in- 
 considerable in Vvdiich the piers would be erected, and the common means, 
 Avhich are adopted in erecting hydraulic works, could be resorted to. 1 
 have included piles in the estimate, as it is supposed it would render the 
 Avork more secure, and prevent the piei* sinking. The brush is proposed to 
 be placed under the pier, to prevent it undermining by thecurrrents rush- 
 ing by it. Other plans may occur, but this is supposed to be more perma- 
 nent and secure than any other. 
 
[ Rep. No. 150. J 
 
 27 
 
 Estimate, head of pier, 
 
 56 piles, at 2 dollars each ... - g72 00 
 
 Timbers and carpenters' work - - - - 2 00 
 
 Iron and workmanship in fixing bo4ts - - - 4 88 
 
 Total cost - - - - - SrS 88 
 
 Estimated expense of a pier thirttj feet iongy ixvelve feet high, 
 
 5 piles, at S2 each ------ §10 00 
 
 720 cubic feet of timber, (sides,) at 10 cents each - - 72 00 
 
 10 tics, at 90 cents each - - - - - 9 00 
 
 Trenails and iron bolts - - - - - 7 20 
 
 S-inch plank - - - - - - 7 50 
 
 Spikes and bolts - - - - - - 4 00 
 
 Fascines under pier - - - - - 22 50 
 
 60 cubic yards of stone, at 60 cents - - - 36 00 
 
 60 do river soil, at 4 cents - - - 2 40 
 
 Workmansliip, 360 square feet, at 8 cents - - - 28 80 
 
 Contingencies, 10 per cent, on amount - - - 19 90 
 
 Total cost - - - - - S219 30 
 
 or an average of 7 dollars 31 cents per running foot. 
 
 The ice breakers are estimated at 50 feet long, 20 foet wide at their 
 lower end, and presenting to the stream at tbe upper a triangular front, 
 being 20 feet at base, 10 feet long, and 10 feet wide at the upper end. The 
 Avhole surface of the pier to recede or batter 1^ inches to each foot in 
 heiglit. The side timbers to be connected with ties trenailed and bolted. 
 JL'he bottom of the stream in which the work is to be built to be selected 
 nearly as level as possible, and fascines, composed of brush, to be used in 
 the same manner as under the piers. The inside of tlie work to be filled 
 -with stone placed compactly in it. If the deptli of water siiould be con- 
 siderable the timbers w'ould have to be joined together, and the frame 
 sunk by placing stone on it, as would likewise the brush. 
 
 Estimated expense of an ice holder on the above dimensionSf and ixventy 
 
 feet high. 
 
 1,680 cubic feet timber, at 8 cents - - - Si 34 40 
 
 30 ties, cut into pieces from 10 to 20 feet long, at ^1 - 30 00 
 
 Bolts and trenails - - - - - 100 00 
 
 Fascines ------ 40 00 
 
 Workmanship - - - - - - 120 00 
 
 296 cubic yards of stone, at Si - - - - 296 00 
 
 Contingencies, 20 per cent. - - - - 144 00 
 
 Total ------ S864 40 
 
 The permanent monuments and lights arc estimated as being square 
 pillars, placed on the shores or islands. They would be constructed of 
 stone or brick, coated with plaster, and covered with whitewash. They 
 
28 [ Rep. No. 150. ] 
 
 ■would be furnished with a lantern ; and wooden steps or a ladder would 
 
 be provided to ascend and to attend to them. 
 
 The stone work is estimated at - - - - S75 
 
 The lantern, &c. - 50 
 
 Total - - - - - - 1^125 
 
 Floating lights miglit be necessary at some points ; they would be 
 placed on floats constructed for that purpose. They might, however, be 
 objecfionable, as they would be seen but a short distance, and the pilots 
 might not discern them very readily. 
 
 To protect tlie sides of the islands, it is proposed to dock or wharf 
 them ; the estimate which is fixed on for that purpose, is 82 per running 
 foot. 
 
 The widtli of the channel to be opened between Waterford and Troy is 
 90 feet, between Troy and Albany 150, between Albany and New Balti- 
 more 200 feet. 
 
 The actual quantity of excavation is increased one-fourth, allowed on 
 account of the settling of the soil in the channel cut, and the dredge operat- 
 ing sometimes out of the channel to be opened, and for other contingencies 
 which may not have been considered in the dimensions given. 
 
 The depth at extreme low water will not be less than 9 feet in any of 
 the channel proposed to be opened. 
 
 Estimate, 
 
 44,095 cubic yds., &c., between Waterford and Troy, at ISi cts. B5,952 82 
 Pier from island to west shore, 750 feet, at §7 31 per foot - 5,482 50 
 3 monuments and ligiits, at S125 each - - - 375 00 
 
 Protecting side of island, 3,940 feet, at $2 per foot - - 7,880 00 
 
 Contingencies - 1,969 00 
 
 Total cost of improvement between Troy and Waterford S2 1,659 32 
 
 178,105 cubic yards between Troy and Albany, at 13^ cents g24,044 17 
 3,800 feet j)icr between Troy and Albany, at 731 cents - 27,778 00 
 
 Protecting side of islands and shores, 8,700 feet, at S2 - 17,400 00 
 
 3 monuments and lights, at S125 each - - - 375 00 
 
 4 ice holders, at ^864 40 each - - - - 3,357 60 
 Contingencies ------ 7,295 40 
 
 Total amount improving river between Troy and Albany, §80,250 17 
 
 231,759 cubic yards, sheetsNo. 4 and 5, at \Si cents - S3I,297 46 
 
 5,280 feet pier, at 731 cents per foot - - - 38,596 80 
 
 Protecting sides of islands, 6,648 feet, at g2 - - 13,296 00 
 
 4 ice holders, at S864 40 each . - - - 3,557 60 
 
 3 monuments and lights ----- 375 00 
 
 Cutting off end of Winnie's pier - - - - 100 00 
 
 Contingencies - 8,702 20 
 
 Total cost of improvements on sheets No. 4 and 5 - 
 
 895,725 06 
 
[ Rep. No. 150. ] 
 
 29 
 
 23,330 cubic yards excavation, at 13§ cents - - S3, 149 55 
 
 Protecting sides of islands, 6,300 feet, at ^2 - - 12,600 
 
 Monuments and lights, at §125 each - - - _ 950 
 
 Straightening channel - - - - - 5,000 
 
 Contingencies - - - - - . 2,169 
 
 Total - S23,868 55 
 
 Recapitulation, 
 
 Estimated expense between Waterford and Troy - - g2 1,659 32 
 
 Ditto Troy and Albany - - 80,250 17 
 
 Ditto Albany and end of survey - 119,594 61 
 
 Total estimated expense of improving river - &22 1,504 10 
 
 The above estimate is very liberal, and I have no doubt that the work 
 will be done within it. 
 
 1 cannot refrain from giving the following extract from the able and 
 interesting report of Edmund Chas. Genet, on the subject of a s!iip canal 
 from Albany. It is proper to remark that, howevei- much I esteem the 
 opinions of tijat gentleman, in the necessity of this improvement I do not 
 agree with him ; and that I am satisfied tiiat the improvement of the navi- 
 gation of the stream will better serve the interest of commerce, and be 
 more beneficial to the cities of Albany and Troy, and be more permanent 
 in its nature than the proposed ship canal. 
 
 **The idea of a ship catml has, I know, been received with diffidence 
 and reserve by several commissioners, who did not, at the first glance, 
 see into the practicability and utility of a measure of tliat magnitude. It 
 Avas apprehended that the ridges of rocks, overhanging in many places 
 the shore traversing the river, would ojjpose insurmountable barriers to 
 the deep digging requisite to procure a convenient navigation of ships 
 without the assistance of locks. It was also imagined that the fall of the 
 ground would render intermediate locks indispensable. The filtration of 
 the water of the river through the soil was considered as another impedi- 
 ment, and the soil, supposed to consist of quicksand, did not seem j)roper 
 to form ti»e embankment of a canal without the support of expensive 
 facings in stone or timber." 
 
 •*1 have myself voluntarily imposed these preconceptions of my mind, 
 and approached my plan with the severity of a judge ; but the surveys, 
 borings, and geological observations have incontestably proved that a 
 uniform depth of 21 feet may be excavated on the line of the projected 
 canal, without a single obstacle. That the soil, being compact, will 
 require no facing to support the embankment ; that no filtration from the 
 river seems to penetrate the alluvial bed. That the averi;2,e fall of the 
 ground does not exceed one foot and a half. That the high tides, between 
 Albany and Schodac, are on a level at high water, and, consequently, locks 
 will not be wanted if the canal was dug to a sulficient depth to check a 
 small current more useful than it is detrimental in canals of that kind, if 
 the opinion of the English engineer, William Chapman, may be credited 
 on that point." 
 
 « The entrance would be located at the lower part of the dock at Green- 
 
30 
 
 [ Rep. No. 150. ] 
 
 bush, at a place where the water is, at the low water mark of last summer, 
 from 13| to ISh feet as far as the lower docks of Albany. Its peculiar 
 construction would be a pier built, in stone, as high as the embankment of 
 the canal, and parallel to the river ; and the gates supported by that 
 fabric would have tlie same elevation as the canal embankments. 
 
 The outlet would be located at a place called Vyode Hook, below 
 Coey man's overslaugh, and between Coeyman's and New Baltimore, 
 where, at the lowest water, there is a depth of ISi^o feet. That pier 
 would also be supplied with a gate ; and, as the service of these two gates 
 would only be to exclude drift and ice during freshets, tliey would be shut 
 at no other time than at these periods. The canal would be ISi^o feet 
 deej) at high water, the bottom 35 feet wide, and the surface of water 
 109 ftict ; the whole being calculated for the passage of 2 ships of 600 
 tons, or 2 sloops loaded with boards." 
 
 The eastern embankment would have tlie same elevation as the western 
 embankment, but only half the breadth ; and as those two embankments 
 w ould not consume tlie whole of the excavation, the surplus extracted from 
 the surface would be disposed of on tlie adjoining low lands. Grated 
 sewers would convey into the canal the water descending from the hills, 
 after having been settled into appropriate reservoirs ; and wiiere it should 
 be requisite for the trading places on the line of the canal accommodation, 
 gates and drawbridges might be provided, 
 
 "Tlie course of the canal would be from Greenbush, through the flats 
 and a creek, to the front part of the village of Castleton ; thence, through 
 meadows and 'slands, to the Schodac creek as far as Schermeriiorne's 
 store ; from thence, in an oblique direction, it would reach, tiirough an 
 island and a creek, the outlet at the Vyode Hook. Such a canal would, 
 in reality, be but an artificial branch of the river, protected against tlie 
 alluvial deposites and floating ice in the whole of its extent, and partici- 
 pating in all the known advantages of canals for celerity, safety of navi- 
 gation, straightness of course, and the facility for vessels using sails to be 
 towed against contrary winds. It would also be navigable later and 
 eai'lier than the river: the ice, on account of the heat of the springs coming 
 from the land, being known to dissolve earlier in the creeks wliicli i-eceive 
 it than in the main river; and the navigation being more impeded in the 
 fall by the floating ice coming from the north, and that by the general 
 congelation of the stream. It is also well known that, at the place the 
 outlet of the canal will intersect the river, it keeps open every year about 
 a fortnight earlier in the spring, and a fortnight later in the fall, than at 
 Albany; and if, owing to those circumstances, towing boats, supplied 
 with stumpers similar to those employed on the Forth and Clyde canal, 
 were also used on the lateral canal to break the ice before and after the 
 heavy frosts, as it has been of late years practised at the ferry of Albany, 
 the navigation of the river might gain a month in severe winter, and more 
 if the winter was mild." 
 
 The estimated expense of building the canal amounts to 727,715 dollars. 
 He also calculates one 6i miles long, 14i% feet deep, SO feet wide at bot- 
 tom, and 72t^^ at top, at 158,187 dollars, exclusive of the expense of 
 superintendence. 
 
 Having presented as full a report as the nature of the examinations will 
 admit, and exhibited the manner and the estimated expense of improving 
 the navigation, I cannot conclude without expressing my own decided 
 
[ Rep. No. 150. ] 
 
 31 
 
 conviction that that measure is the best calculated to accomplish all the 
 objects intended to be secured by those interested in the navigation of that 
 noble river. 
 
 The jurisdiction of the General Government over the waters of the 
 ^ Hudson has been fully acquiesced in by public sentiment, and by judicial 
 decisions. It is also connected by canals witli our great Westei*n and 
 Northern lakes. Its improvement is not, therefore, local, nor its benefits 
 confined to the citizens of the State of New York ; for, however beneficial 
 it may be to that great and flourishing jmrtion of our country, its advan- 
 tages must extend to other and more remote regions, ;\nd benefit pi'opor- 
 tionably the citizens of foreign States and communities, who trade on its 
 waters, and receive their supplies, or send their commodities, through 
 those artificial channels created by the foresight, munificence, and labors 
 of a patriotic people. 
 
 I recommend to the most favorable notice of the department George 
 "W. Hughes and Charles N. Hagner, Esquires, United States assistant civil 
 engineers, for the frank performance of their duties, and their industry 
 in the field ; and to their joint labors I am indebted for the early com- 
 pletion of the drawings which will be transmitted in the course of a few 
 days. 
 
 DE WITT CLINTON, 
 U, S» Civil Engineer, 
 
 • *