COMMUNICATION OF TUK COMPTROLLER OF TLIE PARK ON THE SUBJECT OF IMPROVEMENTS IN "Westell ester County , AND ITS CONNECTION WITH THE NEW YORK - P \ ^ n t. ffVv v. >V-V ', <1. Q , *. ' cp-c I CITY OF r ^ V t iBk A K Y OF THE reform club, new YORK, CITY AFFAIRS COMMI FTEE. •\ Qc 1 -j COMMUNICATION OF THE COMPTROLLER OP THE PARK ON THE SUBJECT OF IMPROVEMENTS IN WESTCHESTER COUNTY. To the Board of Commissioners of the Central Park : On til© 11th of May last, an act was passed, entitled “ An “ Act for the Improvement of certain parts of W estchester “ County, Harlem Eiver, and Spuyten Duyvil Creek,” devolv- ing on the Board certain very important duties, and on the 13th day of the same month, a resolution was passed by the Board as follows : “ Besolved, That the Comptroller of the Park cause the “ necessary surveys lobe made and information to be obtained “ to enable this Boardlo- comply with the provisions of an act “ for the improvement of certain parts of Westchester County, “ Harlem Eiver and Spuyten Buyvil Creek, passed May 11th, “ 1869, and that he also take, in the name of this Board, the “ necessary measures to obtain the funds for the payment of expenses in such surveys in pursuance of said act.” By the act mentioned, the Board is required “ to report to the Legislature, at its next session,” a statement of all their proceedings under it. Immediately after the passage of this resolution, prepara- tions were mad© to obtain the surveys and to make the examinations that were necessary in order to judge how the duties imposed by the law could be best performed. It was, on examining the law, found that this important and 1 somewhat expensive work in Westchester County could only be begun on a credit which would probably extend until the second or third month of the year 1870, or a period of nine months after the law took effect, and at a period subsequent to the time when the Board is required to report its proceed- 2 ings to tlie Legislature, no provision having been made in the law for obtaining the money necessary for the payment of expenses, in anticipation of the levy of the tax for such purposes. Notwithstanding this difficulty, contracts were made for sur- veys and complete topographical maps, of those parts of the towns of West Farms and Yonkers which lie contiguous to the City of New York, and which are most immediately affected by the question of the means of facilitating intercourse across the Harlem River and Spuyten Duyvil Creek, and of the improvement of the river and creek. These surveys and maps are now in progress. The nature of the survey and of the maps necessary for the purpose of obtaining the information required, is such as to render it somewhat expensive ; much time and labor are neces- sarily consumed in their preparation, but the results obtained will be proportionately valuable, as data will be thus gathered for all the classes of city improvements, with certainty that individual and public interests can be well guarded thereby ; these surveys and maps will furnish at the same time valuable information as to the boundary lines of property, and the loca- tion of all buildings and improvements within the area sur- veyed. A copy of the specifications for these surveys and maps is appended. Arrangements have been made for obtaining the necessary information in relation to the supply of pure and wholesome water for the district mentioned in the law, and for its sewer- age and drainage. The plan and location of improvements for the Harlem River and Spuyten Duyvil Creek, including bridges, tunnels and other means of transit across or under the river and creek, are under consideration, no final conclusions have been arrived at, for the reasons hereafter mentioned. I Requisitions have been made on the Treasurer of Westches- ter County for the sum of twenty thousand dollars, and on the 3 Troasuror of the County of Il^ow York for ten thousand dollars, on account of expenses accruing under the proyisions of the law, and these sums have been included in the levies for taxes in the respective counties ; the portion raised in the County of New York was received late in December, and that levied in Westchester County is understood to be in course of col- lection. As the law now stands, it will not be practicable to pay the persons engaged in making the Westchester surveys until the portion of money to be raised in that County is received by the Board. Although the surveys and maps are not sufficiently advanced to submit for the consideration of the Board, the under- signed deems it appropriate to report somewhat at length on the separate subjects referred to the Board for examination, and also on those which, although not specially mentioned in the law, are so intimately connected with the proper execution of duties committed to the Board, as to require attention. CHANGES IN EXISTING BOADS AND THE LAVING OUT OF NEW ONES. First— In relation to changes of streets, avenues and roads, and their grades, as now laid out, and the location, width and grades, of such streets, avenues, roads, public squares and places, as can be laid out with benefit. The subject of laying out streets, avenues and roads in the large territory comprehended in the law, should be considered as a whole ; with reference to the development of the property and to the public access to it, with proper grades and connec- tions to ensure easy passage and transit over them, and sys- tematic drainage and sewerage The necessity of providing extra width and easy grades for those avenues which must hereafter become the outlets of many connecting streets, must be considered, particularly in 4 the district in question, its features being such, that main thoroughfares should be provided in particular natural locali- ties, and all others be tributary to them. Such considerations do not appear to have governed the laying out of streets, avenues and roads in this district, in time past, and great difficulty will probably be experienced in properly adjusting its future laying out, with that heretofore accomplished, which has become so thoroughly impressed upon the land, as to raise great obstacles to any general change. Prior to the passage of the above mentioned act, several commissions were appointed by various acts of the Legisla- ture, to lay out and work different roads, avenues and high- ways, in the district committed to the consideration of the Board, and the works were in progress when the law imposing these duties upon the Board took effect ; the first section of this law provides that “ no proceeding shall be had or taken “ by any officer or body for any street opening or other public “ improvement within the area above described, except that “ work under contracts already made and executed may be “ done and completed, until said Board of Commissioners shall ‘‘ have made the report hereby required, and the Legislature ) “ shall have taken final action upon the said report, unless “ the said Board of Commissioners shall concur with the “ proper officer or body in authorizing such opening or im- “ provement.” The expediency or propriety of concurring in the action of commissions, heretofore appointed to lay out and work various roads, in particular parts of the district, before full topogra- phical information of the whole district was obtained, and a general plan therefor considered, is very doubtful, and has pre- sented questions somewhat embarrassing. It has, however,, been felt that public exigencies required at least a qualified concurrence on the part of the Board in certain action of two separate commissions. A copy of the action of the Board on these cases is hereto appended. 6 Tlie fourtli section of the law first mentioned, restrains the Board from interfering with or performing “ any of the duties “ imposed upon the Commissioners appointed by the act en- “ titled ‘ An Act for the laying out, opening and closing of “ ‘ streets, roads and avenues, in the town of Morrisania, in the “ ‘ county of Westchester, passed May 19th, 1868,’ except with “ the consent of, or in conjunction with, the said Commis- “ sioners.” A correspondence between the undersigned and the Com- missioners appointed under the act last mentioned, was had shortly after the passage of the law above mentioned, and it was found that the Commission had contracted for the surveys and laying out of streets, &o., in the town of Morrisania, and although the Morrisania Commissioners proffered all infor- mation in their possession, their work was not then and is not yet completed ; until it is completed, it is impossible to devise proper streets and roads in the adjacent town of West Farms, or to report suitable grades for them, because it can- not be known how they should be connected. The district referred to the Board for examination and re- port, on the plan for streets, roads and avenues, is bounded Lsterly by the New York, Harlem and Albany Eailroad, and northerly by the south line of the Village of Yonkers and a line in continuation thereof ; the natural conformation of the land east of the railroad is such, that it is especially desirable that it should be embraced in, and considered in connection with, the plan for the laying out of the land west of the rail- road; because the railroad passes through the greatest natural valley in the lower part of the county, and one which must hereafter contain the main outlet thoroughfare for both sides of the valley, and also the chief conduits for the drainage and sewerage of a very large area that naturally tends toward it and lying on both sides of the railroad. It seems apparent that an avenue must be laid out nearly parallel to the river and leading from the High Bridge to King’s Bridge at a moderate elevation above the river, so as to facilitate communication between those points and make a 6 > contimiation near the shore, of the avenue which it is proposed to lay out through the town of Morrisania, as far south as the Third Avenue Bridge. By so doing, the present very circuit- ous and hilly route through Westchester, from the Third Avenue Bridge to King’s Bridge may be avoided, and the public convenience greatly and immediately subserved. \ SEWERAGE AND DRAINAGE. Second . — In relation to plans for the proper sewerage and drainage of the district. Sewerage and drainage cannot in many cases be properly devised or arranged within a district that is but a portion of a larger drainage field. The entire present and prospective area of the water-shed should be known, and the plan and grades for all the streets and roads embraced in it should be deter- mined, before the plan for sewerage can be properly finally settled, as otherwise the capacity proper for the main sewers and their branches, cannot be accurately known. It is a diffi- cult task to arrange an economical and adequate plan for the district referred to the Board, without information as to the extent of the water-shed and plan for streets and grades east- wardly of it, and which there is-not at present power conferred upon the Board to survey and arrange. For the foregoing reasons, and because, even in the portion of the drainage district embraced in the town of Morrisania, over which the Board has not any control, except for sewerage and water supply, no entire plan fOr permanent streets in the district has yet been made, it would therefore be prema- ture to submit any plan for its sewerage and drainage. SUPPLY OE PURE WATER. Third . — In relation to the supply of pure and wholesome water for the district. This most important subject is also embarrassed by being 7 confined to tlie question of supply of a district west of tlie Harlem Eailroad, and although the authority given to the Board is sufficient for the examination of all sources of supply, yet it does not embrace the power to devise a system of water supply, for territory for which a proper supply is equally necessary. The sources of water supply for large cities are usually limited, and the appropriation of them to supply part of a dis- trict only would not be wise. Expensive works may be so located and arranged for appropriating the most available supply of water, as to be useless to other neighborhoods natu- rally falling within the same field, the result would be un- necessary waste and expense. The unavoidable pollution of streams passing through populous districts, forbids the use of these waters as a beverage ; regions remote from cities must therefore be sought, to obtain a supply. Before the means for obtaining and utilizing it can be determined, the territory to . be embraced, its altitude at all parts, and the probable amount of 'population should be known or estimated, with some rea- sonable degree of proximity. The limited authority of the Board and want of time before the adjournment of the Legislature for full examinations, render it impracticable at present to recommend any definite plan, although much progress has been made in the considera- tion and mastery of the subject. Gen. George S. Greene, Engineer-in-chief of the Croton Aqueduct Board, was, shortly after the passage of the act, consulted and his services retained, for the purposes of ascer- taining, as soon as practicable, whether, after providing an adequate supply of water for the City of New York, a suffi- cient quantity could be obtained from the Croton Eiver water- shed, for the supply of the lower part of Westchester County or whether other sources of supply must be sought. A copy of the correspondence with Gen. Greene is ap- pended, and it is gratifying to learn from a source so conver- sant with the subject, that the Croton Eiver and its water- 8 shed, in connection with nearer sources of supply, may be so utilized as to afford an ample supply of pure and wholesome water, for more than four millions of persons. If this conclusion be correct, there is no doubt that another conduit, to convey the required quantity of water, will be re- quired in addition to the present aqueduct, although now, with one aqueduct, during a large portion of the year, an immense waste of water takes place at the overflow at the Westchester side of High Bridge, which after being brought 36 miles through the aqueduct, never reaches the City of New York. It would be a wise provision for the future, to commence now, and continue for the next two or three generations, reli- able observations, according to the latest scientific methods, of the amount of rain-fall of the various basins within an area of 100 miles distance from this city. These observations ought to be accompanied by intelligent examinations of the character of the soil, as affecting the filtra- tion and discharge of the water of each separate basin or water-shed, so that at least an approximation may be reached as to the continuousness of the supply of each basin, and so that the extent of the natural storage of waters, internal and superficial, may be known. The necessity of providing in cities, by a public agency, an adequate supply of water for drinking, and for cleans- ing and sanitary purposes, has only been generally recog- nized within the last quarter of a century, and no city or town, of any considerable population is, under the light of present information on the subject, likely to remain long without this essential provision for the health and com- fort of its inhabitants. The modern contrivances for distri- buting water through the streets of cities and for discharging it by thousands of streams into the apartments of poor and rich alike, are conveniences the like of which we have no record. This intricate and extensive machinery takes the pure water from the clouds, and delivers it miles away, at the door of all who crave it. 9 It is perhaps too much to expect that great future necessi- ties like this, will be so generally perceived, as to ensure the requisite steps to obtain the information that is essential to provide adequately and economically for the millions that are to congregate on and around this Island. The City of London is to-day calling into use the highest geological, chemical and engineering abilities, to contrive measures now essential to meet the growing demand for pure water for the people, and which the, numerous companies established during the past two centuries, are unable ade- quately to supply. Measures proposed for this purpose seem fabulous in their extent and magnificence, and almost incred- ible in the enormity of their cost and in the difficulties to be surmounted in their execution. One scheme is to bring the waters of the lakes of Cumber- land and Westmoreland, a distance of 240 miles, to the doors of the people of London ; another proposes to collect water by reservoirs in the mountainous districts of North Wales and to convey it by an artificial conduit to London, a distance of about 180 miles. To obtain the information essential for the provision of an adequate water-supply, the range of enquiry covers a range of 250 miles distant from the City of London. Various gather- ing grounds are undergoing investigation as to the rain-fall, the soil, and other essential characteristics in the consideration of the subject. The record of observations made at the Greenwich Observatory on the rain-fall during a period of more than half a century are found of great value, and the lack of reliable information of this character, running through a long succession of years of the various basins, adds very much to the difficulty of determining with any degree of cer- tainty, which particular water-field shall be selected, and these difficulties all for want of similar information, occur with e^chnew water scheme, here and elsewhere. •2 10 mPEOVEMENT OP NAVIGATION OP HAELEM EIVEE. Fourth . — In relation to the improvement of the Harlem River and Spujten Dnjvil Creek. The vast importance of this improvement to the general interests of navigation has been alluded to in a previous com- munication. To all the interior and lower part of Westchester County, and to the territory on the creek and river, it is also of immediate and growing importance. At present but little facility is given for landing on these shores building material, fuel and other articles usually transported by water, and the increase of facilities for these purposes should be based on a well considered plan, because constructions in rivers, unless they are a part of systematic permanent im- provements, often occasion impediments to navigation that are unexpected. On the Westchester side of the Harlem River, there is much space which might very well be appropriated for wet basins for shipping, and thus afford much more accommodation than can be obtained at the bulkhead line, but they should be located and arranged, only after a full consideration of the streets leading to, and along or adjacent to the river, and in connection with the location of the proposed Railroad along the shore. BEIDGES AND TUNNELS. Fifth. — Bridges, Tunnels, &c. Owing to want of sufficient time, since the passage of the law, for obtaining the information needed for the proper loca- tion of streets and roads in Westchester, but little progress has been made in the subject of the plan and location of bridges, tunnels or other means of transit across or under the Harlem River and Spuyten Duyvil Creek. Either the roads V must conform to the tunnels and bridges, or the bridges and tunnels must conform to the roads. The Morrisania Com- mission has not yet completed the plan of roads and streets- 11 survey to the river, and until these are completed, no tunnels or bridges should be located. If the land is low and the grades are near the level of the river, low bridges provided with swings or draws for the passage of vessels, may be used. If an examination of the particular locality shows that the bed of the river is suitable for the con- struction of tunnels under the river, it would be advisable to avoid all interruption to navigation by their substitution. "Where streets terminate near the shore at a great elevation, on one side of the river, and a corresponding altitude exists or can be made without too great cost, on the opposite side, elevated bridges may be built and navigation remain unim- peded. OAEEIAGE-WAT OVEE HIGH BEIDGE. Sec. 2 of the Act mentioned, contemplates the location and construction of a bridge or carriage-way over or across the bridge, over the Harlem River known as the High Bridge, and considerable attention has been given to the matter. The preservation unimpaired of the supply of croton water to the City of New York is deemed of paramount importance, and it seemed very essential to ascertain from the most in- telligent authority whether the capacity of the present High Bridge is capable to sustain a bridge or carriage-way, and, at the same time, perform, without risk or doubt of safety, the duty for which it was constructed. For the determination of this point, I early requested, from Genl. Geo. S. Greene, Engineer-in-chief of the Croton Aqueduct, his opinion in writing, upon the questions involved. General Greene considers that the foundations and arches wiU without any risk, support the proposed viaduct and travel over it, but that the side walls have not the requisite strength for the support of such additional structure without danger to the bridge, and that such strengthening of the walls 12 as would make the bridge safe with such additional weight and motion, would interfere with the future enlargement of the aqueduct. The correspondence on this subject will be found in ap- pendix. An e^ddently expressed intention of the act being, to pro- vide a bridge at or near the High Bridge, which would con- nect the high ground in New York and Westchester Counties, and the report of Gen. Greene being unfavorable to the use of the High Bridge of the Croton Aqueduct for such purpose, special attention has been given to the subject, and surveys have been made which demonstrate that, at a distance of about two thousand feet north of the High Bridge, a very favorable location may be found, for connecting travel be- tween New York City and Westchester County, by a Suspen- sion Bridge about 2,000 feet long, having its roadway about 153 feet above high water level and extending from the Tenth Avenue to the high ground on the opposite shore, west of the Croton Aqueduct. If so built, it would be 23 feet higher than the present High Bridge of the Croton Aqueduct, and would form a very suitable and convenient connection be- tween the elevated lands of both sides of the river, affording very favorable ground for foundations for piers and towers and anchorage for cables ; the material difference in cost be- tween it and a bridge over, and resting on the Croton Aque- duct High Bridge, would be the cost of towers and anchorage ; its situation would be such that no interference with any roads crossing it could take place, and it might conveniently be so placed, as to be directly opposite one of the main cross streets in the upper part of the City of New York, and thus afford direct connection with all lines of travel through the upper part of that city. The valley through which the New York, Harlem and Albany Eailroad runs, the valley ending at the Harlem Eiver through which Cromwell’s Creek extends, and the valley of Tibbett’s Brook ending near King’s Bridge, will probably pre- sent the most favorable location for main avenues of travel to , ' 13 and from tlie City of New York, on low and easy grades. The debouchment of each of these valleys on the Westchester side, is opposite low ground and grades on the New York City side. TUNNEL AT END OF SEVENTH AVENUE. The present Third Avenue Bridge affords a connection from New York, with the first named valley, other connections will be required between that and the Seventh Avenue, which terminates opposite Cromwell’s Creek, at a distance of 7,800 feet from the Third Avenue, the low elevation of the land near the shore at the termination of the Seventh Avenue and opposite thereto on the other side of the Harlem Eiver will probably prevent the building of any struc- ture between those points, except swing bridges or tunnels. Examinations of particular localities, especially near the end of the Seventh Avenue, would have been made during the past year, with a view of ascertaining the practicability of con- structing a tunnel within a reasonable limit of cost, if there had been any principal avenue laid out on the opposite or the Westchester shore by the Morrisania Commission, as it is evi- dent that at this point much better means of communication than is now afforded by the present bridge, must be provided within a very short time, and probably before any other place will so absolutely require it. When the street or avenue on the other side of the river opposite the Seventh Avenue is de- fined by the Morrisania Commission, I see no reason why these examinations should not proceed at once, and if they indicate a bottom favorable for a tunnel, measures to build such a passage should be at once taken, and if on full examination the bottom is not such as to admit of a tunnel, then a draw- bridge should be built at this point. TUNNEL AT KINGS BKIDGE ROAD. It is known that rock exists in the bed of the river at King’s Bridge, and for several hundred feet on each side of it, yet if 14 navigation around the upper end of New York Island is to be maintained and improved, an opportunity will be afforded when that part of the river shall be deepened and widened, to excavate for and build a tunnel under the river at the same time, at comparatively small cost. Between the end of the Eighth Avenue and Sherman’s Creek, the New York shore is generally so elevated, that bridges for main lines of travel to and from the business parts of New York City, would be most serviceable to Westchester County if built on the suspension plan, as by them, the high lands in the southern part of Westchester County, between the valley of Tibbett’s Brook and Cromwell’s Creek, would be best ac- commodated, and as the elevated ridge, on New York island, extending from the Hudson to the Harlem Eiver, from One hundred and fiftytthird street to Sherman’s Creek, averaging nearly 160 feet above the river, must be ascended and passed by all travel from the northward and eastward, unless such travel is carried across the Harlem Eiver at a high level. For the purpose of accommodating the travel from the high ridge, between Tibbett’s Brook and the Hudson Eiver, in West- chester, a suspension bridge across the Spuyten Duyvil Creek to the bluff above Inwood, may, at a future day, be required, and one across Tubby Hook Valley, for it will readily be seen, that if roadways across deep valleys are maintained at the elevation of the high lands on each side of them, much easier access to and fro will be obtained, than by descending and ascending steep hills. At the mouth of Sherman’s Creek, a low bridge or a tunnel should be built, to afford easy access from the Hudson Eiver, through Inwood Street, to Westchester County. This street is of a low and easy grade from the Harlem to the Hudson Eiver, but the precise location of the tunnel or bridge cannot be determined, or the character of the improvement defined, until the avenue leading from the Harlem Eiver into West- chester is laid out, and until soundings and borings have been made in the river bed, to determine the plan for the tunnel or bridge. As such, examinations as are needed to ascertain whether preference should be given to bridges or tunnels, are expen- sive, it has not been deemed prudent to make them, until the Board shall have determined the precise location they will recommend for roads terminating at the river. EAILROADB. The subject of communication with the City of New York by Eailroads operated by steam power, and passing through Westchester County, is at this time specially important, as af- fecting plans for laying out streets and roads, and the grades proper for them. The growing demand for increased facilities for getting to and from this city and the lower part of West- chester County, will require a constantly increasing number of lines, and experience has shown that steam railroads, operated ^ at high speed, cannot safely be used in populous districts, with the railroad crossings at the same grade as the intersecting streets. The Hudson Eiver Eailroad, and New York, Harlem, and Albany Eailroad, now traverse the district referred to the Board, and the Spuyfcen Duyvil and Port Morris Eoad, and the Boston and New York Eoad are projected in it. The relation of railroads to this thickly populated region is an interesting one, and it is feared has not heretofore received the attention it merits. It is natural that engineers ^ and companies, in locating railroads, should select the routes affording the easiest gradients and the cheapest con- struction. In an agricultural district this course may be wisest, as road-crossings are uflfrequent, but in a populous district or one destined to become so, the sooner measures are taken to render all crossings of highways by railroads, safer, the less expense, trouble, and loss of life will be likely to result. The conformation of the land in this district is such that but few natural valleys, and but little level land exists, through 16 which main avenues for general travel can be constructed on easy grades. The advantages of rapid means of transit to and from fche business centres of the City of New York, apparent as they are, cannot be fully realized as long as the present system of crossing streets on a level is continued ; even the present rate of railroad travel cannot be maintained as population thick- ens, unless some other means than those used at present for crossing streets in cities, is compelled. The New York, Harlem and Albany Eailroad is located in one of the largest and most populous valleys in Westchester, and occupies the line best adapted by situation and by nature for one of the main arteries of general travel to the City of New York, and for drainage to the rivers. The Hudson Eiver Eailroad is located, and the Spuyten Duyvil and Port Morris Eailroad is projected, on the shores at the base of the hills, where the interval of flat land suitable for commercial pur- poses is narrow, and the fact that each of them, by the rela- tion of their elevation above the rivers, being about the same ^ as that necessary for the wharves, is calculated to render the '' passage of pedestrians and vehicles toward the river or city dangerous at all road crossings. Other railroads are projected through Westchester County, leading to the City of New York, and will without doubt, be similarly located, unless legislative interference prevents it. Owners of property affected by the proposed location of the Spuyten Duyvil and Port Morris Eailroad have already asked the interposition of the Board in relation to the manner in which it is proposed to locate the raiboad along and across \ one of the public roads in Westchester, claiming that by Chap. 826 of the Laws of 18(>9, it was necessary that the concurrence of the Board should be given to any location of the railroad. While the question was in course of examination by the Board, the Supreme Court is understood to have intimated that the Board had not any control in the matter under said Chap. 826. 17 If the terms of law above mentioned are inadequate to se- cure safety to travel, it seems very desirable that the authority should be made clear and distinct to prescribe the manner of location and construction, so far as necessary to ensure safety to travel, of all railroads operated by steam power passing through populous districts, as well as those on the confines of cities and large villages which are destined eventually to be- come densely peopled. The utility and necessity of steam railroads operated at high speed, and extending to the business centres of cities, is evident. Heretofore the roads have been located and con- structed with a disproportionate reference to the interests of the companies building and operating them, and often to the great detriment of private and public interests. Sewerage, surface drainage, public travel on roads, grades proper for the development of property, and suitable for all other purposes than those of railroads, have been sacrificed, and thousands of persons passing on public roads are annually imperiled by the carelessness with which they are operated. For the City of New York, and its environs, proper regula- tions for the construction and operation of railroads is parti- cularly desirable, for if it is assumed that the point in the city to which steam railroads should extend and be operated at high speed, is as high up town as Forty-second Street, there will then be at least eleven miles of this city and the shore of the Harlem Eiver, exposed to danger, below the junction of the Spuyten Duyvil and Port Morris Eoad with the Hudson Eiver Eailroad; an equal length on the line of the Harlem and New Haven Eailroad, and nine and a half miles in addition, by that traversed by the Hudson Eiver Eailroad along the shore of the North Eiver. Such provision at this time, as will exempt travel from the danger attending the crossing of highways by railroads on the same level, should be contemplated in laying out and fixing the grade of the avenues and roads approaching New York from the North, and in locating and determining the elevation pf the railroads that are to intersect them. December 31, 1869. Eespectfully submitted, ANDEEW H. GEEEN, Comptroller of ihe Pci/rK 3 APPENDIX. Specifications for the Topogra^hieal Survey of part of West- chester County, under the direction of the Commissioners of the Central Park. The standard of measure to be used to be the same as the standard at the old Arsenal at Central Park. All traverses and measures to be made and returned with such accuracy, that when angles and measures are tested by calculation, no greater variation shall exist than at the rate of fifteen one- hundredths of a foot in one thousand feet of traverse ; the surveys and maps to include all buildings and visible boun- daries of properties, all streams and brooks ; all roads now in use, to be shown as in use, and also as legally laid out or dedicated ; and all roads and streets laid out on farm plots and dedicated, but not actually opened and in use, are to be shown on the maps. Levels above high tide are to be taken and shown on the maps, at ^least every fifty feet in distance, along the cen- tres of all streets and roads now open and in use, and along the course of aU streams and brooks, also along the boundary lines of all properties more than three acres in extent each, and as frequently between boundary lines, but not more than one hundred feet from each other, as will correctly delineate the altitudes of the surface, to allow of contour lines being drawn from such levels. The standard of high water to be the same as that used for the Commissioners of the Central Park, in the City of New York, north of One Hundred and Fifty-fifth Street. The maps to be drawn on the scale of eighty feet to one inch, on separate sheets of the best English double elephant drawing paper, well mounted on rnusHn, with a plain margin I 19 one and a half inches wide around each sheet, and so that boundary lines on all sheets will conform accurately with other sheets of the survey. Roads and streets as actually in existence, to be shown by fine black hnes. Roads and streets as legally laid out and opened by law» to be shown by fine solid red lines. Roads and streets dedicated, but not in use, to be shown by fine dotted red lines. Streams, brooks, ponds, rivers and elevations above high tide, to be shown by blue lines and figures. Boundary lines of separate properties to be shown by black dotted lines. All traverse lines, angles and distances measured, to be shown by fine green lines and figures. Names of present owners of properties to be written on eaoh parcel, in fine black italic letters. Brick and stone buildings to be designated by red color ; framed buildings by a light shade of India ink. Green- houses and other structures of glass, by a light green color ; prominent rocks and rocky land by India ink, topography. All sheets of maps to be dated and signed by the sur- veyor, on the margin of the map, when they are returned to the Comptroller of the Park. COPIES OP RESOLUTIONS ADOPTED BY THE BOARD OP COMMISSION- ERS OP CENTRAL PARK. May 13th, 1869. — Resolved^ That the Treasurer of the County of Westchester be, and he is hereby requested to pay over to the Board of Commissioners of the Central Park the sum of ten thousand dollars, such sum being hereby certified by this Board, as necessary to be raised in such County of Westchester, to carry out the provisions of an Act, entitled “ An Act for the improvement of certain parts of Westchester County, Harlem River, and Spuyten Duyvil Creek, passed May 11th, 1869.” July 24th, 1869. — Resolved, That the Treasurer of the County of New York be, and he is hereby requested to pay over to this Board of Commissioners of the Central Park the sum of ten thousand dollars, such sum being hereby certified by the Board as necessary to be raised in said County of New York in canning out the provisions of an Act entitled “ An Act for the improvement of certain parts of Westchester, County, Harlem River, and Spuyten Duyvil Creek, passed May 11th, 1869.” Nov. 3d, 1869. — Resolved, That the Treasurer of the County of Westchester be, and he is hereby requested to pay over to the Board of Commissioners of the Central jPark the sum of ten thousand dollars in addition to the sum of ten thousand dollars heretofore requested to be paid over by said Treasurer to said Board, such further sum of ten thousand dollars being heerby certified by this Board as necessary to be raised in such County of Westchester to carry out the provisions of an Act entitled “ An Act for the improvement of such parts of Westchester County, Harlem River and Spuyten Duyvil Creek, passed May 11th, 1869.” Copy of Resolutions adopted at a Meeting of the Board of Com- missioners of the Central Parh, held November 23(f, 1869. Resolved, That the Board of Commissioners of the Central Park, under and by virtue of the provisions of an Act of the the Legislatureof the State of New York, entitled “ An Act for 21 improvement of certain parts of Westcliester County, Harlem Eiiver and Spuyten Duyvil Creek,” passed May llth, 1869, hereby concur with the Commissioners named in section two of Chapter 272, of the Laws of 1869, in authorizing the open- ing and improving of the roads or highways provided for by the Act last above mentioned, so far as the same lie west of the New York, Harlem and Albany Eailroad and south of the southerly line of the village of Yonkers and a line in continu- ation thereof. Resolved, That the concurrence expressed in the foregoing resolution, which is given to meet what is represented by the Commissioners mentioned in the foregoing resolution as an existing public necessity, is not to be deemed, construed or taken to prevent this Board from hereafter recommending the alteration or abandonment of the whole or any part or parts of the said several roads or highways. Copy of Preamble and Resolution adopted at a meeting of the Board of CommASsioners of the Central Park, held Novem- ber 3(i, 1869. Whereas, by Sec. 1 of Chap. 518, of Laws of 1869, Commis- sioners were appointed to lay out, open, widen and extend Berrian Avenue, in the town of Westfarms ; and Whereas, by Sec. 1 of Chap. 826, of Laws of 1869, it is enacted, that “ no proceeding shall be had or taken by any officer or body for any street opening or other public improve- / ment within the area above described, except that works under contracts and already made and executed may be done and completed, until the said Board of Commissioners shall have made the report hereby required, and the Legislature shall have taken final action on the said report, unless the said Board of Commissioners shall concur with the proper officer or body in authority in authorizing such opening or improve- ment, ” and Whereas, this Board does not desire to interfere or to retard the above mentioned proposed improvement, which 22 I is local in character, which has been authorized by two Acts of the Liegislature, and which seems to be approved by the property holders through which it passes, although it may prove in some details to differ from the plan that the Board may hereafter report to the Legislature under the pro- visions of said Chap. 826 of the Laws of 1869. Therefore Resolved, That this Board concur with the proper officer or body constituted and appointed by said Chapter 618, in authorizing such opening or improvement as men- tioned in said section one of Chapter 518, but this concur- rence given to meet an exceptional existing public exigency is not to be deemed as expressing the final judgment of this Board on the location, width or grades of said Berrian Avenue, as the same is shown on a map entitled “ Map of Berrian Avenue in the town of West Barms, as laid out by the Commis- sioners appointed by Act, Chapter 736, of Laws of 1868, amended by Chapter 518 of Laws of 1869 — July, 1869, signed by Wm. Bumble, Civil Engineer, Peter Hurley, Daniel Valen- tine, John Kerby, John Berrian and Cornelius Beagles, Com- missioners,” nor to prevent this Board from recommending hereafter any modification thereof. H0- 1 r 'i ' If 23 COBEESPONDENCE IN BELATION TO THE SHRTEY OF THE TOWN OF MOEEISANIA. July 15th, 1869. JoEDAN L. Mott, Esq., Chairman, &c., Deae Sie — By an Act of the Legislature of this State passed May, 11th, 1869, a copy of -which accompanies this, it is made the duty of the Commissioners of the Central Park to cause a proper survey to be made of all that part of the County of Westchester, lying west of the New’- York, Harlem and Albany Railroad, and south of the northerly line of the village of Yonkers, and a line in continuation thereof, and to devise and prepare maps, plans and profiles embracing and showing such changes in the location, width, courses, windings amd grades of the streets, avenues and roads now laid out within the area above described, as in their opinion can be made with benefit to the property affected and to the public interest, and also the locations, widths, courses, windings and grades of such streets, avenues, roads and public squares and places, as in their opinion can be laid out or discontinued with like benefit, including plans for the proper sewerage and drainage of the land within said area, and for the supply of pure and whole- some water thereto, and also for the improvement of the Har- lem River and Spuyten Duyvil Creek, and the plan and loca- tion of all bridges, tunnels, and other means of transit, across or under said river or creek. Sec. 4, of the act above mentioned, provides that “ The Commissioners of the Central Park, shall not in any manner interfere -with, or perform any duties imposed upon the Com- missioners appointed by the Act entitled ‘ An Act for the lay- ing out, opening and closing of streets, roads and avenues in the town of Morrisania, in the County of Westchester, passed May l9th, 1869,’ except with the consent of, or in conjunction with, the said Commissioners.” The Commissioners of the Central Park are informed that the commission of which you are the chairman have already instituted surveys in Morrisania, which will be useful, not only to your commissioji in its work, but which it is hoped 24 may be found sufficient to be made the groundwork of the proceedings of the Commissioners of the Park, within the dis- trict contemplated in these surveys. With the view therefore of avoiding the delay and expense of a new topographical survey of the town of Morrisania, west of the Harlem Railroad, the Commissioners of the Park would respectfully suggest that they be provided by your commission, or be allowed to take a copy, of the maps made up from your surveys showing the topography of the country, the existing water courses, and other prominent features, and also a copy of other maps showing the streets, avenues and other ways laid out by your commission and the grades and elevations thereof. And with a view of ensuring a fit, connected and convenient arrangement of the ways that you propose to lay out within the district covered by your surveys with those of this city, including the facilities for crossing the Harlem River and its improvement, the Commissioners of the Park would further respectfully suggest that, before any other streets, avenues or ways are finally laid out by your commission, maps or plans of the same be furnished to -the Commissioners of the Central Park or that they be allowed to examine such maps or plans in your office in order that by means of conference between the two bodies on these subjects the public interest and con- venience may be secured in the final result of the work of both. The Commissioners of the Central Park trust that by inter- change of information, discussion and comparison of views in relation to the duties which they and your commision are severally called upon to perform, the whole work devolving upon both, may proceed in such manner as will best subserve to the interests of all affected, promote the development of the counties of New York and Westchester, and avert the mis- chiefs which are likely to result in other territory bounding on the city, from the want of proper plans for its improvement in connection with the city, and with this object they respect- fully tender any information in their possession which your 25 commission may deem serviceable in tbe discharge of its duties. As tbe time wbicb tbe Commissioners of tbe Central Park are required to report to tbe Legislature is but brief, tbey will be mucb obliged by any expression of tbe wishes of your commision on this subject at your earliest convenience. I am yours, with great respect, (Signed) ANDREW H. GREEN, Comptroller G. P. Mott Haven, July 22, 1869. Andkew H. Green, Esq., Comptroller Central Park, Dear Sir — On my return from tbe country this morning I found your letter of 15tb instant, in regard to survey of town of Morissania. I should have replied before but for my ab- sence from home. The Commissioners of Survey have made a contract for the survey and map of tbe town with Mr. L. D. V. Mason, an engineer of undoubted intelligence and experience, tbe one who is in charge of the work on tbe southern boulevard in this town. As Supervising Engineer we have engaged tbe services of Gen. G. S. Greene, Engineer of Croton Board, New York. Both of these gentlemen have been engaged in this survey since November last. A lai'ge portion of the town has been surveyed, but no map has as yet been presented to our Board for our action in laying out or closing of streets. Sec- tion No. 1 is nearly ready for inspection of our Commission and I presume we will have it before us at our next meeting, which will be held in first week in August. Your letter I will lay be- fore the Commission and I doubt not that every facility will be afforded Commissionefs of Central Park that we can extend. As far as I am personally concerned, it shall be to me a great pleasure to extend to you all facilities that we possess and to ponsult with you in the work of improvement. 4 26 The experience that yon have will be to ns a great advan- tage in process of onr work, and I feel assnred that the other members of the Commission will be actnated by the same mo- tive. After onr next meeting, at which I shall present yonr let- ter, I will write yon or see yon on this snbject, and appoint a day when we may meet yonr Commission in consnltation. Bespectfnlly yonrs, (Signed) JOEDAN L. MOTT. Chairman of Committee of Survey of Marissania. LETTEE ON THE WATER SUPPLY OP LOWER PART OP WESTCHES- TER COUNTY. To Andrew H. Green, Esq., Comptroller of the Central Pafk : Sir : — At the request of the Commissioners of the Central Park, I have considered the available sources for supplying the inhabitants of the lower part of Westchester County with water. These sources are the water shed of the. Croton Eiver and its tributaries and the water sheds of the Sawmill, Bronx and Byram Eivers, above or north of the latitude of Yonkers vil- lage. The area of the Croton water ’shed |contains SSSxVir square miles. The aggregate area of the water sheds of the streams which are deemed available is estimated at 80 square miles. We have definite data from which we can get a very near approximation of the quantity of water furnished by the Croton, from measurements of the height of the overflow taken daily at the Croton Dam, we have calculated the quan- tity running waste which is in addition to the quantity sent to the City through the Aqueduct. 27 We have calculated this quantity running waste during a very dry season for twelve months, ending 1st July, 1864. This quantity was 10,087,000,000 cubic feet. At the same time the quantity carried to the City daily was estimated at 7,000,000 cubic feet, and for the 12 months 2,555,000,000 cubic feet, making the quantity furnished by the Croton water shed or the Croton Dam 12,642,000,000 cubic feet. The Croton water shed has been carefully surveyed, and available sites for fifteen storage reservoirs determined, hav- ing an aggregate surface area of 6,500 acres and capacity for storing 8,303,000,000 cubic feet of water, nearly double what will be necessary for utilizing the whole flow of the Croton in dry seasons. The loss by evaporation for a year for these relative quan- tities of area and capacity will be about 1^^ per cent, of the quantity stored. On the supposition that we shall desire to use daily 32.500.000 cubic feet, an ample supply for 4,125,000 people (at 8 cubic feet or 59 yY- 0- gallons daily for each person), the quantity required yearly will be 11,862,500,000 cubic feet. By an examination of the daily overflow we find that there 4.221.500.000 cubic feet to be stored in order to equalize the dehvery daily of 32| millions cubic feet per day. The loss by evaporation on this quantity stored will be 60,000,000 cubic feet for twelve months, which will leave a margin of 719.500.000 cubic feet per year or nearly two millions daily to provide for wasteage from other causes. From this investigation, I believe that the Croton water shed will furnish the ample quantity of 60 gallons daily to at least four millions of people. Our gaugings show that we have brought into the City daily, a maximum quantity of 71,000,000. Before enlarging the Aqueduct, we shall probably use machinery to increase the valocity and thereby the capacity to a very large extent, but the Aqueduct will require to be made stronger to a large extent before that can be done. 28 The waters of B3rram River can be carried to the valley of the Bronx without difficulty. The valley of Sawmill is separated by a high ridge from Tibbett’s brook. Pumping will be required to deliver the waters of the Sawmill at the high ridge between the Sawmill and Tibbett’s rivers, whence they could be distributed by gravity. If the water sheds of the Sawmill, Bronx and Byram rivers should furnish water in the same proportion as the Croton water sheds, there would be obtained from these sources a supply for 959,409 people. The nearness of these last mentioned water sheds will greatly reduce the cost of bringing the water supply to the inhabitants. Whatever use is made of these last described sources, storage reservoirs will undoubtedly be required, and their position and the economy of constructing them, and the number, size and location of the conduits, can only be deter- mined by a careful survey of the whole region. The population of the metropolis spreads in all directions, the region north of the City will, in all probability, when properly drained and supplied with water, be a favorable direction for that movement. StiU with all this prospective increase on the island and in Westchester, I believe that the sources indicated will furnish an ample supply for this por- tion of the Metropolitan population with the prospective in- crease. Most respectfully. Your obedient servant, GEO. S. GEEENE, Consulting Engineer. I 29 COERESPONDENCE ON THE CAPACITY OE HIGH BRIDGE TO SUSTAIN A CARRIAGE-WAY. July 16th, 1869. Dear Sir — W ith this I send a copy of an Act entitled “An “Act for the improvement of certain parts of Westchester “ County, Harlem Eiver and Spuyten Duyvil Creek,” being Chap. 826 of the Laws of 1869. By Sec. 1, you will observe it is made the duty of the Board of Commissioners of the Central Park to devise and prepare plans and locations of all bridges across the Harlem Biver, and by Sec. 2, it is provided that, “ In case the said Board shall “ locate a bridge or carriage-way over or across the bridge “ over the Harlem Biver known as the High Bridge, and if, “ upon their report to Legislature it shall be confirmed by the “ Legislature, it shall be the duty of the Croton Aqueduct “ Board, and they are hereby requested to construct such “bridge or carriage-way without unnecessary delay.” From the language of this act, it seems clear that the Legis- lature intended that a bridge for carriage and foot travel should be devised and erected by the Commissioners of the Central Park over and upon the High Bridge, if in their opin- ion it can be done with benefit to the property affected and to the public interest. The paramount necessity of preserving in unquestioned and unquestionable safety the High Bridge, the only present means of conveying water into the city, induces me as a mat- ter of precaution, before proceeding any further in this matter, to ask you, as the Chief Engineer of the Croton Aqueduct Department, whether in your opinion the High Bridge can be used to sustain a properly devised bridge or carriage-way from the New York to the Westchester shore of the Harlem Biver, without endangering the supply of water, and with safety to the travel. From an examination of the topography of the Harlem Biver for a considerable distance above and below the High Bridge, it appears very desirable that a communication should be established between New York and Westchester, at or near the location of the present bridge, and at a great elevation above the river, in order that the foot and carriage travel to and from tlie elevated lands of both counties, may be accom- modated, and if the present structure for conveying the Cro- ton water across the river, is sufficient to afford the support re- quired for a bridge for carriage travel, very great expense will be saved by so using it, and it could be brought to use in a comparatively short period for the purpose, without diminish- ing the appearance of the Bridge. The park laid out by the Commissioners of the Central Park at the New York end of the bridge, will afford a space for am- ple approaches on this side, and there are no difficulties of ap- proach on the other side which are not readily surmounted. The Commissioners of the Central Park hesitate to locate a bridge dependent on the High Bridge for its support, if in your opinion as Chief Engineer in charge of it, such course would be likely to jeopardize its stability. Your opinion in writing on the point in question, is respect- fully asked as early as you can give it, in order that if it is adverse to the use of the present bridge for the purpose indi- cated, other plans may be devised, or if it should be favorable to such use, that time sufficient may be left to report location and plans to the Legislature at its next session. Very respectfully, (Signed) ANDW. H. GKEEN, Comptroller, G. P. Gen’l Geo. S. Geeene, Chief Engineer, Croton Aqueduct Board. Ceoton Aqueduct Dept., Oepice of the Chief Engineee, 18th Dec., 1869. Andeew H. Geeen, Esq,, Comptroller of the Central Park : Deae Sie — I herewith send you a report on the capacity of the High Bridge of the Croton Aqueduct, to support the addi- tional structure of an iron bridge. I have the report of the water supply for the lower part of Westchester County in a state of forwardness, and will present it in a few days. GEO. S. GEEENE, Chief Engineer, C. A. D, T 31 I 4 . I To the Commissioners of the Central Park : Gentlemen — I have considered the subject of the construc- tion of a carriage-way or viaduct on the Aqueduct Bridge across Harlem River, usually known as High Bridge, as re- quested in your communication. Wm. S. Dearborn, Esq., an Engineer in this Department, well qualified for the duty, has examined the detailed plans of the bridge, and calculated the weight of the bridge supported by the piles of the foundation, and the strain on the stone- work of the arches and piers. His report is herewith pre- sented. The result of this investigation is, that the piles of the foundation (supposing that they are driven to the rock or hard gravel, as we believe they are), will without any risk sup- port the proposed additional viaduct and the travel over it, and that the arches are sufficiently strong to support the same weight and motion. But that the side walls have not the re- quisite strength for the support of such additional structure and travel, without danger to the bridge, and that such strengthening of the walls as would make the bridge safe with such additional weight and the motion of travel, would inter- fere with the future enlargement of the aqueduct, which the wants of the city may demand. All the water brought to the city must be carried over this bridge. I do not therefore think that a viaduct or carriage-bridge could with propriety oe built over the High Bridge, but that the structure should be used only for aqueduct purposes and for foot travel. Respectfully, (Signed) GEO. S. GREENE, Chief Engineer and Commissioner of the Croton Aqueduct Dept. Engineee’s Office, High Service Water Works, ^ November 21st, 1869. Dear Sir — Agreeably to your instructions, I have exam- ined the High Bridge of the Croton Aqueduct, with reference i 32 to its strength to support an iron road bridge, and herewith submit the result : The following data was used in making the examination — The crushing weight of the voussoirs of the bridge was as- sumed at 10,320 lbs. per square inch, this being the mean of the Quincy and the Patapsco granites — The weight of a cubic foot of the granite, at 166 lbs., brick, at lbs., concrete, at 150 lbs. The weight of an iron road bridge was assumed at 3,000 lbs. per lineal foot. Load in the iron bridge ; this was taken at one person weighing 150 lbs., to each 18 inches square over the entire floor, and this was doubled as an approximate allowance for these persons being in motion. The tons used are 2,000 lbs. each. The length of the arch considered to support the surcharge is three feet eight inches at each end, this being the thickness of the side walls at the crown of the arch, they forming the support of the iron bridge above the arch. The weight borne bv the piles in the foundation of the piers of London Bridge built by G. Eennie, Civil Engineer, in 1824, is / 90 tons each, and those in Southwark Bridge, built by Mr. Eennie, senior, in 1814, bear tons each. The section of the High Bridge selected for examination was Pier No. 11, and one half of the two arches springing from it of 80 feet span each, being 94 feet in length of the bridge. The total weight of this section of High Bridge, including masonry, iron pipes and the water in them and the Iron Eoad bridge and its load is 7,737y^o tons. This would be sup- ported by 306 piles 12”xl2” supposed to be driven to the rock or other Arm bottom, each pile bearing 37 yV^ tons, being a httle more than half the weight borne by the piles of South- wark Bridge. The maximum thrust of the arch and the effect of the total surcharge is 37 y^o tons per square foot at the key. The ulti- mate strength of the stone is 743 y|o tons per square foot or times the pressure on the stone. These results show that the arch foundations of the High Bridge are sufficiently strong to bear the proposed structure in addition to the bridge as it now stands. 33 The unreliable features of the bridge considered in reference to its power to bear the proposed iron bridge, are the wide walls upon which the latter will have to rest. These walls are composed of granite and brick and are 3 feet 8 inches thick at the crown of the arch, 3 to 6 inches thick on top and 16 feet in height above the top of the arch, and form the sides of an almost square tube connected only at the top by a brick arch 1 foot thick which forms the top of the bridge, and at the bot- tom by the floor of the bridge. If the iron bridge was to have a continuous bearing on the top of these walls, as it has been supposed to have in the calculations for the thrust of the arch, I think in time the walls and brick arch would be fractured by the vibrations of the iron structure. In case the iron bridge was to be supported only at. points situated directly over the piers’ pilasters, the wall and pilasters here have a thickness of 5 feet 6 inches for 7 feet 9 inches in width at top and a thickness of 6 feet 2' inches for 9 feet in width at the level of the spandrel blacking. The walls here have a height of 39 feet. These tie stones are one for each area of 24 sq. ft., and xhey are insecurely tied to the longitudinal walls inside the bridge by single stone stretching from wall to wall. An iron bridge supported at the last named points, would, I think, be more secure than if supported continuously on the top of the walls, but even these points of support have cer- tainly no excess of strength if they have enough to support the iron structure safely. Very respectfully, your obedient servant, W. L. DEAEBOBN. Engineer in charge^ H. S. W. W. Gen’l. Geo. S. Geeene, Oh. En. Oro. Aq. B., N. Y., Eote.—The side walls between the floor of the bridge and the top of the roof, 16 feet in height, are composed of a stone wall, 2 feet 8 inches on top and 2 feet 10 inches at bottom, with a brick lining 8 inches thick, separated from the stone walls by an air chamber 2 inches wide, the lining has no bond with the stone wall except on top, and adds very little to its stiffness. 5 ‘«s <'••"' ••u«V:*-i I'ti ij';yi'.< o •..• ‘.>!&§T)hil 'J-dr ' )f) hriu 1 a ' ’\ ‘■‘» f< • i * • * •. ■.■{*[■ ‘ •OT'ii .f>, - • •..•>'.• . •, ••!•; <«c i.« 1 . r ( ; . ► ■ r ! ' ■■ ■'! lI- ’ ; , ■(] ■' '■ !. *'< -'n’":.. . 'i")'!:' f>'- ; I'M . . . ; I . -? ;=i * if Mf «) : -':‘ ■•V/ Ek-.., •■*•• •; ■:.;: vifto <'• ■ ' ■ '.' ■ , ;:,i •»,!;! j'> !:•>{ '.'ili )fT!: li’"':' . 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