Avery Architectural and Fine Arts Library Gift of Seymour B. Durst Old York Library Digitized by the Internet Archive in 2013 http://archive.org/details/harlemrivershipcOOstev AA. stun Harlem River Ship Canal LETTER FROM SIMON STEVENS TO THE COMMISSIONERS OF THE SINKING FUND OF THE CITY OF NEW YORK. December 25, 1891. Accompanied by Colton's Map (30" x 40") of that part of the City of New York, northerly of 93d Street to Kingsbridge, upon which is shown the Bulkhead and Pierhead lines of both shores of the Harlem River and Spuyten Duyvil Creek, from Ward's Island to the Hudson River, as recommended by the New York Harbor Line Board, and approved by the Secretary of War, Oct. 18, 1890, for Canal purposes. This Map also illustrates the project of building a COVERED WATER- WAY, 60 feet wide, on the westerly side of the Harlem River, from the easterly side of Third Avenue to 165th Street, and filling in the river between those points, so that the Avenues and Streets of Harlem may be extended into MORRISANIA. Handed to the Mayor, January 20, 1892, for presentation to the Commissioners of the Sinking Fund at their next meeting. Presented to the Commissioners, March 2, 1892, and, on motion of the Recorder, was laid on the table. To which is added an Appendix, and a Miniature Map of New York City and Vicinity March 8, 1892. C. G. BURGOYNE, PRINTER, 146-150 CENTRE STREET, NEW YORK. MIKtAT'JRE MAP OF THE CITY OF NEW YORK, SHOWING PROJECT OF A COVERED WATER-WAY 60 feet wide, on the Westerly Side of the Harlem River, between Third and Eighth Avenues, and filling in between those points, so that the avenues and streets of Harlem may be extended into Morrisania, as specified in a com- munication to the Commissioners of the Sinking Fund, according to Plans suggested by SIMON STEVENS and G. THADDEUS STEVENS, New York, Dec. 25, 1891. 61 BROADWAY Proposed Filling in, P OFFICES OF SIMON STEVENS, 61 BROADWAY, NEW YORK. SIMON STEVENS. G. THADDEUS STEVENS. 61 Broadway, New York, December 25, 1891. To the Honorable the Commissioners of the Sinking Fund : Gentlemen — By a communication from the Department of Docks under date of July 31, 1891, you were apprised of the passage of a Resolu- tion of the Board of Docks, approving certain plans that had been pre- pared by its Engineer-in-Chief, having for its object a proposed improve- ment of the westerly side of the Harlem River for dock purposes, from the central line of East One Hundred and Thirty-eighth street to the westerly side of Seventh avenue at One Hundred and Fifty-fifth street, and asking your approval of such plans. The communication was referred by you to the Honorable Comptroller for examination and report. The Comptroller in turn referred it to Mr. McLean, the Engineer of the Finance Department, who made a careful study and a report upon the proposed improvement, which the Comptrol- ler submitted to the Commissioners of the Sinking Fund September 8, 1891, enclosing therewith the communication from the Department of Docks, as follows : [See Minutes of Sinking Fund of Sept. 8, 1891.] City of New York, Department of Docks, Pier "A" North River, Battery Place. New York, July 31, 1891. Hon. Hugh J. Grant, Mayor, and Chairman of the Commissioners of the Sinking Fund : Sir — At a meeting of the Board governing this Department held 30th instant, the following resolution was adopted : " Resolved, That the plans prepared and submitted by the Engineer-in-Chief of this Department for the improvement of the water front along the westerly side of the Harlem River from the centre line of East One Hundred and Thirty-eighth street to the westerly side of Seventh avenue be and hereby is approved by the Department, and it be and hereby is determined as the plan for the improvement of the water front thereat ; and be it further "Resolved, That the Commissioners of the Sinking Fund be and they hereby are requested to approve of the plan for the improvement of the water front thereat." Yours respectfully, Edwin A. Post, President. Which was referred to the Comptroller. 2 Finance Department, Comptroller's Office, September 8, 1891. To the Commissioners of the Sinking Fund : Gentlemen — I present herewith a communication from the Department of Docks, accompanied by a plan of the improvement approved and determined for the water front along the westerly side of the Harlem River, from the centre line of East One Hundred and Thirty-eighth street to the westerly line of Seventh avenue, and requesting the approval of this Board to the plan for the improvement of the water front at that location. The plan was by me referred to the Engineer of the Finance Department, who has made a careful study of the proposed improvement, and whose report in detail is also submitted. While not wishing to interrupt the advancement of the neces- sary improvement of the Harlem River, I am of opinion that, in a matter of this im- portance, involving, as it must, an expenditure of several millions of dollars, great diversity of opinion ; and, where radical changes are made in the direction of the streets as now laid down on the map of the City, steps should be taken to secure a full and free expression of the views of those most interested in this great public work : and, that before taking any action upon the plans as submitted by the De- partment of Docks, a public hearing should be held, where all parties in interest could be heard, and whose views could be subsequently considered. Respectfully, Tiieo. W. Myers, Comptroller. Report of Mr. McLean. Comptroller's Office, September 8, 1891. Hon. Theodore W. Myers, Comptroller : Sir— At the meeting of the Board controlling the Department of Docks, held on the 30th July, 1891, the following resolutions were adopted : 11 Resolved, That the plan prepared and submitted by the Engineer-in-Chief of li this Department for the improvement of the water front along the westerly side •• of the Harlem River, from the centre line of One Hundred and Thirty-eighth " street to the westerly side of Seventh avenue, be and hereby is approved by this " Department, and it be and hereby is determined as the plan for the improvement " of the water front thereat; and be it further "Resolved, That the Commissioners of the Sinking Fund be, and they are " hereby, requested to approve of the plan for the improvement of the water front " thereat." The total length of this water front, between the points named, is 5,309.96 feet. The land under water, to the bulkhead line of 1857, has been granted from the centre line of the block between One Hundred and Fortieth and One Hundred and Forty-first streets to the northerly limit of this proposed improvement ; south of this centre line to the southerly limit of the improvement it has not been granted. The plan of the City, at the time these grants were made, extends the streets and avenues to an exterior street, seventy feet in width, along the whole of the water front between the points under consideration. 3 The grants require, in one of the covenants, that the grantees shall, at their own proper costs and charges, build, erect, make and finish good and sufficient bulkheads, wharves, streets or avenues, roads or bridges, which shall form so much and such parts of street or streets, avenue or avenues, road or roads, bridge or bridges that may now or hereafter be designated or laid out through said premises, according to law, as fall within the limits of the premises, and will fill in the same with good and sufficient earth and regulate and pave the same and lay the sidewalks thereof, etc. The proposed plan appears to contemplate a very large trade along this line, to provide for which it breaks up the bulkhead line by fourteen slips, from 100 feet to 226 feet in width, and from 200 feet to 600 feet in depth. Instead of a bulkhead of 5,304 feet it provides an actual business bulkhead of 16,404 feet. The plan also includes a street, necessarily crooked, at the back of the slips, of 150 feet in width. The business that may be expected on this line is, in a measure, speculative. The Harlem River improvement, now well underway, when completed, will doubt- less open a very large commerce through Harlem River, but there is no reason to expect that the business here will be particularly affected, except by the increased facility of access. The width of the river between bulkheads has been fixed at 400 feet, and, it appears to me, that for many years this width will be sufficient, both for the pass- ing and the landing traffic. The plan of the Department seems to provide for all the possibilities of the future, whereas, I think, it should only deal with the probabilities. If hereafter more bulkhead room should be required it could be easily obtained, but it does not look to me like true economy to lay down a system now which might never be wanted. For all the demands of trade that we can see now, it appears to me that the straight bulkhead would be sufficient, or, at furthest, one only broken up by three or four slips. I think the exterior street should be 80 or 100 feet wide, and run along the bulk- head and around the slips so as to give free access to the bulkhead everywhere. The width of the marginal street given on the plan, 150 feet, is greater than is neces- sary. The adoption of the plan proposed by the Department does not involve any present expenditure by the City, but in the future questions of great moment will arise, in which the value of the land to be taken for slips and the building of the bulkheads will be prominent and expensive items. The great amount of dredging necessary to keep these proposed slips in condition will also be a constant item of expense. The enclosed diagram, drawn roughly to scale, shows the positions of the pro- posed slips with their widths and depths. There are fourteen (14) of them. Their total area is 884,000 square feet, equal to about 354 city lots. The building of them will require 11,000 lineal feet of crib or bulkhead work, in addition to the regular bulkhead of 5,304 feet, and an immense amount of dredg- ing inside the regular bulkhead. Respectfully, Eug. E. McLean, Engineer. 4 " Which were referred to a Committee consisting of the Comptroller and the City Chamberlain, with directions to confer with the Commissioners of Docks, and make arrangements for a joint meeting, at which persons interested may be heard in regard to the proposed improvement." The action of the Board of Docks above referred to is truly char- acterized by the Comptroller and by Mr. McLean, the distinguished Engineer of the Finance Department. The plan proposed by the Dock Department is inimical to the true interests of the City of New York, the commercial as well as the finan- cial metropolis of this hemisphere, and destined ere long to become that of the whole world. The neglect to improve the water front on the North and East Rivers below Forty-second street, for the Harlem River, fully explains why foreign commerce is driven from New York to Hoboken, Jersey City, Brooklyn and Gowanus Bay. While the scheme of canalizing the Harlem River and Spuyten Duyvil Creek has been drawing its slow length along, the march of improvement on the upper end of Manhattan Island has been so stupendous that there has developed a great necessity for practically closing to navigation that part of the Harlem River between Third and Eighth avenues, by filling it in between these points, leaving only a covered water way, 60 feet wide, to be built on the westerly side of the river at a height of not less than 7 feet above mean high water of spring tides, and extending the avenues and streets of Harlem into Morrisania — consequently, I present herewith a map showing the advantages of such a project. On this map I have caused to be drawn profiles of the Third and Fourth Avenue Bridges and the McComb's Dam Bridge and their approaches as now located and built, and on what grade it is proposed to rebuild them at an increased elevation. The map has been compiled from the published War Department map of the pierhead and bulkhead lines on both shores of the Harlem River and Spuyten Duyvil Creek as recommended by the New York Harbor Line Board, and approved by the Secretary of War, October 18, 1890. I have also caused to be indicated upon it the profiles and sections taken along the centre lines of Third, Fourth, Fifth, Sixth, Seventh and Eighth ave- nues, showing to what extent filling would be required if these avenues were to be extended across the Harlem River into Morrisania. I have bestowed much attention upon the whole subject matter, and herein present a condensed history of the canal enterprise as reported to the Chief of Engineers, U. S. A., by his subordinates in charge, to which I have added some suggestions of my own as to what would hereinafter be done in the light of new developments. The project for making a navigable water connection between the East 5 River and the Hudson River by the way of the Harlem River and the Spuyten Duyvil Creek was formulated upon the facts determined by the survey made by the U. S. Engineers along this route in 1874, in compli- ance with the River and Harbor Act of June 23. 1874, the report upon which may be found at page 224, Annual Report of the Chief of Engineers for 1875, Part II. This report contains an interesting historical review of the navigation of the Harlem River from the Revolution to the present time. A full history of this improvement as now adopted with the legal pro- ceedings for the acquirement of the land needed for it, and copies of the laws passed by the Legislature of the State of New York relative thereto, is given in the annual report of the local engineer in charge to the Chief of Engineers for 1887. (See Annual Report of the Chief of Engineers for 1887, Part I., pages 665 to 689.) The streams embraced in the improvement are the Harlem River and the Spuyten Duyvil Creek, the former emptying into the East River near Hell Gate, and the latter into the Hudson River about 13 miles north of the Battery, and together separating Manhattan Island from the mainland. There has always been an exchange of waters between these two streams at Kingsbridge, though a long ledge of rocks awash at mean low water and an extremely narrow channel at that point have heretofore pre- vented the exchange being a free one. High Bridge is practically at the head of navigation in the Harlem River, but there is a fair channel of about 10 feet depth at mean low water as far as Morris Dock, 6 miles from the mouth of the river, and a crooked one of 7 feet depth to Fordham Landing, 1 mile further ; but there is no navigation of this entire section except by row-boats and a few boats loaded with building material for the roadway of streets which are being opened in the " annexed district.*' Kingsbridge, If miles from the Hudson River, is the head of navigation in the Spuyten Duyvil Creek, but only at high water, for vessels drawing 8 feet. The range of the tides in Harlem River varies from 5.5 feet at Third Avenue Bridge to 6 feet at the mouth of Dyckman Creek, and in the Spuyten Duyvil is 3.8 feet. As the difference in the height and times of tides between the East and Hudson Rivers, after the connection is made between the Harlem and the Hudson Rivers, will produce the currents upon which reliance is placed to keep the channel open, it is desirable that the cross-section of the channel be kept as uniform as possible in order to avoid the unnecessary resistances to the flow of the water which would be caused by any contraction of the waterway. The contraction of the proposed cut through Dyckman Meadows will 6 be more than counterbalanced by the natural channel through Spuyten Duyvil by the way of Kingsbridge, which is left open ; and the contraction caused by the piers and embankments of the High Bridge, which carries the Croton Aqueduct across the Harlem River, should be contracted by deep- ening the channels between piers and abutments. Observations of the tides affcting these waters show that there is not a free exchange of tides between Harlem River and Spuyten Duyvil Creek, but that there is practically a divide somewhere near Fordham Bridge between the tides flowing from the East River into the Harlem River, and from the Hudson River into Spuyten Duyvil Creek. Comparing the tides of the Harlem River at Fordham Bridge with those of the Hudson River at the mouth of Spuyten Duyvil Creek, it is found. (1) That the level of mean high water in the Hudson is nearly one foot (.961 foot) lower than it is in the Harlem. (2) That the mean rise and fall of the tide in the Hudson is 2.12 feet less than it is in the Harlem. (3) That the mean duration of the rise of tides in the Hudson is 36 minutes shorter, and the mean duration of the fall 26 minutes longer, than in the Harlem. (4) The mean level of the Hudson at the mouth of Spuyten Duyvil Creek is .265 of a foot lower than at Fordham Bridge. (5) High water occurs 1 hour and 34 minutes earlier in the Hud- son than in the Harlem. From these facts it follows that while there will, at different times, be a flow toward either river, the preponderance of flow will be toward the Hudson, and the scour will go that way ; so that, if a cut for a free passage of the tides be made, the opening into the Hudson will become the mouth of the cut. The project for the improvement was adopted in 1879. The proposed lines of improvement, as laid down by the engineer in charge in his annual report for 1882, are as follows : (1) Below the Harlem or Third Avenue Bridge the outer pier and bulkhead lines as laid down by the Park Department are adopted. (2) Above the Third Avenue Bridge to the entrance of Dyckman Creek into the Harlem River the exterior pier and bulkhead lines are laid down 400 feet apart. (3) The line following Dyckman Creek through Dyckman Meadows will pass for a part of the way through solid rock, and it is here that 7 the principal cost of the undertaking must be encountered. This part is to be made 350 feet wide. It would have been preferable to establish it at 400 feet, but the additional amount of rock excavation was the obstacle. (4) The remainder of the line to the Hudson River will follow as nearly as possible the course of the Spuyten Duyvil, and the width will be 400 feet. (5) The channel depth in the Harlem River and Spuyten Duyvil Creek will be 15 feet at mean low water, and in the channel along Dyckman Creek 18 feet mean low water. The estimated cost of making the connection by a cut through Dyck- man Meadows, as given by General Newton in his report for 1882, is $2,100,000. This estimate does not provide for the improvement of the channel of the Harlem River between this proposed cut and the mouth of the Har- lem River. The estimated cost of improving this part of the river, as given in General Newton's report for 1875, was about $600,000. Total for the improvement of the Harlem River between the Hudson River and East Part River, $2,700,000. The project was revised in 1886 by narrowing the channel immediately north of High Bridge to 375 feet, where it skirts the Ogden estate on the east bank. This change of width was approved by the Secretary of War, October 7, 1886 (see Annual Report of the Chief of Engineers for 1887, L, page 671). The estimated cost of opening the channel from the Harlem River to the East River by the way of the Harlem or Bronx Kills, making it 300 feet wide and 15 feet deep at low water, was about $2,200,000. This sur- vey was ordered by Act of Congress, approved March 3, 1881, and the re- port upon it is to be found in the Annual Report of the Chief of Engi- neers for 1882, Part L, page 656. After the legal difficulties for acquiring the right of way along the line of the proposed improvement of the Harlem River were removed in May, 1887, the appropriations of 1878 and 1879, aggregating $400,000, became available, and a project for their expenditure was made very soon thereafter. Work was begun under the first contract for earth and rock excavation along Dyckman Creek, in January, 1888, and has continued uninterruptedly since that date. Contracts have also been made covering the appropriation of $70,000, 8 Act of August 11, 1888, and that of $250,000, Act of September 19. 1890. These several contracts provide for the excavation of all the material contained between the dams ; the removal of the dams ; the revetment of both banks for short distances east and west of both dams ; and for dredg- ing a channel from the east dam through the Harlem River to Fordham Dock, and from the west dam to Spuyten Duy vil Creek. It is expected that when these contracts are completed there will be a narrow channel be- tween the Hudson and the East Rivers navigable at mean low water by vessels drawing eight feet. In the report of the Chief of United States Engineers, of September 23, 1891, to the Secretary of War, it is stated that this improvement can- not be well or economically conducted except under large appropriations. The amount that can be profitably expended during the fiscal year ending- June 30, 1893, is $500,000. Amounts appropriated by Acts of Congress approved : June 23, 1874 f 11,000 March 3, 1875 10,000 June 18, 1878 300,000 March 3, 1879 100,000 Aug. 11, 1888 70,000 Sept. 19, 1890 250,000 1741,000 November 1, 1891: Amount on hand .' $245,220 10 Covered by contracts and liabilities outstanding 227,908 04 Balance available $17, 252 0G It will be observed that the entire appropriations, except $17,252.06, have been expended in making only a partial opening from Spuyten Duy- vil Creek through Dyckman's Meadow. To complete that portion of the proposed work from the Hudson River to Fordham Landing according to the plans adopted, the United States Engineers estimate that it will re- quire an additional appropriation by Congress of fully $1,300,000, and $600,000 more to dredge the Harlem River. In a very few months the Kingsbridge dam will be removed, after which canal boats drawing not exceeding eight feet of water can come up from the Hudson River into the Harlem River. Without the additional ex- 9 penditure, however, of some 81,300,000, no greater facilities than those that will be available by next May can be had in the coming four or five years ; and, even should they then be completed, it would take a couple of years more to dredge the Harlem River. This canal scheme to keep New York an island has been dangling in the air for the past seventeen years, and there is not the slightest prob- ability that in any event it can be completed in the coming six years ; but, if completed, it would never be anything more than a nuisance to be cursed by nineteen-twentieths of the people who reside in or who visit New York from above the Harlem River. Bridges Across and Tunnels Under the Harlem River. The State of New York, anticipating the completion of the improve- ment, and desiring to co-operate with the General Government in main- taining the navigation of the Harlem River unimpaired after improve- ment, passed an act in 1879, which provides : Sec. 10. The said consent is given and the said jurisdiction ceded upon the ex- press reservation to the State of New York of concurrent jurisdiction with the United States in and over the territory covered by said improvement, so far as that all civil and criminal process which may issue under the laws or authority of the State of New York may be executed thereon in the same way and manner as if such consent had not been given or jurisdiction ceded, except so far as such pro- cess may affect the real or personal property of the United States; provided, how- ever, that the direction of the bridges hereafter to be constructed over said river or creek shall be at right angles to the courses of the improved channel ; that the height of the bridges in the clear, at the draws, shall be not less thon twenty-four feet above the high water of spring tides, and that the number and size of the bridge piers within the improved channel shall first be approved by the engineer of the United States in charge. And provided, further, that no tunnel shall be con- structed under said river or creek which will not permit the excavation of a chan- nel above it of at least twenty feet in depth at mean low water. There shall be constructed in every bridge, except in suspension bridges, hereafter built over said river or creek, two draws contiguous to each other, and the length on the bridge occupied by the draw spans and the centre pier separating them shall be at least two hundred and forty feet. The site of the present Kingsbridge Road where it crosses Dyckman's Creek, between the dams, has been designedly left undisturbed till the last moment in .order to give the City of New York time to prepare plans for the new bridge which will be required to be built at Broadway Cross- ing, to comply with the requirements of the State Act of 1879 for new bridges. This matter was brought before the Commissioner of Public AYorks, New York City, by the Chief of Engineers, U. S. A., in a letter 10 dated March 22, 1889, but as far as I can learn no final action has as yet resulted therefrom. By Act of the Legislature of April 29, 1890, which became a law with- out the approval of the Governor, the Department of Public Parks was authorized to reconstruct McComb's Dam Bridge at Seventh avenue and One Hundred and Fifty-fifth street. The act provides that the expense of construction and the cost of private property that will have to be ac- quired for its approaches shall in no event exceed $1,250,000. That the bridge shall be constructed in conformity with the general provisions of the Act of 1882, with the difference that it shall have the height of " not less than 36 feet above the high water of the spring tides," as provided in the Act of 1882. The provision for the height of the lower chord having been considered favorable for navigation, the consent of the Secretary of War to the con- struction of the bridge under the act was given June 23, 1890, but the land for the approaches has not yet been acquired by the Department of Parks ; consequently, the building of the McComb's Dam Bridge is still in abeyance. The bridges which have been built across the Harlem River since the passage of the Act of 1879 are those at Second avenue, at Madison ave- nue, and the New York and Nothern Railroad Bridge at Eighth avenue. During the past year the subject of raising the low bridges at Fourth and Third avenues has given rise to extended discussion at home and abroad among those in any way interested in the Harlem River or affected by its improvement, and an effort has been made to have those bridges re- constructed according to the State law of 1879 for new bridges. The New York and Northern Railway Company and others interested in the navigation of the river, having heard that the Park Commissioners of New York City had under consideration the closing of the draws of all the bridges during certain stated hours every day, morning and evening, when the land travel over the bridges was greatest, united in a memorial ad- dressed to the Secretary of War, dated February 1, 1890, in which it was declared that the low bridges at Fourth and Third avenues were obstruc- tions to the navigation of the river within the meaning and intent of Sec- tions 9 and 10 of the River and Harbor Act of August 11, 1888, and de- manded that they be rebuilt. Under instructions of the Secretary of War three public hearings were given in May to the parties interested, but as they could not reconcile their differences, a Board of Engineers was convened May 7, 1890, to con- sider the whole subject, and to submit recommendations for adjusting the matters complained of. The board, after several adjourned meetings, beginning May 26, 1890, submitted its report on June 19, 1890. 11 The following table shows the location and characteristics of the several bridges across the Harlem River : u ttom bove ater. - =£ O 13 > Name and location of bridge. W 5 el s- •- ~Z cm Tirj ° .2 Remarks. dth ach ~ £ g ® © a w Double draw, railroad bridge, iron. Double draw, road bridge, iron. Double draw, railroad bridge, iron. Double draw, road bridge, iron. Double draw, road bridge, wood and iron. Double draw, railroad bridge, iron. No draw; width in clear between piers, 77.7 feet ; intrados of arch 100 feet above mean high water. No draw; iron arch; clear span 500 feet ; crown of arch 136.7 feet above mean high water. Single draw; wooden trestle ; soon to be removed. No draw ; two spans, 18 and 25 feet wide. No draw ; two spans, 22 and 23 feet wide. Single draw; wooden trestle ; to be provided soon with a draw open- ing 50 feet wide and a steam motor for operating drawbridge. The Board at the same time submitted to the Chief of Engineers its report in relation to the bridges across the Harlem River at Third and Fourth avenues, in which it was " recommended that the bridges, having " been found to be obstructions to the free navigation of a navigable water - " way of the United States, by reason of insufficient height and insufficient " width of spans, in the sense in which the words are used in Section 9 " and Section 10 of the River and Harbor Act of August 11, 1888, be " made to conform as nearly as practicable to the requirements of the " State Legislature of 1879, for new bridges over the Harlem River." This recommendation was approved by the Secretary of War June 22, 1890, and the City of New York, owning or controlling the bridge at Third avenue, and the New York Central and Hudson River Railroad Company owning or controlling the bridge at Fourth avenue, were noti- Second Avenue 103.7 Third Avenue 82.0 ( 65.0) "(68.0/ Madison Avenue 132.0 McComb's Dam 80.0 Fourth Avenue. New York & Northern R. R . High Bridge (Old Aqueduct) . | Washington Bridge at 181st 1 Street (single span) '.. 228.0 28.5 13.8 26.0 36.7 28.0 Footbridge, Fordham 32.0 Farmers' Bridge Kings Bridge Hudson River Railroad Bridge mouth of Spuyten Duyvil Creek 26.2 3.9 3.1 4.8 1.4 12 fied that the required modification should be made by January 1, 1892, as appears by the following correspondence; which was transmitted by the Mayor of New York to the President of the Department of Parks, as that department, by law, has charge of the Third avenue bridge. The correspondence is as follows : Mayor's Office. New York, July 17th, 1890. Honorable Albert Gallup, President Park Department : Sir — I transmit herewith by direction of the Mayor, for such attention as may be proper, the enclosed communication from G. L. Gillespie, Lieutenant-Colonel Engineers, U. S. A., accompanying notice of the acting Secretary of War in rela- tion to alterations to be made to the bridge across the Harlem River at Third avenue. Very respectfully, (Signed) Leicester Holmes, Secretary. (Enclosure.) Engineer's Office, Room 62, Army Bldg. 39 Whitehall St., N. Y., New York, July 8, 1890. To the City of New York, Through the Mayor of the City of New York : Sir — In compliance with the instructions of the Chief of Engineers, I have the honor to present to you the enclosed notice of the Secretary of War relative to alter- ations to be made to the bridge across the Harlem River, N. Y., at Third avenue, N. Y. City. Very respectfully, Your obedient servant, (Sgd.) G. L. Gillespie, Lt.-Col. of Engineers, U. S. A. WAR DEPARTMENT. Washington City, July 2, 1890. To the Om i of New York : Take notice that whereas the Secretary of War has good reasons to believe that the bridge across the Harlem River at Third avenue, New York City, is an obstruc- tion to the free navigation of the said Harlem River, which is one of the navigable waters of the United States, by reasons of insufficient height and insufficient width of spans ; And whereas to the first day of January, 1892, is a reasonable time in which to 13 so alter the said bridge as to render navigation through or under it free, easy and unobstructed : Now, therefore, in obedience to and by virtue of the IX. and X. sec- tions of an Act of Congress of the United States entitled " An Act making appro- " priations for the construction, repair and preservation of certain public works on " rivers and harbors, and for other purposes," which took effect August 11th, 1888, I, Lewis A. Grant, acting Secretary of War, do hereby notify the said City of New York to so alter the said bridge as to render navigation through or under it free, easy and unobstructed, and prescribe that said alterations shall be made and completed on or before the first day of Januarys 1892. (Signed) L. A. Grant, Acting Secretary of War. On the same day a similar notice was sent to the N. Y. C. & H. R. R. R. Co., but that company apparently has taken no action in reference thereto. The Park Commissioners referred their notice in reference to the Third avenue bridge to its Engineer of Construction, whose report is as follows : Department of Public Parks, Office of Engineer of Construction, Arsenal Building, Central Park. New York, December 8th, 1890. Charles De F. Burns, Esq., Secretary Dept. Public Parks : Sir — I beg leave to acknowledge the receipt of a communication from his Honor the Mayor, enclosing communication from G. L. Gillespie, Lt.-Col. Engineers, U. S. A., with accompanying notice from the acting Secretary of War relative to altera- tions required to be made to the bridge across the Harlem River at Third avenue, New York City, which was referred to me to prepare plans with estimate of cost. I have the honor to report that after due consideration of the alterations required by the aforesaid notice, and on examination of the present bridge and its surround- ings, I find difficulties and complications of so serious a nature that I have deemed it my duty to submit a statement of the same for the consideration and further instructions of the Commissioners, previous to commencing the preparations of the estimate, &c, A map showing the location of the present bridge, with the lines, grades and elevations of the adjacent avenues and streets and railways, and also the buildings, has been prepared and is herewith submitted to show some of the diffi- culties encountered. 1st. The alterations prescribed by the Secretary of War not only require the raising of the bridge, but that the width of the draw spans shall be increased. The length of the present draw spans, including the pivot pier, is 217f feet and the width of the spans in the clear is about 80 feet each, and it is assumed that the requirements of the notice are that the height of the draw in the clear and the length of the draw spans and centre pier shall be in conformity with the general provisions of Sec. 676, of Chap. 410, Laws of 1882 of the State of New York, regulating the construction of bridges over the Harlem RiVer, &c, viz : Height in clear at draws i '4 feet above high water of spring tides as established by the U. S. 14 Engineers, and that the length of bridge, of draw spans and centre piers to be not less than 2J$ feet. This will render the present heavy iron bridge, draw and fixed spans useless and also cause the removal of the present piers supporting the ends of the draw spans and the construction of two new piers as well as an entire new bridge. It is also possible that the erection of a new bridge of greater length ann weight on the present site will require a new pivot or centre pier. The present centre pier upon which the draw span rests is formed of 12 cast-iron pipes 4 feet in diameter and filled with concrete. Some of these pipes or columns have been fractured or cracked vertically above low water mark, and have been secured with bands within the past two years. Their present height above the bed of the river is about 31 feet. Their condition below low water can only be determined by careful examination. The advisability of increasing their height at least 10 feet and of their capacity to support a longer and more weighty bridge requires careful study. The shore abutments, from their appearance (there being no plans), it is believed will permit of being raised to the required height. 2d. The Appeoaches. The height of the present draw span in the clear is about 13 feet above high water mark, but the increased length and weight of the same will require a greater depth of truss and the grade of the roadway will require to be raised about 14 feet. This will affect the approaches: and at such an important crossing over which the great share of the heavy freight traffic passes, it is an absolute necessity that the grades should be kept at the minimum, and should in no case exceed one foot rise in thirty, or 3£ feet in 100 feet. To construct these approaches up and down the Third avenue as at present, with a grade of 3^ feet in 100 feet, the approach on the southerly side would extend to the northerly curb line of One Hundred and Twenty-eighth street, and on the oppo- site side of the river to 100 feet northerly of One Hundred and Thirty-fourth street. The approaches, so far as is practicable, should be of solid filling, and the con- struction of the same on the southerly side of sufficient width required for the traffic crossing the bridge would virtually deprive the Third Avenue Surface Railway Company of means of access to their large buildings erected for their plant for the cable road, storage of cars, &c, which occupies the entire block (except a small portion at the northeast corner of One Hundred and Twenty-ninth street) between Third and Lexington avenues and One Hundred and Twenty-ninth and One Hun- dred and Thirtieth streets, together with their tracks in the Third avenue northerly of One Hundred and Twenty-eighth street, and their tracks, switches, &c., in One Hundred and Twenty-ninth and One Hundred and Thirtieth streets connecting with their building. It would also require the removal of the structure and station of the Third Avenue Elevated Railway northerly of One Hundred and Twenty-eighth street, and the connecting elevated railway through One Hundred and Twenty-ninth street. On the opposite side of the river the property most seriously affected would be the large foundry buildings on the northerly side of the avenue, extending from the river to One Hundred and Thirty-fourth street. Besides the above-mentioned difficulties, the damages to private property mnst be considered. 3d. Change in the Location of Appeoaches. A change in the line of approaches has been considered and is presented for consideration by which the interference with the railways and damages to the Third avenue property might be avoided, viz : 15 On the southerly side by the purchase of a strip of land 50 feet in width along the north line of One Hundred and Thirtieth street, between Third and Lexington ave- nues, and on the northeast side by occupying 20 feet of the southern boulevard and the purchase of a strip 30 feet in width adjoining, along its southerly line from Third to Lincoln avenues, making the entrance and exit for vehicles at Lexington and Lincoln avenues, and for pedestrians by flights of steps at Third avenue on each side of the bridge, and by an extension on the southerly side to One Hundred and Thirtieth street for the use of the street railways crossing the bridge from the Twenty-third and Twenty-fourth Wards. 4th. Change of Location of the Bridge. If a change of the location of the bridge could be made without excessive damages for right of way for the bridge and its approaches, and upon such lines as would not materially inconvenience the traffic crossing the same, and not be an obstruction to navigation, in one respect it would be advantageous, as the present bridge might be retained for use until the new bridge was opened for traffic. If changed, in order to use the old bridge during its construction, it could not be placed within 250 or 300 feet of the present bridge, leaving sufficient space for the working of the draws during construction. If located easterly of the present bridge, it would be objectionable on account of its nearness to the bridge crossing at the Second avenue, as the length of the block between Second and Third avenues is but 610 feet, and when both draws were opened at one time it would be an obstruction to navigation. In case the new bridge is to be placed on the site of the present bridge, a sub- stantial temporary bridge must of necessity be erected for the accommodation of the immense traffic of freight and passengers crossing the river at this point. The number of vehicles crossing the bridge by actual count for eight hours, from 8 A. M. until 4 P. M. on the 5th and 6th inst. being : Vehicles of all descriptions 2,554 Horse cars 324 Total 2.878 As the structure must be placed at least 250 feet from the present bridge, right of way of the water front and for approaches to the streets or avenues miM be leased or purchased. 6th. I would state that the time prescribed in the notice for the completion of the work (January 1st, 1892) is inadequate for the work, and that at least two years after the work is placed under contract will be required to complete the same. Inasmuch as the bridge crossing the Harlem River at this point is now, and will no doubt continue to be in the future, the main and most important connection between the Island of New York and the Annexed District, together with the rail- ways constructed and the large property interests, all of which will be affected by any alteration to the present bridge, I have (as before stated) deemed it my duty to place before your Honorable Board the above facts, in order that the alterations as to height and location of the bridge and its approaches may be determined so as best to serve the large interests involved, and provide adequate means of transit across the river not only for the present but for the future. Respectfully, (Signed) M. A. Kellogg, Engineer of Construction. 16 An item in the River and Harbor Act of Congress, approved Septem- ber 19, 1890, making appropriations for improving the Harlem Eiver, reads as follows : Improving Harlem River, New York : Continuing improvement, two hundred and fifty thousand dollars ; and the Secretary of War is directed to cause the low bridges now crossing said Harlem River to be replaced by other bridges at the ex- pense of the owners thereof as soon as the necessary legislation, if any such legis- lation be necessary, shall have enabled the change in grade to the approaches of said bridges thus required to be made, the owners of said bridges being allowed a reasonable time in which to complete the work necessary for said approaches. Said bridges shall leave a clear space between the under sides thereof and ,the high water of spring tides, of twenty-four feet, and shall be provided with draw-spans and draws of the width and length to be determined by the Secretary of War, and shall in all respects comply with law and conform to the requirements of the Sec- retary of War: Provided, That the Secretary of War shall prescribe the times and regulations for the opening and operating of the draws in said bridges, but said draws shall not be opened except for vessels propelled by steam with or without vessels in tow. Nor shall they be required to be opened at any times other than between ten o'clock in the forenoon and five o'clock in the afternoon. This Act of Congress supersedes the notices of the Secretary of War of July 2, 1890, consequently the grades of the approaches cannot be changed, nor can the Third and Fourth avenue briges be rebuilt without further action by the Legislature of the State of New York, which estab- lished the present grades of these approaches to said bridges. A bill was introduced into, and was passed by the Legislature of the State of New York in 1890, to raise the bridge at Fourth avenue and its approaches, but failed to receive the signature of the Governor, and con- sequently did not become a law. A similar bill was introduced into the Legislature of 1891, at the instance of city officials, to raise the Third Avenue Bridge and its approaches, but failed to pass. Should a similar bill be reintroduced at the coming session of the Legislature, the question ought to be raised whether it would not be wise to abandon the Canalization Sclicme of so much of the Harlem River as runs between Eighth and Third avenues, as I have indicated. Now, as the authority to solve these problems is exclusively w ithin the control of the Congress of the United States, with the concurrence of the Legislature of the State of New York, should not the Legislature be asked to create a Commission, composed of the State Engineer and Surveyor and two others to meet a similar Commission of U. S. Engineers to be ap- pointed by Congress or by the Secretary of War, who shall hold joint sessions, with power to send for persons and papers, administer oaths and take testimony, and to examine for themselves as to whether or not it is advisable to complete the Canal Scheme as heretofore proposed, or to fill 17 in that part of the Harlem River between Third and Eighth avenues as here suggested, and to report the testimony taken and their conclusions to Congress and the Legislature of the State of New York, for such action as may be necessary in the premises for the State of New York or the Govern- ment of the United States to undertake. For elevation of bridges and grades of approaches see profiles on ac- compauying map. Third Avenue Bridge. At Third avenue there is a double draw road bridge of iron. The height of its bottom chord is 13 feet 8 inches above mean high water. If it were to be raised to 24 feet to meet the requirements of the law of 1879, the approach on each side of the river would have to be about 16 feet above the present level of the streets, and would have to be extended on the Harlem side back to One Hundred and Twenty-eighth street, which would block off the traffic at One Hundred and Twenty-ninth and One Hundred and Thirtieth streets entirely, and on the Morrisania side there will be a 16 feet embankment at the Southern Boulevard in front of the Mott Iron Works, and 7 feet at One Hundred and Thirty-fourth street and Third avenue. It is estimated that it will cost the City of New York to build this bridge and pay damages for private property, upwards of $2,500,000. Fourth Avenue Bridge. In 1810 the Legislature of the State of New York authorized the N. Y. & Harlem Railroad Company to construct and maintain a draw- bridge over the Harlem River at Fourth avenue, and to extend its railroad through Westchester County. In 1872 the Legislature required the sinking of the grade of the rail- road between Forty-fifth street and the Harlem River, and the construction of the tunnel, viaducts and depressed ways along Fourth avenue, which constituted what is commonly known as the " Fourth Avenue Lnprovement," the City of New York paying one-half of the expense thereof. The bottom chord of the present draw-bridge across the Harlem River at Fourth avenue is 7 feet 2 inches above mean high water of spring tides. If it shall be elevated to 24 feet, as required by the Act of Congress of September 19, 1890, the grades of the railroad on Fourth avenue and on the other side of the river must be changed by authority of the Legis- lature of the State of New York so that the approaches will conform to the new elevation, which would be as follows, viz. : 18 Commencing at One Hundred and Twenty-fifth street the new grade would have : To be raised 8 feet 9 inches at One Hundred and Twenty-eighth street, Harlem. To be raised 11 feet at One Hundred and Twenty-ninth street, Harlem. To be raised 12 feet 2 inches at One Hundred and Thirtieth street, Harlem. To be raised 16 feet 9 inches at One Hundred and Thirty-fourth street, Harlem. To be raised 16 feet 9 inches at One Hundred and Thirty-fifth street, Morrisania. Leaving the present new station at One Hundred and Thirty-eighth street 12 feet below grade, reaching zero at One Hundred and Forty-fourth street, Morrisania. Blocking off streets and damaging private property to the extent of millions of dollars, in addition to the cost of rebuilding the bridge and approaches, which will not be less than, say, $3,000,000. Note. — It is claimed, however, that if the N. Y. C. & H. R. R. R. Company should be required to rebuild this bridge and the approaches on both sides of the Harlem River, that the City of New York will be compelled to pay one-half of the cost thereof, as it had to do in the Fourth avenue improvement. McComb's Dam Bridge. By Act of the Legislature of April 29, 1890, the cost of the McComb's Dam, double draw, road bridge, to be built of wood and iron at Seventh avenue and One Hundred and Fifty-fifth street, including cost of private property and land damages, was limited to $1,250,000. It has since been ascertained, however, that $750,000 additional will be required for land damages, private property and the right of way — consequently, without such additional appropriation being authorized, it is believed that this bridge, as designed to be built, 36 feet 7 inches above mean high water of spring tides, cannot be built for less than the sum of $2,000,000. Note — Now as it is ascertained that the new McComb's Dam Bridge and its approaches will cost $2,000,000, would it not be advisable to dispense with it entirely, and instead, build a section of the "Covered Waterway" at Seventh avenue and One Hundred and Fifty-fifth street this year, and fill in so much of the Harlem River as will be necessary for the extension of Seventh avenue, on grade, across into Morrisania to connect with Central or Jerome avenue, at a probable cost not exceeding $200,000. The Viaduct can be extended to the avenue instead of a bridge. Recapitulation of City's Probable Liabilities. For Third Avenue Bridge and approaches $2,500,000 For Fourth Avenue Bridge and approaches (|) 1,500,000 For McComb's Dam Bridge and approaches 2,000,000 For improvements proposed by Dock Board 2,500,000 A grand total of $8,500,000 19 The Annexed District — Area. The 23d and 21th "Wards were annexed to the City of New York January 1, 1875, pursuant to Chapter 613 of the Laws of 1873. These Wards have an area of 12,317 acres. Manhattan Island has an area of 12,576 acres. Population. The population of the 23d and 24th Wards at the time of annexation was.... 30. 194 In 1880, rive years later, it had increased to 41,626 In 1890, ten years later, it had increased to 80,000 Now it is estimated that the population is fully 100.000 Assessed Valuation. In 1880 the assessed valuation was $22,901,985 In 1890 the assessed valuation was 44,423,634 In 1891 the assessed valuation was 50,670.741 Should the Harlem River be rilled in as herein proposed, the assessed valuation of these two Wards, in the next five years, will be con- siderably in excess of $100,000,000 Parks, Streets and Sewers. The Parks and Parkways in and adjacent to these Wards contain 3,835 acres, and have cost the City of New York, about, if not fully $9,500,000 The cost of other public improvements, such as the 250 miles of streets, and 32 miles of sewers 5,000,000 Total expenditure by the City of New York $14,500,000 Railways. There are seven lines of steam railroads now in operation in the two Wards, and several others projected. There are 38 passenger stations. Over 300 passenger trains passing each way daily. Over 2,000 freight cars are despatched daily. There are six lines of horse-car railroads now in operation, and several others projected. Last year they carried somewhat over 4,000,000 passengers, and the Suburban Elevated Railroad carried about 3,000,000 passengers. There are three elevated railroads, viz : The Second, Third and Sixth avenue, and three horse-car lines and one cable road terminating on the southerly or west- 20 erly side of the Harlem River near bridges, which connect with the Twenty-third and Twenty-fourth Wards. The N. Y. C. & H. R. R. R., the Harlem, and the N. Y. N. H. ..<... lb — V r- ..r^n^ii^l j tie . | MAP OF THE HARLEM RIVER an d SPUYTEN IHfYYILC FROM WARD'S ISLAND m iiii: BPCTDSOjN KIVKI! PROJECT FOB A COVERED WATER-WAY 60 FEET WIDE. TO BE BUILT ON THE WESTERLY LINE OF THE HARLEM RIVER FROM THE EASTERLY SIDE OF THIRD AVENUE TO 165'" STREET.N EW YORK CITY, AND FILLINGIN BETWEEN THE POINTS NAMED, SOTHATTHE AVENUES AND STREETS OF HARLEN MAY BE EXTENDED INTO MORRISAN IA . WAR DEPARTMENT MAP 01' TUE PIERHEAD urn UflJKHEAD LINE HUTU SIIIIKKSiii'TilK I1AKI.KM HIVKH S.SPU\TEND1 \V1I. l ltKEK.NEW YORK CITY M WYIIKK II AIII1IIK LIVE BOARD ,v,-,l I, Ml,,- SE'CHLTAIIYni- WAK n.-h.l,, f * t ./ / AVERY CUkSSO -1 1 1 ISH^^HMH^^^^^m^^^HH