64Tn Congress, ) HOUSE OF REPRESENTATIVES. ( Document M Session. \ \ No. 243. SXJEYET OF NEW YORK HARBOR. LETTER FROM THE SECRETARY OF WAR. * TRANSMITTING. WITH A LETTER FROM THE ACTING CHIEF OF ENGINEERS, REPORT OF A SURVEY OF NEW YORK HARBOR, NEW YORK. February 2, 1897. — Referred to the Committee on Rivers and Harbors and ordered to be printed. War Department, Washington, JD. C, January 29, 1897. Sir: I have the honor to inclose herewith a letter from the Acting? Chief of Engineers, dated January 28, 1897, together with a copy of .a report from Col. O. L. Gillespie, Corps of Engineers, dated January 26, 1897, of" a survey made by him in compliance with the provisions of the river and harbor act of June 3, 1890, of New York Harbor, New York. Very respectfully, Daniel S. Lamont, Secretary of War, The Speaker of the House of Representatives. Office of the Chief of Engineers, United States Ar:my, Washimjton, D, 0., January 28, 1897, Sir: I have the honor to submit the accompanying copy of report, dated January 26, 1897, with map, by Col. G. L. Gillespie, Cori)s of Engineers, of the results of a survey of New York Harbor, New York, from the Narrows to the sea, with a view of obtaining a depth of 35 feet at mean low- water mark, made to comj^ly with provisions of river and liarbor act of June 3, 1896. Colonel Gillespie estimates that to obtain a channel 1,000 feet wide and 35 feet deep at mean low water would cost 81,740,000. This amount includes the cost of constructing four dredges at 8100,000 each. A chan- nel of similar depth and 1,500 tV-et wide is estimated to cost $2,772,000, which amount includes the cost of constructing five dredges at $100,000 each. The estimated cost of obtaining a channel of same depth and 2 NEW YORK HARBOR. 2,000 feet wide is $4,180,000, which includes the cost of six dredges at $100,000 each. The above estimates are based upon the net cost of dredging hereto- fore done in the harbor by the United States dredge. Should the work be done by contract the estimated cost should be increased 20 per cent, and would be as follows for a depth of 35 feet : Chanuel 1,000 feet wide $2, 088, 000 Channel 1,500 feet wide 3, 326, 400 Channel 2,000 feet wide 5, 016, 000 Colonel Gillespie considers the improvement providing for a channel 1,000 feet wide and 35 feet deep at mean low water from the Narrows to the sea to be a worthy one and justified by the interests of commerce involved. For the reason that the channel through lower New York Bay is everywhere exposed to the full action of the sea, it would be necessary either for the contractor or the Government to construct specially adapted hydraulic dredges, their number depending upon the urgency of the work. Yery respectfully, your obedient servant, A. Mackenzie, Acting Chief of Engineers, Hon. Daniel S. Lamont, Secretary of War, SURVEY OF NEW YORK HARBOR, NEW YORK, FROM THE NARROWS TO the sea, with a view of obtaining a depth of 35 feet at mean low-water mark. Engmneer Office, United States Army, Neio YorTc, N. Y., January 26, 1897, General : In obedience to instructions contained in your letter of September 5, 1896, I have the honor to submit a report on the survey of New York Harbor, to comply with the requirements of section y of the river and harbor act of June 3, 1896, which reads as follows: That the Secretary of War hereby directed, at his discretion, to cause surveys to be made aud the cost of improvement to be estimated at the following localities, to wit: # * * * # * # New York Harbor, from the Narrows to the sea, with a view of obtaining 35 feet at mean low-water mark. The first project for the improvement of the channel across the lower bay, from the Narrows to the sea, begun under the appropriation con- tained in the river and harbor act of July 5, 1884, was completed on October 10, 1891. It provided for a continuous waterway between the defined limits 1,000 feet wide and 30 feet deep at mean low water. Since completion the improvement ha« been well maintained, and shipping has in general been able to avail itself of the full channel dimensions except occasionally when westerly or northwesterly storms prevailing for a period of a few days have, by driving the water out of the bay, abnormally reduced the available depth 1 to 2 feet. The main ship channel between the quarantine station and the South- west Spit has slightly shoaled on the west side during the past year by the deposit of material washed in from Raritan Bay, causing a length- ening of the bank slopes, especially at ijoints where the bed had been lowered 6 feet to 8 feet in the execution of the project for improvement NEW YORK HARBOR. 3 by dredging. Tliis degradation of the bank slopes was doubtless stim- ulated by the cutting action of the ])ropellers of large steamers i)assing along and near the extreme west side of channel. The number of steamers and sailing vessels of deep draft which come to this port through the southern or main entrance increases from year to year, and it is particularly noticeable that the draft and tonnage of the steamers have progressively increased during the i:>ast six years. In the Annual Eeport of the Chief of Engineers for the fiscal year ending June 30, 1890, pages 744-747, a list is given of the transatlantic steam- ships plying between Xew York City and foreign ports for the year 1885, and from April, 1889, to April, 1890. The average draft at these periods for outgoing steamers, which are usually the most heavily laden, was according to the list slightly in excess of 27 feet. Since 1890 all the steamship companies, without exception, I think, have added new and enlarged steamers to their lists, and the draft of some of these outward bound has been as great as 30i feet, or a little in excess of the depth in the channel at low tide. A list of these new vessels is appended. As these steamers require, for safe navigation, 2 to 3 feet of water under their keels, it is apparent that they can not leave port at low tide so long as the improved channel has but 30 feet at that stage. The steamship companies and the great commercial bodies interested in the growth and advancement of the nation's commerce, wealth, and international standing, unite in an appeal sui)ported by an impressive array of facts and arguments that the main ship channel from the Nar- rows to the sea shall be dee[)ened to 35 feet at mean low water. The letters embodying these views will be found as appendices. The chan- nel from the Xarrows to the city of Isew York is nowhere less than 45 feet deep, and in general is from 50 feet to 60 feet deep, with a least depth of 40 feet at the ends of the principal piers of the city. The act under which this report is submitted makes no reference to the width of the proposed channel from the Narrows to the sea. The existing natural channel from the Narrows to the city of New Y^ork is generally 3,0(J() feet wide, and the natural and partly improved channel from the Narrows to the sea is 1,000 feet wide. In view of the great length of modern steamers and of the difficulty experienced in handling them in comparatively narrow channels where cross currents x)revail, the consensus of opinion among steamship owners is that the improved channel from the Narrows to the sea should have even a greater width than 1,000 feet. The following estimates of the quantities of material to be removed to provide channels of different capacities have been carefullj' deter- mined by calculations based upon the soundings recorded upon the latest charts: Eslimates. 1. For a channel 1,000 feet wide and 35 feet deep at mean low water: (a) Dredfxing 12,000,000 cubic yards, scow measurement, at 10 cents per cu])ic yard $1, 200, 000 (h) Construction of four additional dredges, at $100,000 400, 000 (c) Contingencies of engineering 140,000 Total 1,740,000 2. For a channel 1,500 feet wide and 35 feet deep at mean low water: (a) Dredging 20,660,000 cubic yards, scow measurement, at 10 cents per cubic yurd I 2, 066, 000 (&) Construction of five additional dredges, at $100,000 500, 000 (c) Contingencies of engineering 206,000 Total 2, 772, 000 4 NEW YORK HARBOR. 3. For a channel 2,000 feet wide and 35 feet deep at mean low water: (a) Dredging 32,550,000 cubic yards, scow measurement, at 10 cents per cubic yard , $3, 255, 000 (&) Construction of six additional dredges, at $100,000 600, 000 (o) Contingencies of engineering 325,000 Total 4, 180, 000 The above estimates are based on tlie net cost of dredging by the IJ. S. dredging steamer Gedney from the date of its purchase, December 1, 1892, to September 30, 18<)o. Should the work be done by contract, allowing a fair return to the contractor for capital invested, it is reasonable that the estimates should be increased 20 per cent. In this case the estimates are as follows, viz : Channel 1,000 feet wide and 35 feet deep $2, 088, 000 Channel 1,500 feet wide and 35 feet deep 3, 326, 400 Channel 2,000 feet wide and 35 feet deep 5, 016, 000 The improvement providing for a channel 1,000 feet wide and 35 feet deep at mean low water from the Narrows to the sea is, in my judg- ment, a worthy one, and is "justified by the interests of commerce involved," and it is recommended that an adequate appi-opriation be made for its early completion. JSTew York Harbor is for many reasons the chief port of the United States, and it may therefore demand with propriety that the main channel leading to the wharves at all the different shipping points in the upper bay shall be so deepened and widened from the Narrows to the sea as to permit the largest steamers afloat to pass freely in and out of the harbor at all stages of the tide and conditions of the weather without let or hindrance. The attainment of such an end should not be arrested or even obstructed by a narrow spirit of economy, but the improvement should be recognized as national in its character, and should be speedily pushed to completion by the use of every modern appliance applicable to the purpose. Since the channel through the lower bay is everywhere exposed to the full action of the sea, it will not be possible to make the necessary excavations by ordinary dredges. Hydraulic dredges, specially adapted to the work, will have to be built either by a contractor or by the Gov- ernment, and the number of such dredges will depend upon the urgency of the work. If the work be done by the Government, and it be required that the quantity of material excavated annually shall not be less than 3,000,000 cubic yards, a reasonable quantity considering the large and important national interests involved, the number of dredges needed, supplemen- tary to existing i)lant, will be five, having each a capacity of 500,000 cubic yards per year, whose aggregate cost should not exceed $500,000. With an enlarged plant of this character it will be possible to so conduct the work that the recommended channel, having a depth of 35 feet, will be given a width of 500 feet in two and one-half years, and of 1,000 feet in four years. If, however, it be desirable that the work shall be conducted with greater dispatch, it may be effected by increasing the number of addi- tional dredges to six. In this latter case, the width of 500 feet will be obtained in two years, and the full width of 1,000 feet in three and one-half years. The material to be removed varies slightly in character from the eastern entrance to Gedney Channel westward and northward to the northern entrance to the Swash Channel. NEW YORK HARBOR. 5 In a late paper read before tlie Institution of Civil Engineers, Lon- don, England, the statement is made that the material removed in 1885-1891 for the improvement of New York Harbor was ''principally sand and alluvial matter." This statement is misleading as regards the alluvium. Sedimentary deposits were not found east of Elynns Knoll, but were confined solely to the main ship channel from Flynns Knoll northward toward the Nar- rows. The main shoal known as the '' bar," obstructing this entrance to the port, lay in Gedney Channel, and was purely a '' shingle shoal." It was composed of well compacted gravel, coarse sand, and a limited quan- tity of shells for a depth of 2 feet or more, underneath which lay strata of coarse sand graded down to fine sand as the depth increased seaward. The crest of the bar was covered with very coarse shingle. Incorporated with the finer underlying gravel, in a small area at the western entrance, there was a calcareous element arising from the decomposition of the shells of marine animals of low order ; it was small in quantity, but served as a matrix to cement the other elements, and tended to increase the difii- culties of pumping. Immediately westward of Gedney Channel, in front of northern entrance to South Channel, the bed of the channel was formed of coarse sand, which became finer as Elynns Knoll was approached. In the main ship channel north of Elynns Knoll, for a distance of 4 miles, the material was fine sand, mixed with sedimentary matter nearly 2 feet deep, derived from the Earitan Kiver and deposited during freshets. It formed a tough crust over nearly the whole of Raritan Bay, and firmly resisted the action of the pumps until after it was broken up and tke coarser material below could be reached by the suction. The sand was so fine that it settled slowly after pumping, and a large proportion was, in consequence, lost by overflow, causing an increased cost to the work of removal. It may be said, in general, that all the material lying within the limits of the channel leading from the Narrows to the sea can be readily and economically raised by means of hydraulic pumps. The chart accompanying this report is a compilation of the surveys made under the direction of this office, from time to time, since the original survey^of 1884 was authorized, and represents with sufiicienl accuracy for i^resent purposes the condition of the main ship channel through the lower bay as it exists to-day. COMMERCIAL STATISTICS. The thirty-eighth annual report of the Corporation of the Chamber of Commerce of the State of New York for the year 1895-96, ])age 150, states the value of foreign imports and exports from the port of New York City for the year 1895, not including domestic, coastwise, and local traffic, to be $934,000,000. As coastwise vessels and steamers do not take out clearance papers, it is not practicable to tabulate the statistics concerning this home commerce. Attention is respectfully invited to the accompanying report by Mr. A. Doerflinger, assistant engineer, who has studied the subject with much care. Very respectfully, your obedient servant, G. L. Gillespie, Colonel J Corps of Engineers, Brig. Gen. W. P. Craighill, Chief of Engineers^ TJ. S. A, 6 NEW YORK HARBOR. report of mr. a. doerflinger, assistant engineer. Engineer Office, United States Army, Neiv York, Decemher 7, 1896. Sir: I have the honor to submit the followin<; report on ar examination of New York Harbor made under your instructions, with a view of determining the feasi- bility and cost of providing a channel 35 feet deep, at mean low water from the Nar- rows to the sea. The chart herewith submitted, compiled from the original survey of the lower bay made by this ottice in 1884, and special surveys of the various channels made as fol- lows, viz, main ship channel from Southwest Spit north to the head of East Channel in 1893; southerly end of main ship channel, shoal northwest of Sandy Hook, and Bayside Channel in 1895; and Gedney and Swash channels in 1894, indicates that the channel depth of 30 feet mean low water, obtained by dredging mainly between September, 1885, and October, 1891, has been uniforj«ly maintained, and that the improved channels have undergone little or no change since work on them has ceased. The only point at which some slight redredging has been found necessary to main- tain the 30-foot depth over the full channel width of 1,000 feet is in the southerly half of the main ship channel, where some slight inflow of material from the west bank of the channel had taken place, mainly between buoys Ci and C-i. The material composing the flats on the side of the channel at thi« locality is a soft alluvium mixed with very fine sand, the natural angle of the repose of which is very slight, and it is owing to this condition, assisted by a cross current during ebb tide, and by the wash of deep-draft vessels which are obliged to hug the west bank of the chan- nel at this point in order to make the turn around Southwest Spit, that a greater percentage of material has come into the excavated channel here than at other points where the banks are more stable. It is believed, however, that in time, as the slopes of the channel banks become moro flat, the farther inflow of material from the causes mentioned will become less, and after the natural angle of repose has been reached will cease entirely. Through Bayside and Gedney channels the material of the bottom is mainly coarse sand and gravel, which, in the westerly end of Gedney Channel, is more or less cemented together by a limy matrix originating from the decomposition of various shells distributed through the mass, and these channels have shown no tendency to shoaling since they were excavated. Judging from the experience had, therefore, in deepening existing channels to their present depth of 30 feet, mean low water, there appears to be no reason why an additional depth of 5 feet could not be permanently maintained along the present channel lines after lowering the channel bed to that extent by dredging. The question of the practicability of deepening the Swash or East channels, prefer- ably to the main shiji channel, with the view of jiroviding a shorter and more direct route to the sea for tbe largest class of vessels, has from time to time been raised; but while these routes present the advantage of being shorter and more direct, there are certain natural conditions which make it very questionable whether such chan- nels could be maintained if opened. The Swash Channel south of the Romer Beacon is obstructed by numerous shoals of a very unstable character, which are constantly changing their positions. These shoals appear to be due to deposits of sand which are carried into the channel by the action of waves that break on the Romer Shoal during easterly gales. The least depth on this shoal, the crest of which is close to the west bank of the channel, is less than 3 feet at mean low water, and as the ruu of the sea during easterly winds is directly toward the channel the sand plowed up by the waves that break on the shoal is carried forward into the channel and subse- quently carried along by the ebb current, which predominates over the flood, to form the sand deposits found in the southerly end of the channel. The general depth over these shoals is about 22 feet at mean low water, and, as the causes to which their existence is due will remain active in the future as heretofore, it is probable that no depth greatly in excess of what is now found over them could be maintained with- out constant redredging. The East Channel is both wider and deeper than the Swash for a distance of 4 miles after branching off from the main channel, and is shorter and more direct than either of the other channels running through the shoal area lying between the east side of the main ship channel and the deep water of the sea. Its easterly end is, however, obstructed by a bar or shoal over 1^ miles wide, with depths of only 18 to 19 feet over it at low water. This shoal consists mainly of fine sand, and to dredge a channel 1,000 feet wide and 35 feet deep through it would require the removal of nearly as much material as would be required to obtain the same channel dimensions through the main ship, Bayside, and Gedney channels; and owing to the character of the nuitcrial forming the shoal, the great do])th of cutting necessary, and conse- quent high banks of the (ixcavated channel, it is doubtful whether a dredged channel could be i)t5rnianently maintained through this shoal after it was formed. It appears, therefore, that better and surer results are to be expected from deepen- NEW YORK HARBOR. 7 ing the existing channels, which already have a depth of 30 feet, although the ronrse through these channels is not so direct and the distance to the sea is much greater than by way of either the Swash or East channel. The total amount of material to be removed to deepen present channel to 35 feet, mean low water, 1,000 feet wide, from the Narrows to the sea, allowing for side slopes of 1 on 10, 1 foot overdeptli for irregularities of dredging, and 25 per cent for increase of volume from place to scow measurement, is 12,000,000 cubic yards, dis- tri buted as follows : Cubic yards. Main ship channel 8,000,000 Shoal northwest of Sandy Hook 807, 000 Bayside Channel 1, 393, 000 Gedney Channel 1, 800, 000 Total 12,000,000 For a channel 35 feet deep, mean low water, and 1,500 feet wide, 750 feet on either side of the present axis of main ship channel, and cut tlirough shoal northwest of Sandy Hook, and 500 feet on the north side and 1,000 feet on tlie south side of the present axes of Bayside and Gedney channels, is 20,660,000 cubic yards, distributed as follows : Cubic yards. Main ship channel 13, 503, 000 Shoal northwest of Sandy Hook 1, 390, 000 Bayside Channel 2, 257, 000 Gednev Channel 3, 510, 000 Total 20,660,000 For a channel 35 feet deep, mean low water, and 2,000 feet wide, 1,000 feet on either side of axes of the main ship and Bayside channels, and 500 feet on the north side and 1,500 feet on the south side of present axis of Gedney Channel, is 32,550,000 cubic yards, distributed as follows : Cubic yards. Main ship channel 21, 133, 700 Shoal northwest of Sandy Hook 1, 936, 700 Bayside Channel ' 3, 525, 600 Gedney Channel 5, 954, 000 Total 32,550,000 The net cost of removing material from the various channels by the United States dredging steamer Gedney from the date of purchase of the steamer, December 1, 1892, to September 30, 1896, is about 10 cents per cubic yard, including expenses of every kind. (See Report of the Chief of Engineers for i896, p. 866.) To do the above projected work expeditiously and economically, it would be necessary to build and operate at least four additional dredging steamers for the channel 1,000 feet wide, live for the channel 1,500 feet wide, and six for the channel 2,000 feet wide, at an estimated cost of about $100,000 each. With such a plant the channel 1,000 feet wide could be completed in about five years, the channel 1,500 feet wide in about seven years, and the channel 2,000 feet wide in about nine years. On the above basis of cost for operating expenses the estimated cost for executing the work would be as follows : 1. For a channel 35 feet deep, mean low water, and 1,000 feet wide: Dredging 12,000,000 cubic yards, scow measurement, at 10 cents $1, 200, 000 Construction of four additional dredges, at $100,000 400,000 Contingencies of engineering 140,000 Total 1,740,000 2. For a channel 35 feet deep, mean low water, and 1,500 feet wide: Dredging 20,660,000 cubic yards, scow measurement, at 10 cents 2, 066, 000 Construction of five additional dredges, at $100,000 500, 000 Contingencies of engineering 206, 000 Total 2,772,000 3. For a channel 2,000 feet wide and 35 feet deep at mean low water: Dredging 32,550,000 cubic yards, scow measurement, at 10 cents per cubic yard 3, 255, 000 Construction of six additional dredges, at $100,000 600. 000 Contingencies of engineering ; 325, 000 Total 4,180,000 8 NEW YORK HARBOR. Should the work be done under contract the cost would probably be about 20 per cent greater than that given above, in which case the estimates are as follows: For a channel 1,000 feet wide and 35 feet deep, mean low water $2, 088, 000 For a channel 1,500 feet wide and 35 feet deep, mean low water 3, 326, 400 For a channel 2,000 feet wide and 35 feet deep, mean low water 5, 016, 000 The protection of the eastern and northern shores of Sandy Hook against wave and current action forms part of the project for the improvement of the main ship channel through the lower harbor, adopted in 1884, and should be considered in con- nection with the extension of this project to provide a depth of 35 feet, mean low water, now under consideration. Since the date of the original survey, in 1884, the high-water line at the northerly end of the Hook has practically remained unchanged under the protection of the stone and concrete jetties, built in 1883-84, and connecting wall of riprap, completed in September, 1891. The Hook has, however, grown in a westerly direction, by the accretion of sand, to a marked degree, the total advance westward being over 1,300 feet, or at the rate of about 100 feet per annum. The advance of the spit has been directly across the deep channel which skirted the west side of the Hook at the date of the earlier survey, and which had depths of 40 feet and over in it where the sand is now above high water. The average width of this spit is about 400 feet, and it is probable that it will continue to grow to the westward, and may ultimately encroach upon the main channel to an injurious extent, or crowd that channel farther toward the north, unless measures are taken to arrest the supply of sand, moved along the beach by wave action from the eastward and southward, and to which the existence of the spit is due. Such a result could probably be effected by gradually extending one or more of the existing jetties northward for some distance beyond the low- water line. As the jetty is extended its crest should be raised to above high-water level, so that the sand lodging against it will not be carried over and bej'ond it by wave action. By extending the most westerly of the existing jetties first, and following with others farther eastward and southward as the sand accumulates against them, a growth of the Hook to the northward and eastward could probably be induced, which would not interfere with any of the navigable channels. The extension of the jetties could be elfected at a comparatively slight cost, as they could easily be built of rubble- 8tone of sufficient size, using the existing jetty as a base upon which to locate a track or trestle for the conveyance of the stone to the outer end and beyond it; and the cost of this work would probably fully be covered by the item of contingencies in the foregoing estimate. I am, very respectfully, your obedient servant, A. DOERFLINGER, Assistant Engineer, Col. G. S. Gillespie, Corps of Engineers, U. S. A. letter of the north german lloyd steamship company. North German Lloyd Steamship Company, Oelrichs & Co., Agents, Neiv York, September 25, 1896. Dear Sir: We beg leave to acknowledge receipt of your valued favor of the 24th instant, rec] nesting us to inform you why the proposed increase in the depth of the main ship channel from the Narrows to the sea to 35 feet at mean low water is justi- fied in the interest of commerce. In reply we beg leave to state that the increase in the size of ocean steamers is such as to render an increase in the depth as stated, in our opinion, necessary, in order that commerce and navigation out of this port shall not be interrupted, but every accommodation be afforded to traffic. In former years steamers of 3,000 or 4,000 tons were considered large, but the size of steamers, as you are aware, has gradually increased, and with the increase tlie channels of this harbor have been deepened and this work carried out under your wise supervision, until the present depth of 30 feet at mean low water has been reached. Transportation has been cheapened on the water as well as on the land, and by the extraordinary reduction in freight charges in the last ten or fifteen years the steam- ship companies liave been forced to enlarge their carriers, in the same way that the railroads have been obliged to meet cheap freight rates by the enlargement of the size of the locomotives and the lengthening of trains and the increase in the number of cars hauled. The result has been that steamships of 10,000 tons or more are very frequent, and the depth of water required to float these steamers of course greater. NEW YORK HARBOR. 9 Through the fact that steamship companies can offer to shii)pers steamships of this large size, able to carry freight at low rates, the expeuse of shipping our products to Europe and other countries has unquestionably been very much lowered, and to a very large extent commerce benefited. The improvement we advocate is therelore, we believe, one that should be indorsed and demanded by tlie entire country. Where we now have 30 feet at mean low water we have frequently at spring low tides, or when a strong offshore wind is blowing, an actual depth of 2 or even 3 feet less. We are sure that the tidal observations that are made by your department will confirm the fact of such a fall of the tide below mean low water, in fact in some cases to nearly 4 feet below mean low water. As a number of the steamers of our line now draw over 29 feet of water, and as we are now building six large ocean steamers of 10,000 or 12,000 tons, four of which are large freight carriers and will draw probably nearly 30 feet of water, we believe that the depth of 35 feet is neces- sary under present conditions, for in view of the fact that the stage of the water frequently falls 2 or 3 feet below mean low-water mark, and, further, in view of the fact that a depth of 2 feet below the keels of our steauiers is needed to insure safety, we believe that a proper consideration for the growth of commerce in this port requires a deepening of the channel to the figure that we have indicated. We further desire to draw your attention to the fact that in the interest of the comfort of passengers the hour of departure of nearly all steamship lines, thanks to the great improvement already introduced in the harbor, has been fixed at a certain hour at which steamers are now able to leave, instead of sailing on the tide at vary- ing hours, early in the morning or late in the afternoon, according to circumstances. Unfortunately several of our steamers of deep draft have been obliged to anchor and await a high tide when they have left at a time when an offshore wind was blowing or at the season of spring low tides, and with the advent of two express steamers of exceptional size and great draft of water we believe that a greater depth of water than at present will be required to enable a certain fixed hour of departure to be adhered to. We beg leave to draw your atteution to the fact that the dock department of this city has of recent years found it necessary where formerly a depth of water of 30 feet at the pier sufficed to increase that depth to 35 feet in the slips in order to prevent accidents to vessels of modern size and depth through their grounding on obstruc- tions in less depth of water, and that in the construction of new piers and sli])s this requirement of 35 feet of water is now uniformly observed by the dock department. We are, dear sir, yours, very truly, Oelrichs & Co. Col. G. L. Gillespie, Corjjs of Engineers, U. S. A, 9 letter of the white star line. White Star Line, Xeiv York, September 25, 1896. Sir: I have to acknowledge with thanks the receipt of your favor of the 24th instant, advising me that the last river and harbor act makes provision for a survey of the lower bay. New York Harbor, with tbe view of preparing estimate of cost of increasing the depth in the main ship channel from the Narrows to the sea to 35 feet at mean low water. I have merely to say in reply thereto that the proposed improvements would be of the greatest assistance to all vessels coming in and out of the port, and more espe- cially the deep draft ships of large tonnage which are now being constructed by various nations, and having a draft of from 29 feet to 30 feet loaded. It very frequently happens, especially with our large cargo steamers, that they are unable to proceed to sea for several hours owing to the shoalness of the water, and it is quite possible that a delay of this sort may mean a detention of many hours, as recently happened in the case of one of our vessels, which, while waitiug lor water, became fog bound and was detained nearly twenty- four hours before being able to proceed to sea. Dredging to the depth mentioned in your letter would also enable them to enter the port or proceed to sea after dark, which at the present moment is a very perilous undertaking. I have the honor to be, sir, yours faithfully, H. Mattland Kersey. Col. G. L. Gillespie, Corps of Engineers, U. S. A, 10 NEW YORK HARBOR. letter of the cunard steamship company (limited). The Cunard Steamship Company (Limited), Vernon H. Brown & Co., Agents, New York, September 28, 1896. Sir : I am in receipt of your favor of the 24tli instant informing me that the last river and harbor act makes provision for a survey of the lower bay, New York Harbor, with the view of preparing estimate of cost of increasing the depth in the main ship channel from the Narrows to the sea to 35 feet at mean low water, and inviting an expression of opinion on my part why the proposed improvement is justified in the interest of commerce. In reply I beg to call attention to the following facts: While the channel has been improved to give 30 feet depth at mean low water between the Narrows and the sea, it must be borne in mind that this is not the lowest plane which the water reaches, as with o^trong westerly winds occurring at low- water periods this depth may be reduced from 2 to 3 feet. The channel is rather narrow, and there are various shoal spots just outside, but in close proximity thereto, which are a source of danger when, as not infrequently happens, the buoys from any cause get out of position. Many of the large steamers employed in the trade between Europe and New York draw when loaded about 30 feet, and could be safely loaded deeper were there suf- ficient water to enable them to get to sea. With the demand for cheap transportation and the great reduction in rates of freight which has been the result, the steamship companies have been compelled to put into the trade an entirely different type of vessel, and ships of 10 to 10,000 tons have supplanted the old ones, ranging in size from 2,500 to 5,000 tons. The draft of water has naturally increased proportionately to the size and greater capacity of these leviathans. It must therefore be apparent that there is not a sufficient margin of safety between the present depth of water in any part of the channel and the draft of the larger class of steamers, and that to insure the minimum risk they must time their depar- ture so as to reach the bar at the top of high water, Avhich necessitates starting shortly after half tide and x>revents their availing of the extreme draft of water in going down the bay. It is a great hardship and causes serious loss of time to be compelled to appoint sailings to suit the tides. It is very desirable, particularly for passenger ships, to sail at a fixed hour, which would be thoroughly practicable with a mean depth of 35 feet at low water from the Narrows to the sea. In this connection I would state that the steamer Lucania, drawing 29 feet, is appointed to sail hence on the 19th of December. It will be high water at the bar at 6.36 a. m. or 7.08 p. m. The sun rises at 7.20 a. m. and sets at 4.35 p. m. In order, therefore, to enable this ship to cross the bar at high water she must leave her dock at least two hours before daylight or cross the bar about two hours after sunset. Coupled with this is to be considered the danger of short tides from heavy westerly winds at that season of tho year. Similar conditions also occur on the following dates, viz : Date. High water at the bar. Time of leaving wharf. 7.02 a.m .. 5.18 a. m .. 5.48 p.m .. 5.13 a. m . . 5.32 p.m .. 7.38 a.m .. 8.10 p.m .. 7.31 a.m .. 8.06 p.m .. 6.36 am.. 7.08 p.m.. 1 hour and 17 minutes before sunrise. 3 hours and 30 minutes before sunrise. 1 hour before sunset. 3 hours and 30 minutes before sunrise. 1 hour before sunset. 1 hour and 20 minutes before sunrise. 1 hour and 30 minutes after sunset. I hour and 30 minutes before sunrise. 1 hour and 30 minutes after sunset. 2 hours and 40 minutes before sunrise. 30 minutes after sunset. Do Do Do Do Do The above statement shows that between October 21 and December 19 there are six days when it will be impossible for heavy-draft ships to cross the bar at high water unless they leave their docks from thirty minutes to three hours and thirty minutes after sunset or before sunrise, thereby incurring the danger of navigating down the bay as well as having to cross the bar without daylight. The valdc of the largest class of passenger steamers employed in this trade may be roughly estimated at $2,500,000 eacli, to say nothing of the value of cargo and passen- uers' baggage at risk, and the annoyance and discomfort to hundreds of passengers N\ ho are forced to submit to several hours' detention, all of which could be easily NEW YORK HARBOR. 11 avoided by giving the channels a reasonable and safe dei)th of Avnter, which is entirely practicable, and could be done ixt a very moderate cost. The vast and im- portant commercial interests of the city of New York certainly warrant its demanding that this work should be promptly commenced and x>ushed to completion. Yours, truly, Vernon H. Brown. Col. G. L. Gillespie, Engineer Office, U. S. Army. letter of the hamburg-american line. Hamburg-American Line, Neiv York, October 6, 1896. Dear Sir: We are in receipt of your valued favor of September 24 regarding proposed increase in the depth of the main sliip channel to 35 feet at mean low water. In our opinion, and in that of our captains, we consider an increase of the depth, 35 feet, a matter of great importance to the port of New York, and trust that the work will be accomplished. As you undoubtedly know, our company are now building two large steamers for the New York trade, one of which, the Pennsylvama, of 20,000 tons displacement, is expected here next March. These steamers, when loaded, will certainly draw 30 feet. Besides the above two steamers, we have now in our ileetfive large ones which draw from 27 to 29 feet. With steamers of this size we believe that 35 feet is necessary, as the water often falls 2 or 3 feet below the low- water mark, and a depth of 2 feet below the steamer's keel is needed for safety and steerageway. Another important matter we rcvspectfully beg to call your attention to is the fix- ing of sailing hours of our express steamers. It frequently occurs that these steam- ers are obliged to anchor and await high tide in order to cross the bar when an offshore wind is blowing or at spring low tide. By having a greater depth of water than at present fixed hours of sailing could be maintained, and be a comfort to passengers. We beg to call your attention to the following extract from Captain Barends's report to us on his last voyage to this port : *'Ne\v York, September S5. ''The Normannia, which came up to-day at nearly high water, was several times compelled to run at greatly reduced speed in tho channels in consequence of not having enough steerage way, and was obliged to steer with the help of her engines. In my opinion, I believe it necessary to deepen the channels, as they evidently have been gradually filling up. ''Yours, very respectfully, "Hamburg-American Line, "F. G. Messmer, "Col. G. L. Gillespie, <' General Freight Manager. " Corps of Engineers, U. S. A." letter of the international navigation company. International Navigation Company, New York, October 7, 1896. Sir: I am in receipt of your letter of the 24th of September, asking us to inform your office in as much detail as we choose why the cost of increasing the depth of water in the main ship channel from the Narrows to the sea to 35 leet at mean low water is justified in the interest of couunerce, I respectfully submit that the entrance to New York Harbor should be of such a character as to enable every class of vessel frequenting this port to go in and out ol' the port at any time of tide. I do not think this proposition requires any justilication, nor do I think that it would be practicable to state the maximum sum which it would be very well woi th while to spend to attain this reasonable condition. Certainly, the expenditure of many millions of dollars should not be considered excessive w^hen it is offset by the magnitude of the steamship interests which are afiected. At the present time there is hardly a month that passes when some one or another of the great ocean passenger and freight carriers does not report touching the ground at some point between the Narrows and the sea, and these reports by no means come 12 NEW YORK HARBOR. from ships which attempt to pass up and down at dead low water. It is also quite frequently-necessary for the largest vessels to wait some hours f^r sufficient water to enable them to cross the bar. Several of this company's steamships have recently had to anchor and wait from two to five hours for sufficient water. At the bar, with a moderate easterly swell, there would be from 3 to 5 feet rise and fall of the ends of a loaded ship proceeding out to sea. This means that they would require 18 inches to 3 feet more water than would be sufficient to float them if the water were smooth. The large steamers in the North Atlantic trade at the present time load to a maxi- mum draft of from 28 to 30^ feet. Many of these vessels would stop altogether at an ordinary mean low water and would strike the ground heavily at two hours' flood. In the winter mouths, and during the summer months, with strong northwest winds, the tide falls 2 and even 3 feet below mean low water, and we have records taken during the last five years of one tide that was 4 feet below mean low water, and sometimes the high water rises only 1 or 2 feet above a mean low water. This means that there are conditions that are not infrequent to a modern deep-draft ship, when a 35-foot channel would give no water to spare. Yours, respectfully, C. A. Griscom, Jr., Manager. Col. G. L. Gillespie, Corps of Engineers, U. S. A. letter of chamber of commerce of the state of new york. Chamber of Commerce of the State of New York, Neio York, October 15, 1896. Sir: Yours of the 24th September to the secretary of the Chamber of Commerce has been referred to me as chairman of the committee on harbor and shipping for reply. I am aware that you have also very properly applied to the agents of the most important shipping lines for their reasons for wishing this increase in the depth of the ship channel into New York Harbor, and I have been favored with a copy of their communications in reply. They so fully set forth these reasons that I frankly admit there are no additional ones in existence now, in my opinion, needed to show the great value the increase would have to the shipping interest and to the whole United States. The magnificent ships which have lately been placed in this service caii not pos- sibly be maintained unless every facility for saving is availed of. Their enormous expenses, by which alone ther marvelous trips they make can be eftected, render every delay, if even a single hour, an item to be considered and one necessary to avoid. The margin of profit on their use when their great cost is taken into account is so small that every obstacle, seemingly slight to us, goes far to discourage the creation of that class of vessels, while the inestimable comfort and speed in making the crossing is a source of pleasure and profit to the entire citizens of the United States. I cheerfully confirm all the statements and arguments advanced by the agents of the great lines. The chamber cordially approved of the request, and was instrumental in obtaining the order for a survey, under which you are now acting. Very respectfully, A. Foster Higgins, Chairman Commitiee on Harbor and Shipping. Col. G. L. Gillespie, Engineer Office, U. S. Army. letter of the board of commissioners of pilots. Office of the Board of Commissioners of Pilots, Xetv York, September 29, 1896. Sir: Your letter of the 24th instant, calling for views of this board on the question of deepening the channels of this port to 35 feet at low water, was duly received, and was before the meeting held this day. As New York desires to remain a first-class seaport it would seem to be unneces- sary to argue the proposition that she should have channels sufficiently deep for safe navigation by the largest vessels which are likely to be constructed. There is probably a limit to the size which seagoing vessels may attain, controlled by the consideration of safety of construction and profitable use, bat it is evident that NEW YORK HARBOK. 13 it has not yet been reached; and as experience has shown that the hir^e steam ves- sels, when fully utilized, are the most i)rolitable, there is strong- likelihooil that each new vessel built for use in the port of New York will be larger than its predecessors until the limit is reached. Vessels drawing 28 and 29 feet are now so common in the navigation of this port that they attract no attention. Deeper drafts are not inirequent, and lately (ISei)- tember 12) a vessel left this port drawing 30 feet 6 inches. The pilots ditfer as to the amount these deep-draft vessels will send in a heavy sea on the bar, but a fair average of their ojduions would be 3 feet. It is evident that a vessel drawing 30 feet or more could not cross the bar safely at or near low tide with a heavy sea on at the present depth. The heavy sea is often there, and the deep-draft vessels are demandiiEg safe admis- sion to the port. Loss of water on the bar caused by westerly gales must also be taken into consid- eration. This often amounts to 3 or 4 feet. If, therefore, deep vessels are to enter and leave the port of New^ York Avithout being obliged to wait for rise of tide, it is evident that the proposed depth of 35 feet is not too much to provide for present requirements. We can not tell what the future has in store. By order of the Board. Very respectfully and truly, yours, D. A. Nash, Secretary, Col. G. L. Gillespie, U. S. A. Liai of transatlantic steamships plying between New YorTc City and foreign ports having a maximum draft of over 26 feet, giving tonnage, dimensions, and drafts (incoming and outgoing) for the year 1896. {Supplementary to list published in Annual Report of the Chief of Engineers, 1890, pp. 7 42-7 47 .) [The authority for date of construction and dimensions of steamships is Lloyds Register for 1896. All drafts taken from records at "New York pilot commissioners' office.] COMPAGNIE Gl^XfiRALE TRANSATLANTIQUE. Name of vessel. La Xormandie . Li Gascogne... L ' Champagne L I I'.ourgogne . L I Bretagne ... La Touraine . . . When built. 1882 1885 1885 1885 Tonnage. Net. Tona. 3, 254 3, 766 3, 413 3, 786 3, 396 2,881 Gross. Tons. 6,217 6. 800 6. 800 6, 800 6, 920 8, 893 Draft. Depth of Outgoing. "be rs aS hold. Incom- s 9 Aver- Maxi- ing. age. mum. Ft. in. Ft. in. Ft. in. Ft. in. Ft. in. Ft. in. 459 3 49 2 37 4 26 5 27 25 424 4 52 2 34 4 27 6 28 26 3 493 4 51 8 33 8 26 26 24 3 494 4 52 2 34 4 26 7 27 26 495 4 51 8 33 5 25 6 25 6 25 1 520 2 56 34 6 26 1 26 5 24 3 WHITE STAR LINE. 1874 3,152 5, 004 455 45 2 33 7 26 26 7 23 2 1874 3, 150 5, 008 455 45 2 33 7 25 11 26 3 23 Cufic 1888 3, 055 4, 639 430 7 45 2 30 27 10 27 10 9 1889 4, 245 9, 500 582 57 6 39 26 4 26 24 1889 4,340 9, 500 582 57 6 39 26 5 20 10 24 2 1891 3, 665 5, 728 461 49 1 30 9 27 1 27 4 1891 3, 678 5,749 460 8 49 1 31 27 3 27 8 19 11 1892 4, 230 6, 583 470 53 1 31 6 26 27 3 22 7 1894 5, 403 8, 301 500 60 38 27 '\ 28 8 20 10 1895 6,570 10, 077 558 7 60 3 36 28 4 29 3 22 4 CUNARD LIXE. 1881 3, 971 7, 392 515 52 1 37 26 11 6 26 11 1883 4, 030 7, 269 470 57 2 37 2 27 27 10 23 6 1884 3, 391 7, 790 501 6 57 2 38 2 28 2 28 7 25 4 1884 3, 401 7.798 501 6 57 2 38 2 28 28 5 25 2 1893 4, 975 12, 952 601 65 2 37 8 28 10 29 2 26 8 1893 4, 974 12, 950 601 65 2 37 8 28 10 29 27 4 H. Doc. 48 61 14 NEW YORK HARBOR. List of transatlantic steamships plying betiveen New York City and foreign ports having a maximum draft of over 26 feet, etc. — Continued. NOEDDEUTSCHER LLOYD. Ton D age. Draft. Name of vessel. Wheu built. Net. Gross. ength. readth. Depth of hold. Outg Aver- oiiig. Maxi- Incom- ing. (-1 M age. mum. Tons. Tons. Ft. in. Ft. in. Ft. in. Ft. in. Ft. in. Ft. in 1882 2, 856 5, 109 433 1 45 9 35 8 25 4 25 6 23 Aller 18.^5 2, 779 5, 381 438 48 1 34 6 26 26 4 188G 2, 779 5, 381 439 6 48 5 34 8 25 8 26 22 9 188G 2, 779 5,381 438 48 1 34 6 25 10 26 3 22 6 Lahn 1887 2,879 5, 061 418 4 41) 34 9 26 4 26 8 23 10 Kaiser Wilhelm II 1889 3,518 6, 661 449 6 51 35 6 27 1 27 11 23 7 1890 3, 171 6, 963 463 51 8 34 1 27 10 28 23 8 Havel 1890 3, 144 6, 875 463 51 9 34 2 27 7 27 10 23 8 HAMBURG-AMEKICAN PACKET COMPANY. Augusta Victoria J 889 2. 614 7, 148 459 3 55 7 33 8 28 28 5 22 5 1881) 2, r,i() 4, 243 370 7 44 3 26 5 26 2 26 2 22 7 1889 3,737 7,578 463 5 55 6 35 5 27 27 4 24 6 Furst Bismarck 18!)0 3, 226 8, 430 502 6 57 6 38 27 5 28 3 24 5 1890 3, 750 8,250 502 57 6 34 28 6 29 24 10 1894 4, 337 6, 761 460 52 31 6 28 2S) 3 23 2 1894 3. 687 5, 796 445 5 50 2 29 8 27 5 28 23 4 Prussia 1894 3, 876 5,795 445 4 50 2 29 9 27 5 28 6 Palatia 1894 4,271 6, 687 460 52 31 6 29 30 6 23 3 Patria 1894 4,2^'-) 6, 664 460'- 52 31 6 28 8 29 3 24 2 AMERICAN LINE— RED STAR LINE. 1883 3, 691 5,736 440 47 2 35 3 27 27 3 22 6 1883 3, 346 5, 212 400 47 35 4 27 27 7 22 8 1888 5. 930 10, 499 527 6 63 2 39 2 27 27 10 23 8 Paris 188:» 5, 581 10, 499 527 6 63 2 22 27 27 7 23 10 Friesland 18S9 4, 560 7, 116 437 51 2 35 27 1 28 5 22 7 1893 5, 642 8, 607 480 57 2 37 1 28 10 29 10 21 7 Kensington 18'.)4 5, 645 8, 6(19 480 57 2 37 28 9 30 21 2 1895 5, 891 11,629 535 5 63 26 8 27 6 28 2 25 6 St. Paul 1895 5, 874 11, 629 535 5 63 26 8 27 5 28 25 5 WILSON LINE. 1884 2, 439 3, 709 370 43 1 28 4 27 4 28 20 1 Butialo 1885 2, 895 4,427 385 45 3 27 8 26 11 27 2 21 5 1887 2, 787 4, 220 370 44 7 28 4 26 8 27 20 6 1891 2, 971 4,604 370 2 46 6 27 6 27 27 8 20 6 Idaho 1896 3, 614 5, 532 450 49 1 30 9 27 5 28 20 8 ANCHOR LINE. 1880 1881 3, 613 3, 453 5,495 8, 144 445 1 560 2 44 8 52 3 34 5 37 26 9 27 10 27 6 28 3 25 5 25 A^ CLANTIC TRANSPORT LINE. Mississippi Massacliiisetts . Manit(»l)a Moliiiwk Mobile 1890 2, 388 3,732 370 8 44 2 1892 3,654 5, 673 445 5 49 2 1892 3, 653 5, 672 445 5 49 2 1892 3, 640 5. 658 445 49 2 1893 3, 725 5, 780 445 49 2 26 d 30 30 30 30 26 26 11 26 10 27 26 9 26 27 6 27 27 8 27 24 3 21 6 20 4 NEW YORK HARBOR. 15 List of transatlantic steamships plying between New York City and foreign ports having a maximum draft of over 20 feet, etc. — Continued. NATIONAL LINE. Name of vessel. When built. Tonnage. Length. Breadth. Depth of hold. Draft. Net. Gross. Outg Aver- age. oing. Maxi- mum. Incom- ing. 1871 1891 1891 Tons. 2,794 3, 400 3, 340 Tons. 4, 512 5, 302 5, 158 Ft. in. 425 4 435 Ft. in. 43 2 46 4 Ft. in. 36 2 25 2 25 2 Ft. in. 27 27 3 27 6 Ft. in. 27 27 9 28 1 Ft. in. 23 3 435 46 3 21 4 TANK STEAMEKS. 1892 2,205 3, 445 330 43 29 9 27 2 27 5 18 1892 2, 207 3, 447 330 43 29 9 26 9 27 18 1893 2,353 3, 710 338 43 8 31 7 27 3 27 8 18 1894 2,468 3, 855 345 44 3 23 26 8 27 6 1893 2, 472 3,868 845 2 44 43 2 23 26 11 27 1894 2, 540 3, 796 338 7 31 9 26 11 27 1 18 1894 2, 659 4,171 353 45 31 5 27 2 27 8 18 1895 2, 784 4,273 360 46 7 27 7 26 10 27 Note. — In 1885 there were 8 steamers drawing 27 feet and over, and the greatest draft was 27 feet 3 inches. In 1890 there were 21 steamers with a maximum draft between 27 and 28 feet and 3 steamers with a maximum draft of 28 feet and over, while the greatest draft was 28 feet 4 inches. In 1896 there were 33 steamers with a maximum draft between 27 and 28 feet, 16 steamers with a maximum draft between 28 and 29 feet, and 9 steamers with a maximum draft of 29 feet and over, while the greatest draft was 30 feet 6 inches. o SEYMOUR DURST "l ' 'To ft niewv ^fTt/ferJam^ o^ <^