STATE OF NEW YORK i ■ . REPORT OF „ • V itate Engineer and Surveyor J. A. Bensel ON •urveys of Black River Canal Extension, Chemung CanaLReconsirucdon, Glens Falls Feeder Conversion, Flushing River and Jamaica Bay Canal Con¬ struction, and Newtown Creek-Flushing Bay Canal Construction, as directed by Chapter 220, Laws of 1913 TRANSMITTED TO THE LEGISLATURE MARCH 11, 1914 ALBANY J. B. LYON COMPANY, PRINTERS 1914 \ 0 * ' 7 * f / f STATE OF NEW YORK REPORT OF State Engineer and Surveyor J. A. Bensel ON Surveys of Black River Canal Extension, Chemung Canal Reconstruction, Glens Falls Feeder Conversion, Flushing River and Jamaica Bay Canal Con¬ struction, and Newtown Creek-Flushing Bay Canal Construction, as directed by Chapter 220, Laws of 1913 TRANSMITTED TO THE LEGISLATURE MARCH 11, 1914 * ALBANY J. B. LYON COMPANY. PRINTERS 1914 Digitized by the Internet Archive in 2017 with funding from University of Illinois Urbana-Champaign Alternates https://archive.org/details/reportofstateeng00newy_0 I o Q 2.2. HALLER State of New York No. 34. IN SENATE March 11, 1914. Report of State Engineer and Surveyor on Surveys and Estimates of Cost of Black River Canal Extension, Chemung Canal Re¬ construction, Glens Falls Feeder Conversion, Flushing River and Jamaica Bay Canal Construction and Newtown Creek- Flushing Bay Canal Construction, as directed by Chapter 220, Laws of 1913. To the Honorable, The Legislature of the State of New York, Albany, N. Y.: Gentlemen. — Chapter 220 of the Laws of 1913, providing for the making of surveys for improving and extending the canal system of the State, and making an appropriation therefor, is as follows: “ 'Section 1. The state engineer and surveyor shall cause surveys to be made for the improvement of the canal system of the state by the extension of the Black River canal, the reconstruction of the Chemung canal, the conversion of the Glens Falls feeder into a canal, the construction of a canal between Flushing river and Jamaica bay and the con¬ struction of a canal from Newtown creek, sometimes known as Nassau river, to connect with the proposed canal between Flushing hay and Jamaica bay. Such officer shall make a report to the Legislature of nineteen hundred and fourteen, embodying the result of his investigations, to¬ gether with estimates of the cost for which such work may be done. 4 [Senate. “ § 2. The sum of thirty-five thousand dollars ($35,000), or so much thereof as may be necessary, is hereby appropri¬ ated for the purposes of this act, out of any money in the treasury, not otherwise appropriated, payable by the treas¬ urer on the warrant of the comptroller, on the order of the state engineer and surveyor.” Pursuant to this provision, surveys of the specified routes have been made under the direction of the State Engineer and esti¬ mates of the probable cost of constructing the proposed canals have been prepared, the basis of estimate being that of a channel of Barge canal dimensions similar to that provided by chapter 147 of the Laws of 1903 and chapter 391 of the Laws of 1909, that is, a minimum depth of water of 12 feet and minimum bot¬ tom width of prism of 75 feet. The locks also have Barge canal dimensions-—an available chamber length of 311 feet, a width of 45 feet, and a depth of water on miter-sills of 12 feet. Inasmuch as each of these projects involves radically different features, they will be taken up in order and treated separately. Accompanying the report there are maps, profiles and typical sections of the proposed canals. Black Biver Canal Project. Pursuant to the provisions of chapter 190 of the Laws of 1911, the State Engineer made surveys and prepared estimates cover¬ ing the improvement of the so-called Black Biver canal from Carthage to Sacketts Harbor, on Lake Ontario. A detailed re¬ port of this survey was submitted to the Legislature as a part of the 1912 State Engineer’s report, the most feasible route recom¬ mended in which was as follows: “ Beginning at Carthage the Black river is utilized to within a short distance of Heferiet. Then comes a cut-off to the east of this village, till the river is regained a little to the north. From this point to the eastern end of Hunt¬ ington island, just east of Watertown, the river is used, with the exception of a cut-off across a bend at Black Biver vil¬ lage. The river channel is used around the north side of Huntington island and then a land line is followed which No. 34.] 5 extends along the northern outskirts of Watertown, passing, near its western end, into Cowans creek and entering Black river at the mouth of this creek, a point which is opposite the fair grounds. Then the river is again utilized to Glen Park, where a line to the south of the river is begun, which runs to the headwaters of Muskalonge creek and then follows this stream to its entrance into Lake Ontario through Mus- * kalonge hay, which is an indentation some three miles from Sacketts Harbor.” t At the time of submitting this report, the estimated cost of improving the Black River canal was given as $16,300,000. Since making this report, certain decisions have been handed down by the courts with respect to the settlement of damages growing out of the appropriation of lands and waters which, to my mind, warrant a revision of the estimate of land and water damages, and I therefore beg to report at this time that the revised estimate for the cost of improving the Black River canal along the route as above noted is $19,000,000. Chemung Canal Project. The general route of the Chemung canal extends from the southerly end of the Cayuga and Seneca canal improvement at Ayers street, Montour Palls, southerly through Horseheads and Elmira and follows the valley of the Chemung river to a point on the Pennsylvania state line near Waverly, covering a distance of approximately thirty-seven miles. It has been assumed that the cargo capacity requirements for this canal would be 2,000,000 * tons per season. I In order to provide water for the proper operation of this canal, it will be necessary to construct a feeder extending from * the Chemung river in the vicinity of Corning to a point on the summit level near Horseheads. The line of this feeder follows approximately that of the abandoned Chemung canal feeder, and it will be necessary to construct a movable dam at a point near Corning to control the water level of the pool from which waters are to be diverted for the purpose of feeding to the summit level. In general, the route of the Chemung canal is along the line 6 [Senate, of the abandoned Chemung canal from Montour Falls to Horse- heads. From Horseheads to Elmira the valley of Hewtown creek is followed to the Chemung river. From Elmira, the route of the canal would follow in general the line of the Chemung river, which would be canalized and equipped with the necessary dams and locks similar to those installed along the canalized Mohawk river. The combination of these sections constitutes the only available route from Seneca lake to the Pennsylvania state line west of Waverly. Hue to the topography of the country to the west of Waverly and near the Pennsylvania state line, it is practically impossible to keep the best route within the limits of Hew York state, and in order to utilize to the best advantage existing conditions it would be necessary for the canal to cross the state line and return to Hew York state at a point west of Waverly, the approximate length within the state of Pennsylvania being two miles. After the return to Hew York state the canal would follow the general line of the Chemung river to Waverly, covering a distance of approxi¬ mately four miles. Attention is called to this condition, inas¬ much as it is not considered proper to include in an estimate of the cost to the State of Hew York the improvement of any por¬ tion of the Chemung river lying in the state of Pennsylvania. As a result of the study given to this proposed improvement, I am of the opinion that the following is the route which should ultimately be adopted: Beginning at the southern limits of what is known as Barge canal contract “ I,” in the village of Montour Falls, the route of the proposed waterway extends southerly and follows the valley of Catharine creek until the divide near the village of Horseheads is reached; thence it crosses this divide into the valley of Hewtown creek; thence down the valley of Hewtown creek to the Chemung river; thence down the valley of the Chemung river, cutting off such bends of the river as may he necessary, until the Pennsylvania state line is reached near Waverly. Hue to the steep valley of Catharine creek, it will be necessary to construct fifteen locks within the short distance of approxi¬ mately five miles, and it will also he necessary to provide proper storage reservoirs in the Chemung valley for the purpose of No. 34.] 7 storing waters sufficient to ensure the proper operation of the canal. The estimated cost of constructing a canal of Barge canal di¬ mensions along the route above outlined is $25,250,000 for that part within the limits of the state of New York. This estimate does not include the cost of canalizing that portion of the Che¬ mung canal lying within the state of Pennsylvania in the vicinity of Waverly, the improvement of which is estimated at $1,250,000. Glens Falls Feeder Project. The Glens Falls feeder, which extends from a point on the Hudson river about a mile and a half above Glens Falls to an intersection with the summit level of the old Champlain canal near Hudson Falls, has served two purposes,— that of supplying water to the canal and that of furnishing a navigable channel from the canal to the village of Hudson Falls and the city of Glens Falls. This connection, however, cannot pass boats of more than 150 tons capacity. As a part of the Barge canal im¬ provement certain work is being done along the feeder. This will insure the passage of sufficient water to supply the needs of the summit level of the new Champlain canal, but will not in¬ crease the dimensions of the channel to such an extent that larger boats can be used. The water supply for the new canal will pass through the entire length of the old feeder and then northerly through the old Champlain canal from its junction with the feeder to the vicinity of Dunhams Basin, where a new lateral channel will connect with the improved canal. In making the survey called for by chapter 220, Laws of 1913, * two general choices of route were possible, one in the bed of the i Hudson river and the other along some course that would give a channel independent of the river, or a “ land line/ 7 as it is called, ♦ in distinction from a “ river line/ 7 or the canalization of a nat¬ ural stream. A river line would extend from the feeder dam, about one and one-half miles above Glens Falls, to a point below Fort Edward, where the river has been dredged in constructing the Champlain Barge canal, this point being on the second level below the sum¬ mit of the new canal. This line was not surveyed, because of two 8 [Senate, apparently serious objections. As practically the whole of the river bed is rock, it was considered that the cost of excavation would be excessive. Also, it seemed that a river location would damage existing power developments, since a given amount of water must be delivered through the old feeder to the summit level of the new Champlain canal, irrespective of the location of the proposed feeder canalization. Thus a river line would require a double supply of water and might so curtail the output of the mills, which are dependent on the power developed from the river, that the very object of the canal would be defeated by diminish¬ ing the commerce which it is designed to accommodate and which it should also foster and increase. Beginning at the feeder dam, the survey of the land line fol¬ lowed the existing feeder to a point between locks Nos. 12 and 13, which is at the plant of the Kenyon Lumber Company in Hudson Falls. Leaving the feeder at this point, the route took a southerly course along the eastern limits of Hudson Falls and by a flight of locks reached the old Champlain canal just north of Fort Edward. Thence to a junction with the improved Champlain, or Barge canal, three lines were surveyed. The most feasible con¬ tinued on the same southerly course, crossing the old Champlain canal and the Delaware and Hudson railroad, and reached the new Champlain canal about one-fourth mile below lock No. 8. The route just described is considered the best for several rea¬ sons. First, it costs the least. Then, it is shorter than either of the others by nearly a mile and a half. Also, the alignment is best, both from the standpoint of the navigator and because it does not pass through the heart of the village of Fort Edward, as the other routes do. And furthermore, in the matter of water supply this route appears the most feasible and will divert but little from that intended for the summit level of the Champlain canal. The estimated costs of constructing a waterway of Barge canal dimensions, including amounts for land damages, engineering and contingencies, along the several routes, are as follows: Route No. 1: Estimated cost, $9,000,000; length, 7.6 miles. Route No. 2: Estimated cost, $10,000,000; length, 8.9 miles. Route No. 3: Estimated cost, $10,000,000; length, 9.0 miles. No. 34.] 9 These estimates are for a canal which will extend through the city of Glens Falls to the feeder dam. Should it be deemed ad¬ visable to extend the canal only to Glens Falls, the cost of each line would be decreased by $1,400,000 and the length by about •one and one-half miles. In considering the question of probable commerce, I desire to call your attention to two other pending projects that will ma¬ terially affect conditions in this locality. It seems best to weigh the advisability of building this canal in connection with the consideration of one or both of these other projects. Should the plan of constructing a storage reservoir on the up¬ per Hudson be carried into execution, it is probable that the out¬ put of industries in this region would be greatly increased. Also, should the State adopt a policy for the Adirondack mountains similar to that of the Federal government toward the National forest preserves, which allows a certain amount of cutting in the work of reforestation, there would follow another form of indus^ trial development in this section, together with its increased commerce. All of these three subjects are so closely interwoven that they should be considered as one great project. In drawing any legislative bill to authorize this proposed im¬ provement, the route should not be so definitely fixed as to pre¬ clude a location in the river channel or deviations in the land line, should further investigation show their advisability. This same precaution should be observed with regard to bills authoriz¬ ing any of the canals mentioned in this report. Jamaica Bay-Flushing Bay Project. J A canal from Jamaica bay to Flushing bay has been advocated * for many years and an attempt was made in 1912 to pass a law I authorizing its construction. At least one estimate of cost has * been made previous to the survey authorized by chapter 220, Laws of 1913. In a route across Long Island from Jamaica bay to Flushing bay, salt meadows are encountered for the first two miles, then a gently-sloping, sandy plain, varying in height from 20 to 40 feet above mean high tide and extending for another two miles, next a steeper, irregular slope to the backbone of the island, which is 10 [Senate, composed of glacial drift and till and has a maximum elevation of over a hundred feet, then a steep descent and lastly a level stretch of salt meadow in a deep indentation of the main ridge, extending about three and one-half miles to Flushing bay. In making the estimate of cost it was assumed that Hew York city will construct the proposed channel in Jamaica bay, together with the basins extending inland from that channel. The cost of the channel between deep water in the East river to Living¬ ston street, the point where the pier and bulkhead lines proposed by the city end, has been estimated as a separate item, since it is expected that the Federal government will ultimately improve the channel to this point. ■Several routes were considered and sufficient investigations made along each to determine the most feasible. The route selected for estimate begins at the Cornell basin of the proposed Jamaica bay channel. It follows Cornell creek for a short distance, bending westerly across the ridge between the creek and the next valley to the west, crosses the Ridgewood aqueduct west of Three-mile Mill road and Rockaway boulevard about one-quarter of a mile west of the junction with Rockaway road, then follows the natural valley through the truck farms, crossing Hawtree creek road near its junction with Lincoln ave¬ nue and Liberty avenue just east of Van Wyck avenue. From Liberty avenue the line runs just east of Van Wyck avenue and nearly parallel to it, following a natural depression through the residential district to the railroad. It crosses the railroad just east of Dunton station, runs thence to the gravel pits on the Maple Grove cemetery property, crosses the summit of the main ridge in the cemetery, following a ravine on the easterly edge of the improved portion, across the Queens boulevard, and then down \ the ravine across the Union turnpike at the pumping station of the Citizens Water Company to the meadows at the head of [ Flushing creek. From the head of Flushing creek the line runs through the driven-well field of the water company to the head of the 200-foot channel planned by the city at Livingston street. Thence it follows the line of the improvement of the Flushing river proposed by the city of Hew York to Strong’s causeway, thence across a bend of the river, rejoining the channel laid out No. 34.] 11 by the city above the Main street bridge of the Long Island Kail- road Company and thence following the channel for which ap¬ propriations have been made by the Federal government to the point in Flushing bay where the depth is twelve feet at mean low water. From tidal observations, it appeared that locks would be nec¬ essary to prevent a flow which would be destructive to the channel, ;and therefore a lock with double-acting gates has been planned at each end of the canal. Three types of canal have been considered, as follows: , 5 (1) A sea-level, open-cut canal with two locks. (2) A high-level, open-cut canal with four or more locks. (3) A sea-level canal in a tunnel through the high portion of the island. Estimates have been made for the first and third types, but, because investigation showed the cost of pumping to be enormous, further consideration of the second type was discontinued. The first type, the sea-level, open-cut canal, would be the cheapest to construct and while it has many objectionable fea¬ tures, is has been made the basis of estimates on account of its comparative cheapness. To avoid the deep open cut where it would disturb street plans and necessitate many bridges, a tunnel has been suggested by the authorities of the Borough of Queens. This would extend from Liberty avenue to Union avenue, and the tentative plans provide for a double conduit of reinforced concrete having chan¬ nels of 50 feet each with columns between the channels, which, because of the comparatively large ratio of cross-section of canal to that of the boat, will permit a rapid and easy displacement of water by the moving boat. Such a channel would permit the meeting and passing of two boats of the largest size the Barge Sanal locks will accommodate. The cost would be considerably larger than by either of the open-cut schemes, but such a canal would probably meet with greater favor by both the borough au¬ thorities and the owners of the affected property. The estimated costs of the two types of canal, including engi¬ neering, land damages and contingencies, are as follows: 12 [Senate, Sea-level canal, Cornell basin to East river. $13,211,042 If United States government makes channel from Livingston street to East river, deduct. 618,468 $12,592,574 Sea-level canal, as above, with tunnel from Liberty avenue to Union avenue. $20,956,476 If United States government makes channel from Livingston street to East river, deduct. 618,468 $20,338,008' Newtown Creek-Flushing Bay Project. Schemes for a canal between Newtown creek and Flushing bay have been considered at various times during the past hundred years. The territory between Newtown creek and Flushing river shows a valley, that of Maspeth creek, extending inland from the west, and the marshes and valleys of Flushing river and its tribu¬ tary Horse brook stretching from the east, the two valleys being separated by a ridge of glacial drift about three-quarters of a mile wide and from forty to fifty feet high. Several routes for the proposed canal were considered and in¬ vestigations carried far enough on each to determine the best. The one chosen for estimate follows Maspeth creek from Newtown creek to the old main line of the Long Island railroad, then crosses a high sandy ridge to Maurice avenue, the line of which it con¬ tinues to follow in general direction, utilizing the valley of Mas¬ peth creek above Newtown avenue and that of Horse brook b«* yond the glacial ridge. In this course it passes through the well-field of the Urban Water Company at Newtown avenue and crosses the Long Island railroad main line and the New Yoi 4 ^ Connecting railroad just north of Maurice avenue. Beyond Grand street, Elmhurst, the route runs through Horse brook val¬ ley and marshes to a junction with the Jamaica Bay-Flushing Bay line just above Strong’s causeway. Only one type of canal was considered — a sea-level channel. Because of difference in time of tide at the two ends, as shown No. 34.] 13 by tidal observations, a lock was estimated for the west end of the canal, the lock which will serve for the other end having been included in the Jamaica Bay-Flushing Bay project. The estimated cost of constructing this canal, including amounts for engineering, land damages and contingencies, is $5,894,144. Summary. > ‘ A summary of cost of the five projects contained in the bill authorizing these surveys is as follows: ^Extension of Black Biver canal. $19,000,000 Reconstruction of Chemung canal (portion within New York state). 25,250,000 Conversion of Glens Falls feeder into a canal. . . . 9,000,000 Construction of canal between Flushing river and Jamaica bay . 20,338,008 Construction of canal from Newtown creek to junc¬ tion with proposed canal between Flushing and Jamaica bays . 5,894,144 $79,482,152 It is to be noted that in this summary the portion of the Che¬ mung canal lying in the state of Pennsylvania is not included. The estimate for this is $1,250,000. Also, the amount for the Jamaica Bay—Flushing Bay project is the estimate for the sea-level canal with a tunnel section. If the all open-cut type is desired, then $12,592,574 should be sub¬ stituted. Both of these figures are based on the assumption that the Federal government will construct the northern portion of this canal, which is estimated to cost $618,468. *9 Respectfully submitted, J. A. BENSEL, ’ State Engineer and Surveyor . \ <■ I X* t ) . ■ . . To nccompany Report of State Engineer and Surveyor to Legislature of 19I f. “■ Koutes fulniud I Rejected Routes Surveyed under Chapter 220 Laws of 1913 MAP SHOWIN6 Routes of the Proposed JAMAICA BAY-FLUSHING BAY NEWTOWN CREEK-FLUSHING BAY CANALS / / / u n . — —' > ;•:• ■•'■ \ t ■ l • V. :.:■ : \ A /' /■ .. * . / \, ' • - ■ v l5 \ * . . - . : . \ ‘ i-j V./‘ \ . < v i- ; * / w N .\ ■■ i-m* \ .. \ \ Snseceico 2ECxiom hq loojl muh i^c riBetsxjk v^' Newtown Ave. Tidal Marsh Section horse Brook Marshes SURVEY FOR PROPOSED CANAL between NEWTOWN CREEK and FLUSHING BAY (Chapter 220, Caws of 1913) TYPICAL SECTIONS Tb accompany Report of State Engineer ^Surveyor to Legislature of 1914. Scale 50 :4 110 tOOi CHVHHi --- _-e? 0l - III •- -- - Sit ■ Jd Jbacs 8 30i • ti ll v\ ■ : <» (Chapter ZZ 0, Laws of 1913) TYPICAL SECTIONS, SEA-LEVELTYPE OF CANAL OPEN CUT AND TUNNEL SECTIONS Livingston 5t. To accompany Report of State Engineer & Sur veyor to Legislature of 1914 Scale Q JO 100 150 IrtET L memm W ! _vx ' • y \\ .. ' ■ ■B -J 3 0112 105219866