an estimate for the execution of a ship-channel 5 miles long approximately, 300 feet wide, and 21 feet deep, mean low water, excavated partly through a rocky ledge and partly through gravel, sand, and mud, at a total cost of $7,134,980. The northern end of the channel provided for in the act of 1881 was located between Ellis Island and Jersey City, and covers practically the ground to be occupied by the channel provided for in the act of August 11, 1888.

This report, under act of August 11, 1888, may therefore be considered as presenting an estimate for the excavation of a part of the eastern end of the channel proposed to be opened by the act of 1881.

It will be observed that if the project of 1881 is to be ultimately carried out, the estimate of $7,134,980 must be largely increased, inasmuch as the depth now required in the eastern section to be improved under the act of 1888 is to be 26 feet deep, mean low water, in place of 21 feet, mean low water, under act of 1881.

Starting, then, the ship-channel at the 26-foot curve of the main shipchannel of New York Harbor, opposite Communipaw, and running westerly 2,375 feet, with a width of 300 feet, to a point 700 feet north by northeast of Ellis Island, there will be required to be removed 333,731 cubic yards of solid material, sand, gravel, and mud, measured in place, or 433,850 cubic yards, measured in scows, at an estimated cost of $108,462.

This proposed channel will run immediately eastward of Communipaw and give accessibility to Iron, South, Communipaw, Coal, and Port Liberty docks, upon which, it is stated, three millions and over of coal will be handled during the next year. It will provide no increased anchorage for general shipping, but will materially benefit that part of the shipping of the port which is employed in the coal trade. It is believed that the channel once opened will need constant dredging for its maintenance.

2. FOR A "BASIN BETWEEN THE DEEP WATER OF HUDSON RIVER AND ELLIS ISLAND."

A basin has been outlined upon the chart which it is believed conforms to the intent of the act. It is bounded on the south by the prolongation of the dock line west of Port Liberty wharf; on the north and west by the pier line adopted in 1883 by the riparian commissioners of New Jersey, and on the east by the 26-foot contour of the main ship-channel. It measures 70 acres, approximately, and has sufficient capacity to accommodate conveniently 250 vessels at anchor, after allowing an open channel on the north side for convenient communication with the adjacent wharves. This basin, as has already been stated when considering Jersey Flats in general, will be particularly subject to deterioration arising from deposits laid by the river waters and arising principally from Jersey City influences and will need constant dredging for its maintenance.

I have not heard that the port wants additional anchorage for its vessels.

To lower the bed of the basin to the plane of 26 feet below mean low water will require, it is estimated, the removal of 1,361,074 cubic yards of solid material, bowlders, sand, gravel, and mud measured in place, or 1,769,396 cubic yards measured in scows, at an estimated cost of $442,339.

As the harbor lines for the harbor of New York City have been for some time under consideration by the Board of Engineers appointed by

the Chief of Engineers in compliance with section 12, river and harbor act of August 11, 1888, it would seem inadvisable at this time to change existing conditions on Jersey Flats by provisions for additional improve ments, such as form the basis of this report, which would in the least degree embarrass the Board of Engineers in its deliberations or conclusions, or which after or during execution would require future adjustment to the harbor lines which the Board might recommend. It is possible also that the recommendations of the Board in regard to the utilization of the flats and to the establishment of new harbor lines may be such as to conflict with the ready and economical execution of the plans for which estimates are presented in this report.

Jersey Flats are in the collection district of New York and Newark, N. J., both of which are ports of entry. The nearest fort is on Bedloe's Island, and the nearest light-house is on Robbins Reef, Upper Bay, New York Harbor.

The amount of revenue collected at the port of New York for the year ending June 30, 1888, was $145,300,344.35. The amount collected at Newark for the same period was $2,613.62.

The amount of commerce which will be benefited by the improve ments considered in this report has been estimated at 3,500,000 tons. representing a money value of $15,000,000. It is stated that during the year ending December 31, 1888, 10,000 vessels were employed to transport the merchandise handled at existing wharves, and that when the new and proposed wharf facilities have been completed the number of transporting vessels required will be increased to 20,000, and the rates for handling and delivering coal will be reduced 50 cents per ton. Very respectfully, your obedient servant,

The CHIEF OF ENGINEERS, U. S. A.

G. L. GILLESPIE, Lieut. Col. of Engineers.

E 14.

ESTABLISHMENT OF HARBOR LINES OF NEW YORK HARBOR AND ITS ADJACENT WATERS.

OFFICE OF THE BOARD OF COMMISSIONERS OF PILOTS,

New York, September 13, 1888.

SIR: I beg leave to hand you herewith a resolution of this Board, calling for the establishment of exterior pier and bulkhead lines in this harbor.

Respectfully referred to Capt. George McC. Derby, Corps of Engi

neers, for report.

By order of Major Post, Corps of Engineers, in charge.

THOS. TURTLE,

Captain of Engineers, U. S. A.

[Second indorsement.]

ENGINEER OFFICE, U. S. ARMY,

New York, September 28, 1888.

Respectfully returned to the Chief of Engineers, U. S. Army, with accompanying report.

GEORGE MCC. DERBY,

Captain of Engineers.

[Third indorsement.]

OFFICE CHIEF OF ENGINEERS,

U. S. ARMY,

October 2, 1888.

Respectfully returned to the War Department with the recommendation that the Chief of Engineers be authorized by the Secretary of War to constitute the Board of Engineers stationed in New York City, the Board to establish the harber lines of New York Harbor and its adjacent waters in accordance with section 12 of the act of August 11, 1888.

THOS. LINCOLN CASEY,

Brig. Gen., Chief of Engineers.

[Fourth indorsement.]

WAR DEPARTMENT, October 4, 1888.

Approved as recommended by the Chief of Engineers.

By order of the Acting Secretary of War.

JOHN TWEEDALE,

Chief Clerk.

RESOLUTION OF THE BOARD OF COMMISSIONERS OF PILOTS OF NEW YORK CITY.

OFFICE OF THE BOARD OF COMMISSIONERS OF PILOTS,

New York, September 11, 1888.

At a regular meeting of the Board held this day the following was, on motion, unanimously adopted:

Whereas the maintenance of the channels of the harbor of New York depends upon the preservation of the tidal basins, which are supplied and discharged through said channels; and

Whereas, in some parts of said basins no exterior lines have been established by the States of New York and New Jersey, and in some parts the lines so established are not definitely located; and

Whereas, under the present system, even where such lines are established, the right to encroach beyond them is obtained with too great facility; and such encroachments for the benefit of individual owners are of frequent occurrence: Therefore,

Resolved, That this Board respectfully petition the honorable Secretary of War to cause harbor lines to be established throughout the basins connected with the harbor of New York, as authorized by section 10 of the river and harbor act of August 11, 1888.

Copied from the minutes.

By order of the Board.

AMBROSE SNOW,
President.

D. A. NASH,

Secretary.

REPORT OF CAPTAIN GEORGE MCC. DERBY, CORPS OF ENGINEERS.

ENGINEER OFFICE U. S. ARMY,

New York, N. Y., September 28, 1888. GENERAL: Pursuant to your indorsement of the 19th instant, on the accompanying letter from the President of the New York Board of

Commissioners of Pilots, I have the honor to submit the following report:

The Board of Pilot Commissioners petitions the Secretary of War to cause harbor lines to be established throughout the basins connected with the harbor of New York as authorized by section 10 (12) of the river and harbor act of August 10 (11), 1888, for reasons given.

The reasons are, in my opinion, sound. There can be no question that the depths in the channels of a tidal estuary like New York Harbor depend on the area of the tidal basins which these channels feed.

The value of the real estate on water fronts in and around New York is so very great that it is a constant temptation to every riparian owner to reclaim just as much of the land under water as he possibly can, and to run his docks out into the channels just as far as he is allowed to. To hold this tendency in check to some extent the legislatures of the States of New York and New Jersey have at various times established pier lines and bulkhead lines in those parts of New York Harbor where water-fronts are the most valuable and where consequently the danger from unreasonable encroachment on the channels and tidal basins is greatest. But large areas and miles of channel, just as valuable for the maintenance of the regimen of the harbor, are still without any protection. Two Engineer officers were detailed by the President of the United States in 1877 to co-operate with the authorities of the State of New York in deciding upon harbor lines for a part of the Hudson River, but no meetings were ever held and no action was taken. A commission was also appointed in 1875 to establish lines around Staten Island but their report has never been fully adopted by the State of New York, so that the lines recommended lack the authority of the law. From these instances it may be seen that the States are not alive to the necessity of protecting the navigable water-ways of the United States lying within their domains; and this is not surprising either since, if the channels are injured, it is to the General Government that the public looks to make good the damage.

It would seem to be only logical that the power that restores should be the one to maintain, and that therefore the control of the harbor lines should by rights be in the hands of the General Government in all cases where the United States is expending funds on engineering works for the benefit of navigation.

But where the opposite banks of the water-way belong to different States, as is the case in many instances around New York Harbor, it is specially important that the United States should take the matter in hand, because the proper consideration of the question demands that both sides of the stream or tidal basin should be considered as one problem. There has, however, never been co-operation between the States of New York and New Jersey in this matter. On the contrary where a commission appointed by the President of the United States recommended certain lines for the two banks of the Kill von Kull, the State of New Jersey failed to adopt them and established its own lines encroaching to a serious extent upon the channel that had been recommended by the commission. The States in such cases are interested parties and should not be permitted to act separately on questions in which their interests are at variance.

Finally, it has always been an easy matter for any strong and wealthy riparian owner to go to the State legislature and get the harbor lines in front of his property altered for his exclusive benefit.

The proper establishment of these lines is not a local question, but involves the consideration of the regimen of the whole system of chan