Page images
PDF
EPUB

COMMERCIAL STATISTICS.

Commerce and navigation for the fiscal year ending June 30, 1887, at the port of Perth Amboy, N. J.

[blocks in formation]

Vessels belonging to the port of Perth Amboy June 30, 1887.

$1,019, 720. 00 410,044.00 146, 690. 12

[blocks in formation]

Many canal boats carrying coal from South Amboy are not documented, and the number and ton nage are unknown.

The statistics as given by the collector of the port of Perth Amboy do not cover the entire traffic through Raritan Bay.

All the freight from the Delaware and Raritan Canal, Raritan River, and South Amboy enters the bay at the month of the Raritan River.

At the Great Beds Light, about 14 miles southeasterly from the South Amboy docks, this freight tonnage, which is estimated at 3,692,458 tons for the past year, is divided, and, according to the estimates of Hon. D. C. Chase, superintendent of the Delaware and Raritan Canal Towing Line, and Mr. A. C. Davis, shipping and terminal agent, 5 per cent. of it, or 181,623 tous, goes through the channel of Raritan Bay.

Of the Perth Amboy tonnage, according to the estimate of Mr. I. L. Fisher, president Vessel Owners' Association, 5 per cent., or 108,498 tons, goes out through this same channel.

There is, therefore, in addition to the measured or registered tonnage of vessels passing through Raritan Bay, as given by the collector, an estimated actual freight tonnage

From South Amboy.

From Perth Amboy.

Total......

Estimated value of same, $2,344,968.

Tons.

184,623

108,498

293, 121

The principal articles of commerce are coal, iron, iron ores, steel, oil, brick, pottery, clay, and manufactured articles of clay.

The effect of the work of improvement upon rates of freight, insurance, and competing routes of transportation are not appreciable.

A comparison of the entrances and clearances at the port of Perth Amboy for the years 1881 and 1887 shows the following increase:

[blocks in formation]

A like comparison of the amounts of duties collected for the same years shows an increase in revenue of 291 per cent.

Commercial statistics of the port of Perth Amboy, N. J., for the fiscal year ending June 30, 1889.

[blocks in formation]

REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION.

1. IRON STEAMER ATLAS, NEW YORK HARBOR.

The following description of the Atlas was obtained from the agents of the steam-ship line: The steam-ship Atlas is an iron-screw steamer; length, 250 feet 3 inches; beam, 29 feet; depth, 17 feet 7 inches; gross tonnage, 1,140 tons. She was sunk in the Hudson River, a few hundred feet off Barclay Street, New York City, after collision with a ferry-boat October 23, 1888.

The depth of water in the river in the vicinity of the wreck is 56 feet at mean low water, and the depth over the pilot-house of the steamer is 14 feet only at mean low water. Sealed proposals were invited by public advertisements dated March 23, 1889, and opened publicly May 4, 1889, for the removal of the wreck. Mr. William E. Chapman was the only bidder, and the price bid was $14,947. The Merritt Wrecking Company did not offer a bid, for the reason that they had already a contract with the owners for raising the wreck. This company has never abandoned the wreck, and are still at work trying to raise it. If they should be unsuccessful in their efforts, the steamer will be declared derelict, and the contract for the removal will be awarded to Mr. William E. Chapman, in accordance with the authority of the Chief of Engineers dated May 14, 1889.

2. The wrecks of two canal boats were found in the Gowanus Creek Channel in May, during the process of improving that channel. As the machine of the contractor was not able to remove them, circular letters were sent to all the wrecking companies in the city, May 27, inviting bids for their removal.

Three bids in reply were received, and opened June 1, and the contract was awarded by authority from the Chief of Engineers dated June 5, 1889, to the Atlantic Dredging Company, New York City, at the price of $450 for the removal of both wrecks. The wrecks were removed in June, and the expenditure was defrayed from the appropriation for the improvement of Gowanus Creek.

Abstract of bids for the removal of the wreck of the steamship Atlas and her cargo, now lying in the Hudson River, near Barclay Street, New York City, opened at the United States Engineer Office, Army Building, New York, May 3, 1889, at 12 o'clock m., under advertisement of March 23, 1889.

No. Name of bidder.

Name and residence of sureties.

Amount

1

Wm. E. Chapman... Charles P. Raymond and James A. Van Brunt, Brooklyn, N. Y..

$14,947

E 12.

PRELIMINARY EXAMINATION OF TARRYTOWN HARBOR, NEW YORK.

ENGINEER OFFICE, U. S. ARMY,

New York, N. Y., October 24, 1888. GENERAL: In compliance with Department letter of September 29, 1888, I have the honor to submit the following report on the preliminary examination of Tarrytown Harbor, New York.

Tarrytown is situated on the Tappan Zee where the Hudson River has a width of several miles, the channel being bordered on both sides by extensive flats. The flat on the eastern shore is about three-eighths of a mile wide measured from the 12-foot contour of the river channel to the wharves of Tarrytown, with depths of 3 feet at mean low tide. A secondary channel extends along the shore with a depth of 4 feet and affords the present means of access to the wharves.

The improvement desired consists in dredging this channel about 6,500 feet long, to a depth of 8 or 10 feet at mean low water, and width of 200 feet, or else in constructing a long dock from shore to the main channel in the Hudson River. Such an improvement if carried out by the General Government would probably cost in the neighborhood of $75,000. Dredging alone without a dike or breakwater would not prove per

manent.

Tarrytown has now a population of about 6,000; it is a suburb of New York and is mainly a town of villas and country houses, prod ucing but little for shipment.

The commerce of the place is estimated at about 30,000 tons of coal and building material, with an amount of general merchandise corresponding to the population.

The community is in the main well served by the Hudson River Railroad, and the improvement desired in the water route would not be likely to affect the growth of the place or greatly increase its trade.

I am of the opinion that Tarrytown Harbor is not now worthy of improvement, as the expense would be considerable and the population and interests centered there are not, in my opinion, sufficient to justify it. Very respectfully, your obedient servant,

GEO. MCC. DERBY, Captain of Engineers, in Temporary Charge.

The CHIEF OF ENGINEERS, U. S. A.

E 13.

PRELIMINARY EXAMINATION FOR A SHIP-CHANNEL BETWEEN JERSEY CITY AND ELLIS ISLAND, NEW YORK.

ENGINEER OFFICE, U. S. ARMY,

New York, N. Y., October 24, 1888.

GENERAL: In compliance with the Department letter of September 29, 1888, I have the honor to submit the following report on the preliminary examination for a ship-channel between Jersey City and Ellis Island.

The act of August 11, 1888, in addition to providing for a survey or examination for "a ship-channel between Jersey City and Ellis Island," provides for one also "from the Pier Lithe (pier line) to the main channel, a distance of about 1,650 feet and 700 feet north by northeast from Ellis Island, for a ship-channel or basin between the deep water of Hudson River and Ellis Island." Both of the above items are referred to me for report, but it is believed that they both refer to the same improvement.

The general subject of a ship-channel along the Jersey Flats passing between Ellis Island and Jersey City was reported on by Lieut. Col. G. L. Gillespie, Corps of Engineers, in 1882, and his report is published in Senate Ex. Doc. No. 80, Forty-seventh Congress, first session.

The improvement now desired consists in dredging to a depth of 26 feet mean low water, the area shown in red on the accompanying tracing. I inclose herewith a letter from Mr. D. B. Duncan, vice-president of the North River Coal and Wharf Company, which sets forth the arguments that can be advanced in favor of the United States undertaking the work.

This portion of the New Jersey shore is owned by the Central Railroad of New Jersey, and the North River Coal and Wharf Company have leased for a long term the property indicated on the tracing. They have constructed an immense pier, and are engaged in shipping coal for the Reading Railroad Company and the Beech Creek Company, and propose to construct another similar pier, and attract the business of the Lehigh Valley Railroad and others. Mr. Duncan states that they shipped last year 1,500,000 tons of coal, and the new pier will have a capacity of 2,000,000 more.

I have examined the locality, and it is unquestionably a magnificent piece of property, in the highest degree worthy of improvement. The proposed improvement involves dredging about 1,250,000 cubic yards of mud, and would cost in the neighborhood of $200,000.

In conclusion, I would report that the ship-channel or basin between New Jersey and Ellis Island is worthy of improvement, and if the Chief of Engineers decides that it is worthy of improvement by the General Government, I estimate the cost of the necessary survey at $300. Very respectfully, your obedient servant,

GEO. MCC. DERBY,

Captain of Engineers, in Temporary Charge.

The CHIEF OF ENGINEERS, U. S. A.

ENG 89-51

SURVEY FOR A SHIP-CHANNEL BETWEEN JERSEY CITY AND ELLIS ISI AND, NEW YORK.

ENGINEER OFFICE, U. S. ARMY,

New York, N. Y., January 15, 1889. GENERAL: I have the honor to submit the following report, with illustrative chart, upon the survey for a ship-channel between Jerse City and Ellis Island, New York Harbor, to comply with the river and harbor act of August 11, 1888. A preliminary report on this survey was made by Capt. George McC. Derby, Corps of Engineers, October 24, 1888, to which I respectfully invite attention.

The survey, which was made under the personal direction of Mr. C. S. Kelsey, was begun December 19 and completed January 4. The chart comprises two plans for improvement to meet the requirements of the river and harbor act calling for two distinct examinations of the water space between Ellis Island and Jersey City, viz:

(1) A ship-channel between Jersey City and Ellis Island. (2) From the pier lithe to the main channel, a distance of about 1,650 feet, and 700 feet north by northeast from Ellis Island for a ship-channel or basin between the deep water of Hudson River and Ellis Island. These two plans of improvement will be considered separately.

1. "SHIP-CHANNEL BETWEEN JERSEY CITY AND ELLIS ISLAND.” Ellis Island, which measures 2.6 acres, lies at the northern end of Jersey Flats, 1,700 feet west of the 26-foot curve on the west side of the main ship-channel leading to the entrance to the Hudson River, and 1,300 feet south from the outer extremity of Fort Liberty to coal wharf, the last wharf built from Communipaw eastward toward the main shipchannel. At the present time there is no navigable channel, properly so called, between the island and the main shore, as the water space has barely a depth of 4 feet mean low stage, except in a depression close in to Port Liberty wharf, where the depth is increased to 14 to 16 feet over a width of less than 25 feet. It is reported that the individuals or corporations controlling property on the south side of Communipaw have done occasional dredging to assist ships in entering the slips between the piers, but as the wharves are located at the point where the waters outflowing from the Hudson River first experience an expansion after leaving the strait between Jersey City and New York City, the velocities are diminished, and the materials held in suspension by the waters have a tendency to be deposited upon the head of the flats, causing shoaling in the channels dredged across the flats. This action will be continuous, and the effect will be to shoal gradually any channel which may be opened to connect the wharves with the main ship-channel of the harbor.

The promoters of this survey, however, desire that such a channel shall be opened. In this connection I invite your attention to section 3, river and harbor act of March 3, 1881, providing for an examination "from a point between Ellis Island and docks of New Jersey Central Railroad to a point between Robbins Reef Light and Constable Hook in waters of New York Bay, New York," having in view the opening of an inner communication, over Jersey Flats, between upper New York Harbor and Kill von Kull. The survey of this inner communication was made under my direction July-August, 1881, and a report submitted to the Chief of Engineers, U. S. Army, dated December 28, 1881 (Annual Report Chief of Engineers 1882, page 719, Part I), containing

« PreviousContinue »