There were built on Newtown Creek 23 new vessels, 7,200 tons capacity, and valued at $265,000. E 8. IMPROVEMENT OF BUTTERMILK CHANNEL, NEW YORK HARBOR. Buttermilk Channel is the name given to the channel which separates Governors Island, at the mouth of the East River, New York Harbor, from the city of Brooklyn, which lies east of it. The channel on the northwest side of Governors Island, which separates it from the lower end of the city of New York, is the wider and deeper of the two, and is the channel most used by vessels passing between the East River and other parts of New York Harbor. Buttermilk Channel was formerly obstructed by three shoals: (1) A shoal lying above and northeast of Governors Island, projecting into Buttermilk Channel and extending over to the main channel on the other side, which originally had a least depth over it of 9 feet at mean low water. (2) A shoal putting out from Red Hook Point, on the Brooklyn side, and extending up the eastern side of the channel to the entrance of the Atlantic Basin, with a least depth on it of about 6 feet at mean low water and an average depth of from 10 feet to 12 feet mean low water. (3) A shoal putting out from the southern side of Governors Island and extending towards the Red Hook Point Shoal, which is partly dry at mean low water. Between the first-mentioned shoal and Governors Island there was formerly a narrow channel with 30 feet of water in it, and between this shoal and the Brooklyn shore a channel of the same depth, also originally narrow. A narrow and crooked channel about 30 feet deep lies between the two latter shoals. The line of docks and wharves from the Brooklyn Bridge down to the mouth of the Atlantic Basin on the Brooklyn side is one of the most important in the New York Harbor, and this part of the river, extending from the Brooklyn Bridge to Governors Island, was formerly regarded by pilots and masters of vessels as one of the most difficult places in New York waters to carry a vessel through safely on account of this shoal, the rapid current, and the enormous traffic passing not only up and down but across the stream. Tows, tugs, small steamers, and small craft generally, in passing up and down this part of the East River, keep to the New York side, forc ing the larger class of sound steamers, ocean steamers, and seagoing ships in tow of tugs to keep over towards the shoal at the upper point of Governors Island, and if, as was often the case, these vessels were obliged to stop in order to avoid collision with ferryboats, sloops, and canal-boat tows, they were liable to drift upon this shoal. Upon a statement of these difficulties, made by shipping merchants and others whose business lay along the Brooklyn wharves between Wall Street Ferry and the Atlantic Basin, a survey of this shoal was ordered in 1872, and a project for its improvement was adopted in 1880. The appropriations made by the several river and harbor acts from June 4, 1880, to August 11, 1888, both inclusive, have been so applied as to complete the removal of this shoal to a depth of 26 feet, mean low water, at an estimated cost of $346,000. The contract for final work was closed July 3, 1891. The river and harbor act of September 19, 1890, made provision for the survey of Red Hook Shoal, lying at the southern entrance to the Buttermilk Channel, "opposite the southeast side of Governors Island," and the report thereon, dated October 17, 1890, states that the shoal contains 1,484,048 cubic yards of material, scow measurement. The estimated cost of removal was $529,000. WORK DONE DURING THE FISCAL YEAR ENDING JUNE 30, 1893. At the opening of the fiscal year no contract was in force. The balance available on the completion of the contract expiring July 3, 1891, was $25,000, approximately. The only place where it could be applied was at Red Hook Shoal, but since that shoal is 2,500 feet long and 1,000 feet wide, with an average depth of less than 10 feet of water at mean low water, and in the vicinity of the buoy marking its western border is composed of compact sand covered with bowlders, the available balance was too small to widen the channel or lower the shoal in a way to benefit navigation appreciably. Besides this, the dredges, which alone could do the work, were already engaged, and it was not possible that they could be secured within a reasonable time, except at excessive rates, not justified by the circumstances. It was therefore deemed best to hold the money in the Treasury until it could be judiciously used in connection with the appropriation to be made by the succeeding river and harbor act, towards the removal of the western half of the shoal, in the execution of a project formed for straightening the channel at the southern entrance. The act of July 13, 1892, appropriated $100,000 for improving Buttermilk Channel. Sealed proposals for doing the work of dredging so much of Red Hook Shoal as the appropriation permitted were opened September 13, 1892, and a contract was made September 26, 1892, with the International Contracting Company, the lowest bidder, at 32.7 cents per cubic yard. Work under the contract was begun May 1, 1893, and at the close of the present fiscal year 32,308 cubic yards of material had been removed; 26,387 cubic yards were taken from the eastern end near the entrance to the Atlantic Basin, and 5,921 cubic yards from the northwestern edge of the shoal near black buoy No. 2. The shoal will be removed by successive cuts, extending from the buoy towards the Brooklyn shore. When the shoal is entirely removed Buttermilk Channel, opposite Atlantic Basin, will be 1,000 feet wide, and the set of the currents will be so direct along the southern margin of Governors Island that the improved depths of 26 feet will be maintained with reasonable certainty, without the necessity for an artificial bank to be built upon that island or upon the shoal extending from it to the southwestward. The amount expended during the fiscal year ending June 30, 1893, inclusive of outstanding liabilities, was $12,821.24. An appropriation of $200,000 is recommended towards the completion of this improvement, which is required to facilitate the navigation of the southern entrance to Buttermilk Channel, now obstructed by the Red Hook Shoal. This work is in the collection district of New York. The nearest port of entry is New York City, and the nearest work of defense Fort Columbus, New York Harbor. The nearest light-house is Robbins Reef. Amount expended to June 30, 1893, inclusive of outstanding liabilities. $334, 327. 99 July 1, 1893, outstanding liabilities.. $6,331.80 July 1, 1893, amount covered by uncompleted contracts...... 100, 615.28 106, 947. 08 July 1, 1893, balance available..... 11, 406. 73 Amount (estimated) required for completion of existing project.... 404,000.00 200, 000. 00 Abstract of proposals for improving Buttermilk Channel, New York, received in response to advertisement dated August 4, 1892, and opened September 13, 1892, by Lieut. Col. G. L. Gillespie, Corps of Engineers. COMMERCIAL STATISTICS. The commercial statistics for the fiscal year ending June 30, 1890, have remained practically unchanged, and are therefore herein repeated, The following statement of the commerce of South Amboy, N. J., and of Raritan River was prepared by Hon. D. C. Chase, mayor of South Amboy, N, J.: The following statement of the commerce of Perth Amboy, N. J., for the year 1889 was received from Mr. James Donnelly, superintendent of the New Jersey division, Lehigh Valley Railroad Company: Lehigh Valley Railroad tonnage eastward and westward over the wharves for the year 1889. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION. (1) Schooner Wild Pigeon.-The schooner Wild Pigeon was sunk December 22, 1892, on the east side of Main Ship Channel, New York Harbor, about 1.500 feet eastward of Buoy C 4. The length of the schooner was 128 feet, beam 30 feet, depth 10 feet, and gross tonnage 387 tons. Her cargo consisted of 468 tons of soft coal, Sealed proposals for the removal of the wreck were opened March 6, and with the approval of the Chief of Engineers the work was awarded to the Chapman Derrick and Wrecking Company, at a cost of $3,500. The wreck was practically removed by May 10 and deposited in deepwater at sea, but payment has not been made for the service rendered since an examination shows that a small amount of wreckage projects above the bed at the site. (2) Canal boat in Bronx River.-This wreck was an old canal boat that had been abandoned in the Bronx River by its owner, and bad drifted into mid channel about one-half mile below West Farms. As the entire width of the river at that point is only 60 feet, it formed a serious obstruction to navigation above it. Sealed proposals for the removal of the wreck were opened May 13, 1893, and the bid of L. M. Valentine, the lowest bidder, was accepted with the approval of the Chief of Engineers May 16, but on trial the bidder failed in his efforts to remove the wreck and declined to com plete the work. With the approval of the Chief of Engineers, May 29, the work was then awarded to Geo. McClintock, the next lowest bidder, and the wreck was successfully removed early in June, 1893, at a cost of $100. Money statement. March 1, 1893, allotment from appropriation for removing sunken vessels $2,000.00 1,600.00 July 1, 1893, covered by agreements... July 1, 1893, balance available 100.00 3,700,00 3,600.00 100.00 |