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WQO
771
M11
BAKER LIBRARY
UD AR.IV V
HARVARD UNIVERSITY
GRADUATE SCHOOL
OF BUSINESS
ADMINISTRATION
BAKER LIBRARY
ARVARDIANA ET
IT
IN VERIALI INCLUDING CHANISTO ECCLESIAR NOV. TAS I-ANG
&
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FLORENCE T. BAKER
MEMORIAL FUND
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6.0 3187
$1,00L Insit mst oit
if
REPORTS AND ESTIMATES
w
FOR A
Ship Canal and Basin,
FROM
- ALBANY TO NEW-BALTIMORE.
BY WILLIAM J. McALPINE,
CHIEF ENGINEER; AND
OCTAVE BLANC, ISAAC D. COLMAN, AND WILLIAM A. PERKINS,
RESIDENT ENGINEERS.
ALBANY:
WEED, PARSONS & COMPANY, PRINTERS.
1853.
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REPORTS AND ESTIMATES
FOR A
Ship Canal and Basin,
FROM
ALBANY TO NEW-BALTIMORE.
BY WILLIAM J. McALPINE,
CHIEF ENGINEER; AND
OCTAVE BLANC, ISAAC D. COLEMAN, AND WILLIAM A. PERKINS,
RESIDENT ENGINEERS.
ALBANY:
WEED, PARSONS & COMPANY, PRINTERS.
1853.
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Oct. 15, 1931
WQO
771
MII
=
105062
B
N. Y. Public Library
Coo
9713
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CHIEF ENGINEER'S REPORT.
ALBANY, February 11th, 1853.
To W. E. Bleecker, Lansing Pruyn, John N. Wilder, G. C.
Davidson, B. C. Brainard, Theodore Townsend,
Visscher Ten Eyck, Orlando Meads and J. D. Was-
son, Esq'rs, and others, a committee appointed by
the city of Albany to inquire into the expediency
of constructing a ship canal from Albany to New-
Baltimore.
GENTLEMEN:
I regret that my preoccupation with public duties has prevented
me from devoting as much time to the examination of the ques-
tion of the proposed ship canal as the importance of the project
merits.
This duty has, however, been performed in a very thorough
manner, by Messrs. Octave Blanc and Isaac D. Coleman, and a
particular branch of it by Mr. Wm. A. Perkins.
The reports of these gentlemen, and the maps of the proposed
route of the canal, are herewith submitted.
The object proposed to be accomplished by the work in question,
is to afford an uninterrupted navigation to the city of Albany for
such classes of vessels as are required to navigate the ocean, and
thus permit the transfer of freight received by the canal to be
made at Albany instead of New-York.
The crowded state of the wharves in New-York increases the
cost of transhipment at that place. The improvement in ques-
tion would relieve that port of a portion of its business, and reduce
the charges on that portion of the trade of the canals destined for
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4
exportation, as well as that which is received by importation from
foreign and domestic ports.
The plans which have been suggested for the accomplishment
of these objects, are :
1. An improvement of the channel of the Hudson river.
2. An extension of the Erie canal to a point on the river where
the navigation for ships is now interrupted.
And 3. The construction of a ship canal which will connect
the Erie canal with the Hudson at a point where it has an unin-
terrupted navigation.
The trade and commerce which are already concentrated at
this city, are seriously taxed by the obstructions which they en-
counter in the first twelve miles of the Hudson below this city.
The improvement of the channel of the river has been a favorite
plan with a majority of those who have examined this subject.
The careful examinations of the river, which have been made
by the engineers of the United States government, have induced
them to adopt a plan for its improvement, which has been com-
menced, and so far extended as to show its effect.
These plans, however, contemplate securing a depth of but nine
feet of water, which would not be sufficient for the purposes you
design to accomplish.
The cost of obtaining a depth of water in the Hudson which
would admit the heaviest class of vessels to your wharves, is,
without closer examination, evidently too great to warrant its ex-
penditure, even if there were a reasonable hope that a plan could
be devised by which such a depth could be permanently main-
tained.
The second plan would require the breaking up of all of the
existing arrangements of business at Albany and Troy, which
would cause a sacrifice of property vastly greater than the expen-
diture which is required to carry out the third plan.
The last is the particular subject which you have desired to be
examined.
Having carefully investigated the matter, 1 was led to recom-
mend to your committee that the surveys and estimates should be
based on the plan of an independent canal, elevated above the
level of the river, so as to be entirely free from the expense of per-
forming any of the excavations below the level of the water in the
river, and with its works protected against the influences of the
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5
freshets which have so frequently proved destructive to property
in this city.
This suggestion having met with your approval, Mr. Blanc
was instructed to make his surveys and estimates on that plan.
The only objection of much force to this plan arose from the
apprehended difficulty or expense of procuring sufficient water to
supply the canal upon the elevated level proposed.
I suggested two plans for this purpose. The first was to raise
the water by steam power from the river ; and the second to obtain
it by regulating the discharge of the waters of the Norman's Kill
by constructing retentive reservoirs thereon.
The expense of both of these methods has been examined; the
first by Mr. Coleman, assuming certain estimates which were pre-
pared by me in reference to the Brooklyn Water Works; and the
second by Mr. Perkins.
I have not had sufficient leisure to examine the details of either
of these estimates, but have so far reviewed them as to be satisfied
that both plans are practicable, and that the estimates of cost can
be relied upon.
The dimensions of the canal, upon which the estimates are
based, are as follows
The width at bottom, 50 feet ; at surface water, not less than
120 feet ; and 20 feet depth of water.
The Locks at New Baltimore are to be of sufficient size to pass
vessels 300 feet long and 50 feet wide, provided with extra gates,
so as to use less length of lock when vessels of smaller size are
passed.
The Locks at Albany, connecting the proposed basin with the
river, are to be of sufficient size to pass boats 215 feet long and 30
feet wide, and are also to be provided with extra gates.
The length of the canal is twelve miles; of which, three miles
can be made with a surface width of water of 300 feet, with but
little extra expense. Another three miles can be made of the same
width, at an estimated extra expense of $50,000.
These dimensions are believed to be amply sufficient to accom-
modate the classes of vessels for which they are designed.
In connection with this project, provision has been made in the
plans and estimates for a large basin, covering 255 acres of land,
and nearly one mile in length.
The particular description of the several works proposed will
be found in the annexed report.
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The estimated cost of the canal, basin, locks and works complete,
according to this report, is $2,450,000.
I have examined the prices contained in these estimates, and
believe that they are sufficient. In works of this character, unex-
pected difficulties occur which enhance the cost. For this reason
I should deem it safe to assume that the cost would amount to
three millions of dollars.
The annual expense of furnishing a supply of water, tending
the locks, and keeping the canal in repair, is stated at $75,000
per annum. I deem this sum sufficient, and, when added to the
interest on the estimated cost, it will amount to $285,000 per
annum.
The value of the lots on the basin and piers, as stated in the
report, has been taken at the prices estimated by some members of
your committee. I have not sufficient information in regard to the
probable value of such property to form an opinion of the correct-
ness of this estimate. It gives a value of $1,600,000 to these lots,
the annual interest of which is $112,000. If this sum should be
realized, it would be equivalent to reducing the annual expenditure
to $173,000, which sum must be reimbursed from the tolls on the
tonnage passing through the canal.
The average toll charged on the State canals is about 21% mills
per 1000 pounds per mile. In the report, the toll on the ship
canal is assumed at about 4 mills, or ten cents per ton for the
length of the canal. There is but little doubt that ten cents would
be a reasonable charge for the advantages which the work in
question would furnish to the commerce using the same. This
rate of toll would require 1,730,000 tons to reimburse the balance
of the expenses of the interest on the cost, and the annual main-
tenance, after deducting the estimated receipts from the wharf lots
on the basin.
Whenever 2,850,000 tons annually pass through the canal,
paying the toll above stated, it will yield a sufficient revenue to
pay the interest and maintenance, and leave the rents of the basin
lots as profit to the proprietors of the canal.
It is assumed in the report that the tonnage of the canals, ar-
riving at and departing from tide water, will amount to four mil-
lions of tons by 1856, and to six millions by 1860, and that one-
half of this tonnage may be expected to pass through the canal.
I am of the opinion that the tonnage which will pass through
the canal after its completion, and the rents of the basin lots, will
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be sufficient to reimburse the interest on the cost of construction
and the annual expense of maintenance. The future increase of
business will be a guarantee for a fair profit on the investment.
The examination which I have given to the subject enables
me to say, with confidence, that the work presents no serious diffi-
culty in its construction. The estimates, as corrected, I believe to
be ample to meet the expense of building it. I am not sufficiently
acquainted with the subject to be able to state, with the same de-
gree of confidence, that the estimates for the revenue are correct,
though I am quite sure that they are not overrated. The practi-
cal knowledge possessed by your committee will enable you to
correct any errors in this estimate.
Very respectfully, your ob't serv't,
WM. J. McALPINE.
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WM. J. MCALPINE, Esq.
Sir-The undersigned herewith submit, for your consideration,
the enclosed report, prepared under your direction, containing
descriptions and estimates of the plans for a proposed ship canal,
to overcome the obstructions in the Hudson river below Albany,
together with some remarks upon the same.
Respectfully yours,
OCTAVE BLANC,
1. D. COLEMAN,
Civil Engineers.
2,
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RESIDENT ENGINEERS' REPORT.
IT being conceded that an uninterrupted channel for ship navi-
gation already exists from the mouth of the Hudson river to a
place called Four Mile Point; about four miles north of the city of
Hudson, the examinations of the river have been confined to that
portion between the city of Albany and Four Mile Point.
It is believed that sufficient examinations have been made to
develop all the essential features and difficulties to be overcome.
By reference to the soundings upon the map, it will be seen that
from the village of New-Baltimore to Four Mile Point, there is, at
extreme low water, a channel from 15 to 30 feet deep; which
channel is, at its shallowest points at high tide, generally 20 feet ;
a few points may not exceed 18 feet, at the lowest stage of the
river in the dry season. It is safe to assume that there will be at
low tide a channel of 15 feet, and at high tide of 18 feet depth,
during the whole season, and for most of the time from 2 to 5 feet
additional depth of channel.
From the city of Albany to the village of New-Baltimore, the
channel is very uneven, and at several points does not exceed 7
or 8 feet depth of water ; and that depth is frequently diminished
by the formation of bars during spring floods. The deeper chan-
nel is at many points both narrow and crooked, and frequently
changing its location by the moving of the sand in the bed of the
river, rendering it no uncommon occurence for boats drawing not
more than 5 or 6 feet of water, though managed by experienced
and skilful pilots, to be run upon the ground.
From the register of the New-York Custom House, it appears
that of the vessels trading at the port of New-York, about 7/80 of
them do not exceed 12 feet draft of water, and of the remaining 1,
most of them draw from 12 to 18 or 20 feet. A very small number
draw over 20 feet.
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Your attention is called to statements annexed, marked A and
B, exhibiting the dimensions, tonnage, and draft of water, of a
portion of the vessels trading at the city of New-York ; also of
statement marked C, exhibiting the character of boats trading at
the city of Albany.
From information obtained of gentlemen long engaged in freight-
ing upon the river, it appears that the average cost, upon the
following items of expenditure, for a trip from Albany to New-
York and return, is as follows
CANAL BOAT OF 90 TONS.
# Towing of boat,
$38 00
t8 days at daily expense of hands, of $4.00,
32 00
Charter of boat ($400 per an.) and repairs, equal, 20 00
$90 00
BARGE OF 200 TONS.
# Towing of barge,
$62 00
t 9 days at daily expense of hands, of $4.00,
36 00
Charter of barge ($600 per annum) and repairs,
30 00
$128 00
That, if the depth of water allowed the passage of vessels of
1000 tons, the cost of the above items of expenditure would be,
for a
BARGE OF 500 TONS.
Towing of barge,
$100 00
10 days at daily expense of hands, of $4.00
40 00
Charter of barge ($1,250 per annum) and repairs,
60 00
$200 00
VESSEL OF 1000 TONS.
# Towing of vessel
$115 00
12 days at daily expense of hands, of $4.00
48 00
Charter of vessel ($2,000 per annum) and repairs,
87 00
$250 00
* Gentlemen engaged in the business represent that, owing to the difference of
shape of canal boats and barges, as compared with sea-going vessels, it costs consid-
erable more per ton to tow the former than the latter.
t The number of hands employed upon canal boats is generally 4, while on barges
there are but 2; but as they assist in loading and unloading, and to avoid any dis-
proportion which shall, in the comparison, be prejudicial to the small boats, the
same number of hands has been estimated for a barge as a canal boat.
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13
Assuming that the trade upon the river will average 3 tons down
freight to 1. ton up freight (the New York State canals average
nearly 4 tons down freight to 1 ton up freight), and the foregoing
items of expenditure will compare as follows:
PER CANAL BOAT OF 90 TONS.
90 tons down freight,
30 tons up freight.
120 tons for $90, or 75 cents per ton.
PER BARGE OF 200 TONS.
200 tons down freight,
66% tons up freight,
266g tons for $128, or 48 cents per ton.
PER BARGE OF 500 TONS.
500 tons down freight,
166 tons up freight,
666² tons for $200, or 30 cents per ton.
PER VESSEL OF 1000 TONS.
1000 tons down freight,
3331 tons up freight,
13333 tons for $250, or 18ᵃ, cents per ton.
The other expenditures incidental to freighting, when not equal,
will be less per ton on a large cargo than a small one.
There not being the necessary depth of water in the river to
accommodate such vessels as are generally employed in the coast-
ing trade of the United States, between the city of New-York and
the British Provinces, West India Islands, &c., but a very small
proportion of boats that are used on the river go beyond the city
of New-York; and the trade between Albany and Boston, Provi-
dence, Baltimore, &c., &c., is generally subject to a transhipment
at New-York. The expense of transhipment, under the most
favorable circumstances, is 2 cents per barrel of flour, or 20 cents
per ton ; and where flour goes into store at New-York and then is
reshipped, it is subject to the following charge
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Landing from boat,
1 cent.
Cartage,
3 to 4 cents.
Cooperage,
2½ cents.
Shipping,
3 cents.
91/2 to 10½ cts.,
say 10 cents per barrel, or $1.00 per ton.
The extra charges upon flour are less than upon the average of
other goods.
Another advantage would arise from having ship navigation
extended to Albany; most of property is damaged or wasted
more or less every time it is transhipped. The damage to flour
by sifting out of barrels not perfectly tight, and waste by packages
being broken open, is represented by dealers as equal on an average
to 1 per cent for each transhipment (some dealers say 2 per cent),
or an average of 5 cents per barrel. Wheat and other grains,
moved in bulk, are subject to considerable loss by each tranship-
ment, and most of goods are damaged in that way. Every tran-
shipment of property is therefore a tax upon it, not only for the
labor that is required to perform the operation, but also in diminish-
ing the value of the goods.
The extension of ship navigation, as proposed, would remove
the necessity of one transhipment now required on a large pro-
portion of property now shipped from Albany.
Comment on the foregoing is unnecessary; the whole is resolved
into one question : Is the trade upon the Hudson river of sufficient
magnitude to justify the necessary expenditure to make the desired
improvement?
There are no means of knowing the amount of trade now done
upon the Hudson river, at and passing the city of Albany. That
it is greater than the arrivals and departures to and from tide water,
by the Erie and Champlain canals, is generally conceded by the
business men of Albany. But a wide difference of opinion exists,
as to the per cent. of advance of trade, over that on the canals,
ranging from 10 to 25 per cent.
It would appear safe to assume, for the purposes of this exami-
nation, that the trade on the Hudson river at Albany is at least
equal to the arrival and departure to and from tide water by the
Erie and Champlain canals.
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STATEMENT of Tonnage to and from tide water by the Erie and
Champlain canals, from 1836 to 1852, inclusive.
Year.
Arriving at tide water.
Going from tide water.
Total arriving at and
going from tide water.
1836
696,347
133,796
830,143
1837
611,781
122,130
733,911
1838
640,481
142,802
783,283
1839
602,128
142,035
744,163
1840
669,012
129,580
798,592
1841
774,344
162,715
937,059
1842
666,676
123,294
789,970
1843
836,861
143,595
980,456
1844
1,019,094
176,737
1,195,831
1845
1,204,943
195,000
1,399,943
1846
1,362,319
213,795
1,575,114
1847
1,744,283
288,267
2,032,550
1848
1,447,905
329,557
1,777,462
1849
1,579,946
315,550
1,895,496
1850
2,033,863
418,370
2,452,233
1851
1,977,151
467,961
2,445,112
1852
2,234,822
531,527
2,766,349
By reference to the foregoing statement, it will be seen that there
has been, as a whole, a constant increase in the tonnage arriving
at and departing from tide water by the New-York State canals.
When we reflect from whence the majority of this great trade flows
-that it is from what is as yet comparatively a new country, with
every probability that, for a long time to come, it will continue
to increase in population, wealth and trade, equal to its present
growth-we may reasonably anticipate that, unless the trade is
diverted into some other channel, the rate of increase upon the
New-York State canals, and the Hudson river, will be equal for
the next ten years to what it has been for the last ten.
When we turn our attention to the geography of the country,
examine the vast chain of mountains that divides the west from
the east, the Mississippi from the Atlantic, we find no other routes
that contain the natural advantages, and the facilities of rendering
those advantages available, equal to those that lead through the
valley of the Hudson. A proper spirit of enterprise, in well di-
rected improvements, cannot fail to command the trade of that
vast extent of country.
The citizens of the western states, well aware of this natural
advantage, prompted by a proper regard for their own interest,
and having full confidence in the determined spirit of New-York
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16
to reap the rich harvest, project their lines of internal improvements
with a view of reaching the sea-board by way of the State of New-
York.
This is also the natural channel for the trade of Canada West.
When we take into consideration these facts, astounding as the
figures may at first appear, there is much reason to anticipate
that, with proper facilities to accommodate the growing commerce,
the rate of increase in the trade that will seek the Hudson river
for the next 10 years will rather increase than diminish, as com-
pared with former years.
Allowing the same rate of increase to continue, that has been
realized for the past 10 years, the trade of 1856 will reach an ag-
gregate of more than 4,000,000 tons, and in 1860 of more than
6,000,000.
Without claiming that these figures give the present and proba-
ble future trade upon the river with the accuracy that is desirable,
they are a sufficient approximation to give us a general idea of
the magnitude of that trade.
If the river afforded a channel for the navigation of vessels
drawing 12 feet of water, the propriety of making any large ex-
penditure of money to deepen the channel might well be doubted ;
or, if such channel could be obtained by a reasonable outlay, it
might be questionable whether it would not be better to submit,
with such facilities as that would afford, rather than to make an
enormous expenditure to obtain deeper water. This consideration
leads us to inquire into the practicability of obtaining a channel of
12 feet of water from the city of Albany to New-Baltimore. This
is best answered by an examination of the various investigations,
the proposed improvements, the work which has been done, and
the results, of which a very full history, up to the year 1843, is
given in the report of Capt. George W. Hughes, an extract from
which is appended, marked. Also, extracts from the report of a
special Board of Engineers, having the matter in charge, are ap-
pended, marked.
From these reports, it appears that a large amount has been ex-
pended in attempts to improve the navigation of the river ; that
the subject has engaged the attention of some of the ablest engi-
neers of the country and no doubts can be entertained that the
money, as a whole, has been as judiciously expended as could
reasonably have been expected, considering the many difficulties
surrounding the case.
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As Congress has uniformly included the river between Troy
and Albany with that between Albany and New-Baltimore, and
in all probability will continue to do so in all future appropriations
for its improvement, it will be necessary to estimate from Troy to
New-Baltimore, whenever we look to Congress for the means of
such improvement. Captain Hughes, in his report, dated Novem-
ber 30th, 1843, estimates that " to make a free, easy and unob-
structed navigation, between Troy and the city of New York, it
will require $449,634 10 to which he adds the following : " To
this, of course, must be added whatever may be necessary to re-
pair the works that have sustained injury, and to replace the
machinery that has deteriorated in consequence of the long sus-
pension of the appropriations."
This would probably make the amount $500,000 at the time of
his report. Since that time, many points have been seriously in-
jured, and new obstructions formed in the river, which cannot fail
to add at least 20 per cent to his estimate.
Estimate, say
$500,000
20 per cent,
100,000
$600,000
This does not include the expenses of engineering, or the su-
perintendence of the work while in progress.
In this it is assumed that the calculations made by the engi-
neers were all correct, and their plans perfect; but by reference to
sections 66, 67 and 68 of the report of the special Board of Engi-
neers, it will be seen that there were no accurate examinations
made with reference to the kind of improvement suggested, and the
estimates were based upon the principle that " it is necessary,
however, to make suppositions of some sort, as to all these matters,
in order to obtain our estimates."
The estimate of the special Board of Engineers was $819,634,10
(Captain Hughes adopts their estimate as the basis of his calcula-
tions), but before one-half of the work was completed, the Federal
Government refused the necessary appropriations to continue the
improvement; and while it is admitted that much benefit has
been derived from the work already constructed, and that it is
impossible to determine what would be the exact result if the plan
should ever be carried out, a careful examination of the effects
3
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of the work already completed gives much reason to fear that it
would fall short of affording the proposed depth of water.
River improvements have always proved among the most diffi-
cult duties that the engineer is called upon to perform. Subject
to various and complicated circumstances, few if any plans of im-
provement have equalled the expectations of their projectors.
The improvement of the river Clyde, in Scotland, is regarded as
among the most successful; but that has been the subject of 200
years' experiment, and vast expenditure of means employed.
If the works upon the Hudson, so far as completed, have not
fully answered the expectations of their projectors, they have but
shared the fate of nearly, or quite all river improvements; and
only adds another link to the great chain of evidence that the
improvement of the bed of a river is attended with great expense
and uncertainty of results.
The spring floods of 1852 created such obstructions, at Cuyler's
bar and at Castleton, that, persons interested in the navigation of
the river, raised by subscription $3,000, and the Legislature of this
State made an appropriation of $10,000 for the purpose of removing
the most serious of the difficulties and but for such expenditure,
navigation, by a large class of boats engaged in the river trade,
would have been suspended between the city of Albany and Cas-
tleton, the consequences of which cannot well be estimated.
The Federal Government having extended its jurisdiction over
the Hudson river, and expended a large amount on improvements,
the idea cannot be entertained for a moment that any extensive
improvements will be made, except by virtue of appropriations
made by Congress, sanctioned by the President.
To speculate upon the chances there are in favor of appropria-
tions to finish the projected improvements, it is apprehended is no
part of an engineer's duty. Suffice it to say, that the present Con-
gress, at its last session, made an appropriation for that purpose of
$50,000.
This is, however, no positive index by which we can judge of
the future action of that body, even at its present session, much
less when a new Congress assembles, containing a large number
of new members.
But assuming that the necessary appropriations should be made,
and that the improvements should answer the hopes of the projec-
tors, will that furnish the depth of water necessary to accommodate
the trade which it is now sought to bring to Albany ?
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It will be seen that it is desirable to have a depth of water
that will allow the passage of vessels drawing from 15 to 20 feet,
and that a very large proportion will require 12 feet depth of water.
The plans of improvement commenced contemplate a channel
of 9 feet, and no estimate appears to have been made for a greater
depth; indeed any improvement, beyond that depth, appears to
have been regarded as impracticable.
It will be apparent to every reflecting mind, without going
through the forms of a mathematical calculation, that, as the
depth increases, the cost will increase with greatly augmented
proportions; and, from the estimates made for a 9 feet channel, it
is evident that for 12 feet would require an expenditure far beyond
the hopes of the most sanguine.
We are, therefore, brought to the conclusion that, to afford ship
navigation to the city of Albany, other plans than working in the
bed of the river must be resorted to.
Before closing this point of the investigation it is proper to remark
that, by an examination of the soundings of the river, as taken at
this time, with the general rules laid down by the special Board
of Engineers for the improvement of the river, it will be seen that
it would require a large addition, in extent of structures, to the
amount estimated in their report.
The origin of the project of a Ship Canal, parallel to the Hud-
son river on the east side, from opposite Albany to the deep water
between Coeymans and New-Baltimore, is due to the late Ed-
mund Charles Genet; and though he was able to set the matter
in so clear a light as to command the respect of some of the first
men of the State, he never enlisted sufficient influence to execute
his designs. To use his own words : "The idea of a Ship Canal
has, I know, been received with diffidence and reserve by several
Commissioners, who did not, at the first glance, see into the prac-
ticability and utility of a measure of that magnitude."
The proposition of Mr. Genet was for a canal upon the east
side of the river. This, to accommodate Albany, would impose
the necessity of keeping a channel open across the river, and the
opening of channels along the city ; and, in addition to all the
obstructions to be overcome at the time Mr. Genet urged his
project, the Hudson River Railroad now occupies a large portion
of the line upon which he proposed to run, and is a serious objec-
tion against locating a canal upon that side of the river-so much,
that it has not been thought proper to make any estimate, at this
time, of the cost of a canal upon that side,
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The present examinations and estimates will, therefore, be con-
fined to the west side of the river.
At the time Mr. Genet urged his project, various plans for
constructing the canal were proposed
1st, a canal 16 f't deep at low wat'r, and 109 1ᵃ f't wide at top wat'r.
2d,
"
7
"
"
109
"
"
3d,
"
10
"
"
109
"
"
4th,
"
10
"
"
200
"
"
5th,
"
10
"
"
300
"
"
All these projects propose that the canal should be excavated so
that the surface of water in the canal would be the same as that
in the river, the canal having a free communication with the river
at each end of the canal ; in fact, either of them would have been
but the opening of a new channel for the river.
Among the most formidable objections to the plan were, that
the canal would be liable to be filled up by the action of the spring
freshets, which would overflow the banks; that it would be sub-
ject to all the objections urged against an attempt to improve the
channel in the present bed of the river; that it would be an end-
less expense to keep the bottom dredged out.
To obviate these objections, which it must be confessed are se-
rious obstacles to the practical working of a canal built upon that
plan, it is proposed that the canal should be elevated above the
surface of the river, so that the top water line and the banks of
the canal will at all times be above high water in the river; the
outer bank, or side towards the river, to be so constructed that
the action of the floods will not injure the canal. A careful ex-
amination has been made of a line to locate a ship canal upon the
west side of the river, with a view of elevating it so as not to be
affected by the rise of the water in the river. No serious obstacles
appear to be in the way of constructing such canal, and that part
of Westerlo Island between the city of Albany and Normanskill
affords a desirable location and facility for a capacious basin in
connection with such canal.
In addition to the security that such elevation would give to the
permanence and utility of the canal, the banks of the canal and
basin would afford a good location for the erection of large manu-
facturing establishments which require large amounts of raw
materials, and make it very desirable to locate at places that can
be easily reached by water navigation, and thereby save the ex-
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pense of cartage. The heavy rise of water in the river at Albany,
which during the spring floods sometimes reaches 18 feet, is a
serious objection to locating upon the banks of the river.
The ship canal and basin would afford locations which would
have all the advantages of water communication that can be ob-
tained on the banks of the river, without being subject to their in-
conveniences.
An estimate has been made of the cost of a ship canal and basin
on the west side of the river from Albany to New-Baltimore the
bottom to be on a level with the surface of low water in the river,
and to have a depth of 20 feet water. (For location, see map
annexed.)
To construct the proposed basin will require the appropriation
of about 255 acres of land, most of which is upon Westerlo Island,
and will afford dockage and building ground of 1000 feet long
and 200 feet wide upon the north end ; 5000 feet long and 200
feet wide on the east side, and next to the river; 1000 feet long
and 200 feet wide on the south end ; and 6000 feet long, and of
various widths, on the west side. Also, piers equal to 10,000 feet
in length and 120 feet wide.
In the present estimated cost is included the dock and embank-
ment on the north end; 1000 feet of dock and embankment on each,
the east and west sides; and 2000 feet of pier, with docks on each
side ; the remainder of the east and west sides, and the south end,
embankment and puddle wall, the same as for the canal. The
whole upon the river side to have a heavy protection wall to guard
against the floods, &c.
The basin at the north end will communicate with the river by
2 locks combined, each 10 feet lift, capable of passing boats 215
feet long, 30 feet wide, (but very few if any boats that now trade
at Albany, except steamboats, exceed those dimensions), with
extra gates, so that boats of 100* feet in length can be passed
without using unnecessary length of lock.
# "The size of the most approved form of boat for freight for the enlarged canal,
when drawing 6 feet of water and made to conform to the lock chamber, may be
95 feet in length, allowing 10 inches for play between the lock gates when three-
fourths open ; 15 feet 6 inches in width upon its bottom, and 17 feet 6 inches at top
water line, allowing 3 inches space upon each side of the boat between it and the
lock walls."-Report of the Canal Commissioners in relation to the length and width
of the chamber of the enlarged Eric canal locks, &c., in Senate, March 2d, 1849.
Doc No. 50, P. 12
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From the south end of the basin the canal will extend to
New-Baltimore, a distance of 12 miles ; it will be 50 feet wide on
bottom, and 120 feet wide at top water ; the inside bank to be
lined with stone-work, and the outside, whenever exposed to the
action of the river, to be protected by a heavy stone wall ; the
embankment to be carried 5 feet above water line, 20 feet wide on
top the outside slopes to be 2 horizontal to 1 vertical ; the inside
slopes from the bottom to 14 feet high, 11 horizontal to 1 vertical,
and at 14 feet high to have a set off of 61 feet ; from thence to
the top a slope 1+ horizontal to 1 vertical ; the embankment to
have a puddle wall carried 1 foot above top water line, 3 feet wide
at the top, with a batter increasing its width of 1 foot horizontal to
3 vertical, and to be carried 3 feet below the natural surface of the
ground, or deeper, whenever the material is of a character to
require it. At New-Baltimore there will be 2 locks combined,
each ten feet lift, capable of passing vessels 300 feet long, 50 feet
wide, with a depth of 20 feet of water, with extra gates, so that
in passing boats of 100 and 140 feet no more length of lock will be
used than is necessary ; these locks will require a protection on the
river side, and docking to pass down below them for the accom-
modation of boats in tows.
Three streams of considerable size will be taken into the canal
from the west side, and will require waste-weirs opposite, or nearly
so, constructed in a manner that, during the suspension of naviga-
tion, the water may be passed directly into the river, and, during
floods, pass the surplus water.
The waste-weir at the Normanskill should have a foundation
of bearing piles, concrete and timber ; the abutment and piers
of rock-dressed masonry. It will require a water-way of 80 feet,
divided, by 3 piers, into 4. spaces of 20 feet each. One of the
spaces should have a timber bulk-head, with cast iron valve gates,
similar to those used on locks. The other 3 should have solid
timber bulk-heads so constructed as to be easily removed during
the suspension of navigation.
The waste-weir at Coeymans will have a rock foundation, and
the one at New-Baltimore, by locating a short distance either side
of the stream, can be built upon rock ; but the masonry and other
work will have to be carried down 3 feet below the bottom of
canal. These will be built substantially, the same as the one at
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Normanskill, except the water-way will be 40 feet, divided in
2 spaces, 1 with valve gates and the other solid timber bulk-head,
constructed so as to be easily removed.
Six culverts, or pipes, will be required, to pass drainage waters
from the west side of the canal to the river. Cast iron pipes, 30
inches in diameter, with suitable protection walls, have been esti-
mated for that purpose.
Two swing bridges, one at the basin and one at Coeymans,
will be required.
ESTIMATE OF COST OF CONSTRUCTION.
FOR TWELVE MILES SECTION WORK.
Price.
Dollars.
Dollars.
12 miles grubbing and clearing
$100 00
1,200 00
12
" bailing and draining
2,000 00
24,000 00
1,615,000 cubic yards excavation of earth
12
198,800 00
416,000
"
"
rock,
75
312,000 00
1,774,000
"
embankment,
16
233,840 00
312,500
"
puddling,
12
87,500 00
158,100
"
stone lining and pavement wall,
75
118,575 00
70,700
"
slope wall,
1 25
88,875 00
84,800
"
outside protection wall,
60
50,580 00
1,109,870 00
FOR BASIN.
Grubbing and clearing,
$1,000 00
1,000 00
Bailing and draining,
4,000 00
4,000 00
795,000 cubic yards excavation of earth,
12
95,400 00
60,000
"
puddling,
12
7,200 00
20,000
"
outside protection wall,
1 00
20,000 00
1,568,000 feet, board measure, hemlock timber,
16 00
25,088 00
523,000
"
"
red beech,
25 00
18,075 00
126,000 lineal feet bearing piles,
20
25,200 00
190,968 00
FOR CULVERTS.
542,400 pounds cast iron pipe,
05
27,120 00
1,085 cubic yards slope wall in mortar,
$8 00
8,105 00
7,200 lineal feet bearing piles,
20
1,440 00
81,665 00
FOR LOCKS AT BASIN.
Bailing and draining
$6,000 00
6,000 00
6,500
cubic
yards excavation of earth below water,
20
1,800 00
6,000
"
embankment,
16
960 00
4,000
"
puddling,
12
480 00
6,000
"
masonry in lock walls,
8 00
48,000 00
225
"
vertical wall in mortar,
4 00
900 00
285
"
concrete,
4 00
940 00
1,200
6.
loose stone,
1 00
1,200 00
8,200 lineal feet bearing piles,
20
1,640 00
255,000 feet, board measure, hemlock timber and plank,
16 00
4,080 00
110,000
"
"
white oak,
60 00
6,600 00
55,000
"
"
pine plank,
40 00
2,200 00
28,000 pounds wrought iron spike and nails,
12
8,860 00
14,000
"
cast fron
10
1,400 00
2,400
" lead
10
240 00
Valve gates,
1,500 00
1,500 00
80,800 00
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FOR LOCKS AT NEW-BALTIMORE.
Price.
Dollars.
Dollars.
Grubbing and clearing,
$200 00
200 00
Bailing and draining
20,000 00
20,000 00
25,000 cubic yards excavation of rock
1 00
25,000 00
87,000
"
embankment,
16
5,920 00
6,000
"
puddling,
12
720 00
16,600
"
masonry in lock walls,
8 00
182,800 00
520
"
concrete,
4 00
2,080 00
4,000
"
loose stone,
60
2,400 00
1,000,000 feet, board measure, hemlock timber and plank,
16 00
16,000 00
120,000
"
"
red beech,
25 00
8,000 00
885,000
"
"
white oak,
60 00
28,100 00
175,000
"
"
white pine plank
40 00
7,000 00
195,000 pounds wrought iron, spike and nails,
12
12,600 00
25,000
"
cast iron,
10
2,500 00
6,000
" lead,
10
600 00
Valve gates,
2,500 00
2,500 00
256,420 00
FOR WASTE-WEIR AT NORMANSKILL
Bailing and draining,
1,000 00
1,000 00
1,800 cubic yards rock dressed masonry,
6 00
10,800 00
800
"
concrete
4 00
3,200 00
9,700 lineal feet bearing piles,
20
1,940 00
210,000 feet, board measure, hemlock timber
16 00
3,360 00
22,500
"
"
white oak timber,
40 00
900 00
10,500 pounds iron bolts,
10
1,015 00
Valve gates,
500 00
500 00
22,715 00
FOR WASTE-WEIR AT COEYMANS.
Bailing and draining,
500 00
500 00
1,400 cubic yards rock dressed masonry
6 00
8,400 00
11,800 feet, board measure, white oak timber,
40 00
452 00
Valve gates,
500 00
500 00
9,852 00
FOR WASTE-WEIR ABOVE NEW-BALTIMORE.
Bailing and draining,
600 00
600 00
1,750 cubic yards rock dressed masonry
6 00
10,500 00
14,000 feet, board measure, white oak timber,
40 00
560 00
Valve gates
500 00
500 00
12,160 00
FOR SWING BRIDGES AT BASIN AND COEYMANS.
2 swing bridges,
10,000 00
I 20,000 00
The supply of water is the most complicated question in the
construction of the proposed canal. The amount of water requir-
ed will depend upon the loss by evaporation from the surface,
filtration through the bottom and sides, waste at the waste-weirs
and locks, and the number of lockages per day.
The loss by evaporation will be in proportion to the area of the
surface of water exposed, and in the dry season of the year ranges
from 1/6 to 1/8 of an inch per day, average say 1/6 of an inch.
The canal will be 12 miles in length, to which should be added
the locks at New-Baltimore and some portions of extra width,
which will make the whole equal 121 miles of 120 feet wide.
7,920,000 square feet.
Basin 200 acres,
8,712,000
"
"
Total surface exposed to evaporation,
16,632,000
"
of
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16,632,000 X of a foot ÷ 1440 minutes in one day = 240 cubic
feet per minute.
The filtration through the sides and bottom cannot be deter-
mined with any degree of certainty. Experiments upon works
already built are the only data upon which to base calculations.
This must necessarily be imperfect, as the loss, through different
materials, though of the same dimensions and subject to the same
pressure of water, will not be the same.
The following may be regarded as the most reliable experi-
ment :-
" In July last measures were taken to ascertain the quantity of
water consumed by the present canal between Wayneport and
Pit-Lock, a distance of 36 100 miles. Guages were made by obser-
ving the velocity with which the water moved in a prism of
known dimensions, embracing a section of the canal 200 feet in
length, at points the most favorable for uniformity of flow that
could be selected. These were at Wayneport, 4 miles west of the
west lock at Macedon on the Palmyra level, about 31 miles east
of the east lock at Macedon ; and on the Clyde level, a short dis-
tance above Pit-lock. From a mean of three observations each day
for a term of 33 days, taken at all the above mentioned places from
the 30th of July to the 31st of August inclusive, the results shown
in the following table were obtained
Distance in
Quantity passing
Loss per minute
Loss per mile per
Average loes per
miles.
per minute.
from place to
fninute from place
mile per minute
place.
to place.
on whole distance.
Cubic feet.
Cubic feet.
Cubic feet.
Cubic feet.
At Wayneport,
3.349
On the Palmyra level
8.34
2.442
.907
108.75
"
Clyde level,
27.68
1.466
.976
35.26
Total,
36.02
1.883
52.27
" The quantity lost by filtration and evaporation, as shown by
the table, varies materially upon the different sections taken.
There are several short distances, upon that portion of the canal
between Wayneport and the point of observation on the Palmyra
level, that are known to be open and leaky; and the ratio of loss,
as compared with the other sections taken, is still further increased
by the quantity that escapes at the wood trunk over Mud Creek.
It should also be remarked that the summer was unusually dry,
and the supply less for the time in which the observations were
taken than during any other portion of the season."-Canal Com-
4
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missioners' Report, made January 12th, 1848. Assembly Doc.
No. 16, pages 144 and 5.
The loss by evaporation at 1 inch of the area of surface per day
would be = 3.2 cubic feet per mile per minute.
108.75 - 3.2 - 105.55 c. ft. per mile per minute loss by filtration on Palmyra level.
35.26 - 3.2 - 32.06 c. ft.
"
"
"
"
on Clyde
"
52.27 - 3.2 - 49.07 c. ft.
"
"
"
"
Total 36130 miles.
Embankment built with a puddle wall, as proposed, will reduce
the filtration through the artificial banks of the canal to less than
an average, as compared with the canals of this State.
The natural banks and bottom will be of a very compact mate-
rial-much of it clay. The general appearance on each side of
the river is the same. Mr. Genet, in treating of the project of a
canal on the east side of the river, says:
" The filtration of the water of the river through the soil was
considered another impediment. I have myself voluntarily impo-
sed these preconceptions of my mind, and approached my plan
with the severity of a judge; but the surveys, borings and
geological observations have incontestibly proved that a uniform
depth of 21 feet may be excavated on the line of the projected ca-
nal without a single obstacle; that no filtration from the river
seems to penetrate the alluvial bed."
If, upon excavating the canal, any points should be found of
open material, they should be lined with puddling. We might
then reasonably conclude that the loss by filtration would be
reduced to as small proportion as any part of the Erie canal of the
same length, and that it will be perfectly safe to assume as data
the experiment of 36₁₀₀ miles, a portion of which is known to be
of open material, and subject to additional loss at the wood trunk
over Mud Creek.
For the purposes of this estimate, 50 cubic feet per mile per
minute will be used as the loss by filtration upon the Erie canal,
assuming the bottom and sides to be as compact as it is proposed
to render them upon the ship canal.
b
In all cases where the banks are the same, and the facilities for
the escape of the drainage at the bottom are equal, the loss by fil-
tration on bottom will be in proportion to the square of the depth
multiplied by the width of the bottom, and, on sides, the square of
1 of the depth multiplied by the length of slopes. But as the
width of the embankment is increased, the facilities for the escape
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of drainage are diminished ; so also as the width of bottom is in-
creased, the proportion of drainage from the bottom is lessened, for
the filtration through the bottom must depend upon a horizontal
as well as vertical movement for its escape ; it is evident that the
water that drains from the outside or edges of the hottom, verti-
cally, will impede the horrizontal escape from the centre.
In the calculations for the canal, no deductions will be made
for the above considerations ; but for the basin, the filtration
through the bottom will be estimated for only 100 feet wide; the
sides of the basin will be estimated as the same length of sides of
the canal.
Estimate for length of canal,
12 miles.
"
"
embankment for basin equal to ca-
nal,
1.6 "
"
"
bottom for basin equal to canal,
2.25
"
"
total sides 13.6 miles; for total bottom
14.25
"
/
The Erie canal (old) is 24 feet wide on bottom, 4 feet depth of
water, and the side slopes 8.944 feet in length, each.
The proposed ship canal, 50 feet wide on bottom, 20 feet depth
of water, and the sides (which will have irregular slopes) will
equal a slope of 40.311 feet in length, each.
The proportion of filtration through the bottom would be as :
Erie Canal.
Ship Canal.
(4 x 24) : 1:: (20 X 50) :
or ( 2 X 24) : 1:: (4.472 X 50) : 4.66
The proportion of filtration through the sides would be as :
Erie Canal.
Ship Canal.
(2 x 8.944) : 1:: (.10 X 40.311)
or (1.414 X 8.944) : 1:: (3.162 X 40.311) : 10.08
Another undetermined point is the proportion of loss on the Erie
canal between the bottom and sides. If the resistance to filtration
is the same on the bottom and sides, the proportion is :
Bottom.
Sides.
V4 X 24 : 2 X 8.944 X 2 : .527
Or in proportion of 100 loss on bottom, to 52.7 loss on sides.
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The filtration through bottom for 1 mile of Erie canal
would be,
32.75 cubic feet per minute.
The filtration through sides for 1 mile of Erie canal
would be,
17,25
"
"
The filtration through total for 1 mile of Erie canal
would be,
50.00
"
"
This would give for proposed ship canal as follows :
For bottom 32.75 X 4.66 = 152.62 cubic feet per mile per minute.
For sides 17.25 X 10.08 = 173.88
"
"
"
For bottom 152.62 X 14.25 = 2175 c. ft. for canal and basin per min.
For sides 173.88 X 13.60 = 2365 "
"
"
Total
4540 "
"
"
But if the sides of the Erie canal afford greater facilities for the
escape of drainage than the bottom (which is undoubtedly the
case), it may be necessary to estimate that the amount of filtration
through the sides is equal to that through the bottom ; this would
give for the proposed ship canal :
For bottom 25. X 4.66 = 116.50 cubic feet per mile per minute.
For sides 25 X 10.08 = 252.00
"
"
"
For bottom 116.50 X 14.25 = 1660 c. ft. for canal and basin per min.
For sides 252.00 X 13.60 = 3427 "
"
"
Total,
5087 "
"
"
For the purposes of this estimate the last amount will be as-
sumed.
At the waste-weirs there should be no leakage except at the
gates ; the estimate is for cast iron gates, and if they are properly
fitted the waste will not exceed 100 cubic feet per minute for each
waste-weir.
Loss of water at waste-weirs, 100 X 3 = 300 cubic feet per minute.
The estimate cost of the locks contemplates the building of the
gates and fixtures in such manner as not to admit of a large waste
by leakage; and if so built and kept in proper repair, 1000 cubic
feet per minute for each set of locks will be ample allowance.
Loss of water by leakage at locks, 1000 X 2 = 2000 c. ft. per minute.
The amount of water required for lockages will depend upon
the trade done upon the canal. For a trade of 10,000 tons per
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day passing through each set of locks, it would require 100 lock-
ages of an average of 100 tons each, and 50 lockages of an
average of 200 tons each.
The plan for the locks at the basin will admit of the passage of
two canal boats or small barges at the same time ; and of barges,
sloops, schooners, brigs and vessels 215 feet long, 30 feet wide, and
drawing 8 feet of water. These locks would probably average 100
tons per lockage with the present class of boats that would seek the
ship canal ; and when the enlargement of the Erie canal is com-
pleted, that will pass boats of more than 200 tons, and it is pre-
sumed that the majority of business done on that canal will be
with the largest class of boats.
Estimate that there will be 75 lockages requiring 115 ft. l'th of lock.
"
"
"
15
"
"
165
"
"
"
"
10
"
"
230
"
then we have
(115 X 30 ₫ X 10 X 75) + (165 X 30 ₫ X 10 X 15) + (230 X 30 X 10 X 10) =
24 X 60
2862 cubic feet per minute.
The locks at New-Baltimore will pass three canal boats or small
barges, or two large barges, sloops or schooners, at the same time ;
and vessels which do not exceed 300 feet in length, 50 feet wide,
and drawing less than 20 feet of water ; and, as barges and canal
boats move in tows between Albany and New-York, it is presumed
that the lockages at New-Baltimore would not average less than 200
tons ; and lockages which do not average more than that tonnage
will not require an average of more than 170 feet length of lock.
Then we have
170 X 511 X 10 X 50
24 X 60
= 3025 cubic feet per minute.
Locks at basin will require 2862 cubic feet per minute.
" New-Baltimore " 3025
"
"
Total lockage-water,
5887
This estimate of the amount of water required for a trade of
10,000 tons per day is for the present sized boats trading at
Albany; but if the increased facilities attract a larger class of
vessels, the same amount of lockage-water will accommodate a
large increase of tonnage. So also the capacity of the locks, with
the same amount of water, may be augmented by using those at
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the basin for boats not more than 100 feet long, and those at New-
Baltimore for boats not more than 140 feet long, as four combined
locks of 5 feet lift each. This would probably allow of an addi-
tional tonnage of 50 per cent. with the above estimate of lockage-
water.
It has also been suggested that the superior advantage which
this basin would afford, and the necessity which exists for a dry
dock lock at Albany, would make it desirable to build one in
connection with the basin; if so, 1000 cubic feet of water per
minute should be allowed for that purpose.
The foregoing estimates of the amount of water required for the
canal and basin are upon the supposition that the embankments,
waste-weirs and locks are all kept in good condition : to cover con-
tingencies, 10 per cent. should be added to the whole amount.
SUMMARY OF WATER REQUIRED FOR SHIP CANAL
AND BASIN.
Loss by evaporation from surface,
240 cubic feet per minute.
Loss by filtration through bottom and sides,
5,087
do
do
Loss by leakage at waste-weirs,
300
do
do
Loss by leakage at locks,
2,000
do
do
Water required for lockages,
5,887
do
do
Water required for dry dock lock,
1,000
do
do
Total,
14,514
Add 10 per cent for contingencies,
1,451
15,965
Say,
16,000
From the guages and observations made of the streams that it
is proposed to take into the canal, it is found that during the dry
season of the year their natural flow does not much exceed 2000
cubic feet per minute, leaving 14,000 cubic feet per minute to be
provided for.
To obtain this amount, two modes are suggested One, by ele-
vating the water from the river by steam power ; the other, to
build reservoirs on streams which will flow into the canal, and
save, during floods and the suspension of navigation, a sufficient
amount of water to use in the canal during navigation.
If the first should be adopted, you would at all times have the
benefit of the natural flow of the streams, which would for a por-
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tion of the time afford sufficient supply, and at other times a par-
tial supply, besides the 2000 cubic feet above estimated, and it is
not probable that the canal would draw its supply from the river
on an average of more than six months each season.
Therefore in estimating the cost of steam power, the quantity
required will be assumed at 14,000 cubic feet per minute for a
period of two months, 12,000 cubic feet per minute for a period
of two months, and 5000 cubic feet per minute for the remaining
two months. These quantities will be ample for the driest, and
more than will be required in ordinary seasons.
In the "report made to the water committee of the common
council of the city of Brooklyn, April 15th, 1852, on supplying
the city with water; by William J. McAlpine, civil engineer," a
minute estimate is made of the cost of raising water by steam
power, extracts from which are appended, marked.
From these extracts it will be seen that " the duty of the engine
has been calculated from the following data: The elevation of
5,000,000 gallons of water in 12 hours, through a pipe 6000 feet
long, 30 inches in diameter, and to a height of 190 feet.
"This duty, including the friction of the machinery, and of the
water passing through the rising main, is equal to 17,000,000 of
pounds raised one foot high per minute, or about 515 horse power.
" An engine to perform this duty, must have a steam cylinder
of 72 inches in diameter and 12 feet stroke, working steam at 20
pounds pressure per square inch.
" Two plunge pumps are proposed to be driven by this engine;
and, to make provision for the leakage after the valves become
worn, they must be 3 feet diameter, and 81 feet stroke."
#
#
"The engine has been calculated for a slow motion, low steam,
and for working but 12 hours per day."
" ESTIMATED COST OF ENGINES AND PUMPS.
" Condensing engines, steam cylinder 72 inches diameter, 12 feet
stroke, and boilers.
$70,000 00
"Pumps and fixtures,
20,000 00
$90,000 00"
It is proposed to elevate the ship canal, so that its surface of
water will be 20 feet above the surface of the water in the river at
extreme low tide; this will make it necessary to elevate the water
on an average, say 18 feet.
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The maximum supply required is 14,000 cubic feet per minute,
or equal to 28,000 cubic feet per minute, for 12 hours per day.
28,000 X 18 X 62.5 = 31,500,000
Add 20 per cent., = 6,300,000
= 37,800,000 pounds per minute
to be raised one foot in height.
This supply will be required for a period of two months.
For another two months, it will require a supply of 12,000 cubic
feet per minute, or equal to 24,000 cubic feet per minute, for 12
hours per day.
24,000 X 18 X 62.5 = 27,000,000
Add 20 per cent,
= 5,400,000
= 32,400,000 pounds per minute
to be raised one foot in height.
For another two months, it will require a supply of 5000 cubic
feet per minute, or equal to 10,000 cubic feet per minute, for 12
hours per day.
10,000 X 18 X 62.5 = 11,250,000
Add 20 per cent, = 2,250,000
= 13,500,000 pounds per minute
to be raised one foot in height.
From this comparison, it appears that to elevate the water by
steam power will require two engines and pumps, equal in capacity
to those estimated for the Brooklyn water works; the cost of
which would be,
$90,000 X 2 = $180,000.
It further appears from the same report that the estimated cost
of running such engines 12 hours per day, for one year, is as fol-
lows:
15 tons of coal per day, $5, $75; equal per annum to,
$27,375 00
2 enginemen per day, $2, $4;
"
"
1,460 00
2 firemen per day, $1,50, $3;
"
"
1,095 00
Oil, tallow, &c., per day $5,
"
"
1,825 00
Repairs of engine and machinery,
1,000 00
The age of the engine and machinery may be assumed equivalent to an
annual cost of,
4,500 00
Total cost per annum,
$37,255 00
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The additional cost of the second engine of the same capacity
would be as follows :
15 tons of coal per day, $5, $75, equal per annum to,
$27,375 00
1 engineman
"
$2, $2, "
"
730 00
Oil, tallow, &c., repairs of engine, and depreciation,
7,325 00
Total cost per annum,
$35,430 00
Total for 2 engines per annum,
$72,685 00
The two engines would raise 34,000,000 pounds one foot per
minute. For the ship canal it would require that both engines
should be kept at work four months, and the remaining two
months would require but one engine.
The cost of working the engines will be nearly in proportion to
the amount of water elevated, which will give the cost of running
the two engines four months, or one-third of a year, as follows
For 2 months the quantity to be elevated will be equal to 37,800,000 pds. per min.
"
"
"
"
32,400,000
"
Making an average of 35,100,000 pounds per minute.
34,000,000 : $72,685.00 35,100,000 : $25,012.19
3
For the remaining two months the quantity to be elevated will
be equal to 13,500,000 pounds per minute, to be raised with one
engine.
17,000,000 : $37,255.00 13,500,000 : $4,913.16
6
Total,
$29,925.35
Say,
$30,000.00
The second plan proposed is to build reservoirs on the streams
which flow into the canal.
It was not deemed necessary to make a personal examination of
the facilities of constructing reservoirs on the Normanskill, as Mr.
Wm. A. Perkins, civil engineer, while engaged in making estimates
of the cost of furnishing a supply of water to the city of Albany,
made a full examination of the capacity of that stream for that
purpose. He has very politely furnished an estimate of the cost
of constructing the necessary reservoirs upon that stream. His
communication is appended, marked.
From his statement it appears that there is no question as to the
5
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capacity of the Normanskill to furnish the necessary supply; the
cost of which he estimates at $428,100.00.
From this it will appear that the first cost of providing the sup-
ply by reservoirs will be greater than by steam power, but the
annual current expenses, after the work is completed, would be
much less.
Mr. Perkins estimates that it will require six reservoirs. These,
if properly constructed, would not, including a person to attend
each reservoir, exceed in annual current expenses each, $1000, or
a total of $3,000, from which we make the following comparisons :
Estimated cost of reservoirs,
$428,100 00
Estimated cost of steam engines and pumps,
180,000 00
-
Excess of cost of reservoirs,
$248,100 00
Annual worth of $248,100.00, at 7 per cent., $17,367.00.
Estimated annual current expenses by steam power,
$30,000 00
Estimated annual current expenses by reservoirs,
6,000 00
Excess of annual current expenses by steam power,
$24,000 00
Deduct annual interest on excess of cost of reservoir,
17,367 00
Making,
$6,663 00
excess of annual cost of supply by steam power over the cost by reservoira.
For the further purposes of this estimate, to provide for contin-
gencies, it is deemed proper to use the estimated cost of the most
expensive plan.
LAND DAMAGES.
Upon the question of land damages, the opinion of several gen-
tlemen, whose judgment upon the matter is entitled to credit, has
been consulted, and it is believed the sum of $200,000 is a liberal
estimate for that item.
ENGINEERING.
In order to secure a proper construction of a work of the mag-
nitude of the proposed ship canal, in addition to the final locating
of the line, the perfecting of the working plans, laying out the
work, and a general superintendence by competent engineers, it
will be necessary that every portion of the work shall be performed
under an immediate direction and inspection, by a constant attend-
ance wherever work is in progress of construction.
The engineering expenses are estimated at 5 per cent.
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ESTIMATE OF TOTAL COST.
Section work,
$1,109,870 00
Basin,
190,963 00
Culverts,
31,665 00
Locks at basin,
80,800 00
Locks at New-Baltimore,
256,420 00
Waste-weir at Normanskill,
22,715 00
Waste-weir at Coeymans,
9,852 00
Waste-weir above New-Baltimore,
12,160 00
Swing bridges,
20,000 00
Supply of water by steam power,
180,000 00
Land damages,
200,000 00
Engineering, 5 per cent.,
105,722 00
Contingencies and miscellaneous, say 10 per cent.,
220,168 00
$2,440,335 00
Say,
$2,450,000 00
The present estimate has been for a canal 120 feet wide at top
water ; six miles of the canal may be built, 300 feet wide at top
water, without any increase of expense, except for the land taken
and the increased waste of water by filtration through the bottom
and evaporation from the surface, which would not amount to a
large additional expenditure; another three miles may also be
made 300 feet wide by an additional expenditure of about $50,000.
The remaining three miles would mostly have rock cutting on the
west side, and would not, therefore, require inside walls upon that
side; it could be enlarged at any time when the wants of trade
might require it, without incurring any additional expense more
than would be necessary if the enlargement should take place at
the time of original construction.
The annual current expenses of such canal, after its completion
and in use, are estimated as follows :
Supply of water, if raised by steam power,
$30,000 00
Lock-tending, 8 months, 4 men, at $40 per month,
1,280 00
"
"
"
"
$30
"
960 00
Watchmen, and ordinary repairs, 15 men, for eight months, at $30,
3,600 00
Materials and tools for ordinary repairs,
1,000 00
Watchmen, 6 men, 4 months, each at $30,
720 00
Mechanical work on repairs and materials,
2,000 00
Expenses for repairs and opening navigation in the Spring,
6,000 00
Superintendence and collection of tolls,
6,000 00
Carried forward,
$51,560 00
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Brought forward,
$51,560 00
Miscellaneous,
1,000 00
Contingencies, say,
2,440 00
$55,000 00
An annual contribution to a fund to provide for the payment of expenses,
caused by the extraordinary repairs to which a work of such mag-
nitude is subject, say
20,000 00
$75,000 00
By the foregoing estimates it will be seen that to construct the
ship canal and basin upon the proposed plan, will require the
expenditure of $2,450,000.00:
Which amount, at seven per cent., would be worth annually the sum of $175,500 00
Annual current expenses, estimated at
55,000 00
Annual contribution to fund for extraordinary repairs,
20,000 00
Making a total of
$246,500 00
as the annual cost of such canal, or the amount which should be
derived from such canal annually, to make the capital so invested
paying stock.
The sources of revenue will be the rents of docks, piers and
other property connected with the basin, and the tolls on property
transported on the canal.
The present estimate for the basin includes the construction of
docking and piers, and bringing into immediate use, in connection
with such docks and piers, land suitable for building and forward-
ing purposes, to the amount of 900,000 square feet,
I of which is estimated as worth $1 00 per square foot
$300,000 00
1
"
"
"
1 50
"
450,000 00
I
"
"
"
2 00
"
600,000 00
Also, 200,000 square feet without docking, at $0 50,
100,000 00
Dry dock privileges, including use of water and 200,000 8. f. of land,
150,000
00
Total,
$1,600,000 00
which, at 7 per cent., would be worth per annum,
112,000 00
The value of the above is estimated in accordance with the
views of gentlemen acquainted with the value of property in the
city of Albany.
In addition to the foregoing, there are 2,500,000 square feet of
the basin that could be converted into building and docking pur-
poses at a profit, as soon as the wants of trade shall require more
room than the docks and piers now estimated would afford.
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Amount which should be derived from the canal annually,
$246,500 00
Estimated annual rents of basin property,
112,000 00
Which leaves the sum of
$134,500 00
to be derived annually from the tolls on property transported on
the canal.
The present rates of toll upon the New-York State canals, is on
all articles not enumerated or excepted, per 1000 pounds per mile,
4 mills.
Special rates, less than the general rate, are established where
articles if subjected to the general rate would not bear the expense
of transportation, or would likely seek some other channel, or where
the general interest of trade appears to demand such reduction ;
while on the other hand, special rates, higher than the general rate;
are charged upon some articles.
The proposed ship canal and basin would be between 13 and
14 miles in length. A toll of 4 mills per mile per 1000 pounds
would, for 13 miles, amount to 10Th cents per ton.
It might be found good policy to adopt special rates of toll for
different articles, but, as the amount of toll would be so small per
ton, it would not probably be necessary to do so.
It is proper to remark here that the present rates of toll on the
New-York State canals are a great reduction from many of the
former rates, especially for non-enumerated articles going from
tide water, including merchandize in general, which was until
the present season double the present rates.
For the purposes of this estimate, 10 cents per ton will be as-
sumed as the proper rate of toll upon all articles which should be
transported upon the ship canal.
This rate of toll will require an annual aggregate trade of
1,345,000 tons to pay the capital necessary to construct the canal
and basin.
We are therefore brought to the inquiry, whether it is reason-
able to suppose that the canal can command that amount of trade.
As has been stated, it costs for certain items of expenditure to
move property on the Hudson river from Albany to New-York, or
New-York to Albany,
In canal boats of
90 tons, 75 cents per ton.
In barges of
200 tons, 48
do
do
That it would cost in barges of
500 tons, 30
do
do
And in vessels of
1000 tons, 184 do
do
showing conclusively that it is much cheaper to move property in
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large than in small boats ; also, that property which is transhipped
at New-York is subject in many cases to extra charges and loss
in value.
The interest of the forwarding merchant being promoted by the
use of the canal, it is reasonable to suppose that it will command
at least one-half of the trade upon the river.
It has also been shown that the probable trade, which will seek
the valley of the Hudson as its channel, will amount in 1856 to
more than 4,000,000 tons, and in 1860 to more than 6,000,000.
If these conclusions are correct, the business which will be done
upon the canal will be of sufficient magnitude to make the ca-
pital employed in its construction a profitable investment.
It would be a work of supererogation to go into an argument to
illustrate the benefits that accrue by an increase of commercial
facilities ; the principle is well understood throughout the State.
The constant efforts that are making in almost every county to
better its commercial intercourse the numerous canals and rail-
roads which have been constructed within the last few years, and
the improvements that are made in the manner of conveying pas-
sengers and freight, bear unmistakeable evidence that the general
principle is well understood throughout the land that the con-
struction of the proposed canal would cheapen transportation on
the line of the Hudson river is beyond a doubt.
The same law of trade which demands the reduction of tolls,
and improvements which cheapen the cost of transportation upon
the State canals, that the commercial circle accommodated by qur
works of internal improvement may be extended and the amount
of trade augmented, also demands the improvement of the facili-
ties of trade between Albany and the seaboard.
No fine-spun reasons need be urged to convince that any perma-
nent reduction in the cost of transportation on the Erie canal, be-
tween Albany and Buffalo, will increase the amount of trade be-
tween those two places; the experience of past years has settled
that question beyond a dispute; and practically it makes no differ-
ence whether the reduction takes place between Albany and
Buffalo, or Albany and New-York, the result will be the same.
The citizens will be benefitted by the diminished cost of transpor-
tation of property, the business on the line of the New-York State
canals and the Hudson river increased, and the present great circle
which bounds the trade which centers in the city of New-York
will be extended.
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Admonished by the fact that a large proportion of the public
works which have been completed within the last few years have
greatly exceeded in their final cost the original estimates, great
care has been taken to embrace in this estimate all the expenses
which it is deemed probable that the completion of the work would
be subject to. A liberal estimate has been made as to the quan-
tities of work and materials in all the structures, and the prices
affixed are believed to be sufficient to insure the performance of
the work. A large margin has been given to meet contingencies ;
and the estimates are submitted with the full confidence that the
ship canal and basin can be constructed, upon the plan proposed,
at a cost within the present estimates.
Your attertion is respectfully called to the letters and extracts
from reports annexed.
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( A. )
The following information of the length, breadth, depth and
tonnage of American and foreign vessels trading at the port of
New-York, is taken from the register of the Custom House; to
which is added the probable draft of water, as per data given by
the surveyor of the port.
AMERICAN VESSELS OF OVER 800 TONS.
Estimated
Vessel.
Name.
Hail from.
Length.
Breadth.
Depth.
Tons.
draft of
water.
Schooner,
Eclipse,
Virginia,
120.4
29.
9.7
305
7.9
Propeller,
Fremont,
New-York,
153.8
26.
17.2
491
12.
Brig,
Hanover,
"
120.
31.4
16.6
522
11.6
Ship
W.H. Wharton,
"
139.8
33.2
16.7
693
11.6
"
Anawan,
"
152.3
33.
19.3
759
12.6
"
Golden City,
"
154.10
33.10
20.10
810
13.
Steamer,
Marion,
"
198.6
30.10
15.5
900
11.
Ship,
Connecticut,
"
171.
37.2
1081
12.
"
Constantine,
"
186.3
36.
1122
13.
Steamship,
United States,
"
230.
33.2
19.8
1216
12.9
"
Brother Jonathan,
"
220.11
36.
13.10
1859
10.6
Ship,
Australia,
"
192.
40.6
27.91
1448
20.
Steamship,
Black Warrior,
"
238.2
37.
24.8
1556
17.
Ship,
Hurricane,
"
215.
40.
22.
1608
15.
"
Invincible,
"
221.6
41.4
25.6
1768
18.
"
Comet,
"
229.
41.4
22.4
1836
15.6
Caloric ship
Ericson,
"
253.6
39.8
26.6
1902
19.
Ship,
Challenge,
"
230.6
43.2
26.
2006
18.6
Steamship,
Humboldt,
"
283.
40.
27.2
2181
19.6
Steamer,
Ohio,
"
246.
46.
32.9
2432
24.
Steamship,
Baltic.
"
282.6
45.
22.6
2723
15.6
( B. )
FOREIGN VESSELS OF OVER 200 TONS.
Estimated
Nation.
Vessel.
Name.
Length.
Breadth.
Depth.
Tons.
draft of
water.
Brig,
Marian,
95.3
25.10
12.11
280
10.6
Swedish,
Minona,
108.2
26.10
13.5
348
11.
British
Bark,
Clermont,
121.10
27.10
13.11
428
11.
"
Ship,
Ceylon,
132.6
30.8
564
10.6
"
Bark,
Charlotte Harrison,
189.11
30.8
610
12.
"
"
Champion
139.
33.6
702
14.
"
Ship,
Mare,
148.
35.
818
14.
"
Brig,
Themis,
157.4
37.2
979
14.
"
Steamer,
Caledonia,
205.8
38.10
1116
14.
.6
Ship,
Crown,
179.2
38.4
1207
15.
"
Steamer,
Canada,
251.10
38.4
1770
16.
"
Steamship,
Great Britain,
293.5
48.7
3283
18.
Prussian,
Ship,
Eugenia,
133.6
35.
723
12.6
"
"
Arnold,
170.9
35.
965
13.6
Spanish
"
Guadalquiver,
206.6
25.6
12.6
640
10.
"
"
Amable,
127.6
34.9
17.4
678
12.6
6
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(C.)
The following information, obtained at the Custom-house at
Albany, will show the general character of vessels navigating the
Hudson river, with the exception of steamboats. Mr. De Witt,
Custom-house officer, states that he is of the opinion that the
enrolment for the present year will exhibit a fair average of the
size and tonnage of all the vessels visiting the port of Albany:
MEASUREMENT AND TONNAGE
Of all the vessels enrolled at the Custom-house at Albany, from
January 4th to November 1st, 1852.
NAMES.
Vessels.
Length.
Breadth.
Depth.
Tons.
Sabin,
Barge
17
7
99.66
Ceres,
Sloop
55
19 1°2
5-1/2
45.87
Edward L. Stevens,
"
57 12
22⁶₂
5
52.18
Scotland,
Barge
94
18
132.30
Clermont,
Sloop
68¹⁸₂
95.10
Richard Davis,
"
73
24⁻⁶₂
6₁₄
95.21
Myrtle,
"
59
66.55
Dell Hasco,
Barge
95
17 1/2
6⁻¹₂
105.84
William Cole,
"
86
21
7
113.54
Charles Brewer,
"
87
2018
7
116.68
Henry Clay,
"
100
2³⁻¹₂
156.30
Superior,
"
102¹₂
23
139.16
J. L. Schoolcraft,
"
97⁶,
1716
121.25
Union,
"
11310
12
8²
215.92
Wave,
Schooner
51
4
29.7
Fishkill,
Barge
107
23⁻¹₂
8₁¹₂
186.30
E. Corning,
"
1441⁶₂
29⁻¹₂
8-9/2
344.50
Rochester,
"
97
21
135
Insurance,
"
1131,
24
8
200.91
J. L. Rathbone,
"
25⁷₂
8
261
Eastern,
"
135
20 ⁸₂
7⁶₂
211.20
Splendid,
"
138
23
8⁻²⁻₂
245.53
Globe,
"
144
21
267.85
Ohio,
"
143
22⁻¹₂
71/2
243.40
Oregon,
Sloop
54 ⁴₂
21 ⁵₂
5⁶,
51.2
Atlas,
"
62
22⁻¹₂
510
66.5
Belle,
"
4911,
20⁻¹₂
5-1
35.34
De Witt Barclay,
Barge
14ᵗʰ
6112
63.5
Leah H. Miller,
Sloop
72⁻⁹₂
25
7 1 2
110.87
Hornet,
"
6⁷⁷₂
20 ⁴₂
5-1-2
63.14
Rising Sun,
"
56
20⁻⁶₂
5
47.56
Trojan,
Barge
88 ¹₂
17
7
98.19
Climax,
Schooner
77
14
4-1/2
44.61
Alvin,
Sloop
59
24 3 2
49.13
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STATEMENT C. - CONTINUED.
NAMES.
Vessels.
Length.
Breadth.
Depth.
Tons.
Robert Morris,
Schooner
60¹₂
20
12
5⁻¹₂
56.63
Huron,
Barge
79
13⁻⁹₂
6⁻⁶₂
66.53
Magician,
Sloop
59
22-8
5
54.14
Hezekiah Baldwin,
Barge
24
6/19
114.56
J. G. Benjamin,
"
17⁶,
7⁻⁶₂
117.8
Rebecca and Abigail,
Schooner
6111
227-
7
80.41
Eckford,
Barge
19.9
7
138.44
Superior,
"
236
8
172.9
John Cook,
Sloop
65
238
12
6⁻⁵₂
80.14
Monroe,
Barge
11412
26
7
191.9
Time Piece,
Sloop
46⁻⁹₂
176
4⁶₂
29.9
Catharine Allen,
Schooner
44
186
4⁹₂
30.52
Martin Van Buren,
"
69
23
7
94.72
Venus,
Sloop
70⁻¹₂
24⁻⁶₂
7⁻⁹₂
111.30
Hiram Hathaway,
Barge
83⁶₂
143
6
67.45
Henrietta Jane,
Sloop
63
23T₂
41/2
58.34
Baltic,
Canal bt.
93
16⁻⁹₂
98.68
Arctic,
"
⁹³⁻⁶₂
16
88.5
Leader,
Sloop
23⁻⁶₂
5
66.85
Delight,
"
29
109
8.84
Ocean Wave,
Canal bt.
78⁻²₂
14⁴₂
6⁻¹₂
69.92
Washington,
Scow
75
20
5⁻²⁻
60.8
State Rights,
Sloop
58³¹₀
OIC
52.
Robert F. Slack,
Barge
74
14⁻¹₂
7
70.2
Alida,
Sloop
45
4
33.47
Hallock,
Barge
91 ⁹₂
99.75
Niagara Falls,
Canal bt.
83⁻⁶₂
14⁻¹₂
5
57.8
Western,
Barge
77
14
6²₂
62.32
Samoset,
"
94³₂
17
71½
113.73
Amity Springs,
"
94⁻⁶₂
17
6⁻⁶₂
95.5
China,
"
76 12
5⁻⁶₂
53.43
Old Zack,
"
13⁻¹₂
5⁻⁶₂
54.5
H. McDonald,
"
93
97.40
Charles,
Scow
1410
41½
36.83
Mary,
Sloop
22-12
5
56.9
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( D. )
ALBANY, Nov. 30th, 1843.
The obstructions to the navigation of the upper portion of the
Hudson river seem to have attracted public attention at an early
period after the Revolution. The State of New-York at last took
the matter in hand, and made a beginning by an appropriation of
money in 1797, between which time and the year 1818 it had ex-
pended on a system of jetties or wing dams, including the sloop-
lock and the dam above Troy, the sum of $148,707-100, besides
private subscriptions to a considerable amount.
It is stated in a report of a committee of the New-York House
of Assembly, in 1818, that three plans had been suggested for the
river improvement, viz:
1st. By the erection of piers or dams, as recommended by Mr.
Moore, Mr. Beckwith, and the commissioners for improving the
navigation.
2d. By projecting dikes or jetties, as adopted by Mr. Golborne
in deepening the river Clyde in Scotland.
3d. By constructing an independent canal, on the principle of
Mr. Genet.
Of these three plans, the second seems to have been preferred,
and to this unfortunate selection the formation or increase of many
of the recent obstructions to the navigation are plainly referable.
The system of jetties (if system it could be called) having sig-
nally failed to produce the desired effect on the Hudson, a com-
mission was appointed, in 1819, to report on the condition of the
river and the best means for its improvement. Gov. Clinton, Mr.
Van Buren, and Mr. Genet were members of this board, and un-
der its auspices the first hydrographic survey of the river was
made by Mr. Randal in the summer of the same year.
Mr. Genet was permitted to present to the Legislature his indi-
vidual views of the important question submitted to the investiga-
tions of the commission, the other members declining to express
an opinion on the merits of the projet. With his accustomed
zeal and ability, Mr. Genet urged the construction of a ship canal
from Greenbush to a point called Vyvede Hook, between Coey-
mans and New-Baltimore, and the improvement of the bed of the
river between Albany and Troy by a system of longitudinal
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dikes, as the plan best calculated to remove or rather to avoid the
difficulties attending the natural navigation.
Mr. Genet's proposition, although generally well received, was
not adopted, and the whole matter rested till the spring of 1831 ;
the jurisdiction of the federal government having been in the
mean time extended over these waters by judicial decision, when
De Witt Clinton, Esq., a civil engineer in the service of the United
States, was directed to conduct a hydrographical survey of the
Hudson river, from Waterford to New-Baltimore, under specific in-
structions from the topographical bureau. The report, chart and
plans, prepared in accordance with these instructions, were sent by
the chief of the topographical bureau to the war department on
the 30th of March, 1832, from whence they were transmitted to
Congress on the same day.
This plan for the improvement of the river was sanctioned by
Congress, in the act of the 30th June, 1834, making an appropria-
tion of $70,000 towards its accomplishment.
At the request of Capt. Talcott, of the corps of engineers, who
had been charged with the execution of the work, the whole sub-
ject was referred to a board of engineers (composed of Col. Totten,
Lieut. Col. Thayer, and Capt. Talcott), which was especially in-
structed to review two projects which had been suggested ; the
one by a canal, the other by deepening the bed of the river, and
to give its opinion as to their relative merit and practicability, ac-
companied by estimates of cost.
The board of engineers, after analyzing with great skill and
ability, and after discussing the two projects with much labor and
detail, finally recommended that the attempt to improve the navi-
gation be confined to the bed of the river.
It will thus be seen that the special board of engineers recom-
mended essentially the same plan which had been previously
sanctioned by the topographical bureau, and transmitted to Con-
gress on the 30th March, 1832, and adopted by that body in the
act of 20th June, 1834.
In the summer of 1836, Congress voted an additional appro-
priation of $100,000 towards the improvement of the Hudson
river, and directed that a pro rata expenditure of that sum should
be made above and below Albany.
Early in 1837, a further sum of $100,000 was granted for this
object.
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In 1838, a further appropriation of $100,000 was made by Con-
gress.
No appropriation of money for the continuation of the improve-
ments having been made since 1838, all operations were suspend-
ed at the close of the year 1839, with the exception of slight re-
pairs.
The whole amount of money granted by Congress for the object was, $370,000 00
Of the above sum there was expended:
On the 1st section (between the sloop-lock and Troy),
$6,743 64
On the 2d section (between Troy and Albany),
130,234 60
On the 3d section (between Albany and Van Wie's Point),
230,313
54
367,291 78
Leaving a balance of
$2,708 22
which has since been expended on the preservation and repair of
the public property connected with the improvement.
The sum total of the estimates by the special board of engineers for the improve-
ment of the Hudson river, between Waterford and New-Baltimore, on the most
perfect and expensive plan, was
$819,634 10
The total amount, expended as above, was
370,000 00
Leaving a difference unappropriated of
$449,634 10
For this sum,* judiciously and economically expended, I feel
quite confident that a free, easy and unobstructed navigation may
be obtained, at all times when the river is not closed with ice, be-
tween Troy and the city of New-York.
GEO. W. HUGHES, Captain Corps
Topographical Engineers, U. S. A.
To COL. J. J. ABERT, Chief Corps
of Topographical Engineers.
-[25th Congress, 1st Session, Doc. No. 53, House of Representatives.]
On the 19th of Nov., 1834, a special board of engineers convened
to take into consideration the subject of improving the Hudson
river, and of devising a plan to overcome the obstructions to navi-
gation between Waterford and a point below Albany, to be desig-
nated by Capt. Talcott, and to review two projects which had been
suggested-one by a canal, and the other by deepening the bed of
the river-and to give its opinion as to their relative merit and practi-
* To this of course must be added whatever may be necessary to repair the works
that have sustained injury, and to replace the machinery that has deteriorated in
consequence of the long suspension of the appropriations,
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cability, accompanied by estimates of costs, and on the 27th of
Dec. made report, from which is made the following extracts:
§ 13. The board approach the particular investigation of the
subjects committed to them with great diffidence.
Considering their want of experience in operations of the nature
of those now to be examined, and the newness to them of some
of these subjects, even as matters of study; considering on the
one hand the incalculable benefits to result from a successful solu-
tion of the difficulties, and on the other, besides the great immediate
loss, the perhaps irremediable mischief that mistaken and erroneous
views on their part may involve, though they shall apply their
best faculties to an investigation which their duty does not permit
them to avoid, they feel bound to ask, as to their results, not con-
fidence but caution.
§ 28. In order to bring the several preceding estimates into one
view, they are hereby recapitulated :
1st. Mr. Genet's project of a canal about 16 feet deep at low water, 109.8 feet wide
at top, 124 miles long; Mr. Randal's estimate being increased by the supposed
cost of lining the banks, cost of dredging and other work exterior to the canal,
not included,
$1,202,365 00
2d. A canal about' feet deep at low water and 10 feet at high water,
109 feet wide at top, 124 miles long, banks lined, no work re-
quired exterior to the canal,
810,878 00
3d. A canal about 10 feet deep at low water, 109 feet wide at top,
124 miles long, banks lined, no work required exterior to the
canal,
935,340 00
4th. A canal about 10 feet deep at low water, 200 feet wide at top,
124 miles long, banks lined, no work required exterior to the
canal,
1,524,242 00
5th. A canal about 10 feet deep at low water, 300 feet wide at top,
121 miles long, banks lined, no work required exterior to the
canal,
2,174,640 00
§ 30. The board are of the opinion that the preceding examina-
tion of canal projects has shown, with some precision, the relative
expense at which communication of this nature, more or less ca-
pacious and accommodating, may be effected; and also that,
although the absolute expense is shown only approximately, this
approximation is an interesting and important result.
Of the practicability of either of these projects they have no
doubt; and were the subject before the board confined to the im-
provement of the Hudson, downward from Albany, the problem
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would be limited to a comparison of the effect of means directed
in one case to the making a new channel, and, in the other, to the
improvement of the natural one should such a comparison show,
for example, that the means demanded for an artificial channel, of
the required depth and a certain width, would give to the river
an equal depth with a width much greater, the problem, so far as
regards the kind of improvement, would be solved; and, on the
other hand, should it appear that uncertainty as to both results
and means would attend every step in the labors upon the river,
it might be prudent still to consider the problem solved yielding
to demands, though great, which cannot disappoint, rather than
encounter an alternative surrounded by doubt and hazard. But
the problem before the board is not thus simple.
The canals we have been considering reach no higher than
Albany; and the form of the shores above that city has, we be-
lieve, been considered as restricting improvements to the bed of
the river. From the materials before the board, it is, at any rate,
necessary to take the supposition that above Albany the river is,
if possible, itself to be improved.
We are, therefore, for this portion of the navigation, necessarily
driven to a choice of means of improvement from amongst a class
of expedients which have often disappointed sanguine expecta-
tions; it being our duty to find, if we can, one of these which
will hold out the promise of fulfilling all important conditions;
and as we may anticipate, from the nature of the obstructions,
that any expedient which shall be found applicable above will not
be less so below Albany, it will be proper to take into the investi-
gation the whole range of the embarrassed navigation.
§ 42.
*****
We also find, by the last sheet of Mr. Randal's
map, that the average depth at lowest water, for one mile below
New-Baltimore, is about fifteen feet, or, more accurately, that the
average depth between the lines of nine feet water is 15.45 feet,
which will leave a depth of 6.45 feet to be filled up of the bottom,
without the least incommoding the navigation.
*****
§ 66. It was before stated that accurate observation as to the
height of floods, their slope, velocity, &c., and as to the nature of
the bottom, is indispensible, not only to a correct determination of
the proportion of flood which it will be proper to keep within the
restricted limits, but also to the adjustment of the several breadths
of the channel. Until such observations shall have been made,
neither the exact forms, lengths, nor heights of these structures
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can be determined ; nor, indeed, until the effect on the flood of
moving masses of ice shall have been carefully noted, and much
information collected on this last point, can the number and situa-
tion of these works be regarded as fully settled.
§ 67. It is necessary, however, to make suppositions of some sort
as to all these matters, in order to obtain our estimates. The sup-
position as to situation and extent of the works are shown on the
map; and we have taken for their altitudes nine feet above lowest
water for those between Troy and Albany, eight feet for those be-
tween Albany and Van Wie's Point, and seven feet for those
below this point; all the dams and dikes being calculated as
twelve feet in breadth at bottom.
§ 68. In our state of uncertainty as to the extent to which ice
may endanger the structures, we have included in our estimate the
number of ice breakers recommended by Mr. Clinton, and have
supposed them to be triangular pieces, having their upper surface
so inclined that the ice must pass over them and be broken as it
falls.
§ 90. In order to bring all the preceding estimates for the im-
provement of the river into one view, we here present a general
recapitulation :
Improvement of the river from Waterford to New-Baltimore, inclu-
ding a dredged channel below Troy, 660 feet in width,
$819,634 10
Improvement of the river from Waterford to New-Baltimore, including
a dredged channel below Troy, 300 feet in width
671,134 11
Improvement of the river from Waterford to New-Baltimore, not in-
cluding any dredging below Troy,
522,634 11
Improvement of the river from Waterford to Van Wie's Point, not in-
cluding any dredging below Troy,
299,395 37
§ 92 Renewing the expression of doubt as to their ability fully
to master the important subject committed to them, the board, in
conclusion, recommend that the attempt to improve the navigation
of the Hudson be confined to the bed of the river; and that the sys-
tem of works should be of the kind suggested in the preceding re-
marks, being applied under the direction of a competent person,
and being liable to such modifications as careful observation, during
the progress of operations, shall show to be necessary or expedient.
JAMES G. TOTTEN,
Lt. Col. Eng's, Bt. Col.
S. THAYER,
Brevet Lieut. Col.
A. TALCOT,
Capt. of Engineers.
7
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[Extract of a Report of the Board of Commissioners to report a plan for Improving
the Navigation of the Hudson river.]
ALBANY, 1st March, 1820.
Canaling, where it is practicable at an expense which its object
will justify, is, generally speaking, preferable to every other mode
of improving inland navigation, because experience has proved it
to be the most sure and permanent; and if in the present instance
it should be judged that the benefit to be derived from it is of such
magnitude as to make its adoption advisable, the Commissioners
do not hesitate to recommend it as the most efficient plan for im-
proving the navigation of the Hudson below Albany. No extra-
ordinary obstacles are presented to its execution, and its track indi-
cates facilities which were not anticipated before it was minutely
explored.
DE WITT CLINTON,
SIMEON DE WITT,
J. V. N. YATES,
M. VAN BUREN,
E. C. GENET,
GEORGE TIBBITS,
TOWNSEND McCOUN,
Commissioners.
EXTRACT of a Letter from Benjamin Wright, Chief Engineer of the State of New-York,
to Mr. Genet, dated
ROME, June 20, 1823.
" That the river, in its present state, is a bad and an expensive
navigation is certain ; that the attempts which are (as is said)
about to be made to deepen the channel on the bars below Albany,
will answer a valuable purpose, is, to say the least, doubtful; at the
same time believing, as I do most sincerely, that the permanent and
effectual way of making a navigation, will be to adopt your plan
of a canal parallel to the river, passing by the shoals, bars, &c.
But, my dear sir, let me say that it takes time and many words to
convince the public of their errors in these kind of improvements.
You have lived in this country long enough to find out that every
man in the community is a first rate engineer (in his own opinion),
and without reflecting upon causes and effects, he makes up in his
own mind a plan adapted to the case, and once settled down in
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the full belief in his own wisdom, he is tenacious to the last of his
own schemes, and nothing but dear-bought experience will ever
drive him from his ground.
Apply these remarks to what you have seen acted over, by what
was called improvement in the Hudson, in forming wing dams the
last twenty years, and you will say that, at the time the plan of
wing dams was commenced, nothing which the wisest and most
experienced man in community could have said would have dri-
ven them from that plan; and applying what has been to what
will be, I set it down that a few years more must be passed over,
and a few hundred thousand dollars expended in the bed of the
Hudson, before the time will arrive when these self-made engi-
neers will be cured of the mistaken plan of working in the bed of
that river."
[From McCulloch's Gazetteer, vol. 1, page 994.]
"TRADE AND MANUFACTURES OF GLASGOW.-Glasgow owes
its present greatness to its advantageous situation on a fine river, in
one of the richest coal and mineral districts in the empire. Origi-
nally however the Clyde was much encumbered by fords and
shallows, and for a lengthened period it served rather to excite
and disappoint expectations, than to confer any real commercial
advantages to the city. In 1662, after several other schemes had
failed, the magistrates of Glasgow purchased the ground on which
Port Glasgow (sixteen miles lower down the river) now stands,
where they formed a harbor and a graving dock, the first work of
its kind in Scotland. For a considerable period, the intercourse
between Glasgow and its newly acquired port was principally
carried on by land carriage ; but, from 1665, attempts were ever
now and then made to deepen the river. In 1688, a quay was
formed at the Broomielaw; but even so late as 1775, no vessel
drawing six feet of water could reach Glasgow except at spring
tides. At length, however, a plan proposed in 1769, by Mr. Golburn,
engineer of Chester, for deepening the river to seven feet at neap
tides, was adopted. He proceeded to accomplish his task partly
by the employment of dredging machines, and partly by con-
structing dams and jetties, so as to confine and strengthen the
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course of the river. These measures have since then been con-
tinuously and energetically followed up, particularly of late years,
and with such success that vessels drawing 15 feet of water come
up to the city at springs, and that there is usually a depth of five feet
water in the river at low neaps. There are still four dredging ma-
chines and two diving-bells in constant employment. The river
for seven miles below the city is very much contracted, and forms
nearly a straight line, the sloping banks, formed of whinstone,
being constructed in imitation of ashler. The accommodation
for shipping at the Broomielaw has been greatly extended ; but a
measure is now before Parliament for adding to it by the construc-
tion of extensive docks and other conveniences. The influence of
these improvements on the shipping and trade of Glasgow has been
most striking. Dr. Cleland says that less than 50 years ago, a
few gabbards, and these only 30 or 40 tons burden, came to Glas-
gow, and I recollect the time when, for weeks together, not a ves-
sel of any description was to be found in the port of Glasgow.'-
(Former and Present State of Glasgow, 30.) Now, however, a
greater number of sailing vessels and of steamers belong to Glas-
gow than to any other Scotch port, and the harbor is constantly
crowded with ships from foreign ports, coasting vessels and steam-
ers. The steam packets belonging to the Clyde that ply to Liver-
pool, Dublin and Belfast, are among the first vessels of their class
in the empire. In all, there belonged to Glasgow, in 1838, fifty-
three steainers, of the aggregate burden of 6,644 tons. Subjoined
is an account of the net amount of the tonnage dues on shipping
coming up to the Broomielaw at different periods since 1770
Year.
Revenue.
Year.
Revenue.
1770
£149 10 0
1830
£20,296 18 5
1780
1515 8 4
1835
31,910 19 3
1790
2239 0 4
1836
35,612 16 0
1800
3319 16 1
1837
35,595 8 3
1810
6676 7 6
1838
36,993 13 0
1820
6328 18 10
1839
43,287 16 10
a
0)
The business connected with the port and the river is managed
by parliamentary trustees. The gross revenue of the trust for the
year ending the 31st August, 1839, amounted to £45,826 13s 6d,
1
and the expenditure, including interest for debt, to £35,694 17s 4d.
The net debt due by the trust amounted, in the same period, to
£122,335 2s 3d. The port dues were raised, in 1826, from 1s to
0
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Is 4d per ton. Perhaps, on the whole, it is to be regretted that in-
stead of attempting to improve the navigation of the Clyde, a ship
canal had not been constructed from Glasgow to the deep water
in the river; but it is now too late to think of such a measure."
[REPLY of Wm. V. Many, Esq., to the inquiry asking his opinion as to how would
the construction of a ship canal and basin, upon the plan proposed, affect the
manufacturing interest of Albany.]
DEAR SIR.-In answer to your inquiry, " How would the con-
struction of a ship canal and basin, upon the plan proposed, affect
the manufacturing interest of Albany ?"
I reply, that in my opinion it would greatly promote those in-
terests, and in the way and for the reasons that 1 will state.
Many important branches of manufactures, for which the cen-
tral location of Albany would afford great inducements, cannot now
be advantageously carried on here, because they cannot be estab-
lished on the margin of the river without being exposed toinundation
and ruinous injuries at times of freshets, and the business will not
bear the inconvenience and expense of being carried on at any
point involving the expense of transportation of the raw material
and the manufactured article to and from the river; and if the
manufactories should be built up high enough to raise their opera-
tions out of the reach of the high water, the expense of elevating
all the raw material required to supply them would absorb too much
of the profits to enable them to compete with those which have no
such difficulties to surmount. As an illustration, take the article of
pig iron : In some freshets the rise of water in the river in front of
this city is nearly 18 feet above low water mark. To render a
blast furnace situated on the bank of the river perfectly secure
from all damage of floods, it would require to be raised at least 25
feet above low water. The additional cost of construction
at such an elevation would be very large; but the additional cost
of supplying a furnace so constructed with the raw material and
fuel, would be an unceasing drain upon the profits of the estab-
lishment. For every ton of pig iron manufactured, it would be
necessary to raise to the height of about 25 feet two tons of ore
and two tons of coal, and afterwards to let down one ton of the
manufactured article and about two tons of cinder, thus making
four tons to be elevated, and three tons to be let down a distance
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of about 25 feet, for every ton of pig iron manufactured. The
advantages of any location not subject to such drawbacks must
be obvious.
Let us now see what advantages would be afforded by the
banks of the proposed ship canal and basin (if constructed, as con-
templated, with an elevation of 20 feet) for the location of such
establishments for manufacturing pig iron. As the banks would
be above the reach of freshets, and the level of the water in the
canal and basin would never, at any season of the year, be sub-
ject to any material variation, the furnace, if raised three or four
feet above the water level, would be beyond all danger of inunda-
tion. The coal and ore could be taken from the vessels directly
into the works, on the same level where they would be required
for use; and the pig iron and cinders could be returned on board
of the boats, without the expense of lowering them from a higher
level. The difference in the expenses of a large blast furnace, so
situated, and of one built and conducted as it would be necessary
to build and conduct it, if situated on the margin of the river,
would of itself amount to a good business.
Should this canal and basin be built, and these accommodations
afforded for such establishments, Albany would be one of the best
points in this country for the manufacture and sale of pig iron.
The concentration here of so many lines of communication by
water and by railways, make it a peculiarly suitable place for the
manufacture, and the shipment to every part of the country, of
such a heavy article, and one that involves SO great expense in its
handling and transportation. Besides the inexhaustible supplies
from the northern counties, the central counties of this state, lying
along the line of the Erie canal, Oneida, Herkimer and others,
abound in valuable iron ores (the red oxides), which are said to be
more easily smelted than others; and all these could be brought
to this city and landed at the manufactories on the banks of the
ship canal and basin at a trifling cost, and the smelting of them,
under these circumstances, would, I think, become immediately a
very desirable and profitable business, in reference both to our
local consumption and to sale and shipment for use elsewhere.
The ores from the mines on Lake Champlain are now brought
down on the Champlain canal, carried past this city, and, in com-
bination with other ores, smelted in some of our more southerly
river counties, such as Columbia, Dutchess, &c., and the iron thus
smelted is again brought up the river to this city, and converted
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by our foundries into stoves, hollow-ware and machinery about
20,000 tons of pig iron are now consumed every year by the Alba-
ny foundries alone, and the consumption is rapidly increasing.
I have spoken more particularly in relation to the manufacture
of iron, because it is with that branch of manufacturing that I àm
best acquainted ; but the same facilities which the ship canal
would afford for the successful prosecution of this branch of the
iron business would be equally applicable to other branches of it.
Rolling mills, and all other establishments requiring the consump-
tion of large quantities of coal and heavy raw materials, would
find the greatest advantage in their location on the borders of such
a canal or basin, where they would enjoy all the benefits of the
proximity to navigable waters, without any exposure to the rise or
fall of the river.
I would, therefore, consider the proposal to elevate the canal and
basin 20 feet above the ordinary level of the river one of the most
admirable and important features in your plan, not only in refer-
ence to its direct object, but also in reference to the new and
valuable accommodations it will afford for the wants of manufac-
turing business in this city, without interfering in any degree with
existing establishments for our present business; it will afford the
best, if not the only suitable sites for new and extensive branches
of business, which cannot otherwise be conveniently and profit-
ably established here; and in this way, as well as by the great
increase it cannot fail to give to our commercial business, it will
add largely to the prosperity and wealth of this city.
Very respectfully yours,
WM. V. MANY.
[EXTRACTS from Report made to the Water Committee of the Common Council of
the City of Brooklyn, April 15th, 1852, on supplying the city with water. By
WILLIAM J. MCALPINE, civil engineer.]
THE PUMPING ENGINES.
The duty of the engine has been calculated from the following
data :
The elevation of five millions of gallons of water in twelve
hours, through a pipe six thousand feet long, thirty inches in dia-
meter, and to a height of one hundred and ninety feet.
This duty, including the friction of the machinery and of the
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water passing through the rising main, is equal to seventeen mil-
lions of pounds, raised one foot high per minute, or about five
hundred and fifteen horse power.
An engine, to perform this duty, must have a steam cylinder of
seventy-two inches diameter, and twelve feet stroke, working steam
at twenty pounds pressure per square inch.
Two plunger pumps are proposed to be driven by this engine
and to make provision for the leakage, after the valves become worn,
they must be three feet diameter and eight and one-half feet
stroke.
The details of these calculations are given in the appendix to
this report. The plan of the engine is shown in the drawings
which accompany this report, and is essentially the same as that
which I prepared for the Dry Dock at the Brooklyn Navy Yard.
In the drawing, the engine has been represented with side levers
instead of a working beam, and the fly-wheel shaft has been
placed on top of the engine frame. I have proposed to modify
this plan in both respects; but as these changes will not increase
the expense of the work, it is not regarded as important at the
present time to make the correction.
The engine has been calculated for a slow motion, low steam,
and for working but twelve hours per day.
As the demand for water increases, the engine may, with safety,
be run faster ; higher steam may be used ; and it may be run
more than twelve hours per day. Its capacity may thus be in-
creased so as to elevate seven and one-half millions of gallons
per day.
When the demand increases beyond this quantity, another en-
gine and pumps will be required.
From the estimates which are herewith submitted, it will be
seen that there has been allowed the sum of thirty-seven thousand
two hundred and fifty-five dollars ($37,255) per annum for the ex-
pense of running an engine capable of elevating five millions of
gallons of water in twelve hours, which sum includes all the ex-
penses of labor, fuel, oil and miscellaneous items.
Some other plans of pumping engines have been suggested for
application to this work, which possess strong merit, and which,
on further examination, may be found to be more economical and
better adapted to this duty. As these engines have not been tried
on so large a scale as would be required for this undertaking, it
has been deemed best to base the estimates on well known plans,
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the working of which has been ascertained by the experience of
many years.
ENGINES AND PUMPS.
Condensing engine, steam cylinder, 72 inches diameter, 12 feet stroke,
and boilers,
$70,000 00
Pumps and fixtures,
20,000 00
$90,000 00
Estimated cost of running an engine with a steam cylinder
seventy-two inches diameter, and twelve feet stroke, capable of
raising five millions of gallons of water per day one hundred and
ninety feet high :
15 tons of coal per day, $5, $75, equal, per annum, to
$27,375 00
2 Enginemen per day, $2, $4, equal, per annum, to
1,460 00
2 Firemen per day, $1.50,
$3, equal, per annum, to
1,095 00
Oil, tallow, &c., per day, $5,
1,825 00
Repairs of engine and machinery,
1,000 00
The age of the engine and machinery may be assumed equivalent to an
annual cost of,
4,500 00
Total cost per annum,
$37,255 00
The additional cost of the second engine, of the same capacity,
would be as follows :
15 tons of coal per day, $5, $75, equal, per annum, to
$27,375 00
1 Engineman, per day, $2, $2, equal, per annum, to
730 00
Oil, tallow, &c., repairs of engine and depreciation,
7,325 00
Total cost per annum,
$35,430 00
In the above statement, one pound of coal is calculated to raise
three hundred and sixteen thousand six hundred and sixty-seven
pounds of water one foot high, or, including the friction of the
machinery and of the water, equivalent to raising four hundred
and eight thousand pounds of water.
The cost of elevating one thousand gallons of water one hun-
dred and ninety feet high, by the first engine, is two cents.
CALCULATIONS OF THE DUTY AND DIMENSIONS
OF ENGINES AND PUMPS.
The formula used in calculating the power necessary to overcome the resistance
caused by the friction of the water passing through long pipes, is that given by Mr.
Hawksley, in his evidence before the Commissioners appointed by the British Par-
liament "to inquire into the state of large towns and populous districts," and is as
follows:
Q3l
P
140 d⁵
8
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When P represents the horse power necessary to overcome the friction, Q repre-
sents the gallons delivered in one second, l the length, and d the diameter of the
pipe, both in inches.
The formula for the computations of the power of the condensing engine is taken
from Haswell, as follows:
(P+v) - (f+m)xS-nb=L
Where P represents the mean effective pressure, and v the vacuum upon the steam
cylinder piston, f represents the pressure upon the piston necessary to overcome the
friction of the engine, and m that of the air-pump piston; 8 represents the velocity
of the steam cylinder piston, and n that of the air-pump piston, in feet per minute
and b the resistance of the vacuum against the air-pump piston.
THE DUTY OF THE FLATBUSH ENGINES.
To raise five millions of gallons of water one hundred and ninety feet high, through
a pipe 30 inches diameter, six thousand feet long, in twelve hours:
5,000,000 gallons at 10 pounds,
50,000,000 pounds
190 feet high,
9,500,000,000
"
Or raised one foot high per minute,
13,194,444
"
Add one-fifth for friction of machinery,
2,638,889
"
Friction of water through the pipe
d⁵
Q=5,000,000÷ 60 60)=115.74, say 120 gallons per second
l=6,000 feet, or 72,000 inches, d=30 inches,
Then which X 33,000 1,207,800 pounds.
Total duty
17,041,133
"
THE POWER OF THE ENGINE.
Steam cylinder 72 inches diameter, 12 feet stroke, 12 revolutions per minute:
steam cut off at one-fourth stroke: mean effective pressure twelve pounds per square
inch.
P= 72" D'r = 4071.5 area X 12 = 48,858,00
v =
4071.5 " x9.5= 38,679,25
= 87,537.25
f = 2/5 = 4 & 4,071.5 " X 4 = 16,286,00
m =
4,071.5
"
X
2
=
8,143,00
= 24,429.00
Constant effective pressure on piston,
63,108.25
s = 12 X 12 X (2) = 288 ft. per min. X 63,108.25 = 18,175,176 pds.
b = 48" D'r = 1,809.5 area X 9.5 = 17,190.25
n = 96 feet per minute X 17,190.25 =
1,650,264
"
Power of the engine raised one foot high per minute, 16,524,912
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PERFORMANCE OF PUMPING ENGINE.
TABLE OF DUTY ON CORNISH ENGINES.
One bushel of coal, 94 pounds, raised in pounds of water 1 foot high
Year.
Engines.
Average Duty. lbs.
Highest Duty, lbs.
In 1822,
52
28,900,000
47,200,000
1825,
56
32,000,000
54,000,000
1830,
56
43,300,000
77,900,000
1835,
51
47,800,000
95,800,000
1840,
54
54,000,000
81,700,000
1843,
36
60,000,000
107,500,000
1841 and 1842, average of 1 engine, 95,750,000
Holland Leeghwater,
75,000,000
87,000,000
Pennsylvania, with 100 pounds coal, 76,000,000
The total cost of raising 1000 gallons of water 100 feet high, with various engines
at London, including all charges for working, coal, labor and stores, but not including
repairs of machinery:
The average for 2 years, 1809 and 1810, was 11.25 cents.
"
"
" 10
"
1810
to
1820,
"
7.88
"
"
"
" 10
"
1818
to
1828,
"
7.33
"
"
"
"
4
"
1833
to
1837,
"
3.30
"
(Wicksted.)
The cost, at Nottingham, of raising 1000 gallons 135 feet high, and distributing it,
is as follows:
Coal, oil, hemp, and repairs of pumping machine,
0.710 cents.
Salaries, taxes, repairs, pipes, cocks, &c.,
1.453 "
Wages-engineers, firemen, laborers, and repairers of buildings,
0.439
"
Interest on capital invested,
2.666 "
5.268
"
About 51 cents-of which the coal, oil, repairs and wages is 11 cents.
The cost of pumping and distributing 1000 gallons in 1851, at London water-works
Grand Junction raised 230 feet high for 1.8 cents.
Vauxhall
"
185
"
"
"
2.3
"
Lambeth
"
111
"
"
"
2.4
"
Chelsea
"
157
"
"
"
6.0
"
New River
"
204
"
"
" 3.7
"
East London
"
215
"
"
"
1.8
"
The pumping engine at the U.S. dry dock, at Brooklyn, has recently pumped the
water (four millions of gallons) out of the dock in two hours and twenty-five minutes,
with three thousand pounds of coal. The water was lifted an average height of fifteen
feet. The engine made nine and a half revolutions per minute. The pressure of the
steam in the boilers was six pounds per square inch, at starting, and gradually in-
creased to twelve pounds.
The fires were burning four hours before the engine was started, and consumed in
that time fifteen hundred pounds of coal. The engine was stopped several times to
shore up the vessel, the "Mississippi," during which there was fourteen hundred
pounds of coal consumed.
Under these very unfavorable circumstances, the duty was equal to raising two
hundred thousand pounds of water with one pound of coal.
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COMMUNICATION FROM WILLIAM A. PERKINS.
ALBANY, January 24th, 1852.
OCTAVE BLANC, Esq.,
Sir - In accordance with your request of October
last, " to furnish such information as was at my command, in re-
ference to the capacity of the Normanskill, and the feasibility of
converting the said stream into a feeder to the proposed ship canal,
to extend from Albany to New-Baltimore," I make the following
communication:
The total area of catchment to the Normanskill has been some-
what carefully ascertained to be one hundred and forty square
miles; and the composition of the soil of this surface is generally
so compact and impervious as to warrant the use, in the accompa-
nying calculations, of the greatest proportion between the available
and falling water heretofore adopted by engineers, in similar com-
putations for other parts of the State.
The quantity required for the operation of the canal is set down
as sixteen thousand cubic feet per minute, for a period of six
months; or a total of 16,000 X 60 X 24 X 180 = 4, 147, 200,000
cubic feet for each year.
The yearly rain fall, as recorded at the Albany Academy, for
the years 1836 to 1850 (both dates included), was as follows:
Years.
Inches.
Years.
Inches.
Years.
Inches.
Years.
Inches.
1836,
44.65
1840,
44.38
1844,
35.00
1848,
48.22
1837,
41.17
1841,
37.85
1845,
39.45
1849,
36.72
1838,
42.03
1842,
45.99
1846,
....
39.85
1850,
50.97
1839,
38.11
1843,
48.35
1847,
41.38
An inspection of the foregoing table will justify the assumption
of forty inches per annum as the reliable quantity of rain and
snow falling upon the district in question for any one year.
In determining the amount of available rain fall, we have the
following data as our guide:
Cochituate Lake (Boston Water-Works),
44 per cent. of falling water available.
Eaton Brook Reservoir, Chenango Canal,
50
"
"
"
"
Madison
"
"
66
"
"
"
"
Rensselaer Lake, Albany Water-Works,
55
"
"
"
"
Watervliet
"
"
"
42& 49
"
"
"
"
It is therefore a safe estimate in using fifty per cent. of the fall-
ing water, to compute the capacity of the stream.
Thus we find the annual yield of this district of one hundred
and forty-five square miles, equal to :
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43,560 x 1 I X (145 x 640)
6,737,280,000 cubic feet.
Quantity required for Canal,
4,147,200,000
"
Leaves the amount of
2,590,080,000
"
discharged annually through the stream, and not required for the
supply of the canal.
For the purpose of diminishing the capacity of the storing reser-
voirs, and leaving unimpaired the several water privileges in the
Kill, it is necessary to waste the above quantity of 2,590,080,000
cubic feet, during the suspension of navigation and the follow-
ing table is given to show the yield of the stream, for three of the
past fifteen years, when the greatest winter fall of snow and rain
occurred.
The coldness of this season, and the periodical rapid condensa-
tion of snow, have induced me to place the available supply at sixty,
instead of fifty per cent. of the total water falling.
TABLE No. 1.
1839 and 1840.
1842 and 1843.
1846 and 1847.
Cubic feet of wa-
Cubic feet of wa-
Cubic feet of wa-
Month.
60 per cent.
ter coming into
60 per cent.
ter running into
Month.
60 per cent.
ter running into
of rain fall.
Month.
stream draining
of rain fall.
stream draining
of rain fall.
stream draining
145 Sq. miles.
145 Sq. miles.
145 Sq. miles.
Nov.,
1.77
596,249,280
Nov.,
2.85
960,062,400
Nov.;
3.22
1,084,702,080
Dec.,
3.05
1,027,485,200
Dec.,
3.13
1,054,884,820
Dec.,
1.78
599,619,920
Jan.,
1.30
487,928,200
Jan.,
1.28
481,187,920
Jan.,
1.52
512,088,280
Feb.,
1.46
491,821,440
Feb.,
1.92
646,778,880
Feb.,
2.28
768,051,920
Mc'h,
2.40
808,473,600
Mc'h,
4.42
1,488,988,880
M'ch.
2.68
885,952,820
April,
3.13
1,054,884,320
April,
2.55
859,008,200
April,
1.67
562,562,880
Total,
4,416,287,040
Total,
5,440,855,600
Total,
4,412,922,400
Deduct surplus,
2,590,080,000
Deduct surplus,
2,590,080,000
Deduct surplus,
2,590,080,000
Am't of water to
Am't of water to
Am't of water to
be stor'd the 1st
be stor'd the 1st
bestor'd the 1st
of May, 1840,
1,826,207,040
of May, 1848,
2,850,275,600
of May, 1847,.
1,822,842,400
The united surplus of 2,590,080,000 cubic feet, divided by six,
gives as the average monthly waste 431,680,000 cubic feet, or
about 14,400,000 cubic feet per day, an ample quantity for the
maintenance of all the hydraulic privileges on the stream.
But it is proper to state that there has occurred several seasons
when the above daily supply would be reduced, for quite a period,
to one-half that amount; although leaving, at the same time, a
sufficient supply for milling purposes.
From the above table it appears that there must be provided a
reservoir capacity of 2,850,275,600 cubic feet, to receive and re-
tain the greatest surplus which would accumulate in the six
months ending the first of May for any one year.
And by applying this amount to the following table, made from
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the quantity of rain fall, in the year when the largest and most
irregular summer discharge of water through the stream would
take place, we determine, if there be any, the additional capacity
of reservoirs required.
TABLE No. 2.
Am'unt which would
Amt. which would
Difference between
Accumulating which
Year 1848.
Rain fall in
50 per ct. of
have run into reser-
have been lost
supply and expen-
would have been
inches.
rain fall in
voir draining 145
and expended.
ditures.
required to be sto-
inches-
square miles.
red in reservoir.
Months.
Cubic Feet.
Cubic Feet.
Cubic Feet.
Cubic Feet.
Quantity to be
stored on the
first of May,
2,850,275,600
May,
8.11
4.05
1,364,299,200
714,240,000
650,059,200
8,500,884,800
June,
4.72
2.36
794,990,040
691,200,000
103,799,040
3,604,188,840
July,
7.92
8.96
1,888,981,440
714,240,000
619,741,440
4,228,875,280
August,
8.79
1.89
636,672,960
714,240,000
77,567,040
4,146,808,240
Septemb'r
3.22
1.61
542,851,040
691,200,000
148,848,960
3,997,459,260
October,
4.31
2.15
724,257,600
714,240,000
10,017,600
4,007,476,880
Total
82.07
16.08
TABLE No. 3,
Shows the discharge through the stream, and capacity of reservoirs required,
when the last and most irregular summer fall of rain occurs, which may be
preceded by a fall of rain and snow equal to that given in table No. 1, for the
years 1842 and 1843.
Am'unt which would
Amt. which would
Difference between
Accumulation which
Year 1841.
Rain fall in
60 per ct of
have run into reser-
have been lost
supply and expen-
would have been
inches.
rain fall in
voirs draining 145
or expended.
ditures.
required to be sto-
inches.
square miles.
red in reservoir.
Months.
Cubic feet.
Cubic Feet.
Cubic feet.
Cubic feet.
Quantity to be
stored on the
first of May,
2,850,275,000
May,
2.24
1.12
877,287,680
714,240,000
386,952,820
2,518,828,280
June,
2.10
1.05
858,707,200
691,200,000
887,492,800
2,175,880,480
July,
1.56
0.78
262,758,920
714,240,000
451,486,080
1,724,844,400
August,
4.27
2.13
717.520,820
714,240,000
8,280,820
1,727,624,720
Septembr
5.65
2.82
947,956,480
691,200,000
256,756,480
1,984,381,200
October,
1.84
0.67
225,698,880
714,240,000
488,541,120
1,495,840,080
Total,
17.16
8.58
The fall of rain and snow during the cold months, for any part
of the fifteen years, occurred in 1843 and 1844, for the months
beginning November 1st, and ending May 1st, which amounted
to 12. 64 inches.
Sixty per cent. of this fall, on an area of 145 square miles, gives
an available supply of 2,560,000,000 cubic feet, or the quantity
which is required for running the mills during the same period.
Thus there is no surplus left for storage on the first of May ;
and in that event it is evident that the reservoirs must only have
the capacity for retaining the surplus of the summer months,
which will be found, from columns 6 and 7, table No. 2, to equal
1,373,600,000 cubic feet.
From the above reasoning, it is evident that if provision is made
for storing 2,850,275,600 cubic feet of water, the regimen of the
Kill may be so fixed as to yield an abundant supply for the ship
canal.
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I am convinced, from an intimate knowledge of the region un-
der description, that there may be found several sites for retaining
reservoirs, in which the water may be made to have an average
depth of thirty feet.
Consequently the number of acres to be flooded, and otherwise
occupied for these artificial lakes, will equal (2,850,275,600) ÷ 43,560
= 2181.
I do not deem it necessary to provide for more than six reservoirs,
which will contain the above named quantities; and from careful
estimates, prepared under my direction, while examining the same
source for the purpose of supplying the city of Albany with water,
I feel warranted in giving the following estimates, as amounts fully
equal for the conversion of the Normanskill into a feeder for the
ship canal, and which will furnish all the water required :
2,181 acres land, at $100,
$218,100 00
6 dams, of hydraulic masonry and earth embankments,
180,000 00
All other structures and appurtenances,
30,000 00
Total,
$428,100 00
I do not insert any sum providing for damages to water power ;
and as the foregoing remarks prove that all the present hydraulic
privileges will be but slightly impaired, it is unnecessary to increase
the above total by any material sum.
Respectfully submitted,
WM. A. PERKINS,
Civil Engineer.
COMMUNICATION FROM DANIEL C. JENNE.
UTICA, Dec. 25th, 1852.
Hon. WM. J. MCALPINE,
Dear Sir - At the request of Isaac D. Colman, Esq.,
a civil engineer, I have very hastily examined the maps, plans, es-
timates and report, prepared by Octave Blanc, Esq., also a civil
engineer, and himself, relative to a ship canal from the city of
Albany to the village of New-Baltimore, on the Hudson river ; and
am very happy to give my approval of the plans and general char-
acter of the work, and of the matters set forth in the report.
The plans of mechanical work, so far as matured, are in my
opinion well adapted to the work contemplated. An important
item in all structures of the kind proposed is a suitable prepara-
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tion of the foundation on which the structure is to stand ; this
part is well devised, and, if constructed as designed, there can be
no failure of the structure; and this remark applies to the general
details of all the mechanical structures, to the docking proposed
to the protection of the prism of the canal, and to the construc-
tion of the embankments.
I have also examined the estimates for the necessary quantity
of water required to supply the canal, and believe that ample pro-
vision is made for that object, providing the work is constructed
on the plan contemplated.
Very respectfully,
DANIEL C. JENNE,
Civil Engineer.
COMMUNICATION FROM I. NEWTON.
NEW-YORK, January 26, 1853.
I. D. COLMAN, Esq.,
Dear Sir - I have to acknowledge the receipt of
your favor of the 18th inst.
In answer to your inquiry, " What, in your judgment, would be
the effect on the cost or expense of transportation between Albany
and New-York, were the navigation so improved between Albany
and New-Baltimore as to admit of the free and uninterrupted pas-
sage of vessels to and from the two last mentioned places ?" I
would beg leave to say, that I have not a doubt but that the carrier
would be able to make a reduction of 25 per cent., and then be left
with as much profit as he now gains.
In this estimate I take into account his loss of time, damage and
increased risk in navigating, as the river has been heretofore.
Besides this benefit in navigating without interruption, is the
saving in time to the owners of the millions of property passing up
and down the river.
In much haste, I remain
Truly yours,
I. NEWTON.
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Reports and
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