The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31 9240301 1 1 1 51 v/orneii university LiDrary HE554.B35 A5 1916 Rep0 |lHlii |liii miKInhmi marine terminal and 3 1924 030 111 151 olin REPORT ON A Proposed Marine Terminal and Industrial City on New York Bay at Bayonne, N. J. Prepared under the direction of The New Jersey State Board of Commerce and Navigation in accordance with the resolution of May 9th, 1916 adopted bv the Board of Commissioners of the City of Bayonne November, 1916 B. F. CRESSON, JR., Supervising Engineer F. VAN Z. LANE, Executive Engineer i X " CC r- ■Q. /'• \ > X?*40A ^ HE, 55r4 fV3 5 ILLUSTRATIONS. Photograph of Cartoon 16 Views of Site Selected 20 MAPS AND DRAWINGS (Submitted). Key Map Showing Location of Local Docks, Typical Construction of Which Are Shown in Detail on Drawings 1 to 8 30 Bush Company's Dock at South Brooklyn — Typical Construction 31 Pennsylvania R. R. Dock at Greenville, " " 33 New York City Dock at South Brooklyn, " " 34 New York City Dock at South Brooklyn, " " 35 Standard Oil Co.'s Dock at Constable Hook " " 36 Central R. R. Dock at Communipaw " " 38 Lehigh Valley R. R. Dock at Constable Hook " " 39 City of Newark's Dock at Newark Bay " " 42 Location of Site and General Ownership Thereof 18 Type of Bulkhead Construction Recommended 49 Cross Section of Type of Three Story Storage Shed Recommended 71 Opposite Page Primary Installation No. 1 , 98 " 2 101 " 3 104 " 4 107 " 5 110 Map Showing Location of Proposed Terminal and Its Railroad Connections 65 General Lay-Out of Proposed Terminal 15 Maps and cross-sections have been prepared showing depth of water and the formation of the underlying material from which the estimates for dredging and reclamation have been prepared. Three studies have been prepared showing detail lay-outs of rail- road yards and transfer bridges with facilities for assemblying and classifying freight for through service and local delivery. FOREWORD It is no secret that the upper New York Bay frontage at Bay- onne has long been regarded by many whose judgment in these matters is unquestioned, as possessing possibilities for co-ordinat- ing docking and railroad facilities into a great industrial develop- ment second to none at the Port of New York. The New Jersey Harbor Commission made tentative plans for its development and published them in two of its reports. One of the great terminal companies located in Brooklyn had options on a large part of it at one time ; a syndicate representing foreign capital is known to have had engineers working on plans for its improvement ; more recently the Chamber of Commerce of the City of Bayonne has furthered legislation and initiated proceed- ings looking to its development; and these are not all. The principle obstacle seems to have been the difficulty of as- sembling enough of the property under one ownership to make a development that would be economically operative. The development should be of sufficient size and capacity and should cover sufficient area to provide all the necessary facilities not only for docking ships but also for storing and fabricating commodities and should have direct railroad connections, ferries to Manhattan, etc., to make it a complete unit. For such a development to be undertaken by Bayonne or under its patronage would be the ideal arrangement and it would be a step in this country toward the practice that has made so success- ful the great ports and cities of Europe, notably London, Liver- pool, Antwerp, Hamburg and Rotterdam. There, harbor and terminal facilities are publicly owned and operated for the bene- fit of the communities. It would be a step in advance of any- thing existing in the United States. AUTHORIZATION FOR A COMPREHENSIVE INVESTI- GATION OF THIS SITUATION. The following resolution was adopted at a meeting of the Board of City Commissioners of the City of Bayonne, New Jersey, at a meeting held May 9th, 1916. WHEREAS, There is now under consideration the development of the New York Bay frontage of the City of Bayonne, in which this city is vitally interested; and WHEREAS, The Board of Commerce and Navigation of the State of New Jersey, in conjunction with the United States Harbor Line Board, have control over the establishment of bulkhead and pierhead lines and the improvement of the channels necessary to the commercial use of said property; and WHEREAS, This City desires to have the active co-operation of the said Board of Commerce and Navigation, in securing for this City the necessary action by, and assistance of, the United States authorities in the establishment of such harbor lines, and the dredg- ing of channels to said property. BE IT RESOLVED, That this Board of Commissioners of the City of Bayonne request the said Board of Commerce and Navi- gation to use its best offices to secure for the City of Bayonne, an adequate channel to the New York Bay riparian property, lying south of the Jersey City line, and also to aid and advise this com- mission in securing for the City adequate dock, warehouse and shipping facilities in this territory and for the purpose of meeting any proper expense in connection with such assistance, this Board has agreed to make an appropriation of sufficient money not ex- ceeding Five thousand dollars, to pay for engineering and to other services which said Board of Commerce and Navigation may deem necessary to incur. (7) 8 SYNOPSIS WITH GENERAL ESTIMATES OF PRIMARY INSTALLATIONS. Bayonne is a peninsula, surrounded on three sides by deep water, in the center of the Port of New York — the greatest port in the world in the volume of its commerce. Bayonne also actually connects with the mainland at a point where the largest number of important railroads have their ter- minals. This combination presents advantages for industrial development unequaled in the world because of the possibility of co-ordinating the essential facilities in the greatest of markets. Realizing this, the Bayonne Chamber of Commerce fathered suc- cessfully, enabling legislation paving the way, for the establishment of facilities that would result in a great industrial development in Bayonne. Following the paassage of this legislation during the winter of 1916, conferences were held between the Bayonne Chamber of Com- merce, the City Commissioners of Bayonne, the New Jersey State Board of Commerce and Navigation and Mr. Irving T. Bush, President of the Bush Terminal Company. As a result of these conferences the Commissioners of the City of Bayonne on May 9th, 1916, adopted a resolution requesting the Board of Commerce and Navigation to use its best offices to se- cure adequate channels and proper harbor lines for the City of Bayonne, and to aid and advise the Commission in securing for the City adequate dock, warehouse, industrial and shipping facilities in that territory and appropriating a sum of money not to exceed five thousand dollars ($5,000), to pay for engineering and other services which the Board deemed necessary to incur. The site selected for consideration is on the Upper New York Bay frontage of Bayonne and extends from a point between East 35th Street and East 36th Street to East 46th Street, and from the National Docks Railroad to the Fierhead Line, com- prising about 420 acres of which approximately 400 are under water. This site is large enough for a comprehensive Marine and Industrial Terminal Development. It is in an entirely un- developed state. Most of it is owned by the State of New Jersey. It is bounded on one side by a railroad having direct con- nection with practically every railroad of importance terminating in the Port of New York. Practically all of the water-borne com- merce of the Port passes in front of it. And it is close to Man- hattan. After careful study it was decided that the most advantageous kind of development that could be placed on this site should be essentially an industrial one. A preliminary layout with this in mind was planned and a cartoon made of it. Working quar- ters were then obtained and fitted up in the Bayonne City Park Building and an experienced engineering force organized, capable of expeditiously and expertly developing these preliminary plans. In order that dredging, reclamation and bulkhead costs could be estimated, information was gathered from every available source relative to the character of the land under water in the locality in question and types of bulkhead construction in use in this locality. It was concluded from this comprehensive and detailed investigation, that directly below the water is a mud blanket 10 feet thick; that immediately underlying the mud is a sand formation about 18 feet in thickness ; that underlying this is a material that has been designated as "cemented triassic formation," which extends to rock, about 60 feet below mean low water. Inquiry was also made as to the practices, policies, expendi- tures, and efforts being made in connection with water front development in other cities. This clear!}' shows that Bayonne especially, in view of the superior location of the site in ques- tion, should" lose no time in developing this waterfront and keeping control of it. Careful investigation shows that industrial and shipping fa- cilities are in great demand in the Port of New York. And that such facilities are eagerly taken up at high rentals in locations far less superior than is the site selected for this Bayonne Terminal and that such demands will probably grow and continue. The facilities essential to an Industrial Marine Development at this location were carefully considered and it was found that in any primary development and installation it would be desirable to have a full equipment of railroad facilities, bulk- head and storage sheds and ferry facilities for transportation to and from Manhattan of both vehicles and passengers. It IO was concluded that the greatest advantage cannot be taken of the site selected and that the most desirable kind of develop- ment will not result unless these facilities are included. Because of the importance of and the exceeding difficulty in determining on the extent of any initial development, a great deal of study, investigating, detailing, planning and estimating was given to this phase of the work. As a result, the plans and estimates of cost of no less than five primary installations are presented. The estimated total cost and the facilities in- cluded in each of these five installations are as follows : Primary Installation No. i provides for: Reclamation of 228 acres, Docking facilities for about 4 ships, Ferry terminal, Railroad transfer bridges, Railroad yards, Freight houses, with Paving to the facilities provided. Total cost, $3,089,285.58. Primary Installation No. 2 provides for: Reclamation of 258 acres, Docking facilities for about 25 ships, Ferry terminal, Railroad transfer bridges, Railroad yards, Freight houses, Paving to the facilities provided; and Trolley to ferry terminal. Total cost, $6,867,187.85. Primary Installation No. 3 provides for: Reclamation of 287 acres, Docking facilities for about 30 ships, Ferry terminal, Railroad transfer bridges, Railroad yards, Freight houses, Paving to the facilities provided, and Trolley to ferry terminal. Total cost, $8,319,194.97. II Primary Installation No. 4 provides for: Reclamation of 264 acres, Docking facilities for about 25 ships, Ferry terminal ; Railroad transfer bridges, Railroad yards, Freight houses, Paving to the facilities provided, and Trolley to ferry terminal. Total cost, $5,242,529.89. Primary Installation No. 5 provides for: Reclamation of 311 acres, Docking facilities for about 30 ships, Ferry terminal, Railroad transfer bridges, Railroad yards, Freight houses, Paving to the facilities provided, and Trolley to ferry terminal. Total cost, $7,234,545.98. All of the above estimates provide for the interest on the cost during construction and provide for 35 feet depth of water. By separating these estimates into dredging and reclamation and other facilities the following figures would result. Primary Installation No. 1: Dredging, bulkheading and reclamation, $1,741,490.92 Other facilities, 1,347,794.66 Total, $3,089,285.53 Primary Installation No. 2: Dredging, bulkheading and reclamation, $2,150,137.05 Other facilities, 4,717,050.80 Total, §6,867,187.85 Primary Installation No. 3: Dredging, bulkheading and reclamation, $2,257,162.53 Other facilities, 6,062,032.44 Total, $8,319,194.97 12 Primary Installation No. 4: Dredging, bulkheading and reclamation, $2,055,320.03 Other facilities, 3,187,209.86 Total, $5,242,529.89 Primary Installation No. 5 : Dredging, bulkheading and reclamation, $2,121,673.44 Other facilities, 5,112,872.54 Total, $7,234,545.98 Some hesitancy is felt in making a direct recommendation as to the form of Primary Installation which should be adopted. It may be argued that this is a proper duty of the Engineers in preparing and submitting this report. Therefore, taking all things into consideration, we are of the opinion that the Termi- nal will develop best and quickest and bring the earliest bene- fits to the locality by constructing in the first instance, the plan known as Primary Installation No. 5. Primary Installation No. 5 comprises features which are be- lieved to be superior to those included in the other Primary Installations, and is rather a conclusion resulting from the de- velopment of the first four. It brings the easterly end of the development to the Pierhead Line establishd by the Federal Government, and is as close as seems desirable to the present main channel in the Upper Bay. This Primary Installation will create 20,300 lineal feet of deep water frontage against which vessels can dock, where there now exists less than 2,800 lineal feet of undeveloped front- age which can now be reached with difficulty by boats drawing one foot of water. Bayonne, N. J., November 10, 1916. To the Board of Commissioners, Bayonne, New Jersey. Gentlemen : — The investigation, studies, plans and estimates for the de- velopment of the New York, Bay frontage of the City of Bay- onne have progressed to a point where it seems desirable to make a report in order to enable your Honorable Board to 13 have a definite understanding as to the character of the de- velopment that seems most desirable to be undertaken, as to physical conditions to be met, as to the Primary Installation which seems desirable, and as to the cost thereof. Authorization for Investigation. Following a resolution adopted May 9th, 1916, by your Board, and which is given in full on a preceeding page, addressed to the New Jersey State Board of Commerce and Navigation ask- ing assistance in the establishment of harbor lines, and in the undertaking of dredging by the federal government, and also aid and advice of that Board in securing for the City adequate docking, warehousing, shipping and industrial facilities in Bay- onne, a study was immediately begun as to the most desirable kind of development to recommend. Character of Development. In view of the fact that the New York Bay shore of Bayonne fronts directly on that part of New York Harbor which is passed by a very great percentage of the commerce of the Port of New York, and because immediately behind this shore front and within a few feet of it there is a railroad having direct connec- tions with practically all of the trunk line railroads terminating in the Port of New York, and because there proved to be a large enough undeveloped area between this connecting rail- road and the established harbor lines, and further because it would be very much to the advantage of the whole of Bayonne to have this water front developed in such a manner that manufacturing would be attracted there, we have concluded that the best kind of development to place on the New York Bay shore of Bayonne should take the form of a combination of a marine terminal, a railroad terminal and industrial build- ing facilities similar in scope and purpose to the Bush Terminal in South Brooklyn, New York. We considered that it would be more desirable for Bayonne to undertake and negotiate the kind of development that will attract and afford facilities for manufacturers as well as for the trans-shipment of freight, because a development that con- 14 templates the trans-shipment of freight alone will not bring to Bayonne the kind of business that will materially add to its industrial, commercial, financial and business growth. A development merely affording dockage and railroad facili- ties will attract very little new business and comparatively few employees compared with a terminal affording industrial facili- ties as well. To substantiate this we need only refer to the proposed development of the Lehigh Valley Railroad on the New York Bay shore of Jersey City. This railroad proposes to construct a railroad yard at that point with docks so that the direct trans-shipment of freight can take place. This develop- ment is to comprise five hundred acres, and no industrial facili- ties, as far as we have been able to learn, are to be provided there. It has been estimated that this 'development will provide em- ployment for approximately 6,000 people at most. The Bush Terminal, on the other hand, which affords industrial and manufacturing facilities of all kinds, as well as facilities for the direct trans-shipment of freight, and which covers an area of only 200 acres, provides employment for at least 28,000 people, 25,000 of whom are employed by the nearly 300 tenants located in the factory buildings there, and 3,000 only by the Bush Terminal Company itself, most of whom are employed in the handling of freight. A manufacturing industry is of much greater advantage to Bayonne than a line of steamers or a railroad yard. A manufacturing plant of any importance will give employment to several hundred people, six days a week; whereas the number of people employed in a purely water front and railroad development would be irregular and very much smaller. That Bayonne is essentially an industrial city is conclusively shown by the fact that out of a population of about 70,000 people, there are approximately 15,000 wage earners; this is a very high percentage, especially when it is considered that Bayonne is very close to New York and that it is served by a railroad affording a very good commuting service. It would seem desirable, therefore, from every standpoint that any development made on the New York Bay shore of Bayonne should be primarily an industrial one. For then not only will it attract industries to this particular location in Bayonne, but PROPOSED TERMINAL AT 8AYONNE. N. J. ] 25353 Or* A- ft t;. .it X X QQ k Q X ^J ^ STATE OF NEW JERSEY BOARD OF COMMERCE AND NAVIGATION M».m. {iff C^ © is also by creating the facilities necessary to attract industries to that point it will be of great benefit to those industries already located in Bayonne and to the other undeveloped sections of the city. Having determined on this kind of development, our studies, therefore, have been with the idea of providing essen- tially an industrial development in this section of Bayonne. Preliminary Lay-Out and Cartoon. For the purposes of discussion and consideration, therefore, a general lay-out plan of development along these lines, which is drawing No. 18 accompanying this report, was prepared by the Chief Engineer of the New Jersey State Board of Com- merce and Navigation, after conferences with your Honorable Board, the Chamber of Commerce of Bayonne, and Mr. Irving T. Bush, President of the Bush Terminal Company. This plan shows the reclamation of about 228 acres of lands now under water, the dredging of channels, the construction of bulkhead platforms, pier sheds, buildings for storage of freight in transit, general storage and warehouse buildings, cold storage ware- houses, factory buildings, grain elevators, a coaling plant, a power house, ferry structures, transfer bridges, administration buildings, apartment houses and freight stations with a great railroad yard for the assembling and classifying of freight. On the authorization of your Honorable Board a birdseye view cartoon of the proposed terminal was made which has been framed and herewith submitted. This cartoon, a photograph of which is shown on the following page, has had wide circula- tion, has been published freely througout the country in news- papers, magazines and scientific publications, and has already done much to attract the attention of the country to what is proposed to be done at Bayonne. i7 Harbor Lines, Dredging, Etc., By Federal Government. At the locality under consideration, the pierhead line adopted by the Federal Government is about 10,200 feet outshore from the present low water line, and the 40-foot contour of the main channel is about 13,200 feet outshore from the existing low water line; for 12,000 feet outshore from the present low water line there is a gradual slope in the bottom giving a depth at the outshore point of 10 feet below mean low water. The bulkhead line adopted by the Federal Government is about 5,600 feet outshore from the low water mark. The bulkhead line adopted by the State of New Jersey corresponds at this point with the bulkhead line adopted by the Federal Government, but the pierhead line adopted by the State is 2,400 feet outshore of the bulkhead line and about 2,200 feet inshore of the United States pierhead line. It can be seen, therefore, that the channel is about 3,000 feet outshore of the Government pierhead line and S,2qp feet outshore of the Government pierhead line adopted by the State of New Jersey. In an improvement so important as the one contemplated, especially where the municipality proposes to own at least the property on which the improvement is to be placed it is rea- sonable that the government should undertake the dredging to connect the improvement with deep water. The government will not dredge inshore of its pierhead line, and when the general outline .plan of the proposed terminal is decided on then a modification in the pierhead line established by the federal government should be asked for, if it is necessary to have it changed so that it corresponds with the outshore limits of the proposed improvement. In other words, if the terminal is to extend out to the existing pierhead line, then no modification is needed in this line, but, if the terminal shall stop inshore 1 of this line, then it should be modified so that the government can dredge to the pierhead line and make the improvement accessible to the government channels. The pierhead fine established by the Federal Government in the " locality under consideration does not constitute a blanket permit to build, pier structures out to it as in most other parts of the harbor. This is shown by the following note which appears on the map of this locality, prepared by the New York Harbor Line Board, July, 18 BA yoUN£ M •/ on • " /*/<7/> Jftotv/afOwnersfi/p of /a/xf ew J/ew fat Say 3ayow?e- or> w6/cA // ' /s proposed 'fe /ocofe a AYar//?e. ^o//e/ &/ac£ /r?a6ccfes /a/xte £ff?afer wafer otf/iet/ SyMs 3fofe of 'Afetv Jersey */or£- /f shw/a' ce po^ea' Maf /^e ^fa^e of tfe# Jersey otv/ps pracf/oa//y &// 'of Me famfe wafer wafer ema 1 Maf Me ap/a/tof Go/zsr'/fafes a very &m&// pwoorf/offofMera/a/ ' /awa' /?ecessary fa carry oar" /Ms froyecf J aperr/l/nj \Qr)gint&r AJov&mtocr- 1916 YO0# BAY f loading and unloading ships with mixed miscellaneous cargo has pro veti exceedingly efficient and economical at the Port of New York. The sheds themselves are designed to be of light material, and no attempt has been made to construct the sides or roof of fire proof materials. Experience has shown t^at if a fire gets properly started in a pier or bulkhead shed in the cargo, thai fireproofing is inadequate and ineffective; but we have designed a sprinkler system and included it in our estimates, covering every square foot of the bulkhead area. Experience with sprinklers in piers is that they are the most efficient means of protection and are well worth the cost of installation. In addition to this the in- surance companies place a considerable lower rate of insurance where sprinklers are provided. The deck of the bulkhead sheds is of re-inforced concrete sup- ported by creosoted piles and is practically indestructible. It is easily cleaned and its maintenance cost is very slight. Storage Sheds. Every 600 feet along the bulkhead platform there is placed over the single story bulkhead shed a two-story storage building for the storage of cargo in transit. Experience has shown that it is necessary to provide for the storage of freight in addition to the short time storage which can be accommodated in the bulkhead sheds. These storage buildings are similar generally in design to the bulkhead sheds, with many doors, and fully equipped with sprinklers, with no attempt at fire proofing the sides or the roof, and with cargo hoists or brackets to facilitate the handling of cargo. A notable departure has been made in the design of these sheds by setting back the shed on the second floor five feet from the line of the bulkhead shed, and by setting back the third story shed five feet from the second story shed, so that there will be a platform to land cargo on and to receive cargo from, and for operators. This practice, while it is not generally in practice in this country, is extensively used abroad. Many of the store- houses in London, for instance, are built in this manner. The cross section 'of the three story shed is shown on drawing 7o No. ii accompanying this report and this is the type which is contemplated in Primary Installation No. 5. The lower floor will be for the protection of commodities in transit where they can be handled directly between ships and trucks and railroad cars. The. second and third stories extend over the railroad tracks and are contemplated for storage and warehousing. The ten-foot platform to the rear will make it possible to handle com- modities between the warehousing and storage floors and rail- road cars or trucks without their coming into the pier sheds at all. This is a rather novel design and is believed will effect economies in storage over those at present existing at the port. Commodities can be taken from ships and stored and then loaded into railroad cars, or into trucks without the necessity of any intermediate drayage, and without having to pass through a congested pier or bulkhead shed. 7i 72 Vehicular and Passenger Ferry. A careful investigation shows that a terminal of the character proposed must have direct and reasonable access to Manhattan, for truck loads of merchandise that must go to and come from that borough of New York City. Ships or freight trains coming to the Port of New York have freight of such quantity and of such character for Manhattan that in order to attract them to any terminal outside of Man- hattan it will be necessary to have a direct connection from the terminal or its vicinity to Manhattan so that this freight can be easily transferred there. In order also to have as much of a manufacturing field as possible to draw from to locate in this terminal it is also necessary to have direct access to Manhattan for easily, quickly, and cheaply distributing freight to that point. All of the successful marine and industrial terminals in the Port of New York have at hand or near at hand easy and direct vehicular connections with Manhattan and consider such con- nections vital to their success. The Degnon Terminal, which is located in the Long Island City section of Queens Borough, New York City, began build- ing operations in 1914 and since which time or in less than three years has erected nine factory buildings and has four other such buildings under construction providing a total floor area of 1,800,000 sq. ft. has this to say on the very first page of is prospectus : "The one predominant feature of this large acreage before it had been transformed into an Industrial Terminal was its proximity to, and the fact that it enjoyed a physical connection via the Queensboro Bridge with the centre of Manhattan Island,* * *" And in discussing this phase of the situation Mr. A. A. Stuart, the secretary of the Degnon Terminal, writes us that "there are some industrial enterprises which do not market their prod- ucts in New York or the vicinity thereof, and to such, a means of communicating with Manhattan Island would be of no ad- vantage. However, a large majority of manufacturers market a large part of their output in New York, and it would, there- fore, be absolutely essential that such enterprises should have available means of quick access to New York for vehicular trans- 73 portation, and I should regard it as very essential to the quick development of your city to provide a means whereby vehicles could reach Manhattan Island quickly." The American Dock Company, which is located at Tomkins- ville, Staten Island, Borough of Richmond, New York, and which now has buildings providing a storage capacity of 9,000,000 sq. ft. and a Pier and Bulkhead area of 500,000 sq. ft. features on the first page of its prospectus in describing its loca- tion *he inception of the ferry from New York to Staten Island and the establishment of the present service between those points and on the next page is a picture of a Staten Island Ferry Boat and the Staten Island Ferry Terminal. Mr. A. B. Pouch, the president of the American Dock Com- pany, in writing us of that company's terminal states that "The ferry facilities are absolutely essential to the class of business conducted at this terminal, and, without the ferry, it could not be operated." So important does the Bush Terminal Company, located at South Brooklyn, Borough of Brooklyn, New York City, con- sider its ferry connection with Manhattan that this facility is the first one mentioned in its prospectus. Under the caption "A New Freight City" the prospectus starts in by saying: "At the lower edge of Manhattan, immediately adjoining the ferry house, which has for years been familiar by name, at least, to every resi- dent through its cognomen, "South Ferry," is a more modern and spacious structure, the Thirty-ninth Street Ferry, across which, on fast modern ferryboats, one reaches South Brooklyn in an interesting seventeen min- utes sail." Again in the back of the Bush Terminal Company's booklet is a list of questions usually asked by visitors to the plant col- lected from the company's experience of several years together with the answers. The very first question visitors ask is "How does one reach your plant from New York City?" and the answer is, "It can be reached quickly and conveniently via the following routes: 1st, ferry from foot of Whitehall Street, near the Battery, to 39th Street, Brooklyn, in 17 minutes." Note again how highly important this greatest and most modern of termi- nals considers a direct vehicular and passenger ferry with Man- hattan. 74 Mr. Irving T. Bush, president of the Bush Terminal Com- pany, in writing on the subject of terminals in New York Harbor some four years ago, had the following to sav relative to the necessity of providing an easy and direct vehicular connection from such a terminal to Manhattan. "My experience in our Brooklyn development teaches me that it is almost impossible to persuade the agents of freight steamers to dis- charge their vessels at any point in New York Harbor unless there is direct and reasonable access to Manhattan, for truck loads of merchan- dise which must go to that Borough. The reason for this is that almost every cargo which comes carries a large percentage of coarse freight which can be discharged anywhere, where lighter facilities exist, but there is also a small percentage of high-class freight which, while form- ing a small part of the cargo, pays a higher rate for carriage. This small percentage of freight is destined for use in Manhattan, and the agents of the vessel are unwilling to discharge the cargo at a point which does not have the facilities for getting this part of the freight promptly to Manhattan. Therefore, in the final analysis, the location of the discharging and loading berth is determined by a small percentage of the cargo." And Mr. Bush in commenting on the proposed Bayonne Ter- minal writes us as follows : "I do not believe that the kind of development which Bayonne will desire on her waterfront can be successfully brought about without a ferry connection with Manhattan. A development 'caring for only some of the cheaper raw products could be suc- cessfully undertaken without a ferry, but such a development would not, I believe suit the people of Bayonne." The Hoboken Factory Terminal, at Hoboken, Hudson County,. New Jersey, is the only factory terminal located in the New Jersey part of the Port of New York, and without its direct vehicular connection with Manhattan it would not have been the great success it is. Inasmuch as the Hoboken Terminal is located on the same side of the port as the Bayonne Terminal will be, it is par- ticularly interesting to note the progress of this terminal. In reference to this Mr. W B. Wilson, the assistant general man- ager, writes us that : "Building 'A' which was completed three years ago, is a ten- story building. All the other buildings are twelve stories and 75 basement. The number of square feet in each can be readily computed by you from the floor area indicated in the blue print. "In addition to building 'A,' building 'D' is also erected and occupied, having been completed on December ist, 1916. This will leave only buildings 'B' and 'C to be constructed. "Building 'A' was completed at the time when the details of the new tariff act was being worked out in Congress, 3 time when it was very difficult to induce any manufacturers to make any move until they knew how their business would be affected by the tariff. In spite of this fact 195,000 sq. ft. out of a total of 200,000 sq. ft. in this building were leased within eleven months of completion, to a miscellaneous lot of manufacturers. "Building 'D' was leased entire to the Remington Arms Union Metallic Cartridge Company two months in advance of com- pletion. "Building 'F' was begun without any special tenant in view but leased entire to one tenant before the work on the founda- tion had fairly begun. "An agreement for lease had been executed for building 'E' before any building had been begun or any contract for this work let. "Our rental price for building 'A' is 30c a sq. ft. with 15% additional for the top floor. The rental for building 'D,' 'E,' and 'F' was practically on the same basis with a reduction because of the fact that the tenant in each of these buildings is required to man the elevators and otherwise operate the buildings. "On September ist, we shall advance our rate to 35c a sq. ft. with 15% additional for the top floor of building 'A,'- some space of which will be vacant on December ist. "As you will see by the folders these buildings adjoin the 14th Street Ferry, Hoboken, which runs to 23d Street, New York." Fom this it will be seen what great progress the Hoboken Factory Terminal is making, and Mr. Wilson, in discussing some of the factors that have made this success possible, ad- vises us that: "This company certainly does consider the near- ness of the Hoboken Factory Terminal to New York City a most valuable asset and that available ferry facilities are most essential. Without the above combination we would have been very seriously handicapped in our development." 7 6 Thus it will be seen that all of these successful terminals located in different parts of the port have, in addition to their rail and water facilities — and they have them, to more or less extent a direct and easy vehicular connection with Manhattan. .And that their operators feel that such a facility has played a u/kfte&£t &h<~d I n tf •Sc&zg" - mm ' ■fooJ-y: 3JVOA/ff£; Md P#/A44#y ffJSrAlLATtOf/ A/O./ % I @ 99 location of the ferry terminal at the inshore end of the north- erly slip as near as possible to the present activities of the city of Bayonne. The facilities will provide a dockage for about 4 modern steamships, in addition to lighters, barges, etc. The reclamation will amount to 228 acres. The railroad yard will be sufficient to handle a large volume of freight from other parts of the harbor. This will be to the great advantage of this locality as by reason of the large amount of freight received and delivered, much quicker rail shipments between this terminal and the hinterland will be possible. ESTIMATE FOR PRIMARY INSTALLATION NO. 1. Mud dredging in the north and south channels west of the Pierhead Line adopted by the Federal Government loaded into scows and disposed of at sea. 2,310,127 cu. yds. @ 10* $ 231,012.70 Sand dredging in the north and south channels to the west of the Pierhead Line adopted by the Federal Government pumped behind the bulkhead. 2,316,289 cu. yds. @ 13«L.. 301,117.57 Hard pan dredging in the north and south channels to the west of the Pierhead Line adopted by the Federal Govern- ment pumped behind the bulkhead. 1,593,159 cu. yds. @ 354 557,605.65 Note: Hard pan consists of sand, clay and boulders and is referred to in the records of the Passaic Valley Sewerage Commissioners as "cemented triassic formation." Total dredging, 6.219,575 cu. yds. costing $1,089,735.92 3,909,448 cu. yds. are available for filling. The amount of filling required to reclaim the main peninsula to a plane 10 feet above mean low water is 4,245,238 cu. yds. leavinga deficit of 335,790 cu. yds. which may be easily gotten from the dredging of the channels between the pierhead line adopted by the Federal Government and the present channel to the east. 11,780 lineal feet of timber bulkhead with riprap and creo- soted timber at 37.50 per lineal foot. 11,780 feet @ $37.50 $ 441.750.00 2,500 feet of bulkhead platform on creosoted piles with a concrete slab deck. 2,500 feet @ $50.00 125,000.00 Bitts and cleats, with mooring devices 1,750.00 IOO Single story bulkhead sheds 2,000 feet long with founda- tions 233,600.00 Second and third story storage sheds on top of single story shed with foundations 112,500.00 Ferry structures including ferry racks, ferry bridges, pon- toons, waiting room, boiler house, boilers, coal pocket, etc. 92,000.00 Three transfer slips and bridges, @ $80,000 240,000.00 Local freight house..... 48,000.00 Paving— 26,000 sq. yds. @ $2.50 65,000.00 Cargo hoists— 2,000 ft. @ $6.00 12,000.00 Sprinklers— 311,000 sq. ft. @ 144 43,540.00 Railroad tracks, classification platforms, sheds, etc 199,275.17 Trolley tracks, and trolleys— 1,800 ft. @ $7 12,600.00 Total $2,716,751.09 Contingencies, engineering, etc., add 10% 271,675.11 $2,988,426.20 Interest on half of the investment for 18 months during construction at 4% per cent 100,859.38 Grand Total for Primary Installation No. 1 $3,089,285.58 Note : If the government recedes the Federal Pierhead Line to agree with the Pierhead Line adopted by the State of New Jersey, then the amount of dredging would be de- creased as follows: Mud— 486,720 cu. yds. @ 10tf $ 48,672.00 Sand— 864,320 cu. yds. @ 13tf 112,361.60 $161,033.60 LEGE/s/O i ■Sc&Xj£- //a/ '-Joo/nr i.£TC?£WD ■ 3 u/Ah&acf p/a/form I t # 4 £ I T 9 M Mo*'<2!*-r>h£if~ /s/e. 1 •4 Vi «4 £>/?OPOS£D B/4yOA/M£ T£/?MM4t ■Scozs- //*/ -.jioost: fl3l 101 PRIMARY INSTALLATION No. 2. DESCRIPTION. Channel 35 feet deep, 250 feet bottom width, on the north side of the peninsula dredged from the pierhead line adopted by the Federal Government to the westerly end of the northerly slip. Channel 35 feet deep, 250 feet bottom width, on the south side of the peninsula dredged from the pierhead line adopted by the Federal Government to the westerly end of the southerly slip. 11,790 lineal feet of timber bulkhead with riprap built around the peninsula to retain the dredged material 40 feet inshore of the line of the finished bulkhead platform, the outshore end being just to the west of the pierhead line established by the State of New Jersey. 17,780 lineal feet of bulkhead platform surrounding the entire peninsula. 10,350 lineal feet one-story bulkhead shed 100 feet wide, giv- ing an area of 1,035,000 sq. ft. 3,000 feet of second and third floor storage sheds built on top of the bulkhead shed providing 555,000 sq. ft. or 7,770,000 cu. ft. storage capacity. A temporary ferry terminal on the bulkhead line of the north- erly slip. Four transfer slips and bridges at the extreme easterly end of the peninsula. A railroad yard to support the transfer bridges having a capa- city of 190 cars. A railroad yard with facilities for classifying and assemblying freight with a capacity of 1,980 cars. Railroad tracks leading to the bulkhead sheds and storage buildings. Cargo handling appliances. Freight house for local freight. Trolley tracks to accommodate passengers between Bayonne and the ferry terminal. In general this primary installation No. 2 contemplates the reclamation of the main peninsula extending out to the pierhead line established by the State, the dredging of channels inshore of 102 the pierhead line established by the Federal Govrnment to make available all the facilities provided, the constructon of a bulkhead platform with bulkhead sheds and storage sheds around prac- tically the entire peninsula, except for a short length at the northerly side of the peninsula immediately inshore of the pierhead line adopted by the State and at the westerly end of the southerly slip where grain elevators are contemplated where the bulkhead shed has been omitted. These facilities will provide deckage for about 25 modern freight ships in addition to lighters, barges, etc. It provides a ferry terminal and transfer bridges for railroad cars. The reclamation will amount to 258.3 acres. The railroad yard will be sufficient to handle a large volume of freight from other parts of the harbor. This will be to the great advantage of this locality as by reason of the large amount of freight received and delivered, much quicker rail shipments be- tween this terminal and the hinterland will be possible than in any other terminal in the harbor. ESTIMATE FOB PRIMARY INSTALLATION NO. 2. Mud dredging in the north and south channels west of the Pierhead Line adopted by the Federal Government loaded into scows and disposed of at sea, 2,632,360 cu. yds. @ 10* $ 263,236.00 Sand dredging in the north and south channels west of the Pierhead Line established by the Federal Government pumped behind the bulkhead. 2,832,315 cu. yds. @ 13*.... 368,200.95 Hard pan dredged in the north and south channels to the west of the Pierhead Line established by the Federal Gov- ernment pumped behind the bulkhead. 1,634,102 cu. yds. @ 35* - 571,935.70 Note: Hard pan consists of sand, clay and boulders and is referred to in the records of the Passaic Valley Sewerage Commissioners as "cemented triassic formation." Total dredging 7,098,777 cu. yds. costing 1,203,372.65 4,466,417 cu. yds. is available for filling. The amount of fill required to reclaim the main peninsula to a plane 10 feet above mean low water is 5,123,630, leaving a deficit of 657,213 cu. yds. which may be obtained from the dredging of the channels between the pierhead line adopted by the Federal Government and the present channels to the east. io3 17,790 lineal feet of timber bulkhead with riprap and creo- soted timber at $37.50 per lineal foot. 17,790 lineal feet @ $37.50 $ 667,125.00 17,780 lineal feet of bulkhead platform on creosoted piles with concrete slab deck, 17,780 lineal feet @ $50.00 889,000.00 Bitts, cleats, and mooring devices 10,670.00 Single story bulkhead shed 10,350 feet long with founda- tions 1,211,400.00 Second and third story storage sheds on top of single story shed with foundations 562,500.00 Ferry structures, including ferry racks, ferry bridges, pon- toons, waiting room, boiler house, boilers, coal pocket, etc. 92,000.00 Four transfer slips and bridges @ $80,000 320,000.00 Local freight house 48,000.00 Paving with second-hand paving blocks — 112,666 sq. yds. @ $2.50 281,665.00 Cargo hoists 62,100.00 Sprinklers 222,600.00 Railroad tracks, classification platforms, sheds, etc 362,332.47 Trolley tracks, and trolleys— 5,800 ft. @ $7 41,300.00 Total $5,974,065.12 Contingencies, engineering, etc., add 10% 597,406.51 $6,571,471,63 Interest on half of the investment for 24 months during construction at 4% per cent 295,716.22 Grand Total for Primary Installation No. 2 $6,867,187.85 Note : If the Government recedes the Federal Pierhead Line to agree with the Pierhead Line adopted by the State of New Jersey, then the amount of dredging would be de- creased r.s follows: Mud— 486 720 cu. yds. @ 10(* $ 48.672.00 Sand— 864,320 cu. yds. @ 13tf 112.361.60 $161,033.60 104 PRIMARY INSTALLATION No. 3. DESCRIPTION. Channel 35 feet deep, 250 feet bottom width, on the north side of the peninsula dredged from the pierhead line adopted by the Federal Government to the westerly end of the northerly slip. Channel 35 feet deep, 250 feet bottom width, on the southerly side of the peninsula dredged from the pierhead line adopted by the Federal Government to the westerly end of the southerly slip. 21,620 lineal feet of timber bulkhead with riprap built around the peninsula to retain the filling 40 feet inshore of the line of the finished bulkhead platform, the outshore end being just to the west of the pierhead line adopted by the Federal Government. 21,620 linal feet of bulkhead platform surrounding the entire peninsula. 14,500 lineal feet of one-story bulkhead shed 100 feet wide giving an area of 1,450,000 sq. ft. 4,350 feet of second and third -story storage sheds built on top of the bulkhead shed providing 804,750 sq. ft, or 11,266,500 cu. ft. of storage capacity. Temporary ferry terminal near the pierhead line adopted by the State of New Jersey at the northerly slip. Four transfer slips and bridges at the extreme easterly end of the peninsula. Railroad yard to support the transfer bridges having a capa- city of 190 cars. A railroad yard with facilities for classifying and assemblying freight with a capacity of 1,980 cars. Railroad tracks leading to the bulkhead sheds and storage buildings. Cargo handling appliances. Freight house for local freight. Ferry terminal to accommodate passengers and trucks be- tween the Bayonne Terminal and Manhattan. In general this Primary Installation No. 3 contemplates the reclamation of the main peninsula extending out to the pierhead line established by the Federal Government, the dredging of channels inshore of pierhead line established by the Federal scfr/.£- /m • -*oo rr LEGEND 8tt/Afoeact pf&tfof-rri Stnqfe-sfory bufkheod shed Three- statu sfarao* s/Ttsct iSuperyis/rdj En'iq. A'ov^/r?^« s it % * 4* PA/MJOy /Sysrjl£.AT/OM A/O. 3, I 9Ctf4£- //A/' -400f7: J 05 Government making all the facilities provided; the construction of a bulkhead platform with bulkhead sheds and storage sheps around practically the entire peninsula, except for a short length at the northerly side of the peninsula immediate inshore of the pierhead line adopted by the state and at the westerly end of the southerly slip where grain elevators are contemplated where the bulkhead shed has been omitted. These facilities will provide dockage for about 30 modern freight ships, in addition to lighters, barges, etc. It provides a ferry terminal and transfer bridges for railroad cars. The reclamation will amount to 287.1 acres. The railroad yard will be sufficient to handle a large volume of freight from other parts of the harbor. This will be to the great advantage of this locality as by reason of the large amount of freight received and delivered, much quicker rail shipments between this terminal and the hinterland will be possible than in any other terminal in the harbor. ESTIMATES FOR PRIMARY INSTALLATION NO. 3. Mud dredging in the north and south channels west of the Pierhead Line adopted by the Federal Government loaded into scows and disposed of at sea. 2,412,189 cu. yds. @ 1(W $ 241,218.90 Sand dredging in the north and south channels west of the Pierhead Line adopted by the Federal Government pumped behind the bulkhead. 2,682,918 cu. yds. @ 13«L.. 348,779.21 Hard pan dredged in the north and south channels to the west of the Pierhead Line established by the Federal Gov- ernment pumped behind the bulkhead. 1,593,159 cu. yds @ 35«S 557,605.65 Note: Hard pan consists of sand, clay and boulders and is referred to in the records of the Passaic Valley Sewer- age Commissioners as "cemented triassic formation.'' Total dredging 6,688,265 cu. yds. costing 1,147,603.70 4,276,076 cu. yds. are available for filling. The amount of fill required to reclaim this main peninsula to a plane 10 feet above mean low water is 6,006,504 cu. yds., leav- ing a deficit of 1,730,428 cu. yds. which may be obtained from dredging outshore of the pierhead line adopted by the Federal Government between that line and the present channels. io6 21,760 lineal feet of timber with riprap and crecsoted tim- ber at $37.50 per lineal foot. 21,760 lineal feet @ $37.50 $ 816,000.00 21,705 lineal feet of bulkhead platform on creosoted piles with concrete deck slab. 21,705 lineal feet @ $50.00 1,085,250.00 Bitts, cleats and mooring devices 14,430.00 14,500 lineal feet single story bulkhead shed with founda- tions 1,693,600.00 Second and third story storage sheds on top of single story shed with foundations 815,625.00 Ferry structures, including ferry racks, ferry bridges, pon- toons, waiting room, boiler house, boilers, coal pocket, etc. 92,000.00 Four transfer slips with bridges @ $80,000 320,000.00 Local freight house 48,000.00 Paving— 141,333 cu. yds. @ $2.50 353,332.50 Cargo hoists 87,000.00 Sprinklers 315,665.00 Railroad tracks, classification platforms, sheds, etc 392,722.95 Trolley tracks and trolleys — 8,000 ft. @ $7 56,000.00 Total $7,237,229.21 Contingencies, engineering, etc., add 10% 723,722.92 $7,960,952.13 Interest on half of the investment for 24 months during construction at 4% per cent 358,242.84 Grand Total for Primary Installation No. 3 $8,319,194.97 NT * •W*Y*> f"""^"" y#" a pf" p^° >vt"i& I I \ % IS \ ^\s\\\sw-\-\\,N^-m^^\s4.^'^ £xp/o/?£r/v/y tfofe-e S/?ee/P//e 0uM&xf I Secavc/ <7/x/7fi//z/Sfe/y Stomps &t///ai/3?o/t 75/3 of/hs/yM- .Sfew' ■Seoo/x/ //<7/x/ Pan/7jr o * a 3 4 i 6 I , i i ? 8 O < ■ ' ■ ' •SC*^ £ ' /W ■ 400*7~ »mmm'\-m^mm^ . £xp/o/?afory M?fe& -hc//cafes Pro/>e/-f£OPOS£D SJyO/WS 7£aA//Mfl B/IYOMMC A/ J \\ I I I fc Supervising £r>Qin&&r Executive Erx. Executive^ Enqinecr November /9/e. io7 PRIMARY INSTALLATION No. 4. DESCRIPTION. Channel 35 feet deep, 250 feet bottom width, on the north side of the peninsula, excepting that for the outshore 2,400 feet long on the northerly side of the pier. The dredging will create a slip of 600 feet wide at the easterly end and 700 feet wide at the westerly end. Channel 35 feet deep, 250 feet bottom width, on the south side of the peninsula dredged from the pierhead line adopted by the Federal Government to the westerly end of the southerly slip. 17,160 lineal feet of timber bulkhead with riprap built around the peninsula to retain the filling, 40 feet inshore of the line of the finished bulkhead platform, the outshore end being just west of the pierhead line established by the State of New Jersey. 17,320 lineal feet of timber bulkhead platform surrounding the entire peninsula. 4,000 feet of one-story bulkhead shed 100 feet wide giving an area of 400,000 sq. ft. 1,200 feet of second and third floor storage shed built on top of the bulkhead shed providing 222,000 sq. ft. or 3,108,000 cu. ft. of storage capacity. 2,000 feet of one-story shed 215 feet wide. Temporary ferry terminal at the westerly end of the north- erly slip. Two transfer slips and bridges on the northerly side just in- shore of the riparian commissioners bulkhead line. A railroad yard with facilities for classifying and assemblying freight with a capacity of 1,980 cars. Railroad tracks to the bulkhead sheds and storage buildings. Cargo handling appliances. Freight house for local freight. Trolley tracks to accommodate passengers between Bayonne and ferry terminal. In general this primary installation No. 4 contemplates the reclamation of the main peninsula extending out to the pierhead line established by the State, the dredging of channels inshore of the pierhead line established by the Federal Government to io8 make available all the facilities provided, the construction of a bulkhead platform with bulkhead sheds and storage sheds around practically the entire peninsula, excepting that for the outshore 2,400 feet in length of the bulkhead sheds are omitted on the westerly side in order to provide open wharfage, and that a single story shed 2,800 feet long and 215 feet wide will occupy the north- erly side of the outshore portion of the peninsula. These facilities will provide dockage for about 25 modern freight ships in addi- tion to lighters, barges, etc. It provides a ferry terminal and transfer bridges for railroad cars. The reclamation will amount to 263 7-10 acres. The railroad yard will be sufficient to handle a large volume of freight from other parts of the harbor. This will be to the great advantage of this locality as by reason of the large amount of freight received and delivered, much quicker rail shipment be- tween this terminal and the hinterland will be possible than in any other terminal in the harbor. ESTIMATES FOR PRIMARY INSTALLATION NO. 4. Mud dredging in the north and south channels west of the pierhead line adopted by the Federal Government loaded into scows and disposed of at sea. 2,478,278 cu. yds. @ 100 $247,827.80 Sand dredging in the north and south channels west of the pierhead line adopted by the Federal Government pumped behind the bulkhead. 2,498,067 cu. yds. @ 13c 324,748.71 Hard pan dredged in the north and south channels to the west of the pierhead line adopted by the Federal Govern- ment pumped behind the bulkhead. 1,634,102 cu. yds. @ 35tf 571,935.70 NOTE. — Hard pan consists of sand, clay and boulders, and is referred to in the records of the Passaic Valley Sewerage Commissioners as "cemented triassic formation.'' Total dredging 6,610,447 cu. yds. costing $1,144,512.21 4,132,169 cu. yds. are available for filling. The amount of fill required to reclaim this peninsula to a plane 10 feet above mean low water is 5,225,949 cu. yds., leaving a deficit of 1,093,380 cu. yds. which may be easily gotten from the dredging of the channels between the pierhead line adopted by the Federal Government and the present channel to the east. 109 17,160 lineal feet of timber bulkhead with riprap and creo- Boted timber at $37.50 per lineal foot. 17,160 lineal feet @ $37.50 $643,500.00 17,320 lineal feet of bulkhead platform on creosoted piles with a concrete deck slab. 17,320 lineal feet @ $50.00. . 866,000.00 Bitts, cleats and mooring devices 11,510.00 Single story bulkhead shed 2,800 feet long with foundations 467,200.00 Second and third story sheds on top of single story sheds with foundations 225,000.00 Pier shed 2,000 feet long 215 feet wide 430,000.00 Perry structures, including ferry racks, ferry bridges, pon- toons, waiting room, boiler house, boilers, coal pocket, etc. 92,000.00 2 transfer slips and bridges @ $80,000 160,000.00 Local freight house 48,000.00 Paving with second hand paving blocks 53,333 sq. yds. @ $2.50 133,332.50 Cargo hoists 36,000.00 Sprinklers 87,080.00 Railroad tracks, classification platforms, sheds, etc 206,769.86 Trolley tracks and trolleys, 1400 feet @ $7 9,800.00 Total $4,560,704.57 Contingencies, engineering, etc., add 10% 456,070.45 $5,016,775.02 Interest on half of the investment for 24 months during struction @ 4Y 2 per cent 225,754.87 Grand total for primary installation No. 4 $5,242,529.89 Note : If the Government recedes the federal pierhead line to agree with the Pierhead Line adopted by the State of New Jersey, then the amount of dredging would be de- creased as follows: Mud— 486,720 cu. yds. @ 10«S $ 48,672.00 Sand— 864,320 cu. yds. @ 13<* 112,361.60 $161,033.60 no PRIMARY INSTALLATION No. 5. DESCRIPTION. Channel 35 feet deep, 250 feet bottom width, on the northerly side of the peninsula dredged from the pierhead line adopted by the Federal Government to the westerly end of the northerly slip. Channel 35 feet deep, 250 feet bottom width, on the southern side of the peninsula dredged from the pierhead line adopted by the Federal Government to the westerly end of the southerly slip. 20,160 lineal feet of timber bulkhead with riprap built around the peninsula to retain the filling, 40 feet inshore of the line of finished bulkhead platform, the outshore end being just west of the pierhead line established by the Federal Government. 20,300 lineal feet of timber bulkhead platform surrounding the entire peninsula. 13,500 feet of one-story bulkhead shed 100 feet wide giving an area of 1,350,000 sq. ft. 3,000 feet of second and third floor storage shed built on top of the bulkhead shed providing 555,000 sq. ft. or 7,770,000 cubic feet of storage capacity. Temporary ferry terminal at the outshore end of the peninsula with a laying up slip. Two transfer slips and bridges at the outshore end just in- shore of the United States Government bulkhead line. A railroad yard with facilities for classifying and assemblying freight with a capacity of 1,000 cars. Railroad tracks to the bulkhead sheds and storage buildings. Cargo handling appliances. Freight house for local freight Trolley tracks to accommodate passengers between Bayonne and ferry terminal. In general this primary installation No. 5 contemplates the reclamation of the main peninsula extending out to the pierhead line established by the Government, the dredging of channels inshore of the pierhead line established by the Federal Govern- ment to make available all the facilities provided, the construc- tion of a bulkhead platform with bulkhead sheds and storage sheds around practically the entire peninsula, excepting that for L.COCNO - Bu/khecxt p/atforn j - S/hgts^stortJ bu/kheg, i -Three- story storaij 2 3+46 7 g S fO I ' ■ ' .tfrrs** LEGEND Bu/kheacf p/otfcrm 3/hgMstoru bu/khegd ahacf rhros-aioru atoratje shod Noysmbs/- /a /a 2 3+46 I i I i I i I i I i i . ■ ■ i . i se///£ //& 4oo^r \ \ \ \ k<&' />/ PfiOpOSSD B/tVOA//V£ TTfiAf/Ml. m/AfA/?r /A/sr/UiAr/oA/ a/o.£. \ ® Ill the outshore 2,400 feet in length the bulkhead sheds are omitted on the westerly side in order to provide open wharfage. These facilities will provide for about 30 modern freight ships in ad- dition to lighters, barges, etc. It provides a ferry terminal and transfer bridges for railroad cars. The reclamation will amount to 3107-10 acres. The railroad yard will be sufficient to handle a large volume of freight from other parts of the harbor. This will be to the great advantage of this locality as by reason of the large amount of freight received and delivered, much quicker rail shipments between this terminal and the hinterland will be possible than in any other terminal in the harbor. ESTIMATES FOR PRIMARY INSTALLATION NO. 5. Mud dredging in the north and south channels west of the pierhead line adopted by the Federal Government loaded into scows and disposed of at sea. 2,310,127 cu. yds. @ 10tf '. $231,012.70 Sand dredging in the north and south channels west of the pierhead line adopted by the Federal Government pumped behind the bulkhead. 2,316,289 cu. yds. @ 13tf 301,117.57 Hard pan dredged in the north and south channels to the west of the pierhead line adopted by the Federal Gov- ernment pumped behind the bulkhead. 1,593,159 cu. yds. @ 354 557,605.65 Note: Hard pan consists of sand, clay and boulders and is referred to in the records of the Passaic Valley Sewerage Commissioners as "Cemented triassic formation." Total dredging 6,219,575 cu. yds. costing $1,089,735.92 3,909,448 cu. yds. are available for filling. The amount of fill required to reclaim this peninsula to a plane 10 feet above mean low water is 6,697,099 cu. yds. leaving a deficit of 2,787,651 cu. yds whi.ch may be easily obtained from the dredging of the channels between the pierhead line adopted by the Federal Government and the present channel to the east and from the waste materials about the harbor. 20,160 lineal feet of timber bulkhead with riprap and creo- soted timber @ $37.50 per lineal foot. 20,160 lineal feet @ $37.50 $756,000.00 20.300 lineal feet of bulkhead platform on creosoted piles with a concrete deck slab. 20,300 lineal feet @ $50.00.... 1,015,000.00 112 Bitts, pleats and mooring devices 13,510.00 Single story bulkhead, 10,500 feet long *...- 1,602,000.00 Second and third story bulkhead sheds on top of single story sheds with foundations 562,500.00 Ferry structures, including ferry racks, ferry bridges, pon- toons, waiting room, boiler house, boilers, coal pocket, etc. 92,000.00 Laying-up slip, 600 ft. of rack @ $30.00 18,000.00 2 transfer slips and bridges @ $80,000 160,000.00 Local freight house 48,000.00 Paving with second hand paving blocks 129,000 sq. yds. @ $2.50 322,500.00 Cargo hoists 81,000.00 Sprinklers 266,700.00 Railroad tracks, classification platforms, sheds, etc 196,000.00 Trolley tracks and trolleys 10,100 feet @ $7 70,700.00 Total $6,293,645.92 Contingencies, engineering, etc., add 10% 629,364.59 $6,923,010.51 Interest on half of the investment for 24 months during construction @ 4% per cent 311,535.47 Grand total for primary installation No. 5 $7,234,545.98 "3 General Conclusions. The foregoing in our judgment indicates that a properly de- signed, built and operated terminal at the location in question will bring great benefits to the City of Bayonne, to the territory adjacent to it, to the State of New Jersey, to the Port of New York and to the country at large, which passes such a great volume of commerce through the Port of New York. The railroads which have terminals in the New Jersey portion of the harbor will be able to handle their freight which passes through this terminal at a much lower cost than at any other terminal at the Port of New York. Taking all things into consideration we are of the opinion that the terminal will develop best and quickest and bring the earliest benefits to the locality by constructing in the first instance the plan known as primary installation No. 5- Primary installation No. 5 comprises features which are be- lieved to be superior to those included in the other primary installations, and is rather a conclusion resulting from the de- velopment of the first four. It brings the easterly end of the development to the pierhead line established by the Federal Government, and is as close as seems desirable to the present main channel in the Upper Bay. This primary installation will create 20,300 lineal feet of deep water frontage against which vessels can dock, where there now exists less than 2,800 lineal feet of undeveloped frontage which can now be reached with difficulty by boats drawing one foot of water. The development of the Bayonne Terminal should be under public control preferable in the ownership of the municipality, at least as far as the land is concerned. In this way the character of development can be better controlled and a greater success can result to the entire community. No effort should be made to extort high rentals from the improvements, but it should be ii4 insisted that the improvements' made by the municipality should be self-sustaining. In view of the demands for facilities about New York there should be no difficulty whatever in arranging a contract under which this should result. All of which is respectfully submitted. (Signed) B. F. CRESSON, Jr., Supervising Engineer., (Signed) F VAN Z. LANE, Executive Engineer. MQPFMAJ4 &J l«UU» f Wm*UftMC "^ ISUMO O W E R BAY MAP SHOWING PROPOSED BAYONNE TERMINAL AND ITS RAILROAD CONNECTIONS BAYONNE N.J. I INCH=EOOOFEET AUGUST idle Sopsrv/s/ha £r>j. © "BAYONNE TERMINAL HOW f HAH i] l*LAM» o b- tf fWmSUKHC "Q ISkAHO o w B A V ft b- ft