JUSTIFICATION The major benefits to be derived from the widening of the junction accrue to vessels moving in and out of Erie Basin and between terminals located on Bay Ridge, Red Hook, and Gowanus Creek Channels in Brooklyn and the Hudson River. It is estimated that over 3,000 deep-draft ocean-going vessels annually pass through the Buttermilk Channel junction with Anchorage and Red Hook Channels. Navigation at this junction is hazardous, particularly for those vessels going from sea to terminals in and around Erie Basin on Red Hook Channel and those traveling between terminals on the Hudson River Channel and terminals on Bay Ridge and Gowanus Creek Channels. These vessels have to make sharp U and S turns through this junction. Extra maneuvering and waiting made necessary by congestion at this junction result in lost time by vessels and by stevedoring crews. Vessels also require the use of additional tug assistance at times when unfavorable current conditions exist. Fiscal year 1965.-The requested amount of $1,700,000 will be applied as follows: Complete dredging_. Engineering and design___ Supervision and administration_____ Total___ Funds requested for fiscal year 1965 will complete the project. Completed modifications, Buttermilk Channel, N.Y. $1,590, 000 2,000 108, 000 1,700,000 Completed work under the act of 1902 as modified by the act of 1935 consists of a channel approximately 2.3 miles long, 1,000 feet wide, 40 feet deep at mean low water for the easterly 500-foot width and 35 feet deep for the westerly 500foot width, with widening at the intersection with East River and at the junction with Anchorage and Red Hook Channels. The easterly 500-foot channel was completed in 1935, the widening at Anchorage and Red Hook Channels in 1943, portions of the westerly channel in 1944 and 1959, with the remaining work on the westerly channel operationally completed in July 1961, all at a total cost of $2,496,000. Remaining modifications None. Non-Federal costs.-None. Status of local cooperation.-None required. Comparison of Federal cost estimates.-The current Federal cost estimate of $2,300,000 reflects an increase of $55,000 over the latest estimate ($2,245,000) submitted to Congress. The increase is based on a price level increase of $74,000 offset by a reduction of $19,000 for Government costs. Summary construction program (PB-1), fiscal years 1964 and 1965 GREAT LAKES TO HUDSON RIVER WATERWAY, N.Y. (Continuing) Location. This waterway consists of that portion of the New York State barge canal system extending from the Hudson River at Waterford to Oswego Harbor, N.Y., on Lake Ontario, and is usually referred to as the Erie and Oswego Canals. Its length is 184 miles. Authorization.-1935 and 1945 River and Harbor Acts. 1 Includes $32,860,000 for work under the 1935 act which is subject to a cost limitation of $28,000,000. Estimated expenditures through fiscal year 1964 under this act are $24,979,500. PHYSICAL DATA Relocations: Increase overhead clearances of structures to 20 feet. Locks: Increase depth of all locks between Waterford and Oswego from 12 to 13 feet. This waterway is one of national importance to commercial navigation. It provides a navigable connection between the Atlantic seaboard and the Great Lakes area for the movement of commodities vital to the national and local economy. Many large plants are located on and receive shipments via the canal system, among which are the General Electric Co. and the Alco Products Co. (formerly American Locomotive Co.) at Schenectady and the Solvay Proc ess Co at Syracuse. Much of the petroleum fuel and other petroleum products utilized by communities and industries in central and northern New York and the eastern Great Lakes areas are transported over this waterway. The State barge canal serves the important industrial cities of Schenectady, Utica, Rome, Syracuse, and Oswego. Approximately 3,280,000 tons of traffic moved over the New York State barge canal system during the 1962 season. Of this total movement, the authorized project waterway accounted for 1.971,000 tons. Traffic consists largely of petroleum products, scrap iron, steel products, chemicals, fertilizers, and agricultural products. Shipping interests variously estimate that the loads carried by vessels can be increased 10 to 18 percent by a 1-foot increase in draft which will be made possible by the deepening of the locks to project depths of 13 feet. The improvement in maximum draft has been achieved with the completion of lock alterations, except for a minor modification of the spillway at Oswego to raise the pool level between locks 7 and 8, which obviates the need for lowering the dive culvert. Fiscal year 1965.-The requested amount of $400,000 will be applied toReimbursement to the State of New York for work performed in prior years for increasing overhead clearances of bridges E-1, E-50, E-55, and E-65-- Reimbursement to the State of New York for work performed in prior years in providing depth of 13 feet through lock 20, Erie Canal__ Supervision and administration__. Total____ $290, 000 69, 400 40, 600 400, 000 Funds requested will permit reimbursement for work accomplished by the State under the terms of the project authorization. Non-Federal costs.-The cost to local interests in complying with the requirements of local cooperation for the 1945 River and Harbor Act for deepening through locks from Waterford to Oswego is estimated at $230,000 for engineering, supervision, and administration, to be incurred by the State of New York in connection with construction of the project modification. In addition, prior to the beginning of the New York State barge canal improvement, about 1905, the State of New York expended approximately $115 million for the construction, care, and maintenance of the Erie Canal. From 1905 to June 30, 1938, the cost of construction of the improved barge canal system and terminals, borne by the State, totaled about $180 million. Annual maintenance of the improved system averages $3,750,000. Status of local cooperation. The requirements of local cooperation have been complied with. An agreement between the Chief of Engineers and the Department of Public Works, State of New York, adopted June 21, 1935, modified on March 30, 1936, and further supplemented on June 5, 1947 (for the 1945 modification) contains all provisions necessary for efficient prosecution of the improvement. In complying with this agreement, the State has submitted detailed plans and specifications for review and approval by the Federal Government prior to the State's advertisement of construction work. Comparison of Federal cost estimates.-The current Federal cost estimate of $34,250,000 is a decrease of $1,650,000 from the latest estimate ($35,900,000) submitted to Congress. The decrease is based on savings on completed work and work under contract ($45,400), the reevaluation of remaining work ($1,458,600) and reduction in Government costs ($146,000). Summary construction program (PB−1), fiscal years 1964 and 1965 HUDSON RIVER, N.Y. (32-FOOT CHANNEL) (Continuing) Location.-The Hudson River flows in a southerly direction for a distance of 315 miles, emptying into upper New York Bay at the Battery, New York City. The 32-foot channel project extends from the upper New York City limits to Albany, a distance of 128 miles. About one-fourth of this distance requires improvement. Authorization.-1954 River and Harbor Act. 1 In addition, local interests have expended over $8,000,000 for the development of the port at Albany. PHYSICAL DATA Channels: 600 feet wide from New York City to Kingston; thence 400 feet wide to Albany, with widening at bends, with depths of 32 feet in soft material and 34 feet in rock, 128 miles long. Turning basin: At Albany; 600 feet wide, 1,170 long and 32 feet deep. Anchorages: One near Hudson and one near Stuyvesant; each 400 feet wide, 2,400 feet long, and 32 feet deep. Hudson, N. Y., to Albany, including turning basin and anchorages Entire project.. 50 Completed. 62 Do. JUSTIFICATION The Hudson River project serves the port of Albany as well as the intervening industrial and commercial centers along the river. In addition, it provides an important link with the Great Lakes and St. Lawrence River via the New York State barge canal system. In 1962, Hudson River commerce above the New York City limits approximated 21,100,000 tons. Commerce originating or terminating at the port of Albany approximately 6,782.000 tons. Principal commodities were petroleum, grain, and various building materials. The existing 27-foot channel to Albany has become inadequate as a result of the increased size of vessels using the waterway. The trend toward larger vessels is particularly evident in the use of tankers and is of special importance on this waterway because the major portion of the traffic is in petroleum products. Current practice is to partially unload deep-draft tankers and cargo ships in New York Harbor before proceeding to Albany. Outbound cargo vessels from Albany are topped off at New York. Deepening of the channel to 32 feet will result in savings due to: loading of deep-draft vessels to capacity; shifting of petroleum commerce from shallow-draft vessels to more economical deep-draft vessels; and reduction or elimination of delays due to waiting for tides. The improvement will also provide anchorage for refuge during times when fog makes navigation hazardous, provide a turning basin at a convenient location and of sufficient size for the largest vessels likely to use the waterway, and foster safety to navigation by providing a wider channel. Fiscal year 1965.-The requested amount of $3,200,000 will be applied as follows: The requested funds will provide full project depth over entire project length for at least half the channel width. Completed modifications, Hudson River, N.Y. Completed work under prior modifications consists of: channel 12 feet deep from Hudson to Waterford, removal of State lock and dam at Troy and construction of a new lock and dam (River and Harbor Act of 1910); channel 27 feet deep from Hudson to Albany (act of 1925); channel of 27 feet deep below Hudson (act of 1930); relocation of the 12-foot channel between Troy and Waterford (act of 1935); deepening channel between Albany and Waterford to 14 feet (act of 1938). The cost of these completed modifications was $16,128,000. Remaining modification, Hudson River, N.Y. A portion of the modification under the act of 1910, for construction and reconstruction of dikes between Hudson and Albany at an estimated cost of $612,000 (1956 price levels) has been placed in a deferred status pending completion of the project modification authorized by the 1954 River and Harbor Act. Non-Federal cost.-The cost to local interests of complying with the requirements of local cooperation for the 32-foot channel from New York City to Albany is $1,676,000. This includes $883,000 for deepening berths and approaches to Albany, $136,000 for relocation of utilities, and $657,000 for permanent easement to approximately 9 acres of land required for construction of the turning basin at Albany. The Albany Port District Commission has expended over $8 million for the development of that port. Status of local cooperation. The State of New York and the Albany Port District Commission have furnished assurances of local cooperation which were accepted on October 28, 1958. The State has acquired disposal areas for all conconstruction requirements except for one area for section D-11, for which acquisition is currently underway and which will be completed prior to advertising in fiscal year 1964. There are no disposal areas required for contracts to be awarded in fiscal year 1965 and subsequent years. Comparison of Federal cost estimates.-The current Federal cost estimate of $26,300,000 is a reduction of $2,300,000 from the latest estimate ($28,600,000) submitted to Congress. The decrease results from savings of $290,000 on completed work, a net reduction of $1,710,000 due to favorable bids and reductions in quantities, and a $300,000 reduction in estimated Government costs. |