UNIVERSITY OF ILLINOIS LIBRARY Class Book Volume AST WoGr Ja 09-20M CU Ce ee REP O RePiciil eo CEA { OF THE Joint Committee on Ferries ns TO THE SENATE AND GENERAL ASSEMBLY OF NEW JERSEY. el me WA oe i z Re Be Ne Sy CONGR ain deat eee. ee p | CAeend 19de Oe Commerce, REHPORT OF THE JOINT COMMITTEE ON FERRIES. ae To the Senate and General Assembly of the State of New Jersey : The Committee of both Houses appointed |to examine into the con- dition and management of the Ferries between this State and New York, respectfully report: That they have had two separate hearings before them, one at Ho- boken and one at Jersey City. At the former Mr. Edwin A. Stevens, the owner, and Mr. W. Shippen, the manager of the Hoboken Ferry, appeared before the Committee, and submitted their views fully, ac- companied by the statements in writing marked A, &c., hereto an- nexed, which the Committee deem it just to make a part of their re- ort. The Hoboken Ferry was established nearly fifty years ago by Mr. Stevens and his brothers, who were proprietors of a large landed es- tate at Hoboken, which they thereby expected to bring into market. The first boats used on this ferry were very small and inconvenient, and were run at intervals so long that they would now be deemed un- endurable. From time to time, as the lands.of the Company in Ho- boken and others adjacent to them were taken up and settled, the boats were increased in size and speed, and in the frequency of their trips. They have never, however, been regarded as fully equal to the requirements of the Ferry, nor in their style of accommodation to the other Ferries running to important suburbs of New York. But, notwithstanding this, no complaints so serious as to call for legislative interposition seem to have arisen, until since the Morris and Hssex Railroad Company made this Ferry its terminus on’ the waters of the Hudson River. Since that time, and by reason of this great and constantly growing addition to its business, there can be little doubt that the Ferry, as at present constituted and conducted, has become totally inadequate to the accommodation of those who are compelled to depend upon it as a daily means of transit between their dwellings in this State and. their business in the city of New York. - At the second hearing, held in Jersey City, there appeared before the Committee (all the members being present) Mr. Howe and Mr. * = 1036 REPORT OF COMMITTEE ON FERRIES. Johnson, of Orange, members of the committee of citizens appointed to take measures for the improvement of this Ferry, (the former being” chairman thereof,) Mr. J. N. Whiting, of Orange, the counsel em- ployed by that committee, and Mr. Althof, of Hoboken, who appeared for the citizens of that city. Mr. Shippen was also present at this: hearing, as was Mr. Kohler, of Weehawken, who appeared to testify respecting the management of the Ferry at that place. ast Mr. Howe began by saying that he had no desire to demand im- possibilities of the Ferry Company, nor to be unreasonable. He did | not intend to complain of the safety of the boats, for he was of opinion that they were quite safe. But his complaints were very decided on the following points: 1. The boats are too small. 2. ‘They are too few for the business as it now exists. 3. The access to them is far too narrow for the comfort or safety of passengers. 4. 'The cabins ‘are low and destitute of ventilation, so that the air is generally insufferable. In time of rain, they leak very badly. The space in them does not accommodate one-half of those who generally cross in the boats, and ladies very often are obliged to stand without shelter in all weathers. ; 5. The practice of driving teams upon the boat, when it is already so crowded that in order to get on the boat, they are compelled to. drive upon the passengers, who are unable to get into the cabins or passage-ways. 6. The habitual insolence of the deck hands, who in numerous in- stances have resented, even to violence, the resistance made by pas- engers to the advance of teams when there was no room for them. 1. The practice of ordering teams driven off the boat, without wait- ing for the passengers to get out of their way; the passages provided for the egress of the passengers being so narrow that{they are totally in- adequate to discharge the crowds, the result being the constant terror especially of female passengers, and the apprehension of all. 8. The irregularity of the trips, which is so great that no certain calculation can be made on reaching any - particular train, by means whereof great inconvenience and injury are inflicted. 9. The contracted and ill-ventilated waiting rooms, where in case of the frequent detentions, a great crowd of people are huddled to- gether, until the atmosphere becomes intolerable, not one quarter being able to find sitting room. ‘To these points, substantially, all the complaints of Mr. Howe, Mr. Johnson, Mr. Whiting and Mr. Althof were directed, and their testimony was very emphatic and explicit. On being inquired of the Committee what remedy had occurred to them for the evils they complained of, they said the only full and complete remedy would be found in giving them a ferry like that of the New Jersey or the Erie Railroad, or in transferring the terminus of the Morris and Essex Railroad to the Pavonia Ferry, for which petitions had been signed by many hundreds in the cars of that road. REPORT OF COMMITTEE ON FERRIES. 1037 short of this they expressed the opinion that four boats equal to the largest now in use on the Hoboken Ferry, run regularly to the morning and evening trains, with a considerable enlargement of the passage-ways at each end of the Ferry, and rules that no team should be permitted to drive on the boat when the space was necessarily oc- ecupied by passengers, nor off the boat until the passengers could have time to get out of the way, would make the Ferry toierable. They stated that the want of satisfactory Ferry accommodations, was seriously retarding the increase of settlement and investment ’ along the line of the Morris and Essex Railroad, and expressed the ‘opinion that a Ferry like the New Jersey or Pavonia would produce a great advance in the price of real estate, and growth of population in that direction, especially at this time, when the enormous rents of New York are driving the people out of that city by thousands. ‘They unanimously disclaimed for themselves and those they repre- sented, all feelings of personal animosity against the managers of the Ferry, but declared that the evils they complained of were felt and suffered from by thousands, who were determined to seek a remedy if such could be found. In behalf of the Ferry Company, Mr. Shippen said that the evils complained of were inevitable, when a great train load of passengers, and some times two at a time, were landed at the Ferry to cross at once, and that no Ferry was able to accommodate such a crowd. He said that such outrages as were complained of against deck hands were without the knowledge of the Ferry authorities, and would be promptly punished if reported. He said the Company were now building a new boat to be added to those now in use, and intended during the coming summer, to carry the slips out 400 feet into the river and enlarge the number of them, and increase the accommoda- tions in proportion to the requirements of the Ferry. . Upon the whole evidence, your Committee is of opinion that the Ho- boken Ferry is not, either in the size or character of its arrangements, a suitable means of transit to those who are compelled to use it, and that the traffic has outgrown the Ferry. They are clearly of opinion that the right as well as the duty to regulate this Ferry belongs to the State, and cannot be divested. From the evidence before them, however, that within a few months the proprietors expect to have the extensive improvements referred to completed, they do not feel that they should make any recom- mendation at this time. Itis the interest of the Ferry to accommo- date the traveling public, and your Committee believe that the pro- prietors, having had their attention thus called to the insufficiency of the Ferry accommodations, will hasten to complete the proposed im- provements. They deem it inexpedient to recommend any legisla- tive action in the face of these contemplated alterations, which may be better adapted to accommodate the public than any plan which might be suggested by your Committee. If the proprietors should fail to carry out their proposed plans as shown to the Committee, or if having completod them, they shall be found instflicient to accommo- 1038 REPORT OF COMMITTEE ON FERRIES. date the public travel, the time will then have come for the Legisla. ture to act promptly and effectively. In respect to Weehawken, the Committee have no information ex- cept what is conveyed in an affidavit of Mr. Kohler, read before them, together with the presentment of the Grand Jury of Hudson county. From these it appears that the main traffic of the Ferry consists in the transportation of cattle and hogs to the New York market, and stone for Belgian pavement to be used in that city. The transportation of passengers is regarded as a subordinate object alto- gether, though the proprietors of the Ferry are owners of a large landed property at Weehawken, without the profits from which they . would not deem the Ferry worth maintaining. There is no doubt that a Ferry of that character, with a comparatively small number of passengers to support it, must be a very uncomfortable one for the daily use of persons passing from their homes to New York; but it is very clear that a Ferry that shall supply the demand for the trans- portation of the live animals required by New York is an absolute necessity, and the question is how it can be made tolerable to human passengers. It is apparent that a requirement that the Company must provide separate boats for animals and passengers would at once lead to an abandonment of the franchise, for the Ferry will not, probably for years, sustain such a heavy outlay. One member of the Committee was present at the Astor House, in New York, when this subject was under investigation by the Committee of the Legislature of New York, and was invited to sit with that Committee. He there heard the ex- amination of Nathaniel Dole, Esq., the manager of the Weehawken Ferry, and became convinced, by the testimony then elicited, that it would be impracticable to require at Weehawken such a Ferry as exists where a great passenger transit justifies the establishment of a first class Ferry. A suggestion of one of your Committee to Mr. Dole may perhaps result in the only remedy possible for the evils com- plained of. That remedy is to build cabins for passengers above those used for animals and other freight, after the fashion of the Staten Island Ferry boats, which have been found very satisfactory. Under the circumstances your Committee do not deem it necessary or expedient to make any definite recommendations respecting this Ferry, being convinced that on the very meagre testimony submitted to them, no ground exists for making such recommendation. With regard to the Ferries of the Erie, the New Jersey and the Central Railroad the Committee take pleasure in saying that not only were no complaints laid before us respecting them, but they were di- rectly referred to as being the most perfect Ferries in existence. All which is respectfully submitted. C. H. WINFIELD, JAMES L. HAYS, KH. A. STANSBURY, FRANK M. WARD, C. CHRISTIE. STATEMENTS. Committee of the Legislature of New Jersey to investigate facts, &c., relative to the Hoboken and other Ferries : GENTLEMEN :—It is a source of much gratification to the chief pro- prietor of the ferry at Hoboken, to have the opportunity of appearing before an official committee of the Legislature of the State, and of vindicating himself against the ungenerous slanders of ignorant and (as he fears in some cases) malicious persons, as to the management of _the ferry and condition of the boats and other appurtenances to the ferry. It is now about twenty-eight years since the Hoboken Land and Improvement Company was originated and became the owners and managers of the ferry. During this period of time it has been our earnest object to maintain it in the best possible condition, and to pro- vide facilities for the public up to the extreme point that the receipts of the ferry would warrant without taking out of such receipts even simple interest on the capital invested. Having large interests in real estate at Hoboken, the proprietors have not made the ferry a source of direct profit, but have gratuit- ously devoted much care, time, and their utmost ability, and often expended large sums of money taken from other sources in advance of earnings in order to provide for Hoboken and its vicinity as per- fect a ferry as could possibly be provided under the circumstances ; and we would have been prepared at any time to yield the control of the ferry if we had not felt assured that no other persons whose source of profit was solely confined to the emoluments from the ferry could or would keep up so good a ferry as we did. Annexed hereto is a tabular statement of the receipts and expen- ditures, and the cost of working the ferry establishment for each year, from 1839 to 1866, inclusive, by which after charging only seven per cent. as rent on the value of the real estate in Hoboken used for the ferry, it appears that at the present time the amount of receipts over the expenditures in the twenty-seven and one-half years is only $76,203.08. If simple interest at the rate of seven per cent. per annum is charged on the original investment (say $150,000), and a salary of only two thousand (2,000) dollars per annum without interest 1040 REPORT OF COMMITTEE ON FERRIES. is charged for the services of the late Mr. R. L. Stevens, and since his death for the services of Mr. E. A. Stevens as president and engineer of the Company (both of which we submit are fair charges), then the ferry would be in debtto the proprietors no less asum than $267,546.92. Doubtless after the pertinacious misrepresentations that have been made, this statement may surprise you. We therefore request that you will verify these statements by examining our books and any wit- ness that you may desire. Although the ferry account is thus defi- cient, we have a new boat larger than any on the ferry, nearly ready to launch, and have engaged the men and timber to extend our slips and ferry accommodations at Hoboken and Barclay streets at a large cost. It is premature to estimate accurately the cost of these addi- tions, but as an illustration of the probable cost, we may state that the Morristown alone cost $90,000—the other additional improve- ments will probably cost much more. It is true that we own a num- ber of valuable ferry boats which if sold would produce more than the original capital invested; but so long as these boats are not sold, but are devoted to the use of the ferry, and are not bringing in any nett income, they are not more profitable to the owners than the original investment. But on the other hand the public are very much benefited thereby, by the use of more boats, and larger and faster boats. These expenditures include what has been paid for new boats as they have been added to the ferry. We have not charged, as we might justly do, anything for rent of the Elysian Fields, which have been kept open without any profit therefrom, for the advantage of the ferry. It must not be forgotten that although expenses have increased enormously since 1861, yet our ferry tolls have remained the same. One of the annexed tables shows while our expenses for coal were $24,507.32 in 1860, it increased annually up to 1865, when it was $110,584.63, and in 1866 it was $58,219.34, and expenses for labor and materials have also proportionally increased. It is true that the travel by the Morris and Hssex Railroad has added to our ferry travel, but it has not increased ratably with the expenses. Secondly—We present to you copies of the certificates which are given annually after a thorough inspection of the hulls and test of the boilers, by the U. S. Inspectors of the ferry boats, Messrs. Hopper & Craft, gentlemen of high character and standing, who per- form their duties under the responsibility of their oaths. Trusting that you will give more credence to the opinion of men who are se- lected to fill an office of great and solemn responsibility, from their knowledge and experience, than to the ridiculous assertions of gen- tlemen who are reported to have asserted (under oath we believe), as a reason why one of our boats does not sink, that she is dry-rotted. These inspectors, who have knowledge of what they state, certify under oath that all our boats are sound, staunch and safe. | It is proper that we should add to these certificates our own state- ments, that these boats are, as we believe provided, with every ap- paratus for the extinguishing of fires that have yet been devised ; REPOET OF COMMITTEE ON FERRIES. 1041 they each have a large pump driven by a separate steam engine, with from 300 to 400 feet of best (corporation sized) hose; so that the boat may be stopped on the alarm of fire and the steam fire engine worked independently upon the fire—besides each boat has a large number of buckets always filled with water standing, within the hull of the boat, and also on the upper deck at hand and ready for imme- ‘diate use. Each boat has also a powerful hand pump on deck; and fire axes, pike-poles and ladders, and also several hundred cork life preservers and two life boats. In addition, each boat is provided with air tanks placed in their hulls, capable of sustaining the boat when filled with water, thereby protecting them from sinking in case of a dangerous collision; and admitting of the hull being flooded with water in the event of a fire. Our standing order, a copy of which is annexed, contemplates that in case of a fire the other boats of the ferry, as also all other steamers in the vicinity, will immediately approach as soon as the alarm is given or the danger seen. It is scarcely possible that one of our boats can be on fire five minutes before she would be surrounded by friendly steamers, who would give refuge to her passengers. It. is probable that not two minutes would elapse from the first alarm of fire until assistance would be at hand—we cannot imagine any more secure protection against fire. As to the general character, condition and construction of our hoats, and bridges, we are prepared to submit to you the sworn testi- mony of aS many engineers and mechanics as you desire ; and re- spectfully suggest that this kind of testimony, and a personal examin- ation of the boats, is very much more trustworthy than the belief and impressions of persons who, from their education and pursuits are not familiar with vessels. Much misapprehension exists as to the security of one or more of our boats, on account of their supposed great age. All persons who have any knowledge of this subject, know that an old vessel, like an old house, may be kept in so good a state of repair as to be about as staunch and seaworthy when she is twenty or thirty years old, as when new. It is well known that there are vessels coming from the North of Europe to this port frequently, perhaps every year, that are a century old, or perhaps more. Our Government have now in use and afloat vessels that were built in the early days of our Republic. Thus the simple fact that a boat was built twenty or thirty years ago is not a true index of her condition as to safety or seaworthiness, or speed or value. And we assert most positively that these boats are each and all sound, safe, staunch and seaworthy, and as a class are the fastest ferry boats on the harbor. The Chancellor Livingston, which has been selected as the chief “butt” for the sarcasm of our assailants, is entirely fit for the duty given her. She was built in 1858, and since then has been kept in good condition. As an indication of the strength of her hull and seaworthiness, we state that during the late rebellion she was selected by the agents of the Government and 1042 REPORT OF COMMITTEE ON FERRIES. used on a voyage to Fortress Monroe, and thence back and forth around Cape Hatteras during a very stormy winter, and then, after her return here, she was thoroughly repaired. It is true that some of the joiners’ work of the cabin and upper works will require repair; this 1s true of all vessels that are not classed as new vessels—their joiner works are at all times exposed to the inclemencies and changes of our climate, and consequently that part of them requires frequent repair. But no sensible man, having any knowledge of vessels, would conclude that because he found some dry-rot in the joiner work of-a ferry boat, that therefore the hull was unseaworthy. It is no better indication of the seaworthiness of the hull of a vessel than a rotten shingle from the roof of a house indicates the character of the foun- dation. These repairs we are accustomed to make in the spring of the year, and it was, and is, our intention to refit the Chancellor as soon as the new boat, which we are now building, shall be completed. And in their turn, all the boats requiring any thing done to them, will be refitted or repainted, as they may require. It has been falsely stated that another boat, the John Fitch, is so old as to have been unable, upon a certain occasion recently, to propel herself against the tide. We assert that this is untrue. We are informed by our men that upon the occasion referred to it was very fogey, and the pilot, owing to the obscurity caused by fog on the river, failed to bring the bow of his boat precisely opposite the mouth of the ferry slip, but reached the lower end of the pier next to the slip, and forced the boat into its proper place. It is difficult to believe that any per- son seeing such an occurrence, could be s0 ignorant as to attribute it to the inability of tlie boat to stem the tide. If there be any one so ignorant, he is scarcely more excusable than if he were malicious. So far from being unable to stem the tide, we assert that the John Fitch is one of the fastest ferry boats in the harbor of New York. Certificates and testimony, if required, will be given to you, show- ing the superior qualities and power of our steam engines, and speed of the boats. Owing to the great length of our ferry, we have always striven to make our boats fast. To do this, while making our boats as commodious as others, we have felt the necessity of making the hulls lower in the water, and putting less “top hamper” on the upper works. This style of structure, which adds to their strength and sea- worthy qualities, makes them appear smaller than boats on other ferries which are not any larger. | With a view of vindicating ourselves from the vituperative charges which have been made against our ferry, we annex hereto a compara- tive statement of the facilities furnished by the Brooklyn (Fulton street) Ferries, and the Jersey City Ferries, and those of our Com- pany: Premising that we do not desire in any way to detract from the great commodiousness and perfection of these ferries. For we be- lieve that all well informed persons acknowledge that these ferries are by far the best in the world. We trust that we can prove to you, REPORT OF COMMITTEE ON FERRIES. 1043 and that after due consideration you will believe that our ferry pro- vides at least as great facilities for the public, and as commodious apartments for its customers relatively with their number as either of the above named model ferries, for such they really are. In the first place the length of the Hoboken Ferry to Barclay Street, is as measured on the map, 8,400 feet—one mile and five-eighths nearly. That of the Jersey City (Cortlandt Street) 4,550 fect. And the Ful- ton Street Ferry is 2,500 feet less thana half a mile. That is, the Fulton Street Ferry is twenty-eight per cent. as long as the Barclay Street Ferry. And the Cortlandt Street Ferry is 53 per cent. as long. Whereas the ferrage of the Fulton Street Ferry is two cents. And those of the Jersey City and Hoboken are three cents. At the same rate per mile paid over the Fulton Ferry the rate to the Hobo- ken Ferry would be seven cents. As an illustration of the speed of the Hoboken Ferry boats, we State that the time consumed by each boat of the Jersey City Ferry. While passing from Jersey City to New York and returning to Jer- sey City, and starting again is the same as is consumed by one of the Hoboken boats while passing from Hoboken and starting again,*viz., one-half hour. That is the Hoboken boat performs two trips of less than a mile each and starts again. The table shows that while the Cortlandt Street boats performs a daily duty of 2021 miles. The The Barclay Street boats perform a duty of 282 miles, and the Ful- ton Street boats perform a duty of 197-6 miles. The Tabular Statements shows also the area provided by each of the three ferries in New York, at Fulton, Cortlandt and Barclay Streets for space allotted to passengers as well as other facts, we here state of the most important. Total area for Ferry purposes: Fulton Street Ferry------------------------------- 12,080 feet Cortlandt Street Ferry--------- ween nee nen ee ------ 18,000 « Barclay Street Ferry------------------------------- 12,400 « Area for wagons: Fulton Street Ferry-------------------------------- 2,240 feet Cortlandt Street Ferry------------------------------ 4,200 « Barclay Street Ferry----------------------------- - 5,670 « Area in waiting rooms: Fulton Street Ferry, ladies------------------ 125 feet ‘ so gents-------------~-+--------- 725 1,450 feet. Cortlandt Street Ferry, ladies---------------- 1,470 feet. ‘6 ot “ gents---------+-+------ none : 1,470 feet. Barclay Street Ferry, ladies------------------ 1,476 feet. bb & é gents------ A lle I ie ea a pa 976 « 2,452 feet. 1044 REPORT OF COMMITTEE ON FERRIES. Thus it appears that the Barclay Street Ferry, although it has much fewer passengers and traffic to accommodate, yet has more room pro- vided for them than either of the other ferries. Average area for wagons on board the ferry boats, is as follows : Fulton street boats-----------ccrr rrr 3,276 feet. Cortlandt street boats------------ rrr rrr rrr 4,620 * Barclay street boats--------------- 500 rrr 9 4. Uke Average area on the boats for saloons for ladies and gentlemen is: On ulton Et erry; tordadits +4 -hr e+e ch-'ce 1,312 feet. ws « for gentlemen--------------- 1,260 © 2,572 feet. Cortlandt street, for ladies-- - - - - wee cence ereeee 1,822 feet. ws « for gentlemen- --------------- 1, 260° 3,548 feet. Barclay street, Jor ladigs- ~~ «=== ~~ = "oo a> o oes 2,060 feet. cs « for gentlemen ----------------- PARES ym: 3,072 feet. The statement also shows that while the Fulton Ferry boats alto- gether run, during the twenty-four hours of each day, a course of 197 6-10 miles, the Cortlandt street boats run 2022 miles, and the Barclay strect boats 282 miles. This table was prepared from measurement made by one of our most accurate civil engineers, and we have the fullest confidence that they are correct. Some very injurious and severe comments have been made on the appearance of the waiting rooms at Barclay street. The rooms were newly arranged and painted in 1866. ‘There are many mischievous and some malicious persons among all travelers, who take pleasure in mutilating or soiling public conveyances and appurtenances. Our rooms have suffered very much from such persons. We keep con- stantly in attendance at these rooms one woman, day and night, whose duty it is to keep the place in order, and have now provided for a policeman in daily attendance. We have not explicitly stated a fact, which is not generally known, that the hulls of some of our ferry boats are longer and broader than those on our sister fer- ries, but such is the fact, and one of the tabular statements annexed hereto shows that the average space on deck (including the cabins) 18 about the same as that on the Jersey City boats. We have said little as to the ferriage tolls, but this is a very Im- portant consideration, when you take into consideration that we carry a passenger 8,400 feet (nearly a mile and five-eights) for three cents, while the Fulton Ferry charge two cents for 2,500 feet, or only 28 per cent. of the distance; and that our boats travel 282 miles per day, while their boats travel only 197 6-10 miles, we think you will justify us in our claim that our ferry is the cheapest—in proportion to its facilities—in the world. We repeat, that we do not say this with REPORT OF COMMITTEE ON FERRIES. 1045 any ill feeling towards our neighbors, for we think that these ferries are unrivalled in the world—except only by ourselves. It will be observed, probably, that most of the persons who have complained against the Hoboken Ferry have been citizens of Orange and travelers on the Morris and Hssex Railroad. Now, it is but jus- tice to ourselves to say that the Morris and Essex Railroad Company have the right by contract to establish a ferry, for the transportation of its passengers and goods whenever it chooses to exercise the right, and that the Morris and Essex passengers have now the choice of two ferries from Hoboken. It is true that the President and chief pro- prietor of the Hoboken Land and Improvement Company is a large stockholder and director in the Railroad Company; but he is in the minority of the Board, and has very little influence in its action. And it is not long since when an application was made to him, on behalf of the Railroad Company, to purchase the Hoboken ferry rights, and that he offered to sell to them the whole property at its fair value, a provided they would give proper guarantees that the ferry should al- ways be kept up on ascale commensurate to, and with facilities proper to, the future population of Hoboken, as has heretofore been done. While the Hoboken Ferry has been sustained, as we have stated, chiefly for the benefit and advantage of Hoboken, yet it is also true that all the real estate owners and inhabitants in the vicinity have equally benefited by great enhancement in the value of their prop- erty, and by the convenience afforded to them in passing back and forth to their homes. We have thus far confined our vindication to the Barclay Street Ferry. Some years ago we had three distinct ferries to New York. We continued the Canal Street Ferry, although it was always run at a loss, until we were ousted by the authorities of the State of New York, who, by an act of the Legislature authorized a pier to be con- structed so as to close our slip. We are now running a Ferry, from 5 A. M. to 9:30 P. M. to Chris- topher street, a distance of 4,800 feet, with boats and accommodations which, we think, will compare favorably with any other ferry, con- sidering the amount of travel over it. And we insist that the sworn certificates and testimony which we furnish to you, as to the condition and safety of these boats, are worthy of belief, rather than the crude and baseless assertions of persons who certainly know very little about that of which they have talked so loudly. It is proper that we should allude to one other complaint. Much fe been said about the delays and interruptions which occurred ee /varing the present winter, caused by the ice. A fair and just man would naturally be expected to make some allowance for the unpre- cedented winter that we have had; during about six weeks there was scarcely a day but that ice was made, while the sun wasshining. Im- mense fields of ice floated in the river, sometimes extending in one connected body the entire distance across. The largest and most compact bodies of ice always were met with when the tide was run - 1046 REPORT OF COMMITTEE ON FERRIES. ning down, for after they had passed down many of them did not return, and those which did come back had already been encountered and broken up by the numerous ferry and harbor boats plying about. As the Hoboken ferries are farther up the river than the other fer- ries, except the Forty-second street ferry, which does not ply as fre- quently as our ferries do. Our boats meet with the greatest obsta- cles, and had to traverse these immense fields of ice before they had been opposed by any other steamers. Of course these obstructions worked much more adversely to our boats than to other ferry boats, and at such times the great length of the route multiplied the difficul- ties. So far from our boats showing any less efficiency than their neighbors, we believe that there are no ferry boats in the harbor that would have done their work as well. At such times the sharpness of their models and the great power of their engines enabled them to cut through floating fields ot ice with unrivaled success. State of New Jersey, Hudson county, ss :—Be it remembered, that on the first day of March, A. D. 1867, before me, William H. Havens, a Commissioner of Deeds, came Edwin A. Stevens, to me personally known, on his oath saith, that he is President of the Hoboken Land and Improvement Company, that the foregoing paper by him signed is true as to the facts stated as within his knowledge, and that the whole thereof is true to the best of his knowledge and belief. EK. A. STEVENS. Sworn to this Ist day of March, 1867, before me. W. H. HAveEns, Commissioner of Deeds. It has been suggested that in addition to the statement dated Ist March, which has already been presented to your Committee in rela- tion to the Hoboken ferries, we should mention one or two facts. First—That (as already stated in the paper referred to) the prin- cipal complainants are travelers on the Morris and Essex Railroad, and their principal complaint is, that the boats are over crowded. On this subject we desire to call your attention again to the fact, that the deck size of our boats is about the same as that of the Jersey City boats, and much larger than the Brooklyn boats, and when our new boat is put on the ferry the average will be larger. The large ains on ther Morris and Essex railroad frequently discharge as many as four hundred and sometimes one thousand passengers. They arrive at a time of the day (from 7:30 to 9:30 A. M.) at which the great bulk of the Hoboken passengers are crossing; and frequently when trains are accidentally delayed on the railroad, two trains or more arrive, so that passensengers from both, cross in the same boat. We submit that it is utterly impracticable to keep and run boats on this or any other ferry, that could hold this vast accumulation of passen- gers without being crowded. REPORT OF COMMITTEE ON FERRIES. 1047 As to the bridges, we have thought that the more satisfactory way would be to make exact drawings of one, of them,’which we send herewith. We think you will be satisfied that they are not only per- fectly safe, but that they have been constructed without regard to cost, and with the greatest degree of skill and judgment. ‘he plan originated with, and was adoped as the very best, by the late Mr. R. L. Stevens, who had many years experience with bridges supported by floats; and after a very long trial, we are satisfied they are a very great improvement over the float bridges. But perhaps the best evi- dence that can be given of the safety of our boats and bridges, is the fact, that we have searched dilligently in our books, and have ex- amined the old employees of the ferry, and I have endeavored to recall my own recollection of all events connected with the ferry, and I can assert most positively that there has never been a single passenger or employee on the ferry, that has lost his life or sustained any material injury from any sinking of a boat, or fire, or explosion, or falling of any of the bridges, nor from any cause whatever arising from any in- sufficiency of any boats or bridges, nor from any accident or care- lessness on the part of any of the employees; and we submit that this fact, extending as it does over a term of nearly forty years under the management of the same persons—twenty-eight of which have been under the ownership of the Hoboken Land and Improvement Company—and during which time millions upon millions of persons have crossed the ferry in safety, is proof positive of the strength, safety, and efficiency of the boats and bridges of this Company. BE. A. STEVENS, President. To the employees of the Hoboken Ferries : It IS ORDERED, That in case of an alarm of Fire whilst on the pass- age, you will immediately stop the Boat, unless it is blowing very vio- lently ; when (if possible) you will go slowly in the direction of the wind. The Engineer will remain at his post, the Fireman will couple the fire hose to the pump, and then proceed to start the donkey en- gine; the oldest Deck Hand will stretch the fire hose in the direction of the fire; the Pilot will see that these orders are promptly carried out and take general charge and direction. — If the Fire occurs whilst you are in or entering the slip, you will make your Boat fast to the bridge, and then proceed to put out the fire. 1048 REPORT OF COMMITTEE ON FERRIES. The Engineer, as well as the Superintendent of Machinery, will be held responsible thatthe Donkey Engine and Pump are always ready for immediate work. The Pilot, as well as the Superintendent of the Ferry, will be held responsible that the fire hose is always ready for immediate use, and that the necessary number of fire axes and pike poles are on board of each boat. ; W. W. SHIPPEN, Agent. Estimate of the Receipts and Expenses of the Hoboken Ferries, from January 1st, 1867, to January 1st, 1868. EXPENSES. Current, same as 1866------------------cccerrcce $241,711 00 New boat now building------------+-------------- 75,000 00 Four new slips and bridges at Hoboken, at $10,000 each, 40,000 00: Approach to new bridges, and streets in front of them, on piles, say 80,000 square feet of pile work at 80 centS ----<---- een ner nner eee woe eeeeeee- 64,000 00 New ferry houses at Hoboken, and pile foundations for the same ------------ eon ene rt reer ree 10,000 00: New bridge and slip at Barclay street, in addition to the present arrangement- --------------7---rccrer to 15,000 00 New bridge and repairs at Christopher street--------- 7,500 00: $453,211 00 Receipts on the ferry same as 1866-------------+---- 343,784 87 Amount of expenses over receipts for 1867----------- $109,426 13 State of New Jersey, Hudson county, ss:—Be it remembered, that on the first day of March, A. D. 1867, before me, a Commissioner of Deeds, personally came Edwin A. Stevens, to me known to be the President of the Hoboken Land and Improvement Company, who, being duly sworn, on his oath saith, that the said Company have adopted a plan for the rebuilding of all their slips and ferry houses at Hoboken, and the building of new bridges, both at Barclay and Christopher street, in the city of New York, and that these plans are to be carried out during the year 1867, and that the within is a fair estimate of the cost thereof, to the best of his knowledge and belief. KE. A. STEVENS. Sworn to this Ist day of March, 1867. W. H. Havens, Commissionnr of Deeds. REPORT OF COMMITTEE ON FERRIES. 1049 Length, breadth and area, in feet, of several Bridges, in New York City. j oo d “4 ota lef) é he 8. che = 3° x fo) a) +3 = iS) 7 o = = 3 oN wh | Pood. ss ed. 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