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1~~~~~~~~~~~~~1K NEW YORK / NEW JERSEY HARBOR ESTUARY WATER USE MANAGEMENT STUDY PREPARED BY THE NEW YORK CITY DEPARTMENT OF CITY PLANNING WATERFRONT AND OPEN SPACE DIVISION & THE NEW JERSEY DEPARTMENT OF ENVIRONMENTAL PROTECTION DIVISION OF COASTAL RESOURCES FEBRUARY, 1991 TD ; 224 .N7 N48 _ 1991 NEW YORK / NEW JERSEY HARBOR ESTUARY WATER USE MANAGEMENT STUDY NEW YORK / NEW JERSEY HARBOR ESTUARY WATER USE MANAGEMENT STUDY A STUDY TO: ASSESS THE CURRENT LEVEL OF ACTIVITY ON THE WATERWAYS OF THE NEW YORK/NEW JERSEY HARBOR ESTUARY PREPARED BY * PROJECT FUTURE LEVELS AND PATTERNS OF E NEW YORK ClY ACTIVITY WITHIN THE ESTUARY DEPARTMENT OF CITlY PLANNING * IDENTIFY WAYS OF REDUCING THE POTENTIAL WATERFRONT AND FOR CONFLICT AMONG THE VARIOUS VESSEL DIVISION TYPES USING THE WATERWAYS OF THE ESTUARY & THE NEW JERSEY DEPARTMENT OF ENVIRONMENTAL PROTECTION DIVISION OF PREPARED BY COASTAL RESOURCES THE NEW YORK CITY DEPARTMENT OF CITY PLANNING WATERFRONT AND OPEN SPACE DIVISION & THE NEW JERSEY DEPARTMENT OF ENVIRONMENTALPROTECTION U.. DEFARTiENt OF COMMERCE NOAA DIVISION OF COASTAL RESOURCES C 1 AL SERVI(E- CENTER L-234 SCOUTH HOESON AVENUE FEBRUARY, 1991 T 45241 FEBRUARY, 1991 Prcopc':ty/ of r:CO L~]:;ry-~ THIS STUDY WAS FUNDED BY THE :.- ' ....... UNITED STATES DEPARTMENT OF COMMERCE, .- ' -: NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION .g ~ ~ g GRANT NUMBER: NA 89AA-D-C2137 m FOR NEIL BAUMLER, WHO TAUGHT US SO MUCH, AND WHOSE LOVE OF THE HARBOR AND APPRECIATION OF THE PEOPLE WHO IARE PART OF IT, INSPIRED THIS REPORT. 0 Table of Contents PAGE Chapter 1 Introduction 1.1 Chapter 2 Jurisdiction and Regulations 2.1 Chapter 3 Maritime and Industrial Activities Introduction 3.1 History 3.4 Present Conditions 3.11 Future Conditions 3.34 Chapter 4 Ferries Introduction 4.1 History 4.1 Present Conditions 4.3 Future Conditions 4.11 Chapter 5 Commercial Boating Introduction 5.1 History 5.2 Present Conditions 5.10 Future Conditions 5.27 Chapter 6 Recreational Boating Introduction 6.1 History 6.2 Present Conditions 6.9 Future Conditions 6.46 Chapter 7 Conflicts and Recommendations Conflicts 7.1 Recommendations 7.47 LIST OF FIGURES FIGURE NAME PAGE 1.1 STUDY AREA 1.5 3.1 PORT CARGO OPERATIONS: EXISTING 3.12 3.2 PORT CARGO ROUTES: EXISTING 3.13 3.3 CONCENTRATIONS OF MARITIME SUPPORT SERVICES: EXISTING 3.20 3.4 MARITIME SUPPORT SERVICES: EXISTING ROUTES 3.21 3.5 CONCENTRATIONS OF WATER DEPENDENT USES: EXISTING 3.24 3.6 WATER DEPENDENT USES: EXISTING ROUTES 3.25 3.7 PORT CARGO OPERATIONS: FUTURE 3.36 3.8 PORT CARGO ROUTES: FUTURE 3.37 3.9 CONCENTRATIONS OF MARITIME SUPPORT SERVICES: FUTURE 3.40 3.10 MARITIME SUPPORT SERVICES: FUTURE ROUTES 3.41 3.11 CONCENTRATIONS OF WATER DEPENDENT USES: FUTURE 3.44 3.12 WATER DEPENDENT USES: FUTURE ROUTES 3.45 4.1 COMMUTER FERRY DOCKING SITES: EXISTING 4.8 4.2 COMMUTER FERRY ROUTES: EXISTING 4.9 4.3 AVERAGE WEEK DAY PASSENGER TRIPS 4.12 4.4 POTENTIAL FERRY ROUTES CONNECTING NORTH/SOUTH POINTS 4.15 4.5 HOVERCRAFT ILLUSTRATION 4.22 4.6 POTENTIAL/FUTURE FERRY DOCKING LOCATIONS 4.27 4.7 POTENTIAL/FUTURE FERRY ROUTES 4.28 4.8 EXISTING AND FUTURE FERRY DOCKING LOCATIONS 4.29 5.1 COMMERCIAL BOATING DOCKING LOCATIONS: EXISTING 5.11 5.2 COMMERCIAL BOATING ROUTES/DESTINATIONS: EXISTING 5.12 5.3 COMMERCIAL BOATING DOCKING LOCATIONS: FUTURE 5.35 5.4 COMMERCIAL BOATING ROUTES. DESTINATIONS: FUTURE 5.36 5.5 PARK WATER LINKAGES: PROPOSED 5.39 6.1 CONCENTRATIONS OF MARINAS AND YACHT CLUBS: EXISTING 6.22 6.2 CONCENTRATIONS OF MOTORBOATING & SAILING: EXISTING 6.23 6.3 BOAT TRAILER RAMPS/BOAT HOUSES/ HAND BOAT LAUNCHES: EXISTING 6.24 6.4 CANOE/KAYAK/ROWING SHELL ROUTES: EXISTING 6.25 6.5 CONCENTRATIONS OF MARINAS AND YACHT CLUBS: FUTURE 6.54 6.6 CONCENTRATIONS OF MOTORBOATING & SAILING: FUTURE 6.55 6.7 BOAT TRAILER RAMPS/BOAT HOUSES/ HAND BOAT LAUNCHES: FUTURE 6.56 6.8 CANOE/KAYAK/ROWING SHELL ROUTES: FUTURE 6.57 7.1 MARITIME, FERRY AND COMMERCIAL ACCIDENTS 7.5A 7.2 RECREATIONAL BOATING ACCIDENTS 7.5B 7.3 AREAS OF CONFLICT: EXISTING LONG ISLAND SOUND & THE UPPER EAST RIVER 7.10 7.4 AREAS OF CONFLICT: FUTURE LONG ISLAND SOUND & THE UPPER EAST RIVER 7.11 7.5 AREAS OF CONFLICT: EXISTING HUDSON, HARLEM & LOWER EAST RIVERS &HELL GATE 7.14 7.6 AREAS OF CONFLICT: FUTURE HUDSON, HARLEM & LOWER EAST RIVERS & HELL GATE. 7.15 7.7 AREAS OF CONFLICT: EXISTING THE UPPER BAY 7.24 7.8 AREAS OF CONFLICT: FUTURE THE UPPER BAY 7.25 7.9 AREAS OF CONFLICT: EXISTING THE ARTHUR KILL & KILL VAN KULL 7.30 7.10 AREAS OF CONFLICT: FUTURE THE ARTHUR KILL & KILL VAN KULL 7.31 7.11 AREAS OF CONFLICT: EXISTING NEWARK BAY HACKENSACK & PASSAIC RIVERS 7.32 7.12 AREAS OF CONFLICT: FUTURE NEWARK BAY HACKENSACK & PASSAIC RIVERS 7.33 7.13 AREAS OF CONFLICT: EXISTING THE LOWER BAY, RARITAN BAY & SANDY HOOK BAY 7.40 7.14 AREAS OF CONFLICT: FUTURE THE LOWER BAY RARITAN AND SANDY HOOK BAYS 7.41 7.15 AREAS OF CONFLICT: EXISTING JAMAICA BAY 7.44 7.16 AREAS OF CONFLICT: FUTURE JAMAICA BAY 7.45 APPENDIX PAGE Appendix 1.1 Waterbody Characteristics Al.l Appendix 2.1 Recreational Boating Regulations A2.1 Appendix 2.2 Compact of 1834 A2.18 Appendix 3.1 Maritime Vessel Type and Size A3.1 Appendix 5.1 Table 1: Commercial Cruise Ships A5.1 Table 2: Excursion, Sightseeing and Similar Vessels A5.2 Table 3: Commercial Sport Fishing A5.9 Appendix 5.2 Commercial Boating Vessel Size A5.15 Appendix 6.1 Recreational Boating Registrations A6.1 Appendix 6.2 Bull and Engine Design/Boat Types A6.3 Appendix 6.3 Recreational Boating Facilities A6.14 Appendix 6.4 Recreational Facilities Listing A6.17 Appendix 6.5 Future Proposals for Ferry, A6.19 Commercial and Recreational Boating Facilities CHAPTER I - INTRODUCTION Over 150 square miles of water bordering some 750 linear miles of shoreline lie within New York-New Jersey Harbor. The Port of New York and New Jersey is one of the largest and most active in the world. Boasting a natural deepwater harbor, the region has been a center of national and international commerce since the Dutch first established a trading post at the mouth of the Hudson in 1616. Today, the 17-county area of the Port of New York and New Jersey is home to 15 million people who live and work in the region, with almost 200,000 directly employed in the maritime industry. Millions more rely on the Port for the daily movement of goods, food and fuel. The infrastructure of the Port includes container terminals, break-bulk piers, shipyards, rail lines, tug boats, barges and docking facilities, all working daily to generate $18 billion this year in economic activity. The waterfront area encompassing the Port of New York and New Jersey accommodates a wide variety of other uses as well. in addition to port activities on the waterfront, there are manufacturing and industrial firms, commercial and recreational marinas, parks and open space, housing, restaurants and a number of municipal facilities such as solid waste transfer stations and sewage treatment plants. They have collectively created water uses 1.1 which are sometimes compatible and sometimes conflict. Resolving conflicts between competing land uses is the traditional role of zoning. New York City and municipalities along the New Jersey shoreline have adopted detailed zoning ordinances to define appropriate uses at assigned locations. However, many of these uses include not only upland activity, but are active users of the waterways as well. Certain uses require a waterfront location for their operation, such as water dependent industrial uses, sewage treatment plants or marinas, while others are attracted by views or types of activity on the waterways in the New York-New Jersey Harbor area. Traditional zoning methods are inadequate for dealing with the varied uses of the waterways or to plan effectively for their continued growth. Both states have established successful state or local Coastal Zone Management Programs. The New York City Waterfront Revitalization Program, which is administered by the Department of City Planning, a component of the New York State Coastal Management Program administered by the New York Department of State and the New Jersey State program administered by the New Jersey Department of Environmental Protection. Both entities have completed major studies related to public access, economic development and natural resource protection. In order to assess the current l evel of activity on 1.2 the waterways of New York-New Jersey Harbor, predict and project future levels of activity, and plan to avoid potential conflicts among the variety of diverse uses of the waterways, the New York City Department of City Planning and the New Jersey Department of Environmental Protection have undertaken this study. This report constitutes a cooperative planning effort between the two Coastal Zone Management Programs to solve shared problems related to waterway use in the Estuary. Funding for this study comes from the Office of Ocean and Coastal Management, National Oceanic and Atmospheric Administration (NOAA) of the United States Department of Commerce. Section 309 of the Federal Coastal Zone Management Act provides funding for contiguous coastal states to work cooperatively to address common issues and implement unified coastal zone policies in adjoining areas. The Study The Harbor is divided into the Lower Bay (Outer Area Harbor) and Upper Bay (Inner Harbor) at the Narrows which is spanned by the Verrazano Narrows Bridge.1I The Lower Bay is the part of New York Harbor, approximately 9 miles measured from the Narrows into the Atlantic Ocean, that extends from Sandy Hook westward to the Raritan River, northward to the Narrows and eastward through Jamaica Bay. Ambrose Channel in the Lower Bay, provides the principal entrance to New York Harbor, extending from the sea for a distance of 10.2 miles to a point south of the Narrows where it meets Anchorage Channel into the Upper Bay. 1.3 The Upper Bay consists of the waters north of the Verrazano Bridge and south of the Battery. To the north of the Upper Bay lies the Hudson, Harlem and East Rivers, and Long Island Sound and tributary waters. To the east, the tributary waterways include Gowanus, Flushing Bay and Creek, and the Bronx and Hutchinson Rivers; and to the west, tributaries include the Kill Van Kull, Arthur Kill, Newark Bay, and the Passaic and Hackensack Rivers. 2 Due to the length and changing characteristics of the East River, it has been divided into three segments; the Upper East River, Hells Gate and the Lower East River.(See Figure 1.1, Appendix 1.1 for further detail on Waterbody Characteristics3) STUDY NEED As redevelopment in both states creates new or revitalized waterfront uses, water uses on the shared estuary are increasing rapidly both in type and quantity. This increase is taking the following forms: * Port activity is predicted to remain steady or increase in the New York Harbor area. * Maritime support services will remain steady or increase to match the change in port activity. * Commuter ferries, for many years limited to the Staten Island Ferry (and with restricted access, the Governor's Island Ferry), have multiplied in the last few years to 11 different routes and are projected to continue to expand. 1.4 ........................................... . ................ . . ............... . . ...... .. . . . . . .. . ...... . ............... ... ......... . .......... ... ............ ......... C hristian .... ........ ....... .......... ........................................... ............... LONG ISLAND ........... ..... ............. SOUND ............ .. . .. .................. .. ........... ................ ................. .. ............... . . .......... ..... ................ ................. ............... ...................... ........... ... . .. . . . . . . . . . . ... . . .. . ............... .. .. .... . . . . . ...................... ............................. ................................ . ....... ...... .. . . ........... .. .... .. . . .............%....... .. . . .............. ................ .............................. ........ .......... ........ ..... ....... ... ................... ....... ...................... ..... ......... ........... ..... ...... ...... .......... . ............ . . . . . . . . . .. .... .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . ...... ....... ........ .... ......... .... . ... ... . ........... Ao: island: ................... ...................... UPPER ............... ................. ...... -.0 .. . . .......... BAY ............. ........... ............... .......... .......... .... ....................... ........................... ...... U: " I ON: .. . .......... ................ .. ........ ... . ..... ....... .... .............. ... ........ ............. NASSAI ........... .... i i............. .. .......... ....... ........... ...... .......... ........... ... ....... ............ ...... ......... .... ST ......... ..... ..... .. .. ...... .. . . ............. .......... ....... LOWERBA KAWAYS RARITAN BAY DY HOOK AY ........ . ...... ......... . . ........ . . .. .... NEW YORK NEW JERSEY CHAPTER I FIGURE 1.1 HARBOR ESTUARY WATER USE MANAGEMENT NEW YORKINEW JERSEY STUDY HARBOR ESTUARY STUDY AREA NYC DEPT. OF CITY PLANNING NJ DEPT. OF ENVIRONMENTAL PROTECTION * Commercial boating activity, which includesS vacation cruises, excursion, sightseeing and similar activities and commercial sport fishing, has experienced a dramatic increase especially relating to chartered vessels over the last decade, a trend which is expected to continue. * Cultural/educational water related activiti es including Harbor Park, consisting of five waterfront parks in New York City as well as other parks proposed to be connected by water links, will increase activity in the harbor. * Recreational boating, until recently absent or limited in the Estuary, is reestablishing itself, with new slips, moorings, and other facilities being built within the study area and many more proposed as part of new developments. * Marina support services, while still limited, are expected to increase to meet demand as the number of slips increase. Bi-state harbor activity, therefore, has increased dramatically within the last few years as a result of market forces, a strong regional economy, special events such as the Mayor's Cup, and active promotion by the two state's Coastal Management Programs. All recent planning and transportation studies in each state predict and encourage additional water dependent uses. 1.60 This increase in activity has led and will increasingly lead to water use conflicts between widely varying types of uses such as sailboats, freighters, speed boats and ferries. Conflicts among these uses can take a number of forms such as wake action, route crossings, speed differentials, maneuverability problems and harbor drift issues. There is a clear need for a comprehensive approach to the management of water uses in the New York/New Jersey Harbor to minimize these conflicts. Goals and The goal of this study, therefore, is to formulate Objectives recommendations to minimize water use conflicts without discouraging harbor activity. The objective of this project is to understand the nature and feasibility of present and potential future water uses in the Estuary, predict and encourage their growth in the future, determine the areas and types of current and future water use conflict, and determine an implementation strategy to minimize and control that conflict. PROJECT DESCRI PTION The New York-New Jersey Harbor Estuary Water Use Management Study looks at present and potential future water use trends for four separate water uses - maritime and industrial, ferry, commercial and recreational boating. These uses have the largest potential for causing congestion or conflict in the Estuary. Using projections of future routes and frequencies, potential conflicts have been identified and recommendations devised to 1.7 minimize, regulate or eliminate those conflicts. New or expanded water uses may then be encouraged at appropriate locations. 1) Port and Maritime Trends. An important component of water uses on the harbor include port and municipal services activity and the maritime support services industry such as tugboats and towboats. To the extent possible, this task estimated locations, routes and frequency of port activity. The sub-tasks included: * Estimation of existing Port and Maritime Use. * Based on the bi-state Maritime Support Services Study, the Harris Report, existing literature and discussions with private terminal operators and appropriate agencies including the Port Authority of New York and New Jersey, an analysis of present and potential port industry activity was conducted including cargo and navy shipping, maritime support services, municipal services including sludge hauling, marine transfer, etc.,, enforcement activities, and Coast Guard activity. * Determination of Future Maritime Routes and Estimation of Frequency of Port Activity. Maritime routes are primarily determined by the location of marine terminals. As no new terminals are proposed, the maritime routes are expected to remain the same. Maritime and maritime support vessel movements function at a generally constant volume throughout the 1.8 year. Most vessel types are active daily, unaffected by weather. The intra-port movements of deep draft vessels are subject to tides. Each type of water dependent use has a vessel movement frequency based on their specific needs. Sludge and solid waste barge movements occur on a regularly scheduled basis. With the cessation of ocean dumping and the closing of landfills the routes of these barges will change. Industrial users set deliveries at certain intervals, e.g. monthly deliveries. The possible introduction of high-speed, time sensitive freight services, linking the airports to the regional core are the only new routes envisioned. * Recommendations. Based on the above analyses, regulatory or other mechanisms for port industry activity are suggested. 2) Waterborne Transportation Trends. While fixed route ferries and other large scale waterborne passenger transportation have shown rapid growth over the last few years, recent studies have identified landing sites or markets for future landing sites. This task sought to determine, to the maximum extent practical, given the dynamic nature of the industry, probable future routes, scheduling frequency and interstate mechanisms for regulation. The sub-tasks included: * Estimation of Existing Waterborne Transportation Frequency. Not surprisingly, * ~~~~~~there is a concentration of intense activity 1.9 around rush hours. The major connections to Staten Island and New Jersey may grow; the others have yet to broaden their ridership. Determination of Future Waterborne Transportation Routes. This sub-task determined present and projected waterborne transportation routes based on discussions with the Port Authority of New York and New Jersey, the New Jersey Department of Transportation, the New York City Department of Transportation and other appropriate agencies and a review of existing literature related to marketing, landside access and possible mass transit connections and alternatives. Analysis of Probable Waterborne Designs. Different boat types such as hydrofoil, crew boat, catamaran, hovercraft, etc. and sizes of boats can have different water use impacts in terms of wake, speed etc. To determine the areas of potential water use conflicts, an analysis was completed of future waterborne passenger transportation designs most likely to be used in the harbor. Implementation Strategy. Based on the above, this sub-task determined the types of interstate regulation and/or coordination necessary to address the needs or conflicts of this growing industry, and recommend ways to implement those regulations. 1.10 0 * ~~~~~Water Taxi Feasibility. Waterborne transportation has been increasing over the last few years in the Hudson River Estuary but this renewed interest has tended to focus on ferry services. In many cases, however, such larger scale services have been shown to be financially difficult to operate. Water taxi services require a much lower capital investment, smaller vessels and fewer employees than large scale ferries, while providing greater flexibility to more locations with minimal terminal facilities. When researching water taxi location and use, little comparable experience in American urban areas could be found. However, water taxi service does exist in resort areas such as 0 ~~~~~~Cape Cod and Fire Island. There are currently no applications or moves toward water taxis in the bi-state port. Furthermore, there is no concrete understanding of how this mode of transportation would function. At best, speculation would focus operations on the metropolitan business core, i.e. around Manhattan's central business district. Those caveats aside, a brief discussion of water taxis has been incorporated in Chapter 4 on ferries as they are subject to similar issues. It is not anticipated that water taxi service will be active in the Harbor in the near future. 3) Commercial Boating Trends. The commercial boating industry which includes vacation cruises, sightseeing, excursion and similar activities, commercial sport fishing and cultural/educational waterborne activities represents a growing segment of activity in the harbor. The study assesses the last decade of growth in the industry, estimates future trends including docking location and the destination and overall industry growth. * Estimate of Existing Commercial Boating Use. A number of studies were consulted concerning trends in the industry as well as regional trends. In addition, a survey mailed to vessel operators in the New York/New Jersey area and telephone interviews with representative * vessel operators were conducted. * Determination of future docking sites, routes/destinations and amount of activity. Based on data gathered, maps were prepared to assess the most likely areas of growth and vessel concentration. These often coincide with proposed waterfront development along the Hudson River where docking sites for excursion vessels are frequently included in development proposals. When coupled with industry trends, growth was projected to be most notable in the Hudson River and Upper Bay. * Assessment of Waterborne Transportation Links Connecting Waterfront Parks. Building on the success of the New York State Urban Cultural Parks' Harbor Park, this task expanded the concept of linking waterfront parks in the entire estuary by water. While Harbor Park has as its theme, immigration and maritime trade, 1.12 this task recognized that other recreational areas can be connected as well, and highlights probable routes. Existing literature and discussions with appropriate agencies found that the New York City Department of Parks and Recreation had identified ten routes linking New York City Parks, a concept that could easily be expanded to include waterfront parks in New Jersey as well. Implementation would likely be a function of the Department of Parks and Recreation's Waterfront Management Plan. * Recommendations. Based on the above analyses, mechanisms for reducing conflict between commercial vessels as well as other vessel types were recommended. These include operator safety measures as well as facilities siting recommendations. 4) Recreational Boating Trends. Recreational boating has shown enormous growth in the past decade. A wide range of recreational activity including motorboating, fishing, sailing, rowing, canoeing and kayaking takes place in the harbor. There are proposals for over 12,000 new slips as well as other new boating facilities. This task sought to determine current locations, amount and characteristics of recreational boating activity. To the extent feasible future demand and locations were projected. Existing problems and conflicts were analyzed and projections were * ~~~~~~made on where they are most likely to occur in 1.13 the future. The subtasks included: * Existing Recreational Boating Facilities Survey. Building on current studies, surveying land use and industry sources, this task tallied boating facilities in the study area. * Recreational Boating Areas Survey. Based on the above and discussions with recreational boating representatives, areas, times and types of recreational boating activity in the Harbor were broadly determined. Analysis was made of problems and conflicts that occur in these areas. * Recreational Boating Future Trends Analysis. Based on existing analyses of regional demand for slip space and potential development sites, tempered by the recent economic downturn and real estate development slowdown, the aggregate future number of slips and other recreational facilities in the Estuary was estimated. Future areas of use and potential conflicts were analyzed. * Recommendations. Based on the above, areas most appropriate for new marina or other boating activities were recommended as well as other methods to reduce potential future conflicts. 5) Water Use Conflict Identification. Based on Tasks 1 through 4 above, this task analyzed a range of scenarios regarding the locations, 1.140 routes and scheduling of potential water users in the Estuary in order to identify existing or potential areas of conflict. Augmented by surveys and interviews of harbor ship captains, tug boat operators, harbor police, recreational boaters and others with extensive experience on the water, the significant problems were noted and possible solutions sought. Potential problems or issues examined included, dredging of shipping channels, anchorage areas or shoreside land use conflicts and waterway congestion. 6) Implementation Strategy. In consultation with the U.S. Coast Guard and other appropriate local, state or federal agencies, recommendations were made for alternatives and implementation mechanisms to minimize or regulate conflicts between identified water uses. CONFORMANCE WITH 309 GUIDELINES The New York-New Jersey Harbor Estuary Water Use Management Plan addresses an important interstate need and, would greatly improve the coordination and cooperation between New York and New Jersey. This proposal conforms with 309 guidelines in the following ways: * Builds on present Coastal Zone Management efforts; * Addresses an interstate problem and provides an interstate solution; * Implementation is a priority and a likelihood 1.15 because the agencies conducting the studies are empowered with permitting and land use authority; * Consistent with approved 309 programs; * Consistent with goals of New York-New Jersey Harbor Estuary Program; * State-federal consultation process. 1.16 Chapter 1 - Endnotes 1. U.S Army Corps of Engineers, "The Port of New York, NY & NJ (Washington D.C. 1988), pg. 1. 2. Ibid pg. 1-2. 3. Appendix 1.1: Waterbody Characteristics, describes the different types of characteristics of each of the waterbodies in the harbor. The chart is organized by waterbody with the main waterbodies in bold and associated tributaries and bays following. The chart includes currents, mainly tidal in the study area; mean tidal ranges; length, width and depth where applicable; anchorage areas and important environmental considerations. Under the headings, "obstructions" and "constraints/attributes," additional information on the waterway that may effect vessel use has been provided. The chart does not attempt to be all inclusive, but instead to highlight important features that may make a particular waterbody favorable or unfavorable to vessel activity. The effect that any one of these characteristics may have on a particular vessel is dependent on the type, size and activity of the vessel and therefore will be described under specific vessel categories in latter chapters where applicable. 1.17 CHAPTER 2: JURISDICTION AND REGULATIONS Rules Of The Vessel operators of all types are governed by a set Roads of principles, known as the "Rules of the Road", which regulate movement of all vessel types with regard to safety on the waterways. While these rules attempt to define, as specifically as possible, the appropriate action in a given situation, they do not establish geographically specific rules or regulations, such as speed limits or iso-access areas. The "Rules of the Road" - include the following principles: Lookout - Every vessel shall at all times maintain a proper lookout and attention to sounds, so as to make a full appraisal of the risk of collision. Safe Speed - Every vessel shall, at all times, proceed at a safe speed, to be determined by specific conditions or circumstances including visibility, traffic density, vessel maneuverability, background lights at night, wind, sea, current conditions, and navigational hazards. Collision - Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt, such risk shall be deemed to exist. Action To Avoid Collision - Any action taken to avoid collision shall, if the circumstances of the case allow, be positive, made in ample time and 2.1 with due regard to the observance of good seamanship. If necessary, to avoid collision or allow more time to assess the situation, a vessel shall slow down or 'take the way off' by stopping or reversing her means of propulsion. Narrow Channels - A vessel proceeding along the course of a narrow channel must keep to the right (starboard) and as close to the outer limit of the channel as is safe and practicable. Head on Situation - When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses which may involve risk of collision, each shall alter its course to starboard so that each shall pass on the port side of the other. Neither vessel has the right-of-way. Crossing Situation - When two power-driven vessels are crossing, so as to involve risk of collision, the vessel which has the other on her starboard side shall keep out of the way and shall, if circumstances allow, avoid crossing ahead of the other vessel. Although not officially stated in the rules of the road, an unofficial danger zone has been established. Overtaking - When one power vessel is overtaking another and is within a certain distance so as to risk collision, the overtaking vessel must yield to the slower vessel. Once a vessel has overtaking status, it remains an overtaking boat until clear of the other vessel. No subsequent alteration of the bearing between the two vessels will make the overtaking vessel a crossing vessel. Therefore, an 2.2 overtaking vessel an the starboard side does not have the right-of-way as in a crossing situation. Don't Impede Other Vessels - A power vessel or sailing vessel less than 20 meters (65.6 feet) must not impede the passage of any other vessel navigating within a narrow channel or fairway. This includes crossing so as not to impede the progress of a vessel that must stay within that channel. Vessel Hierarchy - Except for vessels otherwise specifically designated, such as vessels in narrow channels and those overtaking, vessels may be "ranked" for right-of-way as follows: (1) vessels not under command (such as with a disabled engine), (2) vessels restricted in ability to maneuver, (3) vessels engaged in fishing (does not include trolling lines or drift fishing or hand rods and lines), (4) sailing vessels, and (5) power-driven vessels. Each type of vessel in this list must yield right-of-way to vessels listed higher, and will be privileged with respect to those lower on the list. I (A chart specifically addressing regulations for recreational boating can be found in Appendix 2.1.) The waters of the New York-New Jersey Harbor are subject to four jurisdictions: Federal, State of New Jersey, State of New York, and City of New York. 2.3 FEDERAL JURISDICTION The Coast There are four Coast Guard stations in the New York- Guard New Jersey Harbor, the largest of which is on Governors island in the Upper Bay. Other stations are at Fort Totten on Long Island Sound in Queens, Rockaway Station in Jamaica Bay in southern Queens, and at Sandy Hook in Monmouth County, New Jersey. At the federal level, the Coast Guard, a part of the Department of Transportation, enforces all applicable federal laws pertaining to water and vessel safety. Federal jurisdiction within the study area includes all navigable waters within the Harbor, thus placing all navigable tributaries, rivers, bays, and streams under Coast Guard jurisdiction. Enforcement and regulation within the Port is done through the "Captain of the Port". The Coast Guard has, among other responsibilities, the power to: a) establish, operate, and maintain vessel traffic services and systems for ports, harbors and other waters subject to congested vessel traffic; b) control vessel traffic in areas which are determined to be especially hazardous, or under conditions of reduced visibility, adverse weather, vessel congestion, or other hazardous circumstances by: 1) specifying times of entry, movement or departure to, from, within or through ports, harbors, or other waters; 2.4 2) establishing vessel traffic routing schemes; 3) establishing vessel size and speed limitations and vessel operating conditions; and 4) restricting vessel operation in a hazardous area or under hazardous conditions to vessels which have particular operating characteristics and capabilities considered necessary for safe operation under the circumstances; C) dispatch rescue boats in response to vessel distress calls and lend assistance or perform * ~~~~~~rescues when vessel rescue is not possible; d) conduct a national boating safety program encompassing research and development of safer boating practices, enforcement of industrial and on-the-water safety standards and an educational program for the boating public; e) operate, maintain, and set standards for aids to navigation, including lighthouses, buoys, off-shore towers, and electronic aids; f) establish and enforce regulations dealing with marine environmental protection, including oil spill prevention and cleanup and the regulation of the transportation of hazardous cargoes; and 2.5 g) designate and regulate anchorage areas in the harbor. 2 Enforcement The Coast Guard is not responsible for the enforcement of any state or local laws pertaining to waterways whether or not they also have jurisdiction over those navigable waters. However, municipal harbor police units and state police are responsible for the enforcement of municipal, state, and those federal laws where authority has been delegated to them. As discussed in Appendix 2.1, most of the state and local regulations tend to mirror the federal regulations, so in effect the state and local enforcement officers are enforcing m~any of the same laws as the federal. Conversations with Coast Guard representatives in the New York-New Jersey region indicate a "chronic shortage" of personnel for the enforcement of federal regulations. The situation is particularly serious now due to recent personnel cuts resulting from federal budget deficits. Enforcement personnel have also been reassigned recently to address the high number of oil spills in the Harbor. Cleanup is a very labor-intensive activity. The number of enforcement personnel at the four Coast Guard stations in the harbor is approximately: 50 to 60 at Governors Island, 40 to 50 at Sandy Hook, 30 to 40 at Rockaway Station, 20 to 30 at Fort Totten. 3 Vessel In the past, the Coast Guard operated a Vessel Traffic Traffic Service (VTS) in the New York-New Jersey Service Harbor to monitor vessel movement via radar at a central command post. Due to federal budget cuts, the system was discontinued in 1988. Partly in 2.6 response to the oil spill of the Exxon Valdez in Alaska and a series of smaller spills in the New York-New Jersey Harbor in 1990, the U.S. Congress has appropriated monies for the reactivation of the Vessel Traffic Service (VTS) in the New York-New Jersey Harbor. Administered by the Coast Guard, VTS monitors all vessels over 300 gross tons or passenger ferries over 100 gross tons. Monitoring includes radio, radar and TV observation, checking upon vessel movement, reports on vessel traffic, anchorage, bridge, weather information and emergency situations. While the main impetus for the reactivation was the response to oil spills and the associated environmental risks, such a service will help to minimize conflicts between large vessels in the Harbor. The Coast Guard currently also operates traffic surveillance in the Houston-Galveston shipping channel, Puget Sound, San Francisco Bay, Louisiana's Berwick Bay, and in Prince William Sound in Alaska. The VTS will be reactivated in three stages, with surveillance first covering the Upper Bay, Newark Bay and the Kill Van Kull by January 1991. By the summer of 1991 the service will be extended to include a larger portion of Newark Bay and the Hudson and East Rivers will be included within the system by 1992. Approximately 35 people are employed under VTS. Special Events Special events attract all types of vessels, from maritime support craft, such as the "Tug Boat Beauty Contest" held last year in Jersey City, to 2.7 recreational and commercial vessels participating in the "Mayor's Cup." Special events affect the operation of all types of vessels by increasing activity in an already busy harbor. Last year, the New York/New Jersey Harbor played host to over 75 special events, ranging from windsurfing races in the Hudson River and Upper Bay to "Fleet Week," during which American military ships called on the port. Many of these activities call for heightened patrol and/or readiness on the part of the Coast Guard as well as Harbor Police and there is some increase in distress calls and breakdowns. However, no major increase in reported accidents has occurred during these special events. To stage a special event, the sponsor is required to submit an application to the U.S. Coast Guard at least 30 days prior to the event. The Coast Guard reviews the scope and location of the event and may modify or move it either for reasons of conflict or safety. The vast majority of events, with the exception of "Fleet Week" and the "14th of July" fireworks display, do not require closing major portions of the Harbor. The Coast Guard alerts the maritime community of the date, location and type of event enabling them to take necessary precautions. It is the responsibility, however, of the event participants to stay out of the way of regular commercial traffic. The vast majority of events occur in the warmer months from may to September. One of the most popular sites for many of these events is the area around the Battery/Statue of Liberty in the Upper Bay, because of its aesthetic quality and because its width at this point makes it optimal for racing. In recent 2.8 * ~~~~years there has been a marked increase in the number of special events, a trend which is expected to continue. Coast Guard The Coast Guard is assisted by the Coast Guard Auxiliary Auxiliary, a civilian volunteer organization which provides education and free boating safety examination to the public and assists the Coast Guard in search and rescue, but does not have enforcement powers. U.S. Army The Army Corps has many and varied responsibilities Corps of relating to coastal and harbor management, including Engineers regulation of any permanent or temporary structures below Mean High Water, regulation of dredging or filling of wetlands and navigable waters, and maintenance of the existing federal channel and anchorage areas. Most Corps regulatory authority originates from Section 10 and 11 of the Rivers and Harbors Act of 1899, Section 404 of the Clean Water Act, and Section 103 of the Marine Protection, Research and Sanctuaries Act of 1972. Under Section 10 of the Rivers and Harbor Act of 1899, the Corps regulates structures in, or affecting, navigable waters of the U.S. as well as excavation or deposition of materials (e.g. dredging or filling) in navigable waters. The shoreward limit of Corps jurisdiction in coastal waters "extends to the line on the shore reached by the plane of the mean (average) high water." Section 11 of the Rivers and Harbor Act authorized the Corps to establish harbor lines, channelward of Is ~~~~~which no piers, wharves, bulkheads, or other works 2.9 may be extended or deposits made without a permit. Prior to 1970, work shoreward of established harbor lines could be undertaken without a Corps permit. Currently, however, activities shoreward of established harbor lines are required to receive permits under Section 10 of the Rivers and Harbors Acts and Section 404 of the Clean Water Act (if applicable). Under Section 404 of the Federal Water Pollution Control Act Amendments (Clean Water Act of 1977), the Corps is responsible for evaluating applications for permits for any activities that involve the placement of dredged or fill materials into waters of the United States including adjacent wetlands. In tidal waters, the landward limits of Corps jurisdiction extends to the high tide line. "High tide line" is defined as "the line of intersection of the land with the water's surface at the maximum height reached by a rising tide." Under Section 103 of the Marine Protection, Research and Sanctuaries Act of 1972, the Corps regulates ocean transport and disposal of dredged mater ial1. Permits The Corps may issue two types of permits for structures and work subject to the Section 10 and 404 regulatory programs: individual permits and general permits. An individual permit is issued following evaluation of a specific proposal and involves public notice of the proposed activity, review of comments and, if necessary, a public hearing. In general, an 2.10 * ~~~~~individual permit must be received f rom the Corps for most activities that involve: * filling of wetlands and navigable waters; * placement of structures in navigable waters, including docks, piers, pilings, and bulkheads; and * dredging and disposal of dredged material including maintenance dredging and beach restoration. Where dredging is proposed, the applicant must include results of tests relating to heavy metals, hydrocarbons, petroleum and organic compounds that * ~~~~~may be found in the dredge material. A general permit is an authorization issued for categories of activities that are judged to be substantially similar in nature and to cause only minimal individual and cumulative adverse environmental impacts. General permits, which may be issued on either a state, regional, or nationwide basis, may be modified or revoked if the permitted activities are found to have an unacceptable adverse impact or it becomes otherwise evident that the activities are more appropriately regulated by individual permits. Issuance of state or regional general permits requires a Coastal Zone consistency determination. Nationwide permits are exempted. Existing authorized structures or f ill may be repaired, rehabilitated or replaced under a nationwide permit. However, if the structure or * ~~~~~fill has been put to any use different from uses 2.*11 specified in any permit authorizing original construction, an individual permit will be required. Examples of activities permitted (subject to various conditions and restrictions) under the nationwide permit include: aids to navigation authorized by the Coast Guard; non-commercial single-boat mooring buoys; temporary buoys and markers placed for recreational use such as water skiing and boat racing; lobster traps, duck blinds and other types of fish and wildlife harvesting devices and activities; outfall structures where a National Pollutant Discharge Elimination System program permit has been obtained; and repair, rehabilitation, or replacement of any previously authorized, currently serviceable, structure of fill. Harbor Drift Harbor drift is defined as anything floating freely in the harbor that threatens the safety of vessels traversing the harbor. It comes from several sources including the decay of wooden piers and derelict boats. Drift from decaying piers has become an increasing problem as the quality of the water has improved, allowing the survival of marine worm bores which eat away at the piers and accelerate their decay. Derelict boats are usually abandoned by their owners. Recently the Harbor Unit of the New York City Police has begun a program towing derelict boats to the Rockaway Coast Guard Station for pickup by the Army Corps of Engineers. Jamaica Bay appears to suffer from this problem more than other 2.12 areas in the harbor. Hundreds of boats clutter the shoreline or drift in the waters. During a full moon, with its accompanying high tides, abandoned boats are pulled into the water. Theories of why boats are abandoned include insurance fraud and avoidance of high winter storage costs. The U.S. Army Corps of Engineers is responsible for the removal of this debris, as well as its sources, through the Harbor Drift Program. There are two separate programs to accomplish this mission, one to pick up floating debris and a second, the U.S. Army Corp Demolition Program, to remove the sources of debris. For administrative purposes, the Army Corps has divided the harbor in sectors. The Corps had completed the section from The Battery to 90th Street on the East River by 1982; Stapleton, the east shore of Staten Island by 1985; and Manhattan Bridge to Gowanus Canal in Brooklyn by 1988. 4Work will soon begin on the New Jersey side of the Kill Van Kull. The Corps operates three specially designed vessels for the removal of floating debris. Their demolition program removes derelict piers, pilings and boats. The Corps does review and contracting for projects to remove decaying waterfront structures. The Corps estimates that 23.5 million cubic feet of timber from 2230 derelict vessels, 100 deteriorated piers, wharves, shore debris and other non- repairable structures will need to be removed. The 2.*13 demolition program intends to repair 160 piers, wharves and other shore structures in the future. Currently, the Corps has permission from the EPA to burn wood debris 18 nautical miles off Point Pleasant Beach, New Jersey. The resulting ash then goes to a landfill. The Corps of Engineers has experimented with alternative methods for disposal such as shipping wood to incinerators or converting it to mulch. These alternatives are three to five times more expensive than burning at sea. The deadline for ceasing open burning of debris at sea is December 31, 1993 in order to find an acceptable alternative. The EPA requires that a person accompany all barges to oversee the burning operation and to ensure that timbers are not allowed to fall overboard and become a hazard to navigation during transit to burning locations. Unfortunately, funding for the Harbor Drift Program has recently been reduced and is not likely to expand in the near future. This has contributed to an increase in the amount of material floating in the Harbor. Furthermore, while funding for the Harbor Drift Program shrinks, the cost of disposing all the collected material has become more expensive. The Army Corps hopes to reduce the cost of disposal of derelict boats and is currently negotiating an agreement with the New York City Department of Sanitation whereby the Corps would transport derelict boats directly to a landfill, thus eliminating the need to first break them up with a bulldozer and then pay to have them placed in a landfill. in return, the Army Corp would 2.14 remove abandoned submerged cars which have been dropped off of piers.5 Dredging There are three categories of dredge material: Category I consists of clean material suitable for unrestricted disposal. Category II materials contain low levels of pollutants that are not considered to pose an environmental threat under current methods of disposal. Category II materials are disposed in the ocean and covered with a thick cap of clean dredge material. Category III's materials are considered to be too contaminated for ocean disposal. This category represents less than 5% of the total amount of dredged material. This material is only suitable for disposal in confined facilities. * ~~~~~The Army Corps is responsible for dredging the federal navigable channels; however, the Corps does not dredge private facilities such as commercial dockage marinas or yacht clubs. in order for individual facilities to dredge they must submit a permit application to the Army Corps of Engineers. Testing for heavy metals, hydrocarbons, petroleum and organic compounds such as PCBs must be done as part of the application process. Contaminant locating is unpredictable, although more likely in areas of previous heavy industrial use or adjacent industrial use. Testing can be expensive and, if contaminants are found, the identification of appropriate disposal sites is often difficult. If no disposal site appropriate to the category of the dredge material can be located, the Army Corps will not grant the dredging permit. The Army Corps itself must identify disposal sites for the 2.15 contaminated material from their maintenance dredging of federal navigable channels. Currently, the Corps is finalizing its analysis of subaqueous borrow pits (underwater sand and gravel pits that would be capped) for the disposal of contaminated dredged sediment. In the Harbor, dredging is used to remove sediment from the ocean or river floor in order to maintain access to channels or in-water facilities. Without dredging, the average controlling water depth in the Harbor would only be about 19 feet at mean low water. As many of the newer containerships draw up to 40 feet, the Port of New York and New Jersey would be unable to function. The Army Corps is presently preparing to dredge the navigation channel to 40 feet in the Kill Van Kull, extending from the Upper Bay to Newark Bay. Work will be conducted in 3 phases and is expected to take 57 months beginning in 1991. Vessel movements in the Kill will be closely regulated during this time under the Vessel Traffic System. STATE JURISDICTION State of New The Compact of 1834 gives New York State (NYS) York exclusive jurisdiction over all the waters of the Hudson River lying west of Manhattan island and the south of Spuyten Duyvel. The State also has exclusive jurisdiction over all waters in New York Harbor and also Ellis and Bedloes (Liberty) Islands. In the Kill Van Kull, NYS has jurisdiction to the westernmost end of Shooters Island, and in the Arthur Kill, from Shooters 2.16 Island to Woodbridge Creek. The enforcement of NYS laws in the Harbor is done by the NYC police. The State of New York regulates construction dredging, and development within the designated coastal zone area for compliance with New York State Coastal Zone Program. The NYS Department of Environmental Conservation administers water quality standards and regulates development in erosion or flood hazard areas, and regulates impacts to environment and wildlife of tidal and freshwater wetlands. State of The New Jersey Department of Law and Public Safety, New Jersey through the Division of State Police Marine Law Enforcement Bureau, is responsible for enforcing all state and federal laws, rules, and regulations on the waters and waterways of the State of New Jersey, including up to three miles off-shore. New Jersey has adopted the Navigational International - Inland Rules and the Code of Federal Regulations as the standards for vessel equipment and operation. 6 The New Jersey State Police Marine Law Enforcement Bureau operates only one station within the Study Area, located in Port Newark. Another station, in Monmouth County, is located just outside the Study Area, but the jurisdictional area of that station includes a portion of the Study Area. The State of New Jersey exercises jurisdiction over construction and dredging activities in tidal waters of the state pursuant to the New Jersey Waterfront Development Laws. In addition, the State also regulates an upland area between 100 and 500 2.17 feet adjacent to tidal waters under the authority of this statute. These regulations are intended to protect navigation, commerce and the environment. LOCAL JURISDICTION New Jersey In New Jersey, waterways management is, for the most part, under state control. The State of New Jersey regulates all activity within its navigable tidal waters under the Waterfront Development Law of 1914. Municipalities and local authorities within New Jersey have also been given jurisdiction to enact local ordinances that are identical to the provisions of state law or have been approved by the state. Under the Compact of 1834, New Jersey has jurisdiction over the waters of the Arthur Kill up to the low water mark in Staten Island. New York City In New York City waterways management is within the purview of the municipality. The City of New York has jurisdiction over all waters within the City of New York, generally demarcated as the center line of shared rivers. In addition, the Compact of 1834 gave New York City jurisdiction up to the low water mark on the New Jersey side of the Hudson River. The state of New Jersey retains the exclusive right of property in and to the underwater land lying west of the middle of the Upper Bay and west of the middle of that part of the Hudson River which lies between Manhattan Island and New Jersey. The State of New Jersey also retains the exclusive jurisdiction of and over the wharves, docks and improvements made, and to be made, on the shore of the said state, and of and over all vessels aground on said shore, or fastened to any such wharf or 2.18 docks; except that the said vessels shall be subject to the quarantine of health laws. The Compact of 1834 results in several waterways with police jurisdictions that extend beyond the municipal boundaries between New York City and New Jersey. Those waterways include the Arthur Kill, and the Kill Van Kull and a portion of the Inner Harbor and the Hudson River. 7(See Appendix 2.2). The majority of regulations locally promulgated contain the body of NYS Navigation Law, plus local additions over and above NYS law. Local laws are subject to approval by the NYS Office of Parks, Recreation and Historic Preservation. All New York City local laws pertaining to the water apply within 1,500 feet or to municipal limits whichever * ~~~~~is greater from shore. Harbor Police stations are located throughout the City, including an administrative center in the Bronx, and stations at Randall's Island, Manhattan, College Point, Shell Bank Basin in Queens, and on the Inner Harbor in Brooklyn. Substations, open for the summer only, are located in Great Kills Harbor in Staten Island and Kingsborough Community College on Sheepshead Bay in Brooklyn. Sources have indicated that there is a large personnel shortage, which is not expected to change in the near future. The New York City Waterfront Revitalization Program reviews construction, dredging, and development projects for consistency with Coastal Zone policies and advises the New York State Department of State, the New York State Department of Environmental 2.19 Conservation and other State agencies as to their findings. Development in New York City is controlled by the N.Y.C. Zoning Resolution and by the N.Y.C. Building Code, which is enforced on the waterfront by the N.Y.C. Department of Ports and Trade for commercial developments and NYC Department of Buildings for residential developments. 2.20 CHAPTER 2 - ENDNOTES 1. Elbert S. Maloney, Chapman Piloting, Seamanship and Small Boat Handling (New York, 1985), pg. 93- 100. 2. U.S. Department of Transportation, United States Coast Guard, "Missions of the United States Coast Guard." 3. Meeting with Coast Guard representatives 3/26/90. 4. L.R. Johnston Assoc., "Village of Mamaroneck Underwater Lands Study," Westport, Conn., Aug. 89. - pg. 5-3 - 5-5. 5. EPA, Draft Environmental Impact Statement for the Designation of Ocean Woodburning Site for the New York Bight, U.S. EPA., Agency, June 1989. 6. New Jersey State Police, Boating Safety: Sixth Revision, February, 1990. 7. Laws of the State of New York, Charter of 1834, 57th Session, Chapter 8. 2.21 CHAPTER 3: MARITIME AND INDUSTRIAL ACTIVITIES New York Harbor has long been one of the world's busiest commercial seaports. While total port activity has increased steadily over time, its new competitive position nationally has somewhat declined. Today, the Port of New York and New Jersey has the 3rd largest number of ship arrivals of United States ports with 4,816 ship arrivals in 1989, and carries the 2nd largest tonnage after the Port of Los Angeles. Although stable or increasing slightly in total size, the physical nature of operations in the Port of New York and New Jersey has changed considerably in past decades, as many smaller facilities in New York have closed and larger operations have consolidated in New Jersey. In this chapter, discussion of vessel activities will focus on three major categories, cargo vessels, maritime support services vessels, and industrial or municipal water dependent uses. CATEGORIES OF MARITIME AND INDUSTRIAL ACTIVITIES Cargo Vessels Cargo vessels transport cargo between both international and domestic ports, either for import and/or export. There are three basic types of cargo vessels. Containerships are large vessels designed so that goods loaded into metal containers are directly loaded and unloaded onto and of f the ships. They * ~~~~~are unpacked only on reaching the consumer or 3.1 market. Containerships vary in size from 450 feet to over 1000 feet in length, have a large beam size and can draw up to 42 feet of water. General dry cargo vessels carry break-bulk cargo which is loaded into the vessels, either in crates or bags, and unloaded from the ships at terminal piers and then repacked for shipment or transport. The coffee and cocoa beans shipped to 23rd Street and South Brooklyn Marine Terminals in Brooklyn are examples of the type of cargo handled. General liquid cargo vessels are tankers designed to carry liquid cargo such as oil. Their contents are loaded directly into the vessels and subsequently piped directly into storage or transportation facilities at the destination ports. Maritime Maritime Support Service Vessels are the tug boats, Support barges and ship service vessels that are intrinsic Service to the operation of the port and to certain water Vessels dependent industries. They are used to move cargo locally and within the Port and to service the ocean going vessels that call at the Port. Industrial Water Dependent Uses are a category of uses which, & Municipal dependent by their physical nature or operation, Water require direct access to, or location in marine or Dependent tidal waters for their continued viability and which Uses therefore cannot be reasonably located inland. These "1water dependent" uses are primarily industrial or commercial and are located throughout the Study Area. 3.2 Although both Port cargo and maritime support services make up a large portion of the water dependent use activities, there are also a number of other types of water dependent use facilities located in the Harbor. Bulk goods and cargos encompass specialized installations for industrial oil, construction materials and other commodities. The first sub- category includes petroleum products handling and bunkering facilities used for the receipt of fuel oil for private consumption (including public utilities), facilities adjacent to airports to receive aviation gasoline, and facilities which handle petroleum products for regional distribution. Facilities within the second sub- category include those used for loading and offloading of sand, concrete, cement, asphalt and cement-related products. The third sub-category consists of facilities specifically geared to rope, lumber or newsprint; metal products, scrap metal or chemicals; food products; fish; and general or local cargo or heavy equipment. This last group includes break-bulk facilities not involved with port activity. Government Uses/Services embrace vessels and facilities for safety and environmental needs, municipal and federal government vessels and facilities such as harbor police and fire units or Coast Guard; sludge and refuse or garbage transfer facilities. Sludge, the end product of sewage treatment plants after treatment and dewatering, is barged to and dumped at the Ocean Dump Site, 106 miles offshore. Water dependent refuse or garbage 3.3 facilities include marine transfer stations, the Fresh Kills landfill, private carting companies and junk haulers. Two other sub-categories must be noted. These are car floats-barges that transport railroad equipment, and moorings including layovers for all types of vessels that need docking or mooring but do not require upland facilities. HISTORY Throughout its history, the waterfront has played an important part in New York City's economy and physical development. Situated along one of the North Atlantic's best natural harbors, the New York/New Jersey Region's growth paralleled that of its port. By the mid 1800's, the Port of New York had become the United States' largest port, and New York City had risen to the status of the nation's leading city. The waterways served as the entry point for maritime commerce and also for the waves of new immigrants that came to the United States in the 19th and early 20th centuries. New York City's large expanse of shoreline offered tremendous growth potential for maritime and industrial activities. Manufacturing facilities were attracted by the possibility both of receiving incoming raw materials and fabricating the products that were shipped out as exports. By 1870 the Port of New York was handling 57% of the nation's trade. Ferries provided access to the future boroughs and New Jersey, carrying workers as well as goods. New York's harbor was bustling with maritime activity. Piers and port facilities were built along much of 3.4 the shoreline. Most of lower Manhattan and areas extending from the Upper Harbor north along the Hudson River in New Jersey and New York were densely developed with piers and with the upland wharfs and marginal streets that provided access to them. With the population growth at the turn of the century the Port expanded beyond Manhattan. By 1920, the Port included hundreds of miles of developed facilities serving thousands of vessels - tugs, barges, ferries, passenger boats and freighters among them. New Jersey's Hudson River cities of Hoboken and Jersey City became active maritime and industrial centers. in Brooklyn, the area from Owls Head north to and including Newtown Creek, was developed with piers backed by upland warehouses and large industrial zones. in addition to the cargo operations, many individual industries received their raw materials directly by ship. Although shipping activity was less intense along the East River further north, a number of piers and wharfs were built to ferry goods and passengers between Manhattan and Queens. Many of the industries that developed on the western shore of Queens received materials by ship. 2 Car floats for transporting rail cars across the harbor were introduced in the mid 1800's and by the 1860's were a major activity crossing the harbor from facilities in all the boroughs but Staten Island. Cars rolling off transfer car floats in the various boroughs of the city entered self-contained freight terminals made up of tracks, loading platforms, and warehouses. All the terminals on 3.5 Manhattan's west side belonged to individual railroads, and several lines also had such facilities on the Bronx side of the Harlem River. In Brooklyn, the Pennsylvania Railroad had a terminal at 4th Street in Williamsburgh, and the Lackawanna had a terminal at 25th Street in Gowanus. Most of Brooklyn's terminal activity was handled by four independent firms. The Brooklyn Eastern District Terminal Company had facilities on the waterfront of Williamsburgh and Queens. The Jay Street Terminal Company was located between the Navy Yard and the Manhattan Bridge; the New York Dock Company had piers from Brooklyn Heights to Atlantic Basin; and Bush Terminals occupied most of the developed shoreline between Gowanus and Bay Ridge. To move freight carts within its terminal, each independent terminal company established its own railroad. The history of water dependent uses is similar to the history of commercial and maritime uses in the port. In the 1860's, the construction of railroads from the west to New Jersey signaled the beginning of waterborne trade throughout the area. The Hudson River provided not only a link to New Jersey but a gateway to New England and the Great Lakes. 3 The use of the waterways expanded during the intense industrialization of the early 1900's in what was one of the world's fastest growing urban regions. The geography of the metropolitan area magnified this dependence. Because the population centers of the New York/New Jersey Region are separated by water, the waterways became important connections, and the Hudson River became the vital link between eastward and westward movement of 3.6 0 ~~~~~goods. Both sides of the Hudson developed as highly industrialized areas connected by water. The history of fishing in the harbor dates back to the time Native Americans first inhabited this area. The Dutch settlers continued the fishing tradition, which experienced its greatest expansion with the arrival of immigrants in the mid-18001s. A wide variety of fish and shell fish were found in the Harbor ranging from cod and mackerel in the Upper Bay to shad and sturgeon in the Hudson. The port and its banks also served as a processing and distribution center for the fish caught both in the harbor and at sea. The majority of the fishing fleet operated out of Manhattan's Fulton Market on the lower East River. 0 ~~~~~Vessels used for fishing changed as the industrial revolution progressed, moving away from sail craft powered by the wind to steam power. In 1927, New York's fleet consisted of 175 vessels. A sizable number landed their catch at the Fulton Fish Market in lower Manhattan through World War II and into the 1950's. Over the last 50 years, the pattern of waterfront and port use has changed dramatically. With the development of a highway system and the consequent growth in trucking, the importance of the waterways for transporting goods diminished. The construction of the bridges and tunnels linking the boroughs together and the City with New Jersey brought about a sharp decline in the need for ferries. By the end of World War II, trucks dominated local commerce, displacing the previous dependency upon 3.7 ships for movement of goods into and within the metropolitan area. This movement to trucking particularly affected the predominantly intraport and coastwise water dependent industries. The decline in manufacturing activities in the Port region that was characteristic of the 1970's and 1980's led to a parallel drop in the number of vessels that were needed for both goods delivery and export. Perhaps most important were the substantial changes in maritime technology itself. General cargo, historically shipped by "break-bulk," was now being containerized. "Break-bulk" referred to the way in which individual packages or pieces of cargo were unloaded from the ship and then repacked for transport to the final consumers. With containerization, goods were initially packed into the large standardized metal containers and were only unpacked once the container reached the consumer. The containers were thus unloaded directly from the ship onto either a railbed or a truck frame. To accommodate these containers, new larger vessels have been built that carry numerous containers at once. In this way the same volume of cargo can be carried by fewer ships. 4 The effects of this change on land use in the Port were significant. Cargo handling operations have shifted to the origination points and transportation nodes away from the population centers, such as New York City, that are the consumers of the products. Containerization requires extensive upland area. The use of mechanical cranes allows the containers to be 3.8 * ~~~~~unloaded from the ship much faster than break-bulk. They are stacked at a container terminal awaiting pickup by trucks. Since the areas of Manhattan and many of those in Brooklyn lacked the needed upland storage space they were determined to be unsuitable for containerized shipping. Also, since fewer vessels are required to carry the same amount of cargo, fewer but longer piers are needed. As a result, by the mid 1960's, most of the operations in the Port were transferred to Staten Island and New Jersey. The shift from break-bulk to containerization, for the most part, did not effect the various subcategories of water dependent industries which required specialized vessels dedicated to the transport of specific raw materials or goods integral to the very operation of these water dependent industries. Two notable * ~~~~~exceptions are car floats and general cargo. By the early 1970's, the Port Authority of New York and New Jersey had focused most of its efforts on the development of the 2,100 acre container facilities at Port Newark/Elizabeth in New Jersey. Across Newark Bay, Howland Hook on Staten Island was developed as the premier containerport for New York City. With 187 acres of upland it met the storage and highway access requirements of the new maritime technology. Even though Port Authority and the City of New York had spent millions of dollars in the 1970's improving the break-bulk piers on Manhattan's West Side, Piers 36 and 42 on the East River, and Brooklyn Heights Piers 1-6, the piers in New York City that had been active break- bulk piers were generally no longer needed by the maritime industry. By the mid 1970's many of these 3.9 piers were unused and deteriorating. The bulk of cargo operations shifted away from the New York sections of the Harbor and the need for car floats for the westward movement of goods became unnecessary. In 1986, after the Port Authority spent considerable funds upgrading Howland Hook, the principal tenant went bankrupt and the facilities were left empty. The advances in steel shipbuilding increased the size of barges for transporting raw materials, such as oil, coal, gravel, sand and cement to industries and thus also reduced the number of piers and wharfs needed. many industries that had received materials by barge or ship now relied on truck or pipeline delivery. As a result, while many of the industrial areas that had developed adjacent to the waterfront continued to prosper, their use of the water diminished. As the number of vessels and the amount of cargo handling decreased, so have the number of maritime support vessels such as tugs, barges, and ship service and repair as well as space requirements for docking. 5 In the past few decades, commercial fishing activities in the Port have declined. Fish are being landed closer to fishing grounds like Cape May in southern New Jersey and Greenport on eastern Long Island's North Fork. Furthermore, the catch is delivered in refrigerated trucks to market. Combined with the reduction in water quality due to pollution, competition from foreign ships and the general decline in number of fish due to over fishing, the Fulton Market Fleet had declined to 2 or 3 vessels by 1970. In 1980 only one ship, the 3.10 S ~~~~~Brooklyn built Felicia, was still calling on the market regularly. The Fulton Fish Market is still active but its catch is all delivered by refrigerated truck or rail car. Fishport, a centralized facility opened by the Port Authority in 1985 to serve as a major f ish processing and distribution facility for the region, closed in 1989 due to insufficient tenancy. PRESENT CONDITIONS In the 1990's, the region's waterfront finds itself in a radically different position than it was 40 or 50 years ago. Many areas that once served as critical staging points for ocean, coastwise and internal harbor traffic are no longer needed for such purposes and now serve or are projected to serve different uses. Cargo In the past decade, the maritime industry in New Industry York Harbor has declined sharply. The Port's share of the nation's cargo as well as New York City's share of the Port's activity have dropped significantly. The Port, however, is still a major contributor to the New York regional economy, representing $18 billion in economic activity and 191,600 jobs. An additional 88,500 jobs can be seen as indirectly linked to the Port. 6Figure 3.1 and Figure 3.2 show existing locations and routes of cargo facilities. Utilization of these facilities is described in Table 3.1. New York City Currently the most active container operations doing Cargo business in New York City are in Brooklyn. After a Facilities few years of difficulty in attracting business, Red 3.11 MARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 1 NEWYORKNEWJERSEY HARBOR ESTUARY * PORT CARGO OPERATIONS: EXISTING FACILITIES WATER USE MANAGEMENT 1. PORT NEWARK 5. PORT AUTHORITY AUTO ANCHORAGE STUDY 2. PORT ELIZABETH MARINE TERMINAL NYC DEPT, OF CITY PLANNING 3. HOWLAND HOOK 6. RED HOOK CONTAINER MARINE TERMINAL TERMINAL NJ DEPT. OF ENVIRONMENTAL 4. GLOBAL MARINE TERMINAL 7. SOUTH BROOKLYN MARINE TERMINAL 3.12 0+66++ee+Sii)Xi �i:.iiiiii��2:a ,W t BExrli BiiiiiiiiiB:~iijiji W;Sii' l% 4~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:::::r ....................... A . A....... illij~i[iiiiil i ii 1f :ibii ii i61j;iPlpi�ii:~iii~~i MARITIME~�:��:��i��1" & NUTILATVTE HPTR3FG ABRSUR @ OTCROOEAINS XSIGFCLTESWTRUEMNGMN 2.;9jj POTEIZBT ARNTRMNLEANHRGENCET.FIYPANN MARINE :EMIA TERMINA NJ DEPT. OF ENVIRONMENTALiiiri~r r MARINE TERM~a::j::INAL PROTECTION iil 3.12~~~~~~~~~~~~~~i~::: ....~ *.....:*. . * . . .... *.** "Ia I".II a** a...... malo-" NEW YORK I NEW JERSEY MARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 2 HARBOR ESTUARY WATER USE MANAGEMENT PORT CARGO ROUTES: EXISTING STUDY all' HEAVY USE NYC DEPT. OF CITY PLANNING MODERATE USE NJ DEPT. OF ENVIRONMENTAL PROTECTION 3.13 TABLE 3.1 UTILIZATION CHART - 1989 VESSELS GROSS TONS Anchorage only 119 3,246,367 NEW YORK Red Hook 304 3,948,584 Howland Hook 41 562,217 SBMT 3 16,358 23rd Street 4 23,824 New York Sub Total 352 NEW JERSEY Port Elizabeth 1,359 38,355,096 Port Newark 776 19,326,307 Global Terminal 209 5,177,524 Auto port 37 (May - Dec) New Jersey Sub Total 2,381 PORT TOTAL 2,850 Source: Maritime Association of New York/New Jersey, "Statistics" for the Port of New York/New Jersey," 1989 3.14 Book marine Terminal, located on 118 acres, has developed as a thriving container port and is now in need of expansion space. The facility serves a New York City consumer market including imports such as edibles, furniture and clothes, and such exports as waste paper, chemicals and industrial goods. Smaller shipping lines serving Southern Europe and developing countries use Red Hook. Currently, 304 vessels call annually. The 110 acre South Brooklyn Marine Terminal (SBMT) in Sunset Park, Brooklyn although equipped with container handling facilities, is currently being used as a break-bulk terminal for cocoa. In 1988, 39th Street became the break-bulk import center for cocoa and is now the nation's second largest port- of-entry for this commodity. By identifying these "niche" markets where break-bulk facilities are still needed, New York was able to reutilize these maritime facilities. Although these break-bulk operations appear to be growing, they do not, at this time, fully utilize the available terminal space. The 23rd Street Marine Terminal in Sunset Park north of SBMT is a 16 acre break-bulk terminal used for the warehousing of coffee and cocoa. In 1986 New York City granted a lease for the 23rd Street Marine Terminal and it now handles over 35% of all U.S. coffee imports. Although the U.S. Line's bankruptcy had left the Howland Hook facility in Staten Island empty in 1986, in 1988 a new tenant engaged in a smaller container and lumber operation was brought into 3.15 Howland Hook and the utilization of this facility has increased to 41 ship arrivals in recent years. These operations, however, presently utilize less than one-third of the available 187 acres. Lease negotiations between the City of New York and the Port Authority have recently been finalized and the Port Authority expects to bring Hiowland Hook back to full utilization as a container port. 7 New Jersey The situation in New Jersey is dramatically Cargo different from New York. Port Newark and Port Facilities Elizabeth underwent tremendous growth over the past several decades and currently account for over 2,000 ship arrivals and 80% of the general cargo activities in the Port of New York and New Jersey in 1989. The Port Authority's 2,100 acre Port Newark/Elizabeth Marine Terminal connects to inland destinations via two interchanges on the New Jersey Turnpike (Interstate 95) and numerous railroads -- Conrail, CSX and numerous regional railroads. Portside International Rail Container Terminal is one of the East Coast's largest intermodal facilities for handling containers and is part of the complex. All 2,100 acres are a Foreign Trade Zone. The facility handles a wide variety of commodities ranging from automobiles to orange juice to copper. It has advanced cargo handling equipment and millions of square feet of warehousing and distribution space. The largest privately owned marine facility in the Port of New York and New Jersey is Global Marine Terminal. It is located on the Bayonne/Jersey City Peninsula and encompasses 100 acres. In 1989 Global Maritime Terminal had 209 ship arrivals. in 3.16 0 ~~~~~addition, in May 1989 the Port Authority opened the 128 acre Port Authority Auto Marine Terminal in the Greenville Rail Yards adjacent to Global Marine. There were 37 ship arrivals in 1989. This facility is expected to eventually increase in activity to account for 20% of all cars imported into the United States.8 maritime The maritime support services are critical to the Support operation of the Port. They provide necessary Services services to ocean going ships; or transport goods from large distribution centers to satellite centers or end users; use the Port as their home port; operate shallow draft vessels; and require a waterfront location to operate. There are six industry segments: towing, barge, ship service, contractor, shipyards, and government agencies. These industry segments serve the following activities: shipping, petroleum distribution, sand and gravel receipt, waste movement, and receipt of fuel. Over 100 million tons of cargo are transported locally and coastwise by maritime support service industries. There are more than 260 firms in the Port employing over 4,200 people and generating up to $90 million in wages. The maritime support services range from firms employing under ten workers to those with hundreds of employees. The companies aggregate over 700 large vessels and at any given time 100- 300 pieces of floating construction and lifting equipment based in the Port. 9 The maritime support services have very specific * ~~~~~siting needs that are critical to their viability. 3.17 These needs can be grouped into three major categories: location, zoning, and hydrographic conditions. Since high travel costs can make a company unprofitable, most of the maritime support services need to be located near their particular center of activity. In addition, because of the noxious and noisy character of many of these industries, they should be located in manufacturing areas, preferably in traditional maritime areas where secondary industrial links still exist. Finally, maritime support services must consider certain hydrographic conditions such as high waves, exposure to strong currents, and water depth at all tide levels in deciding upon the suitability of a site. 10 Currently, there are several specific areas where maritime support service activities tend to cluster. They are the New York and New Jersey shores of the Arthur Kill and the Kill Van Kull; the New Jersey shore of the Upper Bay south of Caven Point; the Upper Bay, Gowanus Bay, Brooklyn Piers 7 & 8 and Wallabout Bay Basin in Brooklyn; Newtown Creek between Brooklyn and Queens; and Flushing Bay in Queens. 11Figure 3.3 and figure 3.4 show existing locations and routes of Maritime Support Services. Industrial The overall drop in water dependent uses continued and Municipal into the 1980's reflecting the decline in Water manufacturing in the Port region. Despite this Uses general trend, certain water dependent subcategories have increased in terms of number of facilities. These subcategories include moorings and municipal uses, (in parti cular, sludge and 3.18 TABLE 3.2 New York City Water-Dependent Facilities PERCENT CHANGE 1978- USE 1965 1978 1988 1988 Industrial Oil 118 83 65 -22 General/Local Cargo/Heavy Equip. 110 42 21 -50 Mooring 64 35 49 +23 Food Products 14 13 4 -69 Metal Products/ Scrap Metal/ Chemicals 13 10 8 -20 Car Floats 49 10 4 -60 Fish 6 5 3 -40 Municipal Uses 23 18 24 +33 Sludge 11 10 11 +10 Rope/Lumber Newsprint 12 4 1 -75 Refuse/Garbage 15 12 18 +50 Sand/Cement, etc. 60 34 31 -9 TOTAL 495 276 239 -13 Source: U.S. Army Corps of Engineers, the Port of New York and New Jersey Boating Almanac Co., Inc., The Boating Almanac: Volumes 2 and 3. 3.19 ...........ER . ......... .......~~~~~~~~~~~~~~~~~~~~, * PA$$AI~~~~~~~~~~~~~~~~~~~~...... ........ .............FK~N ......... ...... .. ...... ....S....... a........ ......... ........~~~~~~~NASA .. ........ ;2:- 9 ... ..... .~~~~~~~~~~~~~~~~~E YOR . .E .JERSEY .. MARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 3 HARBOR ESTUARY~~~~~~~~~~~~~~~~~~~~~~~~......... ..~~~~~~~~~~~AE USE .ANA.EMEN CONCENTRATIONS OF MARITIME SUPPORT SERVICES: STUDY~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... EXISTING FACILITY LOCATIONS NYC DEPT. OF CITY PLANNING~~~~~~~~~~~~~~~~~~~~~~~~~~~~~....... ............ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ N DEP. ..............A ............ . . . . . . . ~ ~ ~~POTETIO ...........3 .......... n ........j . - Sii ; ; ::.. .. . ..................... . A....... .... .... ''~~ ~ ~ ~ ~ ~ ~ ~ ~~~~~ {. . . .. ................... ........ t j l +......... .. , .......... ...... , : . ........... .�i~ ~.. * -- MODERATE USE ~~~~.......... .... .NJDP. ONIOMNA 3.21iiiiiii t a~i~ li~iiiii~ �:::::::j::-::::::::::::::j~t~j:::...... :: ~~;:::::::::::::::::::::::::::::::::..... ...... r: iiiiii �:~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~....... :�: Il~~i!~~iiililil~~iiS~ljiil~~iljii Z ~~~!i~~i 'i~iiii!~~ ~ilil~~ilili~~lli~ii~iiljili~~i~~i~.......... ... ~~ :�:� sii :j::::::ll~~~~~~:,::�::j~~~t~j:::::t~~~j........... iiiiili~~~~~~~~~~~~~~~~~~~~~~~iiX~ ..... . . .. .. . . . . .. ....... . ... .~ii ... ... ..... .. ... .. ... . . . . . . . . . . . . . . . . . . . . . . . . . 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I�--:�:�:�i: i~~i~iiiiiii~j jiii~t~tEX: :x:4 W . .......... ............ -4 X.~i~ ig : ..........li~ ............... . . . ..................... .A ........ p,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ .. ... ~~~~ ~~~~~~(rS1"""'~~~~~~~~~~~~~~~~~~~..................... .. ... . b )X~~~~~~ii~...... .......... ... ... ....... . . . . . . . . . . . . . . . . . :,., -: -, ... ............li~ .... .... .... ........ : . ........ $" :"'":'""'":~~~~~~~~~~~~~~~~~~~~~~~~~~~~~........ 8#~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.. .. ... .. ............... BEAT ~ ~ ~ ~ ~ ~ NE YRKI EWJESE MARITIME 3 INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 4 1 ,,,,,.................... ... MARITIME SUPPORTSERVICE.............. ....... ........... .EN .................... . . . . . . . . . . . . ......... � � HEAVY USE I NYC DE. .................. . . . PANIN ............................. AU DE T. F E VIR NME TA ..............................IO ........ ..... ... solid waste). 12 Table 3.2 describes the change in number of New York City Water Dependent Use Facilities from 1965 - 1988. Since water dependent uses are largely industrial, and frequently noxious they are most often concentrated in those areas which allow heavy manufacturing. In New York City, the major geographic concentrations of water dependent uses include Red Hook, the Gowanus Canal, and the Sunset Park waterfront extending south from Brie Basin to Owls Head in Brooklyn. Newtown Creek, separating Brooklyn and Queens, is also a major center for water dependent uses. The other concentration in Queens is located along the Flushing Creek. In the Bronx, the waterfront along the south shore, in the Hunts Point/Morris Point area, has a sizable number of water dependent uses and there are also several water dependent uses dispersed along the Bronx side of the Harlem River. Although few in number, most water dependent uses in Manhattan are located along the Hudson River south of 59th Street. In Staten Island, the largest concentration of uses are found, alongside the maritime support services, on the Kill Van Kull and along the Arthur Kill. In New Jersey, major concentrations of water dependent uses are located along both the Arthur Kill and the Kill Van Kull. Smaller concentrations can be found in Newark and Raritan Bays and along the Hackensack and Passaic Rivers.13 The various subcategories of water dependent uses, are concentrated within different a reas of the Harbor 3.22 in accordance with their locational needs. Each of the following sub-categories has particular locational requirements that determine the siting of facilities. Figure 3.5 and Figure 3.6 show existing concentrations and routes of Water Dependent Uses. Nearly 44 million gallons of oil move through New York Harbor daily. While located in several different areas throughout the Harbor, oil terminals do have general areas of concentration. The largest concentration is the complex of refineries, pipelines, storage facilities and marine terminals on the Kill Van Kull and the Arthur Kill along both the New York and New Jersey shores. Seventy-five percent of the port's oil traffic is on these waterways. The next largest concentration (and the largest within New York City) is along both sides of Newtown Creek. Smaller concentrations can be found along Mill Basin and Sunset Park in Brooklyn, Flushing Creek in Queens, the south shore of the Bronx at Westchester Creek and the East River, and along the Passaic and Hackensack Rivers in New Jersey. In addition, many utilities are dependent upon waterborne delivery of oil. These facilities, however, are dispersed throughout the Harbor. Although construction materials facilities can be found in several locations throughout the Harbor they tend to be concentrated in areas that are near the point of origin of the raw materials. Much of the sand and gravel is barged into the Port of New York and New Jersey from Long Island Sound or from the lower Harbor and Raritan Bay. There facilities 3.23 ..... ..... ...~~~~~~~~~~~~~~~~~~:ir~~~rn ~ �::: �- � :i: if i~~~..... . . .... ..... .. ::: ~~~~~~~~~~~~~~~~~. . 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MnARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 5NEYOKIEWJRY HARBOR ESTUARY WATER USE MANAGEMENT CONCENTRATIONS OF WATER DEPENDENT USES: STUDY EXISTING FACILITY LOCATIONS NYC DEPT. OF CITY PLANNING NJ DEPT. OF ENVIRONMENTAL PROTECTION I 3. 24 * . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .~~~~~~~~~~~~~~~~~~~~~~~~~~.. .. .. .. .. .. . . ThE BR~~~~~~~~~~~~~~~~~...X.. /~~~~~~~~~~~~~~~.. ..... %~~~~~~~~~~~~~~~~% ~ ~ ~ ~ ... ... 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. ... MIDDLE~~~~~~~~~~~~EX~. . /.... d~~~~~~~~~~~~~~~~~~~~... .. I~~~~~~~~~~~~~~~~~~~~.... . *~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. ... NEW YORK I NEW JERSEY....... MARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 6 HARBOR ESTUARY~~~~~~~~~~~~~~~. ........... ...E .S .M...GEMENT . NJ EP. OF .ENV.RONMENTAL 0~~~~~~~~~~~~ ..........AT. ...... . . . . . OTECTION.... 3~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 25. can be found clustered in areas near the supply, such as Flushing Creek and along the Raritan River. There are very few rope, lumber, or newsprint facilities that remain water dependent. Although newsprint was once delivered by barge in New York City, it is no longer delivered by water. There remain, however, two major lumber operations, one in Greenpoint, Brooklyn, and the other at Port Newark, New Jersey. Metal Products, Scrap Metal Chemicals/Local and Cargo/Heavy Equipment uses are clustered around the industrial sections of Brooklyn and Staten Island with very few located in the Bronx, Queens or Manhattan. In New Jersey these facilities also tend to locate near areas with industrial upland (i.e., the mouths of the Hackensack, Passaic and Raritan rivers). There is a major scrap metal exporter located at Caven Point in Jersey City. Food products and fish were both originally delivered to the Port of New York and New Jersey by vessel. With the increase in refrigerated trucks most of these commodities are now brought in by truck. Even the Fulton Fish Market, New York City's premier wholesale fish market, receives most of its f ish in this way. Two commercial fishing ports are active in the study area, both in New Jersey. The Menhaden catch at Belford in New Jersey accounts for over half of the state's commercial landings. Menhaden are usually caught within the Raritan-Sandy Hook Bay and in the ocean within three miles of shore. The second commercial fishing port is located at High lands, New Jersey. 3.26 The Highlands port is actually located in the protected mouth of the Shrewsbury River, but all traffic to and from the port must pass through Sandy Hook Bay which is in the study area. There are approximately 30 vessels berthed at the Sandy Hook Bay area. Recently proposals have been made for the construction of a new depuration facility on Sandy Hook Bay to allow the f ish industry to continue to grow. In New York State, there is commercial lobstering in Long island Sound off the eastern shore of the Bronx, the north shore of Queens and in the Upper and Lower Bays of New York Harbor. Commercial Crabbing can be found in the Hudson River, Jamaica Bay, the Upper and Lower Bays, and in the Long Island Sound. A few food products facilities, such as AMSTAR Sugar in Williamsburg, Brooklyn, still receive their raw materials by ship. These remaining food-related water dependent activities, however, are spread throughout the Harbor with no specific areas of concentration. While representing a sizable number of vessel movements, government services activities are also scattered throughout the Harbor. Operations such as the Harbor Police and the Marine Fire Unit have specific geographic districts of the Harbor for which they are responsible. The Coast Guard, which is located at Governor's island and at three other locat4.ons within the Harbor, has specific patrol routes which take its vessels to all parts of the Harbor. Sludge and solid waste facilities are dispersed Is ~~~~throughout the Harbor according to service 3.27 catchment areas. In New York City, the sludge i facilities are located alongside the wastewater treatment facilities which can be found in all five boroughs. Currently all of the sludge barges travel to the Ocean Dump Site located 106 miles offshore to dispose of the sludge. Six northern New Jersey sewerage authorities transport sewage sludge by barge to the 106 mile sludge dump as well. They are: Middlesex, Linden, Roselle, Essex- Union, Passaic Valley, Rahway and Bergen County. Because of federal legislation, this practice will end in the near future. The New York City Department of Sanitation marine transfer stations relate to sanitation districts and are also located in all boroughs. The one point of concentration of solid waste vessel movements is the landfill at Fresh Creek along the Arthur Kill in Staten Island, where all New York City solid waste barges dispose of their cargo. Although there are also private solid waste carters, most of these do not currently use barges to transport solid waste. Currently no solid waste in New Jersey is transported by barge. The only remaining car float operation connects the 65th Street Rail Yard in Sunset Park, Brooklyn with the Greenville Yard in Jersey City, New Jersey. The private operator-Cross Harbor-has seen a slow but steady increase in railcar movements in the years 1984-1990. Commercial Moorings are the most widely scattered water dependent use in the Harbor, with many waterfront industrial areas having mooring 3.28 facilities. Often the areas between piers, which were once used for break-bulk docking and offloading, are now used for vessel mooring. 14 ROUTES AND AREAS OF' USE Cargo The routes of cargo vessels are quite specific and consistent because they are dependent upon the existence of adequately dredged navigati on channels. Most of the Port of New York and New Jersey terminals, both container and break-bulk, are located off of Upper New York Harbor or Newark Bay. The common route for cargo vessels is to travel from the Lower Harbor through the Narrows to the LerHarbor and then proceed either via the Kill Van Kull to Port Newark, Port Elizabeth, or Howland Hook, or to go directly from the Upper Harbor to Global Marine in New Jersey or Red Hook, 23rd Street or SBMT in Brooklyn. In each case the vessels are restricted to the navigable channels. Many vessels, however, need to tie up in anchorage areas in the Upper Bay while awaiting available space at their terminal. Some vessels also tie up at the anchorage area in order to "lighter" (off load) some of the cargo in order to shorten their draft and allow safe navigation through the channel. All vessels travelling from a foreign port, or vessels sailing under foreign registry are required, upon entering the Harbor to have a pilot licensed by New York or New Jersey to assume responsibility for taking the vessel through the Harbor. In addition to the vessels headed for the Port of New York and New Jersey, there are also up to 80 vessels annually that travel up the Hudson to is 3.29 Albany and approximately 100 vessels that travel to points north along the Hudson. 15(See Figure 3.1) Maritime The maritime support services have routes that are Support based on the point of origin of materials they transport, their destinations, and their own upland operating sites. As a result, although the service industries themselves are generally concentrated in specific areas, their activities can take them to all parts of the Harbor from the Hudson and East Rivers to Long Island Sound or to Jamaica Bay (see Figure 3.4). Water Similar to maritime support services vessels, water Dependent dependent use vessel routes are based on the point Uses of origin of the materials they transport, the areas of concentration of landside water dependent uses, and their destinations. These destinations are often intraport with vessels crossing through the Harbor. For this reason, many of the water dependent use routes are difficult to identify, although landside uses are concentrated in the Inner Harbor, the Kill Van Kull and Arthur Kill, Newark Bay and the East River up to Newtown Creek. 16(See Figure 3.6) Some of the subcategories of water dependent uses do cluster in certain areas. The areas of concentration of oil facilities, and thus, tanker movements, for example, can be identified and have recently been responsible for the most serious problems associated with Harbor use conflicts. The Arthur Kill and the Kill Van Kull are the areas with the greatest number of oil facilities. The number of oil spills in the re gion has increased 3.30 substantially in the past few years, from 257 spills in 1987 to 368 spills in 1989. The most significant spill occurred in January of 1990, when 571,000 gallons of fuel oil was spilled in the Arthur Kill. Oil spills have become a real threat to the effective functioning of these waterways. In addition to the damage done to the natural environment, the oil spills often result in the closing of the entire waterway to vessel movements until the spills are cleaned. 17 In studying the problems that have resulted from the 12 major oil spills that have occurred in the Arthur Kill/Kill Van Kull area in the first six months of 1990, the U.S. Coast Guard identified a series of actions that should be considered in * ~~~~order to reduce the potential for future oil spills. Since the navigation channels are narrow and the oil tankers are both deep and long, the chances of groundings are increased under conditions which include vessel congestion of the waterways. As previously mentioned. The Coast Guard has reestablished a mandatory Vessel Traffic Service (VTS) in New York Harbor to monitor vessel movement and avoid conflicts and congestion. The VTS has been approved and is being implemented in three phases. 18 The sludge routes, while starting at different points of origin, are all destined for the 106 mile Ocean Dump Site. Thus, their routes tend to coincide in the Lower Harbor. The same type of convergence can be seen with the solid waste/garbage barges which depart from different 3.31 sites throughout the Harbor but all travel to the Fresh Kills Landfill. 19 PROBLEMS & CONSTRAINTS maritime cargo and support service vessels are the largest and most powerful ships using the waterways of the Harbor. Their size, in terms of length, width, and draft, presents several problems. First, it serves to constrain the areas in which these vessels can safely operate. Water depth in the navigable channels of a majority of these waterways depends on maintenance dredging which can be complicated by funding and environmental constraints. In addition, the very maneuverability of the vessels themselves is often quite limited. For example, a barge under tow is not only restricted to areas with adequate water depth, but is also unable to respond quickly to alter its route or speed should another vessel come into its path. Indeed, containerships, freighters, tankers and tugs, when on their own power, must generally keep a minimum speed of approximately 4 knots in order to maintain proper control. Another problem resulting from the size of these vessels is the wake they create. A maritime cargo or support vessel often creates a large wake which affects, not only other passing vessels, but landside docking facilities such as marinas which require sufficient breakwaters. These wakes are the source of a great number of conflicts between these vessels and other commercial and recreational boats. 3.32 Nevertheless, because of their size, demanding locational and navigational needs, and substantial contribution to the region's economy, the maritime cargo and support services must be considered as priority uses to which the other water use activities must ultimately accommodate. Improvements in operations and certain siting guidelines should, of course, be analyzed. Yet it is important to realize that both the cargo operations and the maritime support services function within relatively rigid parameters. Cargo activities are confined to only a small portion of the waterways around New York and New J'ersey. With the implementation of the VTS by the Coast Guard, the careful siting of facilities, appropriate marina design, training and education of recreational and commercial vessel operators, water use conflicts with cargo and maritime activities can be minimized. (See Figure 3.1) The maritime support services are also concentrated in a limited number of areas including the Kill Van Kull, Red Hook/Erie Basin, the Gowanus/Sunset Park waterfront, Brooklyn Navy Yard and Newtown Creek in New York City; and Caven Point, the Kill Van Kull, and the Arthur Kill in New Jersey. (See Figure 3.3) While the VTS system will improve the situation in the Upper and Lower Harbor and along the Kill Van Kull, this system will relate only to larger vessels. Since the Kill Van Kull is an area of intense cargo and maritime activity, recreational or other commercial vessels should be discouraged from using this waterway. Areas f rom Red Hook 3.33 Marine Terminal to SBMT in Brooklyn should also be0 analyzed carefully before other uses are sited along this waterfront. Newtown Creek, while currently unappealing for recreational activity, should also be maintained for existing and future cargo and maritime support vessels. The Arthur Kill area, especially in New Jersey, north of the Outer Port Mobil is an area of intense water dependent, as well as maritime support service use. Because the channel is narrow, other vessels should not be encouraged to recreate along this waterway other than in transit from existing marinas or from areas along the Hackensack and Passaic Rivers or Newark Bay to the Lower Harbor. FUTURE CONDITIONS Cargo Industry Although the Port of New York and New Jersey is no longer America's largest port, it has still grown in actual tonnage in recent years and is projected to continue this growth over the next twenty years. No new containership facilities are planned for the next 20 years, but, greater utilization of existing facilities is anticipated. Vessels calling at the Port are expected to be the newest generation of larger containerships that are projected as the future in cargo shipping. 20Figure 3.7 and Figure 3.8 illustrate future locations and routes of Cargo Facilities. The segment of the Port market accommodated at Red Hook, Brooklyn is growing and the operator, Universal Terminals, has concluded that expansion is necessary at Red Hook to accommodate the projected annual increase of 1. 4 million tons in 3.34 cargo. With a strong marketing commitment and with additional warehousing (particularly refrigerated) within the general area, Red Hook could capture new commodities such as fresh fruit, steel products, cocoa, coffee, paper and fresh and frozen meat. The needed expansion could be accommuodated in several different ways, however, a consultant study (done for the Port Authority and the New York City Department of Ports and Trade by the firm of Frederick R. Harris) recommended the extension of Berths 1 and 2 by about 350 feet into the Atlantic Basin. 21The construction of this extension is expected to be completed in 1991. In addition, the Harris study indicated that improvements in cargo And container handling and truck access are crucial to the future success of Red Hook. 22 Regarding the future of the South Brooklyn Marine Terminal, the Harris study noted that, whereas SBMT has the advantage of greater storage areas, there does not appear to be adequate container demand in New York City to support both Red Hook and SBMT as container terminals. The Department of Ports and Trade continues to support the expansion of the cocoa facilities at SBMT. With the provision of additional storage facilities, a continual increase in cocoa operations volume and vessel movements is envisioned. The exact growth is expected to be about 30% in volume. Additional warehousing could help capture new commodities such as fresh fruit. 23 Upon completion of lease negotiations with New York City, the Port Authority intends to have the 187 acre facility at Howland Hook return to full 3.35 xm: .. ..................... ................. .. . ....... .......... .... ....... ..... ...... ..... ....... ............... ............... .............. ................ ............. .............. ... ..... .. ............... .......... . ...... ............. .... ...... ................. .......... x- -xr .......... ........ .. .......... ... . .. .... .... .... ... ... ..... ...... ...... .. .... .. X... .............. ... .............. .... . ....... .. . .. ............ ... X. X ..... ........ ........ ... ............... ... . . .. . .......... . ..... ......... ... ...... . ............. ................................. . ..................... % ...... ............. ..... .................... ............... ............... . .. .................... ... ............. ........ ..... ............ ...... ........ .. ..... ... ....... ........ ............. .......... %...... . ... ......... . .. ... .......... ...... ............ .. ............. ......... . ................. .... ........ ......................... ....... .. ........ ............. ................... ... ........ ..... ......... . ......... ... . . ............. . ......... ........ .... ......... .. . ......... .. ... ... ... .............. .. . ......... . . ...................... ..................................... ......................... .......................... . ............... ........... . ....... ......... ............ ............ ............ .................. ....... ....... . ... ....... .................. .............. ............... ............. ....... . . .... ..... ....................................... ...... ... ..... ............ ..... ..... .............. ... ... ............ ........... .............. .................... .. ......... .................... ............. ....................... NEW YORK NEW JERSEY MARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 7 HARBOR ESTUARY PORT CARGO OPERATIONS WATER USE MANAGEMENT STUDY FUTURE: NO NEW FACILITIES PROPOSED NYC DEPT. OF CITY PLANNING NJ DEPT. OF ENVIRONMENTAL EXISTING FACILITIES PROTECTION 3. 36 .......... ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ,., ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.a... ,*, . . .. u......i ~. ..... . NYC EP. .... .............. EXISTING ROUTES: NJ DEPT~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.............ENTAL in~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... H.A..SEPROECIO MODERATE USE~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:.. 3.37~~~~~~~~~~~~~~~~~~~~~~~~~~~~o utilization as a containerport. When fully0 operating, the number of vessel movements are projected to increase from 41 to over 156 vessels yearly. 24 According to Port Authority officials, the current level of tonnage handled at Port Newark & Port Elizabeth is anticipated to double over the next twenty years. The increase in vessel movements, however, will be less marked due to the introduction of larger containerships with greater tonnage capacity. 2 Global Marine at Caven Point, is anticipated to continue expanding in tonnage. In addition, the newly opened Port Authority Auto Marine Terminal is expected to be operating at capacity by 1992 and will provide for some increase in vessel0 movements. 26 Maritime After two decades of decline, the maritime support Support service industries are expected to experience some Service degree of growth. The economic factors and future trends that will affect the level of growth include: the expansion of international shipping, regional economic growth, new residential, commercial and infrastructure construction activity, changes in sludge and solid waste disposal, and the construction of the U.S. Navy Homeport in Staten Island. The industry is expected to expand by approximately 800 new jobs by the year 2000. To accommodate this projected growth, the Maritime Support Services Location Study Report (Dravo Van Houten, 1990), projects that the maritime support services will need not 3.38 only their existing facilities, but will require the addition of one nautical mile of berthing space and 40 upland acres. Large ship repair facilities are currently underutilized in the port and are expected to remain so through the year 2000. The number of shipyards may therefore be even further reduced. Although there appears to be sufficient shipyard and ship service space, tug companies, barge lines and construction companies will each need at least one new facility and the construction industries will also need 30 acres of upland for a precasting yard. Figures 3.9 and 3.10 show future locations and routes of Maritime Support Services. The Dravo Van Houten study identified six geographic areas that are critical to the support services and must be retained for its future needs: 1) The New Jersey side of the Arthur Kill currently has several maritime support industries and must be considered an important area to be retained for maritime support service growth. 2) The New York and New Jersey shores of the Kill Van Kull, collectively house 75% of the e-iisting maritime support services in the Port and constitute the single most important area in the New York/New Jersey Harbor to be retained for future needs of the maritime support industry. Only a few vacant sites remain. 3) Caven Point to Bergen Point in New Jersey is also a significant resource for maritime support industry growth. Careful consideration should be given before allowing new non- maritime uses in this area. 3.39 .. .......W ..................... ......,. ..... ....... ~~~~~~~~~~~~~~~~~~~~. U. . $...... ...... _A ......,,...,~~~~~~~~~~......,............................ -CC zt . . ............,,c- -c.----. . . . .... -''"''C''''"' '"''aslilrrla'll~~ ~ i : i' A '' , c c ,c cc::::::::::::-:::l:::-.:r~i~t: CC:�:�:������:3ii:',:i CC' .g~, ' SC�iCc cc c c cc C CC C 'C 'C. ,::,:,,:CC:,:,:,:,::::,:,:,:::::/:::::.. . . C cscesci::::::::::: e:is ci w iis;cc~jii~iici(i.......... ' 19i("':l~r iiii~iri_, i is#:~ii~~ii)iii........ ... K ::':':":':'Siidiii~iiiiiiiiii i.. ... ..t .la .. ...I ...... YORK I.NEW.JERSEY MARITIME&INDUSTRIALACTIV CHAPTER.3.FIG. ... ................ CONCENTRAT::�:�:::�:�::::):�:�.:�:;:IONS OF MAR':';�;'�'�Yi�)):�:�:�X�:�:�:�:�:i~i~i~i:: j~ITIME ::i. . . ............... FUTURE: NO NEW AREAS OF CONCENTRATION PROPOSED NYC DEPT. OF CITY.PLANNING .r~~;~ii iN .......... OF.ENV IRONMENTAL .... ..ISN .REAS OF CONCENTRATION PROTECTION ... ......... ......._.. 3.40 ,; ................ t: jil~ ~ ~ ~ ~ ~ ~ ~~~~l:~~~~~IBI~~~~lli~~~~~~t~~~~~~ijtii~~~~~XBSX~~~~~l~~ii~~~~i Ij.. ........ 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X~~~iil X.X. . . . . . . . ..'I: iii~i~j~~i~~i~:~:::::i~........... ......... ....................ii i~~~~i:Ziii~~~~~~~~iiiii~~~~~~~ii :�jiiiiiijij iiijl iii8~~~~~~~~~~~~~~~~~~~~~~~~~~fi~~~~i~~~iii ill~~~~~~~~i~. ...... iiiilii i~~ii~~iii .... ................ ... . ...............~i~gi~siisij~~ii~ ...... . .. ....... ... ................ . .... .HI!~~~. .... ........................l ~~iiii~~~~~i~~~~liiiii~~~~~......... .. .......iii~ii .... .... .. ...... �iX~~~~i~~~ii~~~lii3~~~~~~~~NEWYOK INE JESE MARITIME&: IND U STRI A ACTIVITES CHAPER 3 FIG 9 HARBO ESTUAR CONENTATINS F MRITME UPPRT ERVCESWATR UE MNAGMEN :::::::i:::::::ri~i::jliijli~iji~iii~ �: ~~j~jS T UDY: FUTURE: NO NEW AREAS OF CONCENTRATION PRPSDNCET.OCIYLAIG f:�jij~~jjii~jis~irI:Siijijiiiiiiiij~l�:�NJ DEPT. OF ENVIRONMENTAL EXISTINGAREASOFOONCENTRATION PROTECTION f: ) iS~iiz": S 3 .40 iiiin~~~~~iiiii~~~~iiiaiiiiiiiiiiiisiiiiiiii~~~~~~~~~~~~~~~~ g~~~i L~~~i~~)i~~~~D~~~~~~~i~ ~l~~ii liliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii~iiii~i~!~ ~!~ ~ii;i~i!i;iii:iii!iiiiii::i~~i -~iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiifiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii~iiiiiiiiiiiiiiiiiiiiiiiiiiiiii!: "~~~~~~~~~~~~ ~ ~~~~ ~ i' 0 S" ' R, : 1 0 0 gigg 2F1i0a i~lljllP~~:i(~ll 0}0}'0"0 :~~~~�: ~ ~ I III I I Iiii i ii~~~~~~ii i i i I I Ilflllll'l i i~~~~~~~ii i i i ii iI IIIIIIII 111/41111iirsil 11 1~~~~srn*IN rdlo; i"| gi~a '','.o',i XM' '"' it - - o' i........... .,,,,.,.........,.,.,.......,...,....., . 9SA WU NNK he~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.. ....... ... ..... . Y / iEW . Y v . A-~~~~~~~~~~.... . ............. ......,..., .... ....... .... .. ....... MARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 10 HARBOR ESTUARY MARITIME SUPPORT SERVICES WATER USE MANAGEMENT FUTURE: NO NEW ROUTES PROPOSEDSTD NYC DEPT, OF CITY PLANNING EXISTING ROUTES: NJ DEPT. OF ENVIRONMENTAl * * I HEAVY USE PROTECTION ..... MODERATE USE 3.41 .................. . . . . . . . . . ......... .............:::::::::::i:_i:~::::::::: ...... ................. ...............)ji::il$:~:a::( ..... . . ............. . . ........ ............. .................. ...... ii~~ir~iif~aI~~rrs t Bl~i~ji~ ~~~j~~:C; i. .......... :~~:j: ii iiiiiiK~~~~~~iliiiijil~~~. ........... .......... ... ..... ... .... . ............j~ijii f :ll .......... .............. ... ..........::ji~r~j i~ii ~~iiii~~i~~~iii~~i~~i~riiii~~~ilw ~ ~ ~ ~ Si~iiii: ~~~:::::::::::::::j~~........... .... ....... -- i:�-:x�-~~~~~i�������� � r~:� :~is~ri�:�ri L'~~CiiQ~ii i X�:~ j~l n:.~iair~~a~i�~.i� I,:r:~i,*ii��-.�n�~-i* :*�:�,�,... ... .............. 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""~~~~~~~~~~~"'~~~~..... ... ....................................l .................. ..............:��::�:::::::::::::::::::::::::: .............. .........lj,~iiiiiili ll:::i:~~,::I ~::::iiisi/ ji~i~i ii::iiiiiiiiiiii~� ii'' �:�:�:�:�:;�:�:�:�:-�:�:�:�:::::i~~~~~~~~j ::::: ''"'' ~ ~ ~ ~ ~ .. ...... . . ... ........ ...... i~~lilEI'" ~ ~ ~~~~ij~~~~i~~i'i~~ti~~ ~:i~~i::::::~~~-"::........... .................. ;:;�z;�x;:i::j:::::::i::::i:::: :i::::::::::::::::j::::::~~~~~~~~~~~~~~~.......... �r~~~~~~~~~~~~~~~~~~~~~~~~~~l~~~...... ............. ... .... .... ........... ...... .......... ............i~~i(a~lli~ `~~~~~~~~i~~~~~a$ �.::j::::::::~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.. ............ . .......... .... jj :�:�:�:�:�:�:-:�:�:�:�:�:�:r�:�:�:�,. .................. .................. .......... ...... ....... lid~~~~~iul~~~~4~~~~!ii i~~~ii ill i~~~~iiiiilill !::::t~~~~~~~~~j~~i::::::::i~~~~~~j::j......... ...... ........... I:Wilibli6Fi'k" :-iliiiiij.: ~~~~~~~~~~~~~~~~~~~~~~~~~~~~lii~~~~iiiiijiiiii~~~~~~~~~~~~iiiji~~~~~~Ei .............. ..... ::t::~~~~~~i:~~~~~~:j~~~ii~~~::::i:::::::::li:~~~~~~~~~~~~~~:: i~~~~~~ 8#8~........ .............. ~ ~~;--------------------,,,,,,:,,::,:: lilg~~~~~~~~dl -:, -:niii ii iiiiiii~~~~i~~ii~iirir............... .... ..... ......... . . . . . . . . . , . ... .... :.. ::::,::::'' li~lilliliill ::::::::::j:~~~~~~~~~~~~:(:::r:: is~~~~~~~~~~:j~~~~~~i:~~~:.'....5..' i~~~~~~~~~~~~i~~~~~ji I(:L�:........ ~~~i~~~~~i~~~~iii~~~~~~~~~~~~~~~~~~iii~~~~~~~~r-~~~~~~rxa?~~~~~~~.......... ::::~~~~~~~~~~~~~~~~~~~~i~~~~~~~~~i~~~~~~~~~:jj: ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ........ i~~~~i~~~~~~~~~~~~i~~~n~~~�: �:�: I�: ~~~~~~~~~~~~~~ii~~~~iii~~~~~~iiiii... ... iii~~~~~~~. . ............. CX~~~~~~~~~~~~~~~~~~X~E OKI NE WJESE MARITIME & ���������l��rl: INDSRILACIIIE HATR3 I. 0HRBRESUR MARITIME SUPPORT SERVICES WATER USE MANAGEMENT FUUR: O EWROTE POPSE SUD ii~~~~~~~~~~~~~~~~~~~~~i~NCDP. FCT PANN EXISTNGROTE:NJDET.OFEVIONENA 0 NI EAY SE ROECIO ..... MODERATE U~~~~~~~~~EWYOK NW ESEY MAITME3INUSRALACIVTESCHPER3 IG 03. 41 ETUR 4) The Brooklyn shoreline from Owls Read to Erie Basin is an area which is currently used by several support services and could, by itself, meet almost all the future expansion requirements of the maritime support services. The area is located at the center of the Upper Harbor with easy access to most of the centers of activity. It still has many of the secondary industrial links located in the adjacent industrial areas. 5) The Brooklyn Navy Yard already has two ship repair facilities, Westley Thomas Industries and G. Marine Diesel. Circle Line leased Pier C for vessel berthing in 1990, thus only Piers D, 6 and J remain available. Although there is little remaining industrial space, there is still some berthing space available along the piers. There are five (5) active drydocks and one (1) that is under repair. 6) Newtown Creek, on both the Brooklyn and Queens shorelines, is currently the location of a number of maritime support industries and, because of its industrial character, is an ideal location for new and/or expanding maritime support industries. Although there are several vacant parcels, the site preparation costs are very high (in some cases involving toxic waste clean up) making the area costly for maritime support industries. 27 Water Between 1965 and 1978 the number of water Dependent dependent facilities within New York City Uses showed declines in every facility category. However, between 1978 and 1988 the rate of decline 3.42 slowed with several categories actually showing increases in the number of facilities. (See Table 3.2) Within the last ten years, specific areas of strength and geographic concentration have evolved. Many new uses have opened in these areas while many of the discontinued uses have shut down outside these clusters. These areas of concentration include the Kill Van Kull in Staten Island; Port Morris, lower Westchester Creek and the lower Bronx River, in the Bronx; Flushing Creek in Queens; Newtown Creek between Queens and Brooklyn; the Buttermilk Channel area of Brooklyn; and the Brooklyn Army Terminal.2 New Jersey In New Jersey, the redevelopment of a number of waterfronts, in particular along the Hudson River, * ~~~~has resulted in a substantial drop in water dependent uses. Although this decline may still continue in this area, it is likely that most other areas will remain in water dependent use. These areas are south of Caven Point on the Hudson waterfront, the eastern half of the Kill Van Kull (Constable Hook), the lower Hackensack River, Newark Bay, the lower Passaic River, the lower Raritan River, and the Arthur Kill. 29Figures 3.11 and 3.12 show future locations and routes of Water Dependent Uses. Trends Several major future events in the New York/New Jersey region will have important consequences for the future needs of water dependent industries. Examples of these events include changes in regulations and management of waste and dredge 3.43 W~i i ij :ii ~':.:.~':.':.:.':.: :>:-.-: ..............................................::::: ~~~~~~~~~~~~~~~~~~~~~~~...... ...... ........ . ........ ,i~ii. .$.$ ......$ .. ,.,.,.,.,., , .. , -~~~~~~~~~~~~~~~~.$ .. ....... .$$$$$ ... $ $$ ' ' 31':'i::::'::':":'0'*?1~: :..... - sBBS isS$SSRRSR$$$sBBsSSRRR :::a::Fn :i- 0-;�;~ a ' |MIODLESEX \ MARITIME & INDUSTRIAL ACTIVITIES CHAPTER 3 FIG. 11 HARBOR ESTUARY CONCENTRATIONS OF WATER DEPENDENT USES WATER USE MANAGEMENT STUDY FUTURE: NO NEW AREAS OF CONCENTRATION PROJECTED NYC DEPT. OF CITY PLANNING 111 AREAS OF DECREASING ACTIVITY NJ DEPT. OF ENVIRONMENTAL PROTECTION E EXISTING AREAS OF CONCENTRATION 3.44 .. ............ ....................... ......~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~\ilisiiiii~ii ............... . ...~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ili~liillilii~ ............. ..........................~~i~iiiii~~l~~~~Oiilj~~llliii i�m ~i ::: liiiiliili~~~~~................ ..........~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~iiiiliiiiiiiilli:llii ..........................X :::::::::::::::::::Iiilliiiiiijiii~ti~jiiil ::~: ~ ~ it g~p!~~ir. ..............i ................... -::: iiii :::::::::::::::::::j~ ~--............... ...j::::~.: ::: 1; raj::::::jj:::::::::::::j:jj:j. . . . . . . . . . ......::-::-::- ...................lil:liiiiiiiii Qlili :i~~~~~~~i ":" Ui~~~~~~~j~~itiiiii~~~~~~li~~~i~~i~~iiiiliiliE ~~~~~~~~~L"~~~i ~ ~ Fl:..... I~~~i : P~~~~i~~Dl~~~i...... ..... ..... ........ ........~~~~~~~~~~aiWiiiiii~~~iiijiiiip~ i~~~rl�I�':la~l'lBIH.... ....... . ......~~: .........~~~~~~~~~~~iiii�a~ iiiiiii ::::::::::::::::::::::::::j::::::~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ ~~e i::::::::::::::::: iiii~~~~~~~~~iiiiiiii-t-:liiil:IIII............ . ..... ......... ................j:::i::::":i::: ::: ii ................... ......... ... :i ~ ~ ~:ij:~~~ ri:::::j:~~~~~~:j:: i~~~~i.................... ....... .................................. :r~j:::::::~j: :iii ::::::::':::: il................. .........fP ...................... ..........................i~i:i '''tl'''':':''' .......... . Activists'"~ :::::::::::::::�::: ~~:: ,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. ............ :!I~~~~~icl5EfE~~~~~~~~f~~~3'N:I1 :� -::::::::j::::j::::::::~~~~~~~........ ......... . .. :i::::::::::::~~~~~~f~~r-:r:.j: ji~~~~~i *-�:�:�:�:�:�:�:�):(�):(�:�:�.............. .......... ... ..... ......~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1iiiiii~ililii~iiiiiii T ~ il : ( t � : ��i � : � ) : ( :f� : � :;� : : Q : � :;i ~ t�� :L ~ i iji: J O i i i i i a ~ � ~ ~i i jirii i i ji i ~ i � ,: iililiii. . . . . . .... ............: . . ..... ........ .............~ii~ i~ ... ......... ....:F.... . .... .......... ... ... ......................... ......~ ~~i~iiiii~iaii~ii:i:i;:li ����;���� il~~i~l~i~l~l~i.... ......................... ...... ::j::~~~j~:j~~;�i*:ii~~~�:::::::::::::::::j:: ili~~~~~~iiiii~~~l ii:"~~:-:~~::'r.......... .... iaii~~:ilii~~iiiiiiiisiiirxiaiia~~~~i~ i~~ii~i~iii'ii~~lS~JPI~~f~~i~iiii'i~~i~i~~i , ~ ,,............................. liil~~~~~~~~~~ii ai i$:~~~~~~~~~~~~~~~~~i:�: ~~~~~~~~~~~::':" .: ........... .... i:~~~j-:�:i~~~~~i~~i::::::::i.. ................................ i~~�)i:~:li~:~:~::::j~i:':::::::::j::::r: iiii~~~~~i)~~~~ijjli)X Bf~~~~~~~~~~~IiiZ iis ": ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~i. ....... ~~~~j~~~~~~~iij~~~~~~~~~~~i rj::~~~~~~~~~................... c ~~~~~~~~~~~~~~~~~:6ii::j::::~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~............... :~~~~~~~~~~~~~~~~~-: ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:�:~~~~~~~~~~~~~~~~... ... ig~~~~~~~~k~~~~~~~~X~~~~~~lltib~~........ ... ..... . . . . .... ....... ... ............iiiii:~ .............. .. .... ....... ....��:�:�: ... ......... ........ ..... ....... .......... . ......... ......... .... ............................. .... . . . ...... ..... :i:�i:�nt i~~~~~~~~~~~~~~~~~~~~~~ii~~~~~~. . ............ . fi~~~~~iB~~~~R~~~~~~C~~~~i~~l~~~iS~~~~~I~~~~P~~~X l ...... . SU~ g t~~~~~~~~ iiic1Eg~~~~~~~~.......... "~~~~"""-"""'-""~~~ ...... ..... ~ ~1~ ~I:~~~ii~~i:::::::t:::::::ii~~~~~~~~~~~~jci~~~xXiiii~~~~~ii:�J....... ... .................. ...........~~~i~i .............. j LAW.:-:'~~~~~~NE OR/NE ERE FUTURE NO NE AREASOF CONENTRATON PROECTE NEWYORK/NEWJERSEY,,, Ii AREAS OF DECREASING ACTIVITY NJ DEPT. OF ENVIRONMENTAL PROTECTION EXISTING AREAS OF CONCENTRATION 3.44 ...... ............... .i.lia : .... - a - ,i.,.sA, HNC DET. OF CTPAIN SENSITIVE CARGO _,,. HEAYY USE NYC DEPT. OF CITY PLANNING FERRY ROUTE , . MODERATE USE NJ DEPT. OF ENVIRONMENTAL . PROTECTION 3.45 ........... ....:: ��::�::��: :~~~~~~~~~~~~~~~~~~~~~~~~~~~�:~~~~~~~~~~~~~~~~.......... . ...................::j~~j:::j ::: j::~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~........ ....... ii ii ill~~~~~~~~~~~41 ...... .......... ..... ~~~~I ir~~~~~~~~~~~~~~lX3X~~~~~~~~~~~~~~~~~~ ;i::::i~~~~~~~~~~~~~~.... .. .:i::::::r :::i:~~~~................ ........ liil I~~~~~~~~~~~~~~~~:�:�~~~~~~~~~~~-:r�~~.. ............... . . . . . . . . . . . .......... . . . . . . . . . . ............. . .........................~ii~iiiiiii II11 ........... j:: 'g~~~~~~~~~~l......-.... .. ..... il~~~~~ilii~~~~~~~~~~~~l~~~iiii~~~~~~~~ililllWI L~~~~~~~~~~~~~~iZ r....... lii~~~~~~~~~~~~~~ii~~~............ ;il~~i c::::::.................... ... . ... . ....... ..... ....... ..... ............~~~~~~~~jiiliili .............. ................iE~i ........ .......... ................. j;~~~~~~~~~~~~~~~~~................ i;:~~~~~~~~~~~............ ..... ... ...................iii~iiiiiiiai�:'�-l:l %jifiic ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~iiil~~... ............ ii ii~~~~~~~~~~~~~~~~~~SI rl................................. ::i~i�L"*.r~~~lib::.::: i:::::I:::....................... ~ ~~i~~i~ ~Pifiiiiiiiiiiiiiiiiiiiii~~iijiiiii ''' ~D i~ilii i:-ii~iii.. ............................. .................. ........ . . . . iiiil~~~ii~~~~~:~~~~~~llj~~~~~~~~~~~~~l~iBIK- iff~~~~~~~~~~~~~~~~~~~~~~is~~~~~~~~~~~~~~~~~...... ~~~~~~j~~~~~~~~~~jj~~~~~~~~~. .... Ifj~~~~~~~~~~~~~;~~~~~~~i~ ~ ~ ~ ~ ~ ~ . . . . . . ...... SU. B~~~~i~~~~i~~~~li~~~~~I~~~~.. . ...... .... ....... ......................... ......... ~~~~:I��:�;:�:�;:�:�:���;��:�::i:�:�: B1~~~~~~~~~~~....... .. 3. 45 spoils; changes in the location and the federally mandated phasing out of the sludge dump; the closing of the Fresh Kills Landfill, the construction, operation and repair of vessels related to the Navy Homeport; the expansion of several waste water treatment plants; the construction and operation of the proposed resource recovery plants; the construction and rehabilitation of major roadways in both New York and New Jersey; and proposals for major new developments in both New York and New Jersey. 30 Projections for several facility categories are as follows: Most of the subcategories of industrial oil such as crude petroleum, gasoline, jet fuel, kerosene and fuel oil are projected to increase only slightly by the year 2000. Most oil facilities are now located along the Arthur Kill, the west side of Newark Bay and along Newtown Creek. There is likely to be little change, in either New York or New Jersey, in the number of facilities in this category as the physical infrastructure commitment (i.e. tanks) of the oil facilities and the cost of their removal makes them less vulnerable to redevelopment pressures. The location of a Petroleum Industry Center for oil spill clean up developed by the Petroleum Industry Response Organization (PIRO), while adding to the number of vessels stationed in the Harbor, may decrease the time waterways are currently closed during oil spill cleanup. 3.46 Government Government uses are expected to show a slight Uses increase through the year 2000. The U.S. Navy Homeport proposes bringing seven war ships and approximately 10 service and shipyard craft into the port. Because of national security measures, waters around the Homeport will be closed to all other vessels. The waterborne Police and Fire units are not expected to increase. Some growth in Coast Guard personnel has been recommended in relation to the VTS program. Sludge While exhibiting a nearly 40% increase in the number of sludge facilities between 1978 and 1988, sludge hauling in both New York and New Jersey is likely to decrease dramatically by the mid-1990's as ocean disposal of sludge is prohibited. However, intra-Port sludge movement for sludge dewatering and sludge processing will require continued barge activity. As a result, it is likely that barge movements will remain constant into the near future. The location of sludge processing and disposal facilities is still undetermined. Solid Waste The current movement of solid waste from marine transfer stations in New York to the landfill at Fresh Kills on the Arthur Kill in Staten Island and Edgemere in Queens will change when these landfills are closed by about the year 2000. Some refuse is scheduled to be burned at waste-to-energy plants and barge movement of solid waste to and from waste-to-energy plants is likely. In addition, the new recycling mandates in the New York Metropolitan region will provide for the possible development of new transfer, processing, and remanufacturing 3.47 facilities. Locations have not yet been selected. Although the routes will change, much of the movement of materials to and/or from these facilities will be done by-barge. it is, therefore estimated,..that approximately the same number of barges currently used for solid waste movements to Fresh Kills will be used for inter-and intra-Port solid waste transport. In New Jersey solid waste id currently not moved by barge. New Water in addition to changes in the number of facilities Dependent and land area needed for current water dependent Indusriesindustries, a number of new, water -dependent industries are likely to require waterfront sites. While additional study is needed to determine exactly which new water dependent industries could locate in New York City, examples of two viable industries are as follows: Time Waterborne overnight package delivery between Sensitive the New York/New Jersey Region's office centers and Cargo Ferry airports could eliminate some highway transport uncertainties. High speed ships would require docking locations near business centers. The se' vessels, which depend on speed in order to be economically viable, would be traveling from Kennedy, La Guardia and Newark Airports through Jamaica Bay, the Upper East River, Newark Say and the Kill Van Kull.-These areas already experience a great deal of cargo movement and a considerable amount of recreational vessel use. Newsprint Recent reports suggest that water transportation Shipping could soon become a primary mode for newsprint imports if adequate sites are located and/or 3.48 preserved along the waterfront for newspaper printing facilities. 31 In both instances, since the distribution terminals for these uses would require industrially zoned land, it is anticipated that the new facilities would be located in areas of already existing water dependent uses or industrial concentration. FUTURE PROBLEMS8 AND CONFLICTS Most current problems relating to cargo, maritime support and water dependent industry vessels will continue. Although tonnage handled by existing cargo terminals, both container and break-bulk is expected to increase, the number of vessels is projected to remain constant. The increased size of vessels Willi, however, present several new potential conflicts. 1) The larger ships will have even less maneuverability.' 2) Ships will require higher speed to maintain steering capability. 3) The vessels will require a larger anchorage area in the Lower Harbor. 4) The deeper draft of these vessels will require that they lighter their materials more often than is currently required. 5) The dredging of the navigable channels that will be required to accommodate the larger vessels will in itself, congest these waterways. The introduction of high speed, time sensitive cargo ferry operations may also result in new conflicts because of the importance of speed in making these vessels financially competitive. in addition, these high speed vessels may be docking 3.49 at locations near the business centers that are already congested with other vessel movements. 3.50 Chapter 3 - Endnotes 1. Journal of Commerce Staff, "New York, Los Angeles Vie for Top Trade Spot, "The Journal of Commerce" (New York, New York) May 1990. 2. Norman Brouwer, "The Port of New York, A History: 1860-1985, Moving Goods Within the Port," Seaport, Vol. XX Number 4 (Spring 1987) p. 30-35. 3. Ibid. 4. Mitchell L. Moss, "Staging a Renaissance on the Waterfront," New York Affairs, Vol. 6 Number 2 (1980) pp. 7-8. 5. Dravo Van Houten, "Maritime Support Services Location Study", (1991), pp. 3-5. 6. City Council Legislative Panel on Waterfront Development, "Proud Legacy? The Future of New York Citys' Waterfront, Lost Opportunity?" 1987 p. 4. 7. Port Authority, "FREIGHT FACTS," 1989 pp. 15-16. 8. Port Authority, interview, Port Division Staff. 9. Dravo Van Houton, p. 8.3. 10. Ibid p. 6.5. 11. Ibid p. 6.12. 12. Neil Baumler, "Water Dependent Use Study" (Draft). 13. Larry Baier, Memo, New Jersey Department of Environmental Protection. 14. U.S. Army Corps of Engineers "The Port of N.Y. & N.J. and Ports on Long Island, N.Y.," Port Series No. 5, 1988. 15. The Maritime Association of the Port of New York/New Jersey, "Berth Totals for New York/New Jersey for the Year 1989." 16. Neil Baumler, "Op cit. 3.51 17. U.S. Coast Guard, "Board of Inquiry Report, Ports and Wa. 18. Department of Transportation, U.S. Coast Guard, "Vessel Traffic Service New York-Users Manual, Oct. 1990. 19. Baumler, Neil "Water Dependent Use Study" (Draft). 20. Port Authority of New York and New Jersey, interview Port Division staff, 1990. 21. Frederick R. Harris, Inc. "Study of the Brooklyn and East River Marine Terminals, July 1987, pg. xii-xiv. 22. Ibid. 23. Ibid pg. 1, 4. 24. Interview with Port Division, Port Authority, 1990. 25. Ibid. 26. Ibid. 27. Dravo Van Houten, "Maritime Support Services Location Study," (1991), pg 8.3-8.5 28. Ibid, pg. 8.7-8.13 29. Baumler, op ict. 30. Baier, op cit. 31. Baumler, op cit. 3.52 CHAPTER 4: FERRIES Passenger ferries have always been an important water use of the New York-New Jersey Harbor. While the number of routes and ridership have risen and fallen over the past two c enturies, current and future trends point to an increasing number of ferrie's on the harbor. Understanding the operation of ferries is especially critical in addressing the large safety issues arising from vessels carrying up to several hundred passengers in a variety of weather conditions and sharing the Harbor with a number of other uses. This chapter will focus solely on passenger carrying vessels. Freight, cargo and rail ferries are considered within the Maritime and Industrial Activity chapter. FERRY HISTORY Ferry service -in New York dates back to the earliest European settlements in the area. Ferries often provided the sole connection for transportation and commerce, linking islands and crossing rivers. The first ferry in the region, in 1641, crossed the East River from lower Manhattan to Fulton Landing, Brooklyn. By the 1660's, ferry connections between -Manhattan,. -New..; Jersey and. Staten Island were established. Many of these ferries established routes that were later to form the major corridors of the city's fixed transportation network. Bridges and tunnels * ~~~~~constructed in later years traveled the paths of 4.1 original ferry routes. Examples include the0 Brooklyn and Williamsburg Bridges linking Manhattan and Brooklyn, the Whitestone Bridge linking the .Bronx and Queens, and the Holland Tunnel linking,. Manhattan and New Jersey. The early ferries were either. sail or human powered. The introduction of steam power in the early 19th century allowed ferry travel to become more swift-.and reliable. During the first half of the 19th century ferry operators remained small and independent, with little revenue to expand or refurbish. Most ferries combined passenger movement and goods movement, creating a situation where pigs, cows and people all traveled together. By the middle of the 19th century, the railroads, rapidly becoming large, successful businesses, discovered that ferries could be used as a part of an intermodal transportation service, thereby expanding rail distances. As railroads began to control ferry lines, investments were made in technology, passenger comfort and terminal design.. Over the next few decades five major rail/ferry centers emerged at Hoboken, Weehawken, Jersey City and Pavonia. From them, passengers sailed to terminals in midtown and lower Manhattan, and Brooklyn. Although originally conceived as long distance freight carriers, .within -a: -decade of,-. establishing rail/ferry connections, the railroads were carrying commuters via their ferry terminals into Manhattan. IManhattan had at least twenty separate passenger ferry locations with connections to all of the future outer boroughs and New Jersey. Several hundred river crossings occurred daily. 4.2 Bridge construction signaled the slow decline of ferry use where bridges traversed the paths of early ferry routes. The 1883 opening of the Brooklyn Bridge allowed travelers to journey without changing transportation modes to and from. Brooklyn and Manhattan, spurring an extraordinary construction and population boom in the former. The most dramatic fall off in ferry ridership occurred in the 20th century. The subway tunnels linking Brooklyn, Queens and the Bronx with Manhattan displaced ferries as passengers selected more convenient modes of transport. The Trans- Hudson ferries witnessed sharp declines in ridership with the construction of the Hudson and Manhattan tubes (PATH) and Pennsylvania Railroad Tunnel, followed by the Holland Tunnel (1927), the George Washington Bridge (1931) and the 'Lincoln Tunnel (1937). By the end of World War II there were no East River ferries in operation and, in 1967, the last Hudson River ferry, from Hoboken to Barclay Street, stopped operating. From 1967 to 1986, the only ferries in New York Harbor were the Staten Island and Governor's Island Ferries. FERRIES - PRESENT CONDITIONS The return of private ferry service in New York began in 1986, with the, issuance of 'the New York, City Waterborne Transportation Policy Statement. Bridge and tunnel congestion, a resurgent interest in residential and commercial waterfront development, and operator interest due to the availability of offshore oil boats as inexpensive 0 ~~~~~equipment, led the City's transportation planners 4.3 to reexamine the water-ways. The goals and objectives contained within the Policy Statement reflect these changing conditions: - transport passengers in a safe, reliable and efficient manner; - facilitate access to and within the city, or to recreational areas; - reduce the number of motor vehicles entering Manhat tan; - - enhance the development of the city's waterfront; -integrate easily into the existing transportation system. The Waterborne Transportation Policy Statement encouraged private, unsubsidized ferry operations which would not compete with existing mass transit. The New York City Department of Transportation began issuing permits to private companies for ferry routes, both intra- and inter-state, usually with Manhattan as the final commuting destination. Additionally, the, City also provid~d improved docking facilities for ferry landings. Ferry Studies 'The recent growth in the ferry industry has given rise to several publicly funded studies. Two of these studies have been conducted by the New York City Department of City Planning and relate to landside access at -potential ferry, stops. The first study, entitled Improving Landside Access for Perry Services(1987), examined criteria for the establishment of a ferry terminus. The second report, Landside opportunities for Expanded Ferry Service(1990), selected sites and described the feasibility of developing each. The objectives of 4.4 these studies complement the original Policy Statement. They identify opportunities for improving private ferry services that serve the 2 travel needs of commuters and tourists; and develop a framework for the 'establishment of additional privately operated ferry services. 3 A third study being conducted by the New York City Department of Transportation, Bureau of Transit Operations, Private Ferries Operations, is entitled An Assessment of the Potential for Ferry Services in New York Harbor. This study follows upon other studies in analyzing the operational and financial viability of several new routes, with special attention to those that may capture a portion of the current auto commuter market. The fourth study, produced for the New Jersey Department of Transportation, is entitled Hudson River Waterfront North-South Ferry Study(1990). The purpose of the study, given the large .number of New Jersey waterfront developments, was to determine "whether, when, how and to what degree ferries might also play a role in satisfying intrastate waterfront oriented travel demand." These studies, several of which are federally funded, are expected to continue the public encouragement of private ferry operations. As previously noted, contemporary operators were initially attracted to the ferry business by the availability of inexpensive crew boats resulting from the depression in the Texas oil industry. * ~~~~~These boats were used by the industry to transport 4.5 work crews to offshore oil rigs. Retrof itting them for use as ferry boats was also relatively inexpensive. Many developers regarded the ferries -as a tremendous asset to their waterfront property. Among the first operators was Arthur Imperatore, president and owner of Arcorp, who incorporated ferry service as part of his plan to develop two miles of New Jersey waterfront across from Manhattan. His ferry run, linking Weehawken with West 38th Street, offers parking and connecting bus or van service to midtown. Walter Mihm, a real estate developer and owner of a, 256 acre development in Port Monmouth, New Jersey, is another operator, connecting his site by ferry to Pier 11 near Wall Street. While crew boats were inexpensive, they generally lacked comfort and speed. Maximum speed was approximately nineteen knots, making it difficult to provide long ferry runs. For this reason many of the newer entries to the ferry roster have used much more advanced transportation technology. Greatly improved conventional monohulls as well as twin-hulled catamarans are the latest additions to the Harbor. These ships travel at much higher speeds than the crew boats. Obtaining speeds of up to 50 mph, long ferry routes can become much more time efficient and provide a more comfortable ride. The former is not always the case. For example, last summer, an advertised run from East 34th Street in Manhattan to Ocean Bay Park on Fire Island hoped to transport passengers in under two hours. In reality the trip time actually took 4.6 S ~~~~~~~three hours. The real attraction was that the ferry provided a much more scenic trip and guaranteed the passengers would not be stuck in traffic. While alternative means of Itransportation for this trip may take a similar -amount of time,. most require mode changes, which the ferry does not. The return of commuters is critical to the resurgence of ferries. Public encouragement of private operations must come simultaneously with an increase in demand. Given vehicular traffic- congestion and the number of new waterfront developments along both the New Jersey and New York City waterfronts, a strong market has developed. For many of the routes the destination time may be comparable to other modes of transit or automobiles. However, at least in the case of automobiles, destination time can vary widely, whereas ferry times are much more predictable. The cost of ferries as a mode of transit is usually comparable with express buses', which have higher tariffs than non-express transit yet are still subject to congestion problems. Existing There are currently 11 ferry routes within the Routes New York/New Jersey Harbor, carrying an average daily weekday ridership of over 13,000 passengers.(See Fig 4.1 and Fig.4.2.) Table I shows the majority of existing routes connecting with Pier 11 at Wall Street (though this landing site does not necessarily receive the most passengers). Quite naturally, most of these ferry runs are made during peak commuting hours in the A.M. with 4.7 14 1~~~4. PTANIER HIGHLLNDST, MNHATA 15. WHITEHAL TRALD, MNJATA M~~t4MOUT~~~i 1~6. GOTVERYPRKS CITYANHATA 17. PIR8 WEST 36 TH ST.), MANHATTAN 1S.6T POT. IPIERIA, WEEAWKDENN 9. LINCOLNHARBOR, WEHTAWKNN *~~~~~~~~~~~~~~~~~1 PORTMUBTER JERSEY DCKNSITES: EITNGJAE S MNGMN 12. BA~~~ YCDP.OFCTPLNNENJ 13.~~~~N SET. GORGE SAENVISLANMETA ~~~~~4.8TATCHIHADN FERRIES CHAPTER 4 FIG. 2 NEW YORK NEW JERSEY HARBOR ESTUARY COMMUTER FERRY ROUTES: EXISTING WAE SETUNGEEN NYC DEPT. OF CITY PLANNING NJ DEPT. OF ENVIRONMENTAL PROTECTION 4. 9 TABLE 4.1 DESTINATION FERRY ROUTES ORIGIN PIER 11, EAST 34TH PIER 78 W. SLIP 5,7 BATTERY PARK WHITEHALL Pier 84 WALL STREET, MAN., 38TH BATTERY CITY, MAN., NY TERMINAL W.44th St. STREET, NY STREET, MARITIME SOUTH Man.,NY MAN., NY MAN., NY BLDG, FERRY, MAN., NY MAN.,NY 69TH STREET PIER BAY RIDGE, BKLYN., X NY MARINE AIR TERMINAL LAGUARDIA X X AIRPORT, QUEENS, NY HIGHLANDS,: MONMOUTH, NJ X ATLANTIC HIGHLANDS MONMOUTH, NJ X PORT X LIBERTE,HUDSON,NJ BAYONNE HUDSON, NJ X PORT IMPERIAL X X WEEHAWKEN, HUDSON, NJ HOBOKEN,HUDSON, NJ X GOVERNORS IS., NY X ST. GEORGE, STATEN ISLAND, NY X LINCOLN HARBOR, X WEEHAWKEN, HUDSON, X NJ 4.10 reverse runs in the P.M. For this reason, ferry use is very time sensitive, though a certain amount of ferry movement is done off peak. This latter movement comes in two forms, the movement of the vessels to their overnight or midday mooring locations, and the evening use of some of these boats for alternative activities, as harbor cruises, or private charter. These uses ar e discussed in detail within the commercial boating section of-this report. FUTURE CONDITIONS The number of people using ferries to commute has been increasing. (See Fig. 4.3.) In the future, more commuters will be choosing ferry service for several reasons: first, overall population growth in the region is expected to bring more commuters into Manhattan and between various parts of the harbor. Second, more reliable and more competitively priced service will be made available through technological improvements. Third, existing transportation infrastructure is at capacity, deteriorating, and not likely to expand. Finally, more ferry landing sites will probably become available for private ferry operators to provide service. Predictions concerning number of ferry routes can be inferred from analysis of factors encouraging demand for ferry service, routes and access. Watertaxis, While the same conditions which make ferry service an attractive transportation option will also make watertaxis a possibility, they have not been investigated here. There has been no public demand 4.11 OFFICE OF FERRY PLANNING ALL PRIVATE OPERATIONS AVERAGE WEEKDAY PASSENGER TRIPS 16 12- /, 4 - - 1987 -4- 1988 - 1989 - 1990 -RIDERSHIP IN THOUSANDS Fig. 3. Source: Peter Hallock, New York City Department of 4.12 4.12 for this type of transportation nor has there been any private sector initiatives. The projected costs of operation has made it prohibitive. It is not considered to be a viable transportation option, now or in the immediate-fluture. For the majority of commuters, the high fares the watertax-i operator would have to charge would eliminate most of the public from using them. If watertaxi service overcomes these economic barriers, it will probably occur in waterfront areas which have not been cut of f from populated areas by either highways or parks. Watertaxis would probably operate between mixed used developments proposed throughout the harbor, such as Hunters Point, Queens and the New Jersey side of the Hudson River. While watertaxi services will not be prevalent use in this harbor, they have recently been considered by the New York Parks Department as a way to link waterfront parks. 6These proposed watertaxis or water shuttles would utilize a smaller vessel carrying 12 to 30 people. Meanwhile, the use of hovercrafts in creating waterfront park linkages in New York-New Jersey Harbor, might allow immediate commencement of services. For example, the Gateway National Recreation Area Park in Jamaica Bay, Staten Island and Sandy Hook could be joined without disturbing the existing habitats and without any immediate infrastructure improvements. Finally, growth of ferry service may be affected either positively or negatively by the possible addition of watertaxis, especially the use of hovercrafts which appear to be an ideal vessel for use as watertaxis. 4.13 increasing The existing demand for ferry service is projected Commuters to increase. The rise in ferry commuters can be expected to be a function of the increase in the number of people residing in areas surrounding the. harbor. National population: growth-predictions for the next 20 years conclude those counties with the largest gains in population will be primarily in suburbs of the largest cities. Consequently, the peripheries of transportation routes in New York are expected to be among the fastest growing areas. The city has experienced significant intercoastal growth. With increased population, there is also 7 the expectation of continued suburban sprawl. This sprawl will mean the existing transportation infrastructure will be further burdened with more commuters traveling not just to Manhattan for work but to various locations throughout the area. Wherever the region's waterways offer viable ferry0 transit alternatives, ferry service, spurred by development, will grow as a result of the increased number of commuters. The numbers of commuters will be closely tied to projected population growth areas. While Manhattan will continue to have the largest number of jobs and therefore generate the most commuters, new developments in other areas of the harbor will emerge as destination and origin points for commuters. (See Fig. 4.4) Location and policy will encourage many of the proposed new developments to include ferry service as a logical means of transit and to mitigate the developments impact on the existing infrastructure. In addition, ferry routes will likely involve more than one stop during rush hours. 4.14 ...........~~T~~ETE PASSAIC --~~~~~~...... . . ............. N~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..... ESSEX~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... . SIATEN.......... ISLAND~~~~~~~~~~~~~~~~~~~~~~..... 0~~~~~~~~~........... * MIDDLESEX ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..... .............. .......~~~~~~~~~~~~~~~E ..~ EWJRE FERRIES CHAPTER 4 FIG 4 IIAR9OR ESTUARY~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.... ... ....... ....NAEMN g~~~~ ~~~~OTENTIAL FERRY ROUTE CONNECTING~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~......... ORTH/SOUTH POINTS STU....... ~~~~~~~~~~~~~~~NCDP.................. ....~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~N ........ OF ENVIRO.MENTAL SOURCE~~~~~~~~~~............... ......... .ESE DEATM. ............NPRTECIO PREPARED~~~~~~~~~~~~~~....... ....... ........INEROF 4~~~~~~~~~~~~~~~~~~~~..15....... Existing Even without the projected development along the Infrastructure shoreline and the expected increase in population, the condition of existing roads, bridges and public transportation is expected to continue to deteriorate. The New York City Department of Transportation (NYCDOT) found 56 percent of the 842 city owned bridges to be "structurally deficient"- no longer strong enough to carry loads for which they were designed. It appears that over the next ten years several bridges may have to be closed. 8 Mass transit systems throughout the region are near or at capacity. Subway commuters already encounter lines operating at capacity, especially in areas of Queens connecting to Manhattan. Meanwhile, those who use express buses or commute by automobile face severe highway congestion. Any new funds allocated for roads bridges and subways will probably be spent on repair and maintenance, not expansion. The effective guidance and support of public agencies is mirrored in the -successful establishment of new services. The level and concentration of services in turn may signal the ,,potential for congestion and conflict and need for improved Harbor traffic control. Regulations While the demand for ferries will increase, the entry rate of new ferry operators will depend on the impact of government regulations and subsidies in fostering or inhibiting service. Presently, no direct subsidies are available. The indirect support now existing for some ferry landing sites represents those agencies controlling and developing their own piers. 4.16 The Port Authority of New York and New Jersey and the New York City Department of Ports and Trade own or operate many of the proposed ferry landing sites. As publicly owned piers are no longer needed for industrial uses, such agencies can make them available to private ferry operators. Unless ferry operators have sufficient capital to develop. these sites, the growth of ferry service in several areas of the harbor will be limited by the fiscal ability of Ports and Trade and the Port Authority. Barring the need to offer emergency alternatives to infrastructure closures, as with the Williamsburg Bridge, it may be difficult to justify public investment in a ferry landing site that may not be profitable, especially during a weakened economy. * ~~~~~Ferry service is viewed as a way to attract automobile commuters out of their cars. Reducing the number of private automobiles in the city will help to be reduce air pollution and traffic congestion. Recent policy and structural changes in the transportation agencies seek to promote 'the integration of ferry service with the existing infrastructure. Whether these are as of yet being realized is unclear. In general, ferry service will not be competing with existing subway and train systems unless those systems are at capacity. Through their respective review and approval processes, both states encourage mass transit. as the alternative for automobile commuters. New Jersey accomplished this goal via the State Department of Environmental Conservation's issuing of Waterfront Development Permits (WDP). 9This is mirrored by the New York City Department of City 0 ~~~~~~Planning administered Waterfront Revitalization 4.17 Program (WRP) . Through the continued aggressive use of the WRP approval process every major project along the shoreline in New York City will be reviewed for consistency with requirements concerning potential landing facilities, Likewise in New Jersey, the waterfront development permits will be required for new ferry landing sites. Those areas where ferry service is appropriate will have to meet WRP and WDP policies advocating water dependent uses and public access. For example an applicant proposing a residential development or a marina development may also be encouraged to include a ferry landing site in the development plans when being reviewed for WRP consistency approval. (The New Jersey equivalent to New York City WRP approval process is in Chapter 7E of New Jersey Administrative Code entitled Coastal Resource and Development Policies.) In addition, the United States Army Corps of Engineers prov~ides an indirect support- through their removal of dilapidated piers and obstructions and administering dredging permits, enabling once unstable waterfront spaces to function as ferry landing sites. While the Army Corps is not mandated to promote ferry service it does so by creating a better environment for all vessels, including. ferries. operations Besides the availability of adequate landing sites, ferry route permits require ferry operators to have contingency plans for vessel breakdowns. This is to insure that the ferry operator provides consistent service (and avoid unnecessary schedule 4.18 interruptions) critical to developing an adequate customer base. The more trips provided during peak commuting times the more likely an operator will attract the necessary numbers of passengers to become profitable. An aspect of the NYCDOT ferry permit which could limit the growth of ferry service is the one year permit limitation. Presently, having made a substantial commitment of capital, a ferry operator has no guarantee that when their permit expires, the same route and access to certain piers at specific times will be renewed. An operator seeking a longer franchise period needs New York City Council approval. Expanding the length of the * ~~~~~ferry permit thus becomes an important investment incentive. Operators now have two options available to increase ferry ridership. They can operate their own bus or van service and not charge'an additional fee for the bus or they can make a request to the Port Authority, the Metropolitan Transportation Authority(MTA) or New York City Department of Transportation(NYCDOT), for modification of an existing bus route or the creation of a new one. At this time, the MTA takes six months to a year to evaluate a request for change of siervice. For a new. ferry service, this could be the deciding factor on whether the service is successful. In New Jersey, the Port Authority is investigating development of an integrated fare system, enabling commuters to pay one fare for several types of mass transportation, thus eliminating their need to 4.19 purchase a ticket every time they change to a new transportation mode. For example, a commuter could easily switch from a ferry to a bus. The recent reorganization of NYCDOT placing Private Ferry Operations under the direction of the Division of Surface Transit -is - expected to contribute to future ferry service success. This coordination could consist of changing an existing bus route to make an additional stop at a pier at a certain time or actually developing new bus service to specifically link new ferry service. Technology In the future, experts envision new high speed ferries becoming prevalent in the harbor. These high speed ferries will meet the demand of those commuters traveling longer distances necessitating faster, reliable, consistent trips. Through use of a catamaran type hull, these vessels can easily achieve speeds of 30 knots (where allowed in the study area), twice as fast as the converted crew boats currently used by the majority of ferry operators in the harbor. They can carry over 300 passengers and allow ferry operators to charge competitive fares with other modes of transportation. It is expected in areas such as Atlantic Highlands, New Jersey and Breezy Point, Queens will attract more of these long distance commuters because the existing ground. transportation infrastructure is overloaded and involves long travel times. Another significant improvement in ferry transportation which may be operating within the study area soon is the introduction of amphibious 4.20 hovercraft vessels into the harbor. While their unique features have not been considered in any recent studies concerning the suitability of a particular site as a hover-craft ferry landing site, one is scheduled to begin operating within the Harbor in 1991. The hovercraft generates a cushion of air and is propelled by rear mounted fans behind it.(See Fig.4.5.) These features allow it to: travel above water (at 50 knots), onto land, over objects such as ice and large logs in the water, to have excellent maneuverability, to be fuel efficient, land without piers, and to be easily maintained. Hovercraft use also allows travel in areas of the harbor that other types of ferries cannot go such as shallow, environmentally sensitive areas. 1 Somewhat disquieting, noise from the two large propellers may be a problem. FUTURE PERRY LANDING SITE LOCATIONS While the majority of commuters using ferry service will continue to be those destined for Manhattan, including those using new landing sites, service may also develop in a north/south direction along the New Jersey side of the Hudson River. 11still another projected growth area will be from Staten Island directly to the Jersey side of the Hudson River. Conservative estimates suggest the number of ferry routes could easily double in the next five years even if the present recession continues. Several constraints that have inhibited private 4.*21 Fig. 5. An illustration of a British hovercraft which is currently used as a passenger ferry in the English Channel. Source: "Hovercraft and Your Community," British Hovercraft Corporation, East Cowes, isle of Wight, England, February 1990 4.22 ferry service will be eliminated thus allowing for even more ferry routes to be developed.' The operation of ferry service should become more cost effective as ridership increases on the shorter commuting routes and longer routes become economically feasible through the use of high speed ferries. Concurrently, numerous short 'distance routes will develop,, especially along ~the Hudson,. as piers are made available through the government improvements and through new waterfront development. Longer routes will become more attractive as automotive commuting times to Manhattan and throughout the region increase along with toll and fuel costs. This growth will be propelled as more fuel efficient faster vessels, such as high speed catamarans and hovercrafts, are * ~~~~~~~incorporated into ferry operations. The following list and maps (See Figs.4.6 - 4.8.) illustrate sites which could becomie a ferry landing site because of any combination of these factors: They serve an existing market; create a new market through development; and/or require little physical improvements to begin service immediately. POSSIBLE FUTURE PERRY LOCATIONS 12; NEW YORK CITY, WESTCHESTER, LONG ISLAND, 13NEW JERSEY 14AND SURROUNDING AREAS Manhattan - Hudson River - Battery Park City; Pier A - West 30th Street Heliport - 42nd Street Terminal *~~~~~~~~~ -Trump City (Proposed Development) 4.23 - 72nd Street - 79th Street Boat Basin - Harlem on the Hudson, 125th Street Manhattan-East River - Piers 9-13(Expansion of Pier 11 Terminal). - East 28th Street Park - East 63rd Street - East 78th Street - 107th Street Pier Brooklyn - Canarsie Pier - Mill Basin - Sheepshead Bay - Toys-R-Us, Bay 44th Street - Brooklyn Army Terminal, 65th Street - Red Hook - Brooklyn Piers and Fulton Landing - North 5th to North 11th Street,Williamsburg Bronx - Orchard Beach - Marina Del Ray, Shurz and East Tremont Ave. - Ferry Point Park, Westchester Creek Queens - Point Little Bay adjacent to the Throgs Neck Bridge, Powell's Cove Blvd.(Proposed Development) - Worlds Park Fair Marina/Shea Stadium, Flushing Meadow Park - 44th Street Pier, Long Island City Hunters Point (Proposed Development) - Breezy Point 4.24 - Arverne (Proposed Development) Staten Island - St. George Seaport (Proposed Development) - Alice Austin Park Area - Great Kills - Prince's Point Long Island-Nassau County - Inwood - Port Washington - Glen Cove New Jersey - Old Ferry North, Edgewater - Old Ferry South, Edgewater (Proposed Development) - Renaissance Square Edgewater (Proposed Development) - Stevens Castle Point Hoboken (Proposed Development) - Exchange Place, Jersey City (Proposed Development) - Elizabeth Port Marina, Elizabeth - Harbortown, Perth Amboy - South Amboy Redevelopment Parcel, South Amboy - Keyport - Point Atlantic, Keansburg FUTURE FERRY LANDING OUTSIDE OF STUDY AREA WITH DESTINATIONS INSIDE STUDY AREA - Greenwich, CT - Norwalk, CT - Stamford, CT - Rye Playland, Rye, NY 4.25 - Mamaroneck, NY - New Rochelle, NY - Tarrytown, MY - Rockland Lake State Park, NY - Nyack, NY - JFK Marina, Greenwood, NY - Yonkers, NY PROBLEMS\ As ferry operators attempt to meet demand they will CONFLICTS be expanding their schedules. Maintaining these schedules will become increasingly difficult as operators provide more trips and\or faster service. Time pressures will continue to discourage ferry operators from slowing down or altering their course in heavily traveled shipping channels or densly populated recreational boating areas of the harbor. This may create problems resulting from ferries creating wakes and possibly cutting off other types of vessels-when attempting to maintain their expanding schedules. With increased dens3ity of ferries at certain landing sites, crowding during peak commuting times may occur. Especially, when a delayed ferry creates a backlog at a pier preventing other ferries from docking their boats. CONCLUSION Private ferry service growth will be dependent on commuters and related government agencies perceiving service as not just an amenity for a few but a part of the mass transportation systems for areas surrounding the study area. How fast the number of new ferry routes grow depends on the kind of service ferry operators provide, available landside access, and integration of ferry service with other modes of transportation. Ferry service 4.26 FERRIES CHAP~~~~~~~~~TcfE3R 4FG E OKINWJRE ~~~~~~~~~~~~~~~~~~ABRESTUAR 4.2~~~~~~~7" NEW YORK I NEW JERSEY FERRIES CHAPTER 4 FIG. 7 HARBOR ESTUARY WATER USE MANAGEMENT \,POTENTIAL/ FUTURE FERRY ROUTES STUDY NYC DEPT. OF CIrY PLANNING NJ DEPT. OF ENVIRONMENTAL PROTECTON 4.28 ..........~~~~~~E~ ..... .... FERRIES CHAP~~TER4FG. EWOKINEWJRE T~~HARBOR ETUAR 4.29~~~~~~~~~~~~~~~~~~~A needs to be addressed in a comprehensive way by the communities in New Jersey. While ferry service has been considered for all of New York City through the New York City Waterborne Policy Statement this statement may have to be revised if ferry transportation systems are to prosper. Despite existing constraints on ferry service passenger ferry service is expanding. Because of existing -infrastructure deterioration and congestion, commuters have begun to seek alternative methods of transportation. Those used to traveling by automobile are finding ferry service a more reliable, comfortable and affordable alternative. Providing adequate parking, shelters for waiting, easy connections with other modes of transportation and convenient schedules, will all contribute to attracting sufficient numbers of commuters to operate a successful ferry service. ,Acquiring capital to develop amenities probably has prohibited many potential operators -from entering the ferry business. Providing some type of subsidy to create a nurturing environment should be' studied and possibly provided. Adequate landside access is an essential part of ferry service growth. Since comprehensive ferry siting regulations do not exist in New Jersey ferry operators must rely on their ability -to find ~and. acquire landside access from individual municipalities. Meanwhile, New York City's primary facilitator of landside development of piers, the Department of Ports and Trade, seek to maximize profits when it develops piers for ferry landings. Ferry operators, who must lease space on these I 4.30 piers to pick up and discharge passengers, are often competing with the express bus operator freed from paying a fee for every stop made. The City can accelerate ferry service growth by allowing ferry operators to develop a sufficient customer base to start to generate a profit before requiring a fee at City owned piers. Granting a ferry operator a route permit for longer than the current legal lease limit of one year at a particular pier would provide ferry operators with the incentive to invest in new sites. This would prove to be a more realistic time frame in which to develop business and amortize debt. The investment amortization time frame must not be taken lightly. One private ferry service now operating, Arcorp, despite owning its landing sites and having sufficient capital from a real estate company had to operate at a deficit for two years even with large numbers of passengers. 1 Without government subsidies, only those ferry operators who are supported usually by large corporations or real estate developers will continue to support ferry service. One result will be that ferry service will remain as an amenity instead of a part of the transportation network. How government subsidies should be spent on ferries needs to be studied to determine not,:o-nly the most efficient way to promote service but also to determine how mass transportation money should be allocated for ferry service. Formally integrating ferry service into the mass transportation system will directly affect the 4.31 number of ferries operating within the Harbor. At New York City Department of Transportation, ferry operations have been merged into the Division of Surface Transportation to better coordinate ferry service with connecting bus service operations. Concurrently, the Port Authority is attempting -to develop a unified ticketing system for comnmuters to purchase one ticket for use on all types of mass transportation within control of the Port 16 Authority. With these two recent changes, it becomes easier to measure any impact on the growth of ferry service. Interstate coordination between New York and New Jersey concerning ferry service will probably have to be established as well as a coordination of ferry service within New Jersey if ferry service is to be formally integrated into the mass transportation system. Meanwhile ferry service within New Jersey should be reviewed in a comprehensive manner. The New York City Waterborne Policy Statement may need to be altered not only to allow ferry service within New York City but to create a nurturing environment, thus enabling ferry service to grow at a rate needed to meet anticipated demand. These New York City Waterborne Policy Statement revisions are being considered by the New York City Council. 4.32 Chapter 4 - Endnotes 1. The New York Ferries: The More Things Change, The More They Remain the Same, NY Metropolitan Transportation Council, 1989. 2. Improving Landside Access for Ferry Services, NYC Department of City Planning, March 1988. 3. Landside Opportunities for Expanded FerryServices, NYC Department of City Planning, June 1990. 4. "Hudson River Waterfront North-South Ferry Study; Request for Proposals," NJ Department of Transportation, December 8, 1988. 5. "Ferry Routes in New York Harbor, Bulletin Number 21," NYC Dept. of Transportation, Bureau of Transit Operators, August 1990. 6.Sidney M. Johnson & Associates, Waterfront Management Plan, Executive Summary,1990. 7. Thomas J. Culliton et al, 50 Years of Population Change Along the Nation's Coasts: 1960-2010, The second report of a coastal trends series, Office of Oceanography and Marine Assessment, National Ocean 'Service, National Oceanic and Atmospheric Administration, Washington, DC, April 1990. 8. Calvin Sims, "New Problems are Found on Bridges," The New York Times, September 15, 1990. 9. "Coastal Permit Program Rules, N.J.A.C. 7:7," NJ Department of Environmental Protection, May 1989. 10. "Hovercraft and Your Community," British Hovercraft Corporation, East Cowes, Isle of Wight, England, February 1990. 11. Parsons Brinckerhoff-FG, Inc., Final Report:. Hudson River Waterfront North/South Ferry Study, prepared for NJ Department of Transportation, March 1990. 12. See Appendix 6.5 Future Proposals for Ferries, Commercial and Recreational Boating. 13. "Landside Opportunities for Expanded Ferry Services: Technical Memorandum No. 2 - Site Renaissance and Recommendations", New York City Department of City 4.33 Planning, 1988. 14. New Jersey Waterfront Development on the Hudson River, NJ Governor's Waterfront Development Office, April 1988. 15. Barry Light, testimony on behalf of the Arcorp Co. at New York City Council hearing on "The Future of Commuter Ferry Service in New York City," City of New York, City .Hall, October 29, 1990. 16. Dick Kelly, Dir. of Interstate Transportation, The Port Authority of NY & NJ, testifying at New York City Council hearing, October 29, 1988. 4734 4.34 CHAPTER 5 - COMMERCIAL BOATING In recent years a growing interest in the New York and New Jersey waterfront for non-traditional uses has led to the resurgence of many water-related activities, including -a variety of commercial boating operations. As areas on the waterfront formerly utilized for maritime or industrial activities, such as the South Street Seaport in Manhattan and the northern New Jersey waterfront are revitalized, opportunities to dock commercial craft and attract patrons are created. Four types of commercial boating activity will be examined in this chapter: commercial vacation cruises, excursion, sightseeing and similar vessels, commercial sport fishing and cultural/educational water-related activity. TYPES OF COMMERCIAL BOATING ACTIVITIES The commercial boating industry contains a variety of different operations ranging from regularly scheduled excursions leaving at a set time and location to vessels chartered by a group or -individual for- -a-.party ;~and thaving, -a flexible- departure site and route tailored to the client's needs. The type of operation often determines the docking location, time of day and route. It is important to examine the characteristics of each activity to understand their impact on harbor traffic. 5.1 A second factor affecting the operations is the method of payment, which may take two forms; the first being an "open boat" or a "party boat" which may also be referred to as a "head boat" and the second being a "charter". An open boat or a party boat is a vessel which operates on a regular schedule for a specified purpose. Patrons pay as they board the vessel and ~are,,not -necessarily associated with others on board. Commercial open or party -vessels operate for a variety of activities including fishing, cruising, dining, entertainment or education, and may or may not include a destination. A commercial charter, on the other hand, i s a vessel which is hired or leased for a specific purpose by an individual or a collective group. There is usually a set price for the "charter" and the group using the vessel is often associated in some way. Commercial charters can be for a variety of activities including parties and receptions, fishing, cruising, dining, entertainment, education or business, and may or may not include~ a destination. HISTORY Commercial Overseas shipborne visitors to the New York-New Cruise Ships Jersey Harbor date back to the arrival of early European explorers such as Henry Hudson in the late 1500's and the early Dutch. settlers in -the early., 1600's. All settlers and visitors to the "New World" continued to traverse the ocean by boat. However, sailing f rom Europe to America or back purely for pleasure or vacation was not yet widely known. 5.2 The first oceangoing luxury liners arrived in New York Harbor in 1838. They were built by British companies and propelled by paddle wheels. 1843 brought the first transatlantic steamer to have an iron hull and be driven by propeller. These ships were later subsidized by carrying mail as well as passengers across the Atlantic to Europe. In the mid 1850's, these iron hulled, -propeller driven- vessels began carrying the first of the two large waves of European immigrants to America.1 In 1860, the "Great Eastern", launched near London, .arrived in New York where over 140,000 people toured her paying one dollar apiece. The ship also took 2,000 people on a cruise to Cape May, New Jersey, thus expanding its use to an excursion vessel. Later this ship was used to strengthen the 0 ~~~~~~British military presence in Canada and then to lay a transatlantic telegraph cable. 2 After the Civil War, the ships became larger, faster and more opulent. As ships increased in size and draft, New York Harbor's center of activity shifted from the East River to the Hudson River, where 800 foot piers were built below West 23rd Street to accommodate the great vessels. 3 At the same time, two large German ship companies developed piers in-Hoboken, New Jersey,.-just north.. of the Erie-Lackawanna Ferry Terminal.4 During the 1920's and 1930's, the ships continued to grow larger and faster. The "United States" was launched in 1951 and set the transatlantic record of 3 days, 10 hours, and forty-five minutes. 0 ~~~~~~~~~~~5.3 Finally, in 1967, the Queen Elizabeth II was launched by the Cunard Line. At 887 feet, it was the last passenger ship built for transoceanic liner service and is the only one still maintaining a limited schedule of transatlantic crossings.5 The advent of the comunercial jet, ,allowing travel to Europe in a matter of hours as opposed to days, helped bring about a decline in the transatlantic passenger ship industry. Another factor leading to a decline in the number of passenger ships docking in the harbor was the trend in the vacation cruise industry of cruises with an average length of 7 days, thus limiting the potential destination points accessible within that time frame. Many passenger ships are now located in Miami because of its proximity to the islands of the Caribbean and other popular destination points for travelers. Bermuda, as the closest island resort destination to New York, is by far the most common destination for cruise ships docking in the harbor. Although not frequenting the Harbor at levels equalling those during the period prior to trans-atlantic air travel, passenger ships continue to define the Port of New York and New Jersey in terms of grace and majesty. Excursion The pleasure -cruise or* -excursion--vessel has -a Sightseeing history in the New York/New Jersey Harbor closely & ~~~ associated with the need for transportation. The Similar earliest "excursions" began soon after the Vessels Revolutionary War and operated to transport wealthy urban dwellers to summer resorts along the Hudson Valley north of Albany to destinations such as 5.4 Ballston Spa and Saratoga Springs. Because the journey was long, meals and sleeping arrangements were often provided on board. In the early 19th century, summer resorts appeared in the Catskills which attracted the likes of Thomas Cole, leader of the Hudson River School of Painting, as well as others interested in the beauty of the region. These vessels started as "sidewheelers" -.and were then converted to steam. In the late 19th century, a trip to the "shore" was seen as an alternative to the mountains, thus encouraging the development of Coney Island and the Rockaways, as well as Asbury Park and Point Pleasant along the New Jersey coast.7 In addition to transporting passengers to vacation resorts, "Coastwise Steamers" carried passengers from the East River Piers to New Haven, Providence and Boston and from Hudson River piers to Philadelphia. Travel by vessel to these East Coast cities declined as train service made the journey in less time. Yachting also gained popularity in the 19th century but remained a private sport for the well-to-do. Until the early 1800's, recreational opportunities for the working class were limited and it was the excursion steamboat that provided the first inexpensive transportation for large numbers of people to escape the crowded city for day trips by boat. Steamboats transported passengers to picnic groves in Hoboken and upper Manhattan. Trips became longer as the century progressed and improved technology allowed increased speed. These 5.5 boats were usually less luxurious than the excursion vessels bound for the Hudson Valley and were characterized by a number of levels of largely unenclosed decks. The picnic groves soon developed into amusement parks. and "beer gardens", conveniently accessible by excursion boat or ferry. They continued to thrive until the onset of Prohibition in :the" 1920'1s when -many of z7the beer gardens were forced to close. Another major loss of a waterfront recreation area served by excursion vessels resulted from the construction of La Guardia Airport in the 1930's, in the North Beach area of Queens. The final event contributing to the decline of the excursion vessel came as competition with the automobile increased. As more people took to the roads to find an escape from the city, the excursion vessel became less profitable. With the loss of patrons brought by boat, waterside amusement parks experienced further decline.8 The history of -excursion vessels is not without tragedy, the greatest of which occurred in 1904 when the General Slocum, one of New York's largest and. most popular excursion boats, caught fire in the waters of Hell Gate. The Slocum was carrying 1,331 passengers, mainly residents of Little Germany on the Lower East Side of Manhattan. With little room to maneuver, the Captain tried to beach the vessel, but had to continue to North Brother Island, by which time the flames had engulfed most of the ship. There were life jackets on board, but due to age, they had rotted and proved useless. At least 1,021 people died in the disaster. 9 5.6 Though the tragedy of the Slocum was not caused by conflict with another vessel, there have been man4y instances where this has been the case. In 1926, the Washington Irving of the Hudson River Day Line collided with a barge in tow by the Thomas E. Moran in the Hudson River. Ano ther significant accident occurred in 1950 when the Excalibur, a passenger ship bound -for 'the Mediterranean :car~rying 114 passengers, collided with the Columbia, a Danish freighter, off of Bay Ridge in Brooklyn. It is interesting to note that many of the mishaps occurred during heavy fog, which is still very much a factor in harbor safety. 10 Trips to the Statue of Liberty survived the decline of excursion vessels and continue to be one of the harbor's major attractions. The f irst trip was made in 1884 and continues today with a second departure point added in Liberty State Park in Jersey City. By 1975, only three excursion/ sightseeing operations were still cruising the harbor: the Statue of Liberty Ferry, run by Circle Line Inc. ; the Circle Line, making trips around Manhattan Island; and the Day Line, traveling up the Hudson to West Point. 11 The 1980's have -seen a revival; -of -recreational boating including a variety of yachts available for charter or on an open boat basis. In addition to an expanded number of excursion and sightseeing vessels, a new category of dining and entertainment vessels now ply the local waters. For example, the 0 ~~~~~~~~~~~5.7 South Street Seaport now operates the Andrew Pletcher, a sidewheel vessel and the Dewitt Clinton, a propeller driven vessel, for a variety of excursions including moonlight cruises for dinner, dancing or music. Additionally, the large fleet of World Yacht Enterprises operates dinner cruises departing regularly from Pier 62 at the foot of West 21st Street inManhattan. Some~of this. increased activity can be attributed to a law suit brought against Circle Line in the early 1980's which allowed for greater competition among commercial boating operators. Commercial In addition to the commercial fishing industry, Sport Fishing fishing for sport has long been a recreational pastime in the region. A wide variety of fish and shell fish were found in the harbor ranging from cod and mackerel in the port to shad and sturgeon in the Hudson. Until the late 1800's, sharks regularly frequented the Upper and Lower Bay and were caught for sport. The sharks .have since disappeared due to pollution but are still spotted in the waters off Sandy Hook, New Jersey. 12 Commercial sport fishing from larger vessels can be found on City island in the Bronx, Sheepshead Bay in Brooklyn and the -Atlantic Highlands/Keyport area. in Monmouth County. 'T'his type'of fishing originally got its start as the commercial fishing industry experienced decline due to a variety of factors, including depleted fishing grounds, pollution, waterfront development and higher fuel prices. As many of the commercial fishermen were forced out of 5.8 business, a few identified an opportunity to continue practicing their trade by taking groups of local fishing enthusiasts out to the open ocean to try their luck. In 1975, there was a fleet of 20 party fishing vessels, some converted from commercial use and others brand new, sailing from Sheepshead Bay in Brooklyn. A similar situation arose on City 'Island in -the -Bronx, with its proximity to the waters of Long Island Sound. The catch from these vessels was often so good that area residents and restauranteurs waited at dockside as the fleet returned with the catch of the day. 13A similar situation exists in Raritan Bay where a once strong commercial fishing industry is now dominated by recreational anglers, many of whom choose to practice their sport aboard a head or party fishing boat. 14 Commercial sport fishing continues to thrive today, though other problems, including insufficient paringand the absence of adequate-docking space, especially in Sheepshead Bay, threaten to limit the success of the industry. 5.9 PRESENT CONDITIONS Tables 1-3 in Appendix 5.1 provide an inventory of the major commercial boating operations by activity/use category located within the study area. This data was gathered using commercial listings, telephone interviews and a mailed survey, and includes docking locations), activity, number of vessels, route(s) and/or destination~s). 15The following is a breakdown by category, as listed in Appendix 5.1, of operations and vessels involved in commercial activity within the harbor: Commercial Cruise Ships Total Number of Operations: 6 Total Number of Vessels: 140 Excursions, Sightseeing, Dining/Entertainment & Party/Reception Vessels (open boat and charter) Total Number of Operations: 32 Total Number of Vessels: 65 Commercial Sport Fishing Vessels (open boat and charter) Total Number of Operations: 30 Total Number of Vessels: 30 Two maps were prepared using the tables contained in Appendix 5.1. Figure 5.1 identifies docking sites used most frequently for passenger pick-up. These locations may or may not serve as the permanent home of the vessel. As illustrated, the 5.10 N ,~~~~~~~~~~~~~~~~~~~~~~~~:.:.:..~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:I E~~~~~~~~~~~~~~~~ABRSSEAR CNETAINOFCOMMERCIAL SPORTFSING CHPTROTFG EWYIORNWESY DOCKISNGE PIKU LOCATIONS: EXISTINGNJDP.OEVROMTA ~~~~~~~~~~~~~~~~HRRESSUARY +CMCA L CRIESI OT:EITIGWTRUEMNGMN E] ROTSDSIAIN OF E C U SO, T ROUTES/DESTINATIONSGO CHAPTERC5 IAL 2RONECMORKNEE L.J.- SPORTTFISING ADSMLRVESSELS: EXISTING NCDP.O IYPANN 5.12 southern tip of Manhattan near the Battery and the South Street Seaport area, as well as the West Side' piers from 21st to 52nd Street and 23rd Street (Skyport Marina) and 34th Streets on the East River, are active docking sites for commercial boating operations, including commercial cruise ships, while Sheepshead Bay, Sandy Hook/Atlantic Highlands andi City Island, are active -areas for commercial sport fishing boat docking. The second map, Figure 5.2, shows frequently traveled routes and/or waterbody destinations. As shown, the Hudson River, Upper Bay, Liberty and Ellis Islands and the East River, are popular for sight-seeing, excursion, party/reception and similar vessels, while popular fishing destinations * ~~~~~~are typically further out and do not pose a serious problem of conflict within the busiest sections of the harbor. Time, Route -Because of the variety of activities included ~In the and Activity commercial category, it is important to look at each as it relates to time of day, season of-year and route in order to have a better understanding of potential conflict. This also allows a comparison of commercial operations with the other categories included in this report. In general, all commercial categories increase in activity during the summer months. The waters around Manhattan are favored by both open and chartered excursion, sightseeing, party/reception and dining/entertainment vessels, while coastal 5.13 waters are preferred by fishing vessels. Sightseeing and dining/entertainment vessels operate both during the day and at night with the most popular passenger pick up/drop off time being between 5 p.m. and 7 p.m. . Fishing, excursion, cruise ship loading and unloading, and cultural activities occur mainly during the day. These are important distinctions to consider when-analyzing conflict in the harbor. Commercial Vacation cruises are quite different from other Cruise Ships types of commercial boating. Patrons board large ocean going vessels at the New York' Passenger Terminal operated by the Port Authority of New York and New Jersey -located at piers 88, 90 and 92 on Manhattan's West Side between 48th and 52nd Streets. The ships are generally bound for Bermuda, Florida or the Caribbean and are usually gone a minimum of three days with the average cruise being seven days before returning here to dock. This activity is most popular in the summer months. The 'Passenger Ship Terminal contains six berths and provides the only location within the study area for docking commercial cruise ships. Figures 5.1 and 5.2 illustrate the docking locations and routes. Oceangoing cruise ships are the largest vessels in the commercial boating category and range from the 887 foot Queen Elizabeth 1I to approximately 60 feet. They have a deep vee-shaped hull drawing up to 30 feet of water which adds to their stability in rough ocean waters. Because of their size, these vessels, like the cargo vessels discussed 5.14 earlier, are difficult to maneuver and require the assistance of tugs to maneuver into and out of the berths at the Passenger Ship Terminal. Additional vessel characteristics are listed in Appendix 5.2. As noted previously, there were six cruise ship "lines" calling on the Harborr in- 1989 with a total of 14 vessels. Table 5.1. below, provides data on the total commercial cruise ship activity and number of round trip passengers in the port for the years 1980-1989, as recorded by the Port Authority of New York and New Jersey. These f igures do not exhibit a general trend but rather illustrate an erratic pattern in both number of ships and number of passengers over the ten year period. The busiest year recorded occurred in 1983 with the 9 ~~~~~highest number of trips at 262 and the highest number of passengers at 230,098. 5.15 TABLE 5.1 Total number of ships calling on the port and round trip passengers for the New York Passenger Ship Terminal as recorded by the Port Authority of New York and New Jersey YEARS TRIPS PASSENGERS PASS. PER SHIP 1980 204 171,260 839 1981 206 158,958 771 1982 235 168,025 715 1983 262 230,098 878 1984 222 168,579 759 1985 239 222,264 930 1986 255 204,607 802 1987 242 199,343 824 1988 228 201,576 884 1989 212 165,881 782 1990 N/A N/A N/A The majority of passenger ships calling on the Port of New York and New Jersey offer cruises which average seven days -in length and are primarily bound for Bermuda. This frequency of voyages to Bermuda is due in part to its proximity which provides the optimum combination of cruising time at sea and docking time in Bermuda. Cruises to other destinations including the Caribbean, Coastal U.S. and Canada are also available but tend to be 5.16 longer and are offered on a more limited basis. Cruises to nowhere, which are often as short as two to three days, are also offered and simply cruise in a large circle without having a destination or docking location. Table 5.2, below provides a break down of destinations as recorded by the Port Authority of New York and New Jersey for 1987.1 TABLE 5.2 DESTINATION NUMBER OF CRUISES Bermuda 140 Caribbean 18 Coastal U.S. and Canada 19 Transatlantic 26 Cruises to Nowhere 39 TOTAL 242 Cruise ship activity is heavily dependent on weather both at the point of departure as well as the point of destination. This is reflected-in the Port Authority figures for 1987 which show no cruise ships calling on the Harbor between January and April and only one, the Queen Elizabeth II, calling in December. The Bermuda Bureau of Tourism lists May through October as their prime season. Given that the vast majority of cruises from the New York/New Jersey Harbor are bound for Bermuda this seasonal variation in activity is not expected to change. 5.17 As a possible result of the recent economic downturn in the region, commercial cruise ship operators report a decline in activity for 1990. Once a' stronger economy returns, cruise ship activity is expected to rebound to 1987 levels but is not expected to experience a significant-amount of growth.1 Sightseeing This category of commercial boating activity Excursion contains a wide range of activities and vessel and Similar types. Excursions give patrons a chance to reach a Vessels recreational waterfront destination by boat. Destinations may be islands accessible only by boat, or waterfront locations where boat access provides an alternative transportation option. Examples of excursions include the ferries to the Statue of Liberty leaving from the Battery in Manhattan and Liberty State Park in Jersey City, and the ferry to Monmouth Race Track, which leaves from several points including the.69th Street Pi er in Bay Ridge, Brooklyn. Excursions take place year round but greatly increase in the summer months. Excursion vessels such as these generally operate on an open boat basis but often supplement their business by offering group charters. Sightseeing and moonlight cruises are similar to excursions but do not include a specific destination or stopping point as the primary objective. Examples include the Circle Line, which travels around the island of Manhattan, and the Seaport Line, which offers patrons views of the lower Manhattan skyline and the Statue of Liberty. Sightseeing can take place during the day or at 5.18 night which is often referred to as a "onih cruise". These vessels operate year round but greatly increase in number of vessels and trips in the summer months. Again, this type of activity can either be on an open boat or charter basis. Dining and entertainment vessels vary in size and type of fee more than any of the other activities. These vessels serve meals and/or drinks to patrons while cruising around the harbor, generally on a regular schedule and from a steady docking site, and may include concert cruises with scheduled performances. There are regularly scheduled trips, such as those aboard the Andrew Fletcher leaving from the South Street Seaport or the dinner cruises offered by World Yacht, departing from 21st Street on the Hudson River in Manhattan. Vessels chartered for parties and receptions also travel around the Harbor while serving food and drink to their patrons. These vessels differ from the dining and entertainment category in that they are almost exclusively run on a charter basis and sail at a time and from a location convenient to the patrons. There are numerous organizations who act as "brokers" or "agents" to facilitate arrangements between the boat owner and the group wishing to charter a vessel. Operations such as World Yacht maintain a fixed schedule and often supplement their operation by chartering boats for parties and receptions. 5.19 Sightseeing, Excursion and similar vessels fall primarily into two classes, the first being the large open and vessels, such as those run by Circle Line. These boats carry between 500 and 1,000 passengers and are up to 210 feet in length with a breadth of up to 33 feet. Their shallow hull design tends to generate a substantial wake at normal cruising speed. These vessels tend to have varying degrees of maneuverability depending on size and hull design. The second class of vessels in the sightseeing/ excursion category can be described as the dinner boat or luxury yacht. These vessels are often smaller and more maneuverable than the large open boat vessels and range from 65 to 170 feet with a draft of between five and eight feet. Accommodations for food preparation, dining and dancing are provided on board. (See Appendix 5.2 for additional vessel design details.) The Maritime SuDvort Services Location Study found approximately 20 sightseeing, excursion and similar vessels in operation in 1985. This figure includes both party boats as well as chartered vessels. Based on the growth and demand for these services, they forecast that by 1990, 35 such vessels would be in operation and by 2000 the figure would reach 55.18 A review of commercial listings for excursion, sightseeing and similar vessels confirmed by telephone interviews and a mailed survey, revealed 5.20 approximately 32 such operations with a total of 65 is ~~~~~vessels currently operating within the Harbor. A detailed break down of sightseeing, excursion and similar commercial vessel operations is provided in Appendix 5.1 Table 2. Of the 32 operations in this category six operate on an open or party boat basis with supplementing charter service, while 28 are hired exclusively-for charter.19 These figures suggest a significant increase in these types of commercial boating operations within the Harbor at a growth rate far exceeding what was predicted just five years ago. Discussion with vessel operators and brokers revealed that the rapid rate of growth which occurred between 1980- 1988 is beginning to level off. The current economic down-turn is cited as having a direct impact on charters which rely heavily on corporate- sponsored parties. Some operators also feel that the market is currently saturated and that any growth will be at the expense of less competitive operations resulting in a relatively stable number of vessels in the harbor. other operators, however, see the lack of adequate docking space as limiting the growth of the industry and point to development along the Hudson River in New Jersey as possible sources of new markets as well as docking sites.20 Operations such as these depend heavily on docking locations which are both convenient to patrons as well as being relatively close to the desired harbor destinations. Data gathered and depicted in Figure 5.2 suggests the Lower East River, the Lower 5.21 Hudson River, the Upper Bay and the area around the Statue of Liberty and Ellis Island are most often cited as being the water destinations of excursion, sightseeing and similar types of vessels. Operators note that the most desirable locations for passenger pick-up are in Manhattan although many operators have relocated their vessels to other boroughs of New York City and to New Jersey to take advantage of less expensive docking (storage) space. Charter operations in Manhattan report using Pier 11, a NYC Department of Ports & Trade facility which is shared with commuter ferry operations. Piers 9 and 13 located adjacent to Pier 11 also provide excursion vessel docking. The Spirit of New York currently uses Pier 9 for over night berthing. In addition, Pier 13 was recently upgraded to accommodate excursion vessels both for pick up/drop off and overnight users. The Water Club located at East 28th Street on the East River, Skyport Marina at East 23rd Street and facilities at East 34th Street, in addition to the World Yacht pier located at 21st Street on the Hudson are also used by excursion vessels picking up passengers. Transportation to the departure site and/or parking facilities at the site are also important to the success of the operation. The preferred docking sites provide sewer and electricity as well as on- land facilities for waiting and/or entertainment such as Battery Park City and the South Street Seaport. Discussion with vessel operators revealed a general dissatisfaction with many of the docking sites. Generally leased, they are described as 5.22 being in poor condition, expensive and often crowded due to the number of vessels trying to> dock. Commercial Commercial Sport Fishing can be done via charter or Sport Fishing or on an open boat basis and af fords patrons the opportunity of leaving the Harbor to f ish of f of New Jersey and Long Island. The most active areas for docking f ishing boats are Sheepshead Bay in Brooklyn, City island in the Bronx, and Atlantic Highland in Monmouth County. Currently, a fleet of 16 vessels sail from Sheepshead Bay in Brooklyn carrying patrons out to the waters off the New Jersey Coast, Sandy Hook and Raritan Bays. In addition to this site there are three operations on City island in the Bronx, one on the Bronx River, one on the north shore of Queens, nine in the Keyport/Atlantic Highlands area of f of Sandy Hook and five sailing out of nearby Leonardo, New Jersey State Marina. Fishing boats u'sually leave in the morning and return late afternoon, with summer being their busiest season. Telephone interviews confirmed listings for 30 commercial sport fishing operations with a total of 30 vessels. (See Appendix 5.1, Table 3) Commercial sport fishing is common aboard cruisers and super cruisers. These vessels are fast and maneuverable and range from 25 to 50 feet for chartered fishing excursions to between 60 and 100 feet for party boats. They have a relatively shallow draft of between six and ten feet. The vessels are usually equipped with a heated cabin, rest rooms and fishing gear. (See Appendix 5.2) 5.23 Discussion with fishing captains suggests that as I the waters of the Harbor become cleaner, fish are returning and being caught in large numbers. Their main complaint was general dissatisfaction with docking space, especially at Piers 1-10 in Sheepshead Bay, a number of which are currently being rebuilt, and insufficient parking space near their operations which limits the growth-potential of the industry, especially in built-up urban areas. The Department of Ports and Trade along with the Public Development Corporation are currently examining strategies to provide additional parking in the area. The Department of Ports and Trade notes that use of Piers 1-9 in Sheepshead Bay is currently at 50% of capacity. The Market Opportunity Study to Expand Charter Fishina Boat Activities at the Westchester Avenue Bridae Waterfront Park Area (1988), prepared by E. L. Crow. Inc. for the NYC Department of City Planning, reported that there is disagreement on the future of the industry, while some 'fishing captains projected a slight increase, others felt interest in fishing in general was declining.21 Many of the same conditions important to sight- seeing and excursion vessels are also important to recreational fishing operations, the major difference being the destination of the fishing boats tends to be further out to sea, either in the waters off of New Jersey or the Long Island Sound as illustrated by Figure 5.2. Because of the desire to reduce travel time, recreational fishing operations are often located on the outer edges of the region closer to the Atlantic Ocean or Long Island Sound in locations such as Sheepshead Bay in 5.24 Brooklyn, Atlantic Highlands in Monmouth County and City Island in the Bronx. Though not generally posing a problem, some commercial sport fishing vessels docking in City island travel through the East River in route to the Atlantic ocean. At times, this may cause a significant wake that can impact on other water users. Proximity to public transportation and adequate parking are also crucial to the success of these operations and the final destination of fishing vessels is influenced by the type of fish being caught, weather and currents. Figure 5.1 shows the present location of concentrations of recreational fishing operations. Cultural/ Cultural/Educational is a unique category which Educational includes a variety of different uses, all with the * ~~~~~purpose of providing educational or cultural experiences related to the water. The sloop Clearwater sails up and down the Hudson River educating people about the environment. Also in this category, Harbor Park, though not a vessel, consists of five New York City waterfront park sites historically linked to the Harbor and proposed to be connected by waterborne transportation. The park will include the following existing New York City and New York State Parks: Battery Park and South Street Seaport in Manhattan, Fulton Ferry/Empire Stores State Park in Brooklyn, Snug Harbor Cultural Center on Staten Island and the Statue of Liberty and Ellis Island National Historic Sites. It is anticipated that the parks will be linked via water using passenger vessels in addition to the existing Statue of 5.25 Liberty and Ellis Island ferries and various vessels docking at the South Street Seaport. Currently, the system of waterborne transportation has not been finalized. However, it is anticipated that within the next three. to five years between one and three vessels will be added to the Harbor to serve the Harbor Park System. Eventually, the City hopes to expand the Harbor Park System to include sites in the Bronx and Queens.22 Circle Line vessels currently depart from Liberty State Park in Jersey City bound for the Statue of Liberty and around the island of Manhattan. The addition of new waterborne transportation modes linking these already popular sights, plus the recent opening of Ellis island (September 1990) with ferry service from Battery Park and Liberty State Park via the Statue of Liberty provided by Circle Line, will increase the number of vessels in and around this area. Based on the data collected, there appears to be a modest increase in all of the categories of commercial vessels over the past decade with a more significant increase in the category of excursion, sightseeing and similar vessels. The area around lower Manhattan, including the East River, Upper Bay, Statue of Liberty, Ellis Island and the Lower Hudson River is the most heavily traversed. 5.260 FUTURE: CONDITIONS Using a variety of data, including regional demographics, tourism trends, increased water quality/improved fishing and perhaps most importantly, proposed development within the study area (which presents opportunities for additional docking sites), it is possible to identify future growth patterns and locations in the industry. Having identified areas of potential growth and/or change, a better understanding of future areas of conflict will be gained and will subsequently lead to recommendations that respond to the changing conditions. National A recent study entitled Marina Service Marketina Trends Toward the 21st Century (1989); relates a variety of socio-economic changes relates to the marina industry, many of which can be adapted to the commercial boating category.23 Among the trends relevant to this section of. the report, are the growing service economy and an aging marine clientele. The study envisions that as the large baby boom generation born between 1946 and 1964 enters their 50's, 60's and early retirement, there will be an increase in leisure time. The nation's coastal areas include some of the most densely populated counties in the country. The National Oceanographic and Atmospheric Agency (NOAA) projected that between 1960 and 2010 the coastal population will have grown from 80 million to more 5.27 than 127 million people, an increase of almost 60 percent. Given this trend, an overall increase in the number of potential commercial boating patrons can be anticipated, whether it be taking a dinner cruise or chartering a fishing boat with a group of friends. 24 The'marina marketing study also indicated that an increasingly service-driven economy is an important factor which will affect peak water use times. Over 90 percent of the new jobs created during the last twenty years have been in the service sector. Over 75 percent of U. S. jobs are now in the service sector, with this sector accounting for over two- thirds of the Gross National Product within the U.S.25 These jobs often require working evenings'. weekends and holidays to meet customer needs whicgh are the impetus of a service economy, thus decreasing leisure time during traditionally.heavy weekend and holiday periods and increasing the number of mid-week users. This change has a potentially positive impact on the commercial boating industry (i.e., it may hold use steady or reduce demand during traditionally heavy periods.) This in turn may translate into reduced risk of conflict and provide a more constant stream of patrons during traditionally slow weekdays. Greater constancy between the number of weekend and weekday users may also have the effect of increasing the viability of these types of operations, thus encouraging the start up of new operations.26 5.28 Regional Population trends affecting the Northeast are much Trends the same as those predicted for other U.S. coastal areas. The NOAA report, "50 Years of Pooulation Chanoe aloncr the Nation's Coasts, 1960-2010", predicted that the population of coastal counties from Maine to Virginia will have increased by 30 percent between 1960 and 2010, with the greatest amount of that increase having occurred during the 1960's. Projections for the next 20 years suggest population growth in the Northeast will be lower than the national coastal average. This is due in part to the fact that the region already accounts for more than one third of the nation's coastal population and to a general decline in environmental quality caused by this population concentration.*2 The study noted that almost 63 percent of. the region's coastal states' population resides within the narrow band of coastal counties that border the ocean and estuaries. Significantly, these coastal counties contain only one quarter of the land in the region. Overall population density currently reaches 750 persons per square mile in the coastal counties and is projected to increase to 830 persons per square mile by 2010. Of the 5 counties identified as "Hot Spots", defined as areas exhibiting the fastest rate of growth, highest density and greatest increase in density, one, Queens, NY is in the study area and another, Suffolk, NY is adjacent to and has an impact on the New York/New Jersey Harbor study area.28 5.29 These population projections affect each of the categories in this report, translating into a general growth of water related activities. The recent economic downturn in the Northeast will slow the rate of growth projected by these studies somewhat; however, in the long term, modest growth is anticipated to continue. While indicators associated with the economic downturn, including increasing taxes, decreasing job opportunities and less disposable income, all contribute to dampening the projected increase in the commercial and recreational boating industries, the recommendations put forth in this report are intended to address the long term increases in the industry. Tourism Data provided by the New York State Division of Tourism illustrated in Table 5.3 show a decline in total number of tourists visiting the New York City area from 1988 to 1989 with the decline resulting from fewer domestic visitors. international visitors increased by 400,000 in the same period.29 Because the figures are only available for~ these two years, it is difficult to identify trends, however, the sheer number of people visiting the area has a major impact on the sightseeing and excursion vessel category. Chartered boats are less affected by tourism trends because they require pre-planning, however, increasingly, tours, seminars and conventions are chartering boats on which they host receptions. 5.30 TABLE 4: NEW YORK CITY VISITORS YEAR INTERNATIONAL DOMESTIC TOTAL 1988 4,400,000 21,120,000 25,520,000 1989 4,800,000 20,520,000 25,320,000 Special With renewed interest in waterfront and maritime Charters activities which has been documented over the past 10 years, corporations, institutions and individuals are recognizing the attraction of hosting parties, weddings, seminars, proms and receptions on chartered vessels. Discussions with is ~~~~~charter boat captains revealed that approximately 40 percent of their business is corporate sponsored events, 40 percent weddings and 20 percent special occasion parties. The current economic downturn has temporarily slowed the growth in this segment of the industry, however, over the next 20 years the category of charted vessels is expected to grow.30 improved Discussion with recreational fishing boat captains Water Quality cited an abundance of fish throughout the Harbor as and Fishing a result of ef forts to clean up the water. Loth factors were identif ied as having a positive impact on the number of patrons seeking to go on chartered and open fishing boats. 5.31 Development The major limitation to growth of the charter and and Additional excursion categories as cited overwhelmingly by 'Docking various operators is the lack of adequate, Opportunities af fordable, conveniently located docking space in proximity to such desired water destinations as the Statue of Liberty/Elli~s island, downtown and midtown Manhattan in the Upper Bay. This has resulted in over-crowded docking locations near the South Street Seaport, lower Manhattan and the west side of Manhattan between 21st and 52nd Streets with few -opportunities to embark at locations outside of Manhattan. Recent improvements by the Department of Ports and Trade at Piers 9, 11 and 13, have resulted in an increased number of berthing spaces in the lower East River. Future plans for these piers call for the addition of a number of new pick up/drop of f spaces as well as over night berths. A variety of recent developments with waterborne recreational components may significantly affect this existing limitation thus allowing further expansion of the industry as a whole and creating a different docking site pattern. A brief overview of the proposed developments likely to include provisions for larger vessel docking is discussed below. It should be recognized that these are proposals which may or may not be built as conceived or at all. Each acknowledged inclusion of commercial boating activity as both an acceptable and exciting way of adding life to a project and generating revenue. An example is the Port imperial project on the Hudson River in Weehawken, New Jersey, which will combine office and retail space with the already functioning 5.32 marina and ferry/excursion boat docking at the water's edge. Figure 5.3 accompanied by Table 5.4 lists projects which may provide docking space for excursion vessels. It should be noted that the following table does not include docking sites within parks unless they are associated with a larger development. Waterborne routes linking parks are listed in Table 5.5 and accompanied by Figure 5.5. 5.33 TABLE 5.4 PROPOSED DEVELOPMENT PROJECTS PROVIDING EXCURSION VESSEL DOCKING HUDSON RIVER/UPPER BAY - NEW YORK SHORE Dyckman Street Marina RiverBank State Park Harlem-on-the-Hudson 79th Street Boat Basin West Side Waterfront (Pier 62-64, 79) HUDSON RIVER/UPPER BAY - NEW JERSEY SHORE Old Ferry North/South Independence Harbor Roc Harbor Port Imperial (Arcorp existing docking location) Lincoln Harbor Stevens Institute/Castle Point Hoboken Piers/Erie Lackawana Terminal Newport (existing docking location) Harsimus Cove Harborside Colgate-Palmolive Liberty Harbor (existing docking location) Liberty State Park Port Elizabeth Marina HARLEM/LOWER EAST RIVERS Inwood Hill Ecology Center Ball Park Ferry- Yankee Stadium Roosevelt Island Hunters Point Brooklyn Heights Piers 1-5 Piers 9, 11 & 13 Improvements LONG ISLAND SOUND/UPPER EAST RIVER Flushing Meadows LOWER BAY/JAMAICA BAY AND INLETS Sheepshead Landing/Park-n-Sail Harbor Town, Perth Amboy, NJ South Amboy Redevelopment Point Atlantic, Keansburg, NJ * For additional Information, see Appendix 7.1 Proposed Facilities 5.34 COMMERCIAL BOATING CHAPTER 5 FIG. 3 HARBOR ESTUARY 1 CO)MMERCIAL CRUISE SHIP DOCKING: EXISTING (~POTENTIAL FUTURE WATER USE MANAGEMENT EXCURSION, SIGHT- STUDY � EXCURSION, SIGHTSEEING AND SIMILAR VESSEL SEEING AND NCDP.O IYPANN PASSENGER PICK UP LOCATIONS: EXISTING CONCENTRATIONS OF COMMERCIAL SPORT FISHING PASSENGER PiCK PROTECTION DOCKING LOCATIONS: FUTURE (SAME AS EXISTING) UP LOCATIONS 5.35 i~ ~ ~ ~ ~ ~~~~~~~~~~~~~E YOR I NEW JERSEY:��::��-i���:::�� COMMERCAL BOAING CHATER 5 IG 3 HARBOR ESTUARY,'" ', *~i~ COMRILCUS HPDCIGEISTN OTNILFUUE WTE S ANGMN EXCURSIONSIGH- STD EXCURS~ii~4ij~~(iION, SIHSEN N I~LA~R VSE EIGADNCDP.O ~YPANN PASEGE PIKU OAIN. XSIGSMLR ESL N ET O NIOMNA 4i CONCNTRAION OF CMMECILSPOT FIHIN PASENGR P CK PROTECTIO DOCKINGE-;?;;:- LOAIN:FTRE(AEA XSIN) U OAIN 5.35b E ric WSTIESE . .............~~~~~~~~~~~~~~~~~~~~~~~~ PA$$A1~~~~ N. I~~~~~~~~~~~~~~~. COMMERCIAL BOATING CHAPTER 5 FIG. 4 NEW YORKINEW JERSEY HARBOR ESTUARY 4+ + COMMERCIAL CRUISE SHIP ROUTE: FUTURE (SAME AS EXISTING) WATER USE MANAGEMENT IfhiROUTES/DESTINATIONS OF EXCURSION, SIGHTSEEING & STUDY IItiSIMILAR VESSELS: FUTURE INCREASED CONCENTRATION NYC DEPT. OF CITY PLANNING NJ DEPT. OF ENVIRONMENTAL ROUTS/DSTIATINSOCOMMERCIAL PROTECTION SPORT FISHING VESSELS: FUTURE (SAME AS EXISTING) _________ 5.36 * ~~~~~if docking space is provided at some or all of these locations a significant shift in the existiz~g land-side location of excursion/charter vessels could occur, potentially having the following two impacts: Development would eliminate the major growth limitation of insufficient docking space which coupled with additional markets could lead to a significant overall increase in excursion and charter vessel use in the Harbor. Secondly, additional docking sites could redistribute the concentrations of vessels docking through reduction of congestion at existing overcrowded facilities. This could result in a reduction in the potential for conflict at landside docking locations. However, waterborne destinations are not anticipated to significantly change thus increasing the potential for conflict around the Statue of Liberty/Ellis island and the Upper New York Bay. in addition to these proposed developments, the Waterfront Manaaement Plan prepared by the New York City Department of Parks and Recreation, along with the proposed Harbor Park System, suggest a number of waterborne linkages tying existing parks and/or expanding the Harbor Park System. The plan envisions 10 routes, each having from 2-10 stops, which are listed in Table 5.5 below and shown in Figure 5.5. if implemented, these routes will significantly -increase the number of excursion vessels in the Harbor. in addition, a number of ferry docking sites have been projected around the Harbor, many of which could also function as excursion vessel stops. These are described in some detail in Chapter 4: Ferries. 5.37 TABLE 5.5: PROPOSED WATERBORNE PARK LINKAGES ROUTE 1: HARBOR PARK ROUTE 6: BRONX BATTERY FERRY POINT ELLIS ISLAND FT. SCHUYLER LIBERTY ISLAND LOCUST POINT SNUG HARBOR PELHAM WEST CROMWELL CENTER E. CITY ISLAND SHORE PARKWAY ORCHARD BEACH COFFEY STREET FULTON LANDING PIER 11 BATTERY ROUTE 7: QUEENS ROUTE 2: BROOKLYN FLUSHING BAY HERMON MACNEIL PARK 69TH STREET PIER FERRY POINT BENSONHURST LITTLE BAY CONEY ISLAND CROSS ISLAND PARKWAY ROUTE 3: MANHATTAN ROUTE 8: BROOKLYN (HUDSON RIVER) CONEY ISLAND BATTERY BRIGHAM STREET 23RD STREET 116TH STREET 79TH STREET 155-158TH STREET SPUYTEN DUYVIL RIVERDALE ROUTE 9: BROOKLYN ROUTE 4: MANHATTAN CONEY ISLAND (EAST/HARLEM RIVER) FAR ROCKAWAY PIER 11 ROUTE 10: STATEN WILLIAMSBURG ISLAND 34TH STREET WARDS ISLAND CROMWELL CENTER 107TH STREET PIER ALICE AUSTEN HOUSE RANDALL'S ISLAND MIDLAND BEACH YANKEE STADIUM GREAT KILLS ROBERTO CLEMENTE LEMON CREEK STATE PARK CONFERENCE HOUSE PARK INWOOD HILL PARK ROUTE 5: BRONX WARDS ISLAND SOUNDVIEW PARK CLASON'S POINT FERRY POINT 5.38 ~~~~~~~~~~~~~~~~~~ABRESTUAR .~~~~~~~~~~~ . .~~~~~~~~~N DP. OF ENVIRONMENTA DOKIGLOATOS N ROUTES NUBE PRECETOPOSE WATER USE MANAGEMENT PA PARK WATER LINKAGES STUD CONCLUS ION0 -Commercial In general, cruise ship activity will not experience Cruise Ships significant growth due to a variety of factors discussed in the current conditions section. One important development, nevertheless, is the recommendation made in the "West Side Waterfront Panel Report" for consolidating cruise ship activity on two of the three piers currently used for loading and unloading passengers, thereby reducing the number of berths from six to four. Sightseeing, This category over the past decade has shown an Excursion, increase at a growth rate far exceeding what was and Similar predicted just 5 years ago.3 This trend is Vessels expected to continue and is influenced by a variety of factors: the general trends in population, tourism, and most importantly, proposed expansion of docking sites associated with new waterfront developments. The majority of these facilities are along the Hudson River from the Battery to the George Washington Bridge. Docking locations are likely to disperse thus reducing conflict at specific docking locations while increasing total activity. Because the major impetus of these vessels is to provide patrons with a chance to view the Manhattan skyline, the East River bridges and the Statue of Liberty, there is an increased propensity for conflict in these areas. This is true for vessels that operate on both an open boat as well as a charter boat basis. Figure 5.3 illustrates proposed docking locations while Figure 5.4 shows the most likely routes and destinations of new excursion vessel activity. is 5.40 commercial As with other water related activities, recreational Sport Fishing f ishing has witnessed a modest increase over the past 10 years. Certain facilities within the study area especially Sheepshead Bay, have experienced a decline in number of vessels docking while other areas specifically Sandy Hook/ Raritan Bay have reported an increase in the number of vessels docking. Improved water quality has been identified as one factor resulting in an observed increased abundance of fish, which in turn may produce increased interest in fishing. Growth in this realm will, however, not have a significant impact on conflict in the heavily used Upper Bay, but will likely continue to be concentrated along the fringes of the study area including City Island and Sheepshead Bay in New York and Atlantic Highlands/Sandy Hook in New Jersey. Cultural/ This type of activity will continue to be popular in Educational the future as evidenced by the proposed Harbor Park and interconnecting water shuttles. In addition, a number of other proposals which include docking for excursion vessels, will offer landing sites for educational vessels such as the Clearwater. Areas of The trends explored in this section point to an Conflict overall increase in number of commercial vessels, especially in the sightseeing, excursion, dining/entertainment and charter segments of the industry. This, coupled with a proliferation of new docking sites proposed for the Hudson River, points to a potential risk of conflict in this waterway. This risk is increased as different types and sizes of vessels are docked near one 5.41 another, i.e. small recreational craf t vs. large excursion and cruise vessels. Given the aesthetic appeal and historic signif icance of the Statue of Liberty and the Lower Manhattan skyline, the lower East and Hudson Rivers, and the Upper Bay will continue to be the primary destination of excursion and chartered vessels both during daylight and evening hours. The total number of vessels is expected to increase. - Coupled with expanded docking facilities, the potential for conf lict in these waters will increase. The recent economic down- turn in the region will impact the rate of growth in all categories; however, over a longer period, modest growth is expected in all categories. 5.42 Chapter 5 - Endnotes 1. Norman Brouwer, "The Port of New York 1860-1985: The Passenger Ship Era", Seaport, Fall 1988, 36 - 41. 2. Ibid. 3. See Chapter 4 History. 4. Brouwer, "The Port of New York 1860-1985: The Passenger Ship Era", 41. 5. Ibid. 6. Ibid. 7. Norman Brouwer, "The Port of New York 1860- 1985: Recreation on New York Waters", Seaport, Summer 1989, 36- 41. 8. Ibid. 9. John Steele Gordon, "The Wreck of the General Slocum", Seaport, Summer, 1989, 28-35. 10. Jeannette Edwards Rattray, The Perils of the Port of New York, 1973 (New York) 148-149. 11. Brouwer, "The Port of New York 1860-1985: Recreation on New York Waters", Seaport, Summer, 1989, 41. 12. William N. Zeisel, Jr., "Shark! and Other Sport Fish Once Abundant In New York Harbor", Seaport, Winter/Spring, 1990, 36-39. 13. Norman Brouwer, "The Port of New York 1860-1985:The New York Fisheries", Seaport, Winter/Spring, 1990, 14-17. 14. Michael Cohn, "The Final Years of the New York Fisheries", Seaport, Winter/Spring, 1990, 33-35. 15. Upwards of 70 commercial boating operations were gathered from sources such as the Yellow Paaes, Maritime Association publications, etc. Many of these represent brokers or agents who arrange charters as well as operations which do a very small amount of business within the Harbor. Additionally, there are a significant number of operations listed outside of the study area 5.43 which occasionally or frequently navigate within the study area boundaries that are not included in the listing in Appendix 1. 16. Dravo Van Houten, Maritime SuDDort Services Location Study: Task 2, prepared for NYC Dept. of City Planning, 1988, p.5.33. 17. Ibid. 18. Ibid p. 5.32. 19. See endnote 16. 20. Telephone interview with Nancy Meyer, owner, Yachts For All Seasons and Paul Mahoney, owner, Metropolitan Yacht, Charters, Dec. 1990. 21. E.L. Crow, Inc./Consultants The Market Orpportunity to Expand Charter Fishinq Boat Activity at the Westchester Avenue Bridae Waterfront Park Area, prepared for NYC Department of City Planning, 1988, 60. 22. Wendy Feuer, "Harbor Park New York City's Newest Park", Neiahborhood, Summer 1985, 2-5. 23. Bruce DeYoung, Ph.D., Marina Marketina Service Toward the 21st Century, 1989, National Marina Research Conference, 224-45. 24. U. S. Dept. of Commerce, NOAA, National Ocean Service, 50 Years of Population Chanae Alona the Nation's Coasts 1960-2010, 1990, 3. 25. Heskett, 1987 from DeYoung. 26. DeYoung, 248. 27. NOAA, 7-8. 28. Ibid, 10-11. 29. New York Division of Tourism. 30. see endnote 20. 31. Maritime SunDort Services Location Study: Task 2, p. 5.33. 5.44 0 ~~~~~~CHAPTER 6: RECREATIONAL BOATING Recreational boats include a wide variety of waterborne vessels owned and operated for personal use in leisure and sporting activities such as fishing, waterskiing, racing, day and overnight cruises. Since the Colonial period, the Harbor has been used for recreational boating with different types of boating rising and falling in popularity over time as the Harbor changed. After a period of gradual decline over the first half of this century, recreational boating began to increase steadily in the 19501s, with a marked upswing over the past decade. Several factors have contributed to this resurgence: * Heavy maritime and industrial traffic in the harbor contributed to a decline in many types of recreational boating activity prior to the 1950's. Changes in technology and industrialization have caused maritime and industrial traffic to consolidate.1 * New waterfront residential and mixed use developments and public and visual access to the water have renewed the public's awareness of the waterfront and increased focus on the Harbor's potential for recreational use. * Water quality improvements have increased the Harbor's appeal for recreational boating and associated activities such as fishing. These improvements are a result of the reduced industrial pollution and domestic sewage outfall and surface runoff, and of the Army 6.1 Corps of Engineers' Harbor Drift Program. * A demographic shift, wherein 'baby-boomers' are entering their peak earning years, coupled with an economic upturn, has increased the amount of disposable income, available -for purchase of boats and related equipment. In 1987 Americans spent approximately $7.74 billion on boat purchases and close to $10 billion more on such things as storage, accessories, fuel, maintenance and insurance. 2 * Technological changes in boat building, such as the use of materials like fiberglass, and innovations in engine design have decreased the cost of owning a boat and made some boats easier to operate. HI STORY Boating as a sport in the New York-New Jersey Harbor began in a spontaneous and uno rganized fashion. The rise of recreational boating was closely linked to the commercial and mercantile needs of the Harbor and started in the form of competition between working boats. Rowing The rowing boats of the Colonial Era served as the Harbor's first watertaxis. -Competitive rowing was encouraged by passengers attempting to reach incoming ships first, for news and supplies. Watermen raced against each other trying to prove who was the fastest. The first reported rowing race in New York Harbor was in 1757 for a prize of $20 .OO.3 6.2 By the beginning of the 19th century, rowing competitions began to attract more rowers and observers. In 1820 a race between an English crew of Thames Watermen and the American New York Whitehallers attracted an estimated 20-50,000 spectators.4 A newspaper report of a race between the Fulton Meat Market crew and the Whitehallers stated that "the harbor was magnificent. It appeared as if the city had poured forth all its inhabitants to witness some great contest on which their existence depended."5 By the mid-nineteenth century, sports and recreation began to be viewed as a way to establish order and improve the health and well being of city residents through physical activity and access to fresh air. Recreational boating was influenced by these changing attitudes and grew into an increasingly organized sport within the Harbor. By the 1870s, 74 amateur rowing clubs were listed in New York, making it the national capital for rowing.6 The National Association of Amateur Oarsmen was founded in 1872 in New York. One of its main goals was to establish a common set of rules and regulations for the sport. By the late 1800's, the Harlem River was Manhattan's rowing center. It was "considered to be one of the premier rowing capitals of this country."7 Approximately 16 boathouses stretched from Spuyten Duyvil to the Polo Grounds, with the major concentration between 149th and 159th Street.8 Growing numbers of amateurs, representing a broad spectrum of the population, replaced 6.3 professionals, developing the sport to Olympic levels. Changing demographics, increased industrialization, and the construction of the Harlem River Drive in the 1930s combined to bring an end to -much of -the, rowing on the Harlem. 9 By 1950, only five boathouses remained on the Harlem, including Columbia University's at Spuyten Duyvil and four others in the area of Sherman Creek. Only Columbia continued to row competitively. By 1978 the only remaining boathouse was Columbia's. The creation of Orchard Beach Lagoon during the 1930's, through Robert Moses' connection of Rodman's Neck and Hunters Island to form Orchard Beach, engendered a new area for rowing. In 1967, the lagoon was straightened and a 2000 meter course was created for Olympic rowing and canoeing trials. Sailing Yachts, defined as sailing boats usedT for pleasure cruising and racing, had their beginnings as work boats. 10 There are early reports of boats being specifically built for pleasure yachting in the Colonial era, but little happened in yacht development until the nineteenth century when two distinct groups of yachts emerged. The first were small open boats adapted from fishing and oyster boats. 11 The second group, schooner and sloop type cabin boats, were grander and larger in scale and size, well-staffed with both seamen and cabin servants, and owned by the wealthy. 12 Large yachts, with a full crew and an anchor watch, 6.4 0 ~~~~~~could anchor or moor in any deep water area in the harbor, including the same areas used for general shipping. Small craft, however, sought the shallow, protected mudflats suitable for the mooring of sloop boats, which required only two feet of water. Shoal coves were found on the -Hudson, East and Harlem rivers, a large area at Hoboken, at Conununipaw just below Jersey City, and farther south in Bayonne. Even the higher shores of Staten island offered shelter in small bays, and there was almost unlimited mud along the Brooklyn and Long Island Sound shore.1 The establishment of the New York Yacht Club in 1844 marked the beginning of organized sailing in the New York-New Jersey Harbor. Three additional clubs were established by 1865. These were the 0 ~~~~~Brooklyn Yacht Club, at the head of Gowanus Bay, the Jersey City Yacht Club, whose members sailed in Commnunipaw Bay, and the Hoboken Yacht Club. 14 After the Civil War, interest in all type's of sports increased, including yachting. By 1872, fifteen yacht clubs had been established in the area. 15By 1900, Mannings Yacht Registry listed 24 clubs located around the Harbor in such areas as Gravesend Bay, Coney Island, Jersey City, Atlantic Highlands, Bowery Bay, College Point, Jamaica Bay and City Island. 16 In the early part of the twentieth century, yachting began to move out of the Harbor to such places as Eastern Long Island and Narragansett Bay in Rhode Island, due to the gradual increase in commercial use of the Harbor. increased water 6.5 pollution also contributed to the decline in yachting in the harbor. The Atlantic Yacht Club, situated at Seagate in Coney Island, was one of the major clubs in the New York area until commercial traffic and water pollution gradually ruined the Lower Bay area for sailing purposes. The club closed in the early 30s.6.17 Canoes The first canoes used in New York Harbor in the Colonial era were probably the dugout canoes that the early, settlers acquired from the Native 18 Americans local to the Harbor. The most common .type of canoe in the New York Harbor was approximately 15 feet long with a beam of approximately four feet. It was well suited for oystering in protected waters. 19Settlers developed enough skill to use the canoe in protected waters and at times it was adapted to carry a sail (the Periagua). However, the canoe was ill-equipped to carry heavy cargo, and thus shipbuilders from Europe were brought to the States to construct boats suitable for carrying loads. 20 The first recreational canoe was introduced to New York Harbor from Scotland in the late 1850's. The canoe that was introduced was different from the 'native' canoe. It was almost completely decked like a kayak, with two or more sails and was about 16 f eet long. 21By the 1870s it had become an extremely popular craft in the Harbor. Because it was relatively inexpensive, it was known as the "po man's yacht" *22 By the early 1900's, a canoe similar to today's was in use. Modeled after the birch bark canoe and constructed either of wood or canvas, it was wider 6.6 and therefore more stable than earlier models. Shortly after World War II, many of the city's waters, including the Hudson along upper Manhattan, City Island, Jamaica Bay -and College Point, were filled with thousands of canoeists on any given Sunday. Clubs and-societies had been formed which, sponsored outings, events and races. Canoeing remained popular until the 1950's. Some canoe clubs became yacht clubs housing motor boats; others disappeared altogether. The Inwood section of northern Manhattan, for example, at one time had seven boathouses on the Hudson. The last one burned in 1989. 23 Motorboats The first motorized recreational boats were developed in the late 1880's, when an auxiliary engine was attached to sail and row boats that had previously been fitted with steam engines. As these engines became more reliable and capable of going longer distances, boats were covered to provide protection for cruising; the distinct 24 saloon and the cabin boat, were developed. The saloon boat had the engine placed toward the bow, in front of a glassed-in cabin that protected passengers from noise and fumes. Though luxurious, they functioned poorly in rough weather because excessive weight and openness in the forebody made them easy to swamp. The cabin boat, probably modeled after the -torpedo boat, placed the cabin forward and was therefore sturdier and better suited for overnight use. These early boats moved relatively slowly obtaining speeds of approximately 7 to 12 knots. 25 As interest in racing these boats grew, the 6.7 technology improved as well. Boat designers discovered how hulls could be built to plane at higher speeds and still be controlled by their operators. In the post World War I era, unused airplane engines from the war were modified for motorboats. Production technique-s were borrowed. from the auto industry allowing for the inexpensive mass production of lighter, more reliable engines for boats. During World War II, fiberglass was invented. This material was strong, waterproof, resistant to shipworms, easily moldable for mass production and proved to be very useful for boat development. It continues to be the most popular material used in the manufacturing of boats. After World War II, there was an enormous increase in pleasure boat construction. Fuel was inexpensive and people had the discretionary income to spend. During this time, boats were designed to achieve speeds of 20 to 30 knots, even with large and comfortable interiors and galleys.2 Prior to the 1950's, the inboard engine transmitted its power to the propeller shaft, running through the bottom of the boat or keel. in the 1950's the inboard/outboard engine was introduced, making the engine easier and quicker to install and providing more interior space in the boats. In addition, these engines were lighter, more efficient, and thus capable of obtaining high speeds. Because of their lower cost they became available to more people. 6.8 Another development during the 1950's was the introduction of the jet engine. By the 1960's, professional boat racers using these engines could obtain record speeds of up to 276 mph. 27Today, the distinction between power racing boats and recreational motor boats -is blurred, enabling the purchase of cruising type boats that can easily obtain speeds of approximately 85 mph. 28As boats have become faster, the design community has become increasingly aware of the need to design safety features into boats. EXISTING CONDITIONS Throughout the country, the popularity of recreational boating and related activities (e.g. waterskiing, fishing, windsurfing) has grown explosively. Nationally it was estimated that 8.8 million pleasure boats were owned in 1970, by 1989 the number had increased by 77% to 15.6 million, with a midway increase from 1980 to 1989 of 32%. 29 The actual number of persons participating in recreational boating is far higher than the number of boats owned. It is conservatively estimated that for every boat registered at least ten different people participate one or more times a year in recreational boating. 30 In the study area, the number of registered boats has also shown a dramatic rise. New York City boat registrations have increased by 24% from 18,328 in 1980 to 22,652 in 1989 and by 46% from 108,246 to 158,253 in the same period for New Jersey (Statewide). The actual number of boats owned in * ~~~~~~the area is higher as not all boats are required to 6.9 be registered.3 (It should be noted that between 1988 and 1989 New Jersey boat registrations suffered their first decline in many years - close to 10% decrease from 173,208 to 158,253. it is unclear if this is a statewide or concentrated phenomena. Nevertheless , it can probably be attributed to a weakened economy which has hit much of the recreational boating industry in the last year.) (See Appendix 6.1). A review follows of the types of recreational boating activity that occur in the Harbor, the problems and benefits of their particular use, facilities needed to serve different types of boats, and trends that have occurred in the Harbor in the recreational boating industry, concluding with an overview by water body of where recreational boating takes place in the Harbor. Four basic groups of boats are used: motorboats, sailboats, canoes/kayaks and rowing shells. Within each of these categories there is considerable variety in size, design, maneuverability and stability. In combination with the above, different water and weather conditions, and the skill and judgement of the boater, affect where and how boats are used (See Appendix 6.2.) Market studies of sales :and the -distribution of boating registrations both indicat-e well over 50% of boats in the Harbor are within the range of 16 to 26 feet (See Appendix 6.1). Although there are no exact figures for the study area, national data indicates that approximately 60% of all boats owned are outboard or inboard engine motor boats, with 6.10 the majority being outboard engines, 27% are canoes and rowboats and 8.5% are sailboats. 32 N national data exist concerning the percentage of boats that are rowing shells, probably because there are relatively few when compared with other recreational vessels. The percent of .-motorized boats in the New-York/New Jersey Harbor is probably higher than the national figures, because canoes and rowboats are found in higher frequency in inland waters and lakes than in coastal waters. Boating Aside from being in close proximity to a particular .Activity body of water, boaters choose areas where the water is suitable for the intended activity. Often these areas differ from one activity to another. Where different activities occur together, they may * ~~~~~~become incompatible with each other if the concentration is too high or if there are unsafe boating practices taking place. In, a worst case scenario this equation can result in fatalities. Other events result in injury or vessel damage, perceived or real harassment between participants, or the forcing of one type of activity out of an area because the boater cannot or will not compete as the waters appear too dangerous or unappealing for a particular activity. Boating activity may also be incompatible with a particular environment, either -because -it is -a sensitive natural resource, the water quality is unacceptable for primary or secondary recreational contact with the water 33 or- the water conditions (e.g. currents, waves/wakes, depths) are unsuitable for an activity. (See Appendix 6.2). The chapter is on conflicts will expand this discussion to include 6.11 maritime and industrial port users, ferries and commercial vessels. A motorboat, broadly speaking, is any boat with a mechanically driven means of propulsion. For the sake of discussion, sailboats, canoes-or kayaks, though legally considered motorboats if they have any sort of mechanical propulsion, will be discussed separately. There are four basic types of activity: Motorboating, cruising or racing in a motorboat, jet skiing, waterskiing and fishing from a boat. 34 Issues that pertain to the operation of all types of motorboat activities will be discussed first. !4otorboating can occur in most parts of the Harbor depending on the craft's capabilities and water depth. Motorboating generally does not involve primary contact with the water. Water quality is far more important to such activities as waterskiing. Nevertheless, floating debris in the water can cause damage to the boat hull and propellers. A jammed propeller can cause a boat to stop suddenly, potentially causing injury if the passengers are thrown forward. if noise, wakes and increased turbidity occur, environmentally sensitive areas may be disrupted. Motorboats vary in size, maneuverability and stability. Smaller boats tend to have less stability and are better suited for protected waters. Their stability is reduced considerably if they are loaded improperly or passengers are standing. The degree of responsibility of the 6.12 * ~~~~~operator has a lot to do wi th whether they will conflict with other types of vessels. At high speeds, they become incompatible with most types of water activity. Boats traveling too fast may lose control and may flip or sustain hull damage. The generation of wakes occurs at different speeds and varies depending on hull design and size. If large enough, wakes can cause other boats to alter their course to avoid the full impact of the wake or can cause damage to another boat through capsizing or swamping. Federal and State regulations prohibit the operation of a motorboat in a reckless or negligent manner so as to endanger the life or limb of any person. Powered vessel operators are responsible for their own wake or wash. In New York State speed is limited to 5 mph within 100 feet of shore, dock, raft, or pier. (The differences between New York and New Jersey regulations are detailed in Appendix 2.1.) In New Jersey, legislation is pending (S-1527) which would restrict vessels to idle speed or 5 mph when operating within 50 feet of any shoreline protected or not. Waterskiing is subject to special regulations that include time of day, distance from shore and adequate observation (See ,Appendix 2.1). Waterskiing usually requires a motorboat of 121-141 minimum and speeds of 10 to 36 mph. The speed attained depends on the type of skiing being done, the size of the ski being used and weight of the skier. Considerable distancing is needed for waterskiing, since the measurement from the bow of 6.13 the boat to the skier is approximately 90 to 100 feet. Good water quality is desired for waterskiing because of primary contact with the-water. Areas high in floating debris are- to beravoided because of potential risk to the boat passengers and skiers. Hazards can also occur if other boats get in between the skier and the boat crossing the tow line. In addition, the skier, if down, is difficult to see and vulnerable in congested waters. Most waterskiing occurs in calm, quiet waters, where the boats' noise can interfere with other activities which seek out quiet places such as fishing or kayaking. 35Wakes can be created by this activity, posing a problem for smaller boats, though often these boats when planing throw a smaller-wake than a similar vessel moving slower. The tendency of wakes to reverberate in small, enclosed bodies of water makes these areas less than ideal for the sport. Personal watercraft, frequently referred to as jet skis (a brand name), are the fastest growing boat type in the nation, having increased by 100% from 1987 to 1989. 36They are some of the smallest craft in the motorboat family. Due to size, limited draft, instability, and limited fuel carrying capacity, these craft~tend to stay close to shore.- Because an operator can easily have direct contact with the water, areas with good water quality are 37 desired for this sport. Jet skis frequent the same type of areas as swimmers, small sailboats and motorboats, waterskiers and canoes/kayaks. Their speed and high maneuverability allow them to come 6.14 0 ~~~~close to other boats, causing conflicts and potential danger if not operated responsibly. Jet skiing is subject to special regulations (see Appendix 2.1) governing speed when close to the shoreline and the times of day they can be .operated. Fishing in small boats, which are usually less stable than larger ones, requires calmer waters. Wakes and strong weather conditions can increase 38 the potential for accidents. Fishing from boats occurs most often in areas where water quality is good although they can also be found in other waters. Fishing does not involve high speeds; instead, boats tend to move slowly, drift, or sit at anchor. Fishing is incompatible with jet skiing,, waterskiing and other high-speed boating which may cross lines or create wakes around the fishermen. Noise can also disturb the quiet frequently sought by fishermen. If the waters become too congested, the area becomes less attractive for fishing. Ocean fishing differs from the majority of fishing activity that takes place in the Harbor. In this case, boats must be large enough to sustain wave action and heavier seas.-Generallyi -larger fishing vessels ply the offshore waters while smaller boats are confined to the quieter waters of the harbor. Sailboats are divided into two separate activities: sailing and windsurfing. Sailing is more dependent on weather than motorboating because wind is used 6.15 as the means of propulsion. Smaller sailboats lack stability to handle heavy weather or waters and tend to stay in protected bays whereas larger craft can be designed for larger, more volatile water bodies. The deep draft of sailboats prevents them from going in shallow areas because of the risk of grounding. Larger sailboats have auxiliary power that enables them to move out of an area if the wind dies. These engines, along with sailboat hull design, usually allow for only minimum speeds when in use. Sailing usually occurs in an area where there is sufficient room to tack back and forth as the boat moves by catching the wind. This can be confusing to other boaters if the waters are congested. Accidents can occur if the operator isn't paying attention, especially when the sail blocks the field of vision. Furthermore, wakes from motorized boats can cause a sailboat to alter its course. 3 Windsurfers (or sailboards) differ from other sailing craft in that the boats are similar to surfboards and maneuvered by operators shifting their weight and pivoting the mast to move the sail as they plane across the water. A beginner can drift while trying to maneuver the board. Even the most experienced windsurfer can tire -especially in high winds. Strong offshore winds can easily carry a windsurfer out to sea and cause difficulty getting back to shore. Large wakes and fluctuating wind conditions can present difficulties. Windsurfers, therefore, tend to remain within a small area close to shore. 6.16 Given the strenuous nature of these sports, windsurfers, canoeists, kayakers and rowers all require higher degrees of physical fitness than most other types of boaters. in windsurfing, direct contact with the water is inevitable and thus areas where the water quality is good and free from debris are sought out. The quality of the water's bottom is also important, especially near launching sites. The wakes and the potential for collision make them incompatible with high speed motorized vessels. The problem is compounded because, like waterskiers, the windsurfer is difficult to see when down. Larger vessels may also block the wind and effectively stop the windsurfer. Because many of the conditions that are ideal for windsurfing are also ideal for swimmers, they often compete for the same space. Unless care is taken there is a risk of collision near the shoreline. 40 Canoes and kayaks are used for exploring areas along the shore or to venture into less protected waters. There are several types of boats in this class with varying degrees of stability. Canoes are highly unstable in strong wakes, heavy winds and sea conditions. It takes years of practice to venture out in canoes beyond very calm conditions. Kayaks are much more seaworthy. Winds, waves and wakes present less problems, except for the very narrow high performance (British) kayaks which amateurs tend to avoid due to their extreme lack of stability. One of the most commonly used in this area is the sea kayak. A large number of these are 6.17 of the folding variety, requiring few facilities for launching. Because they ride close to the water these vessels are difficult to see. Good knowledge of weather, currents and boating areas is required for safe operation. Most accidents occur when these factors are misjudged. Going against currents or tides or in heavy winds decreases maneuverability, slows movement and increases physical strain. 41 Waves and wakes are a large problem for less skilled canoeist and kayakers. Wakes, noise and the dangers of being hit by high speed boats cause many to move out of waters heavily congested with motorboats. The tendency of many of these small vessels to be in protected shallow waters can cause conflicts with jet skiers who also have access to shallow water and can create wakes. 42 Rowing shells are one of the most unstable and fragile boats found in the Harbor. Waves and wakes can cause shells to crack or be swamped. Areas where the water is relatively calm are desirable. Stability increases with the number of oars. Newer models of recreational rowing shells have increased stability and durability increasing the areas they can travel. Rowing usually takes place in narrow protected waters that are not desirable to sailboats. The single or doubles row backward which makes it difficult to spot traffic. In collegiate or group club situations a motorized boat rides alongside for supervision and coaching. 6.18 Is Facilities Recreational boating facilities include marinas, Requirements yacht clubs, moorings, wet and dry rack storage, boat trailer ramps, hand boat launches and boathouses (See Appendix 6.3). Their location depends on a variety of factors, including upland zoning, access to waters appropriate to a particular water sport, the ability to provide security for the facility, and shelter from wave/wake action. Sufficient in-water and upland area and services to provide for the needs of boaters are required. Where areas of adequate depths are not available, dredging will be required to allow boats to pass freely. Dredging can add substantially to marina development costs. Bottom conditions are particularly important when piles must be driven. If the bottom is either very rocky or too soft, the cost of driving piles will significantly add to the expense of development. Strong currents or heavy wave action can make it difficult to maneuver boats in and out of a facility. Wave and wake action can also damage bulkheads, docks and boats docked at a marina. Wave and wake actions are persistent problems in the study area. Heavy commercial traffic too near a facility can create conflicts between recreational and commercial boats as they enter or exit the facility. in addition, ice can also create problems by heaving piles and fixed docks, or shearing piles as the ice flows with the tide. If there is inadequate natural protection, these problems can 6.19 sometimes be alleviated through the use of i artif icial structures such as breakwaters, which protect docked boats from wave/wake action. lcee breakers are used to protect marinas from ice damage. Upland space requirements for marinas and other boating facilities include areas for parking, room for support services such as repair and maintenance, and storage and space for sale of food and supplies. Infrastructure considerations include road access for patrons, fire and sanitary services, potable water, and electricity. Finally, existing natural areas such as shellfish beds, wetlands, extensive mudflats, or nesting areas may make an area unsuitable for boating facility development. Another problem prevalent in the Harbor is contaminated sediment, which may make dredging unadvisable. The awareness of the environmental impacts of coastal construction and stricter governmental regulations have significantly lengthened the planning and design time required before permits are secured and construction can begin on marina projects. 43 Marina Trends Since 1970 the total number of marinas in the Harbor has decreased, while the average marina size has grown larger. Residential development with accessory slips have also been built on sites previously occupied by marinas. Overall, the total number of boat slips and boat registrations have both increased. These trends probably reflect the closing of the smaller, less economically viable facilities and the expansion and opening of new 6.200 marinas large enough to be profitable. Industry spokesmen observe that new marinas must have at least 200 slips to be profitable. marina operators interviewed in New York City have consistently reported waiting lists for slip space. Coast Guard regulated Special Anchorage areas in Sheepshead Bay and Great Kills Harbor, used predominately for boats under 40', have reported a steady increase in the length of waiting lists for the use of these facilities. Additionally, studies show that much of the demand for recreational boating from residents of the New York/New Jersey Harbor area -is now met outside of the Harbor itself. Marina slips outside of the Harbor may be less expensive and more easily obtainable and waters perceived as cleaner and more accessible. 44 RECREATIONAL BOATING LOCATIONS The study area contains fourteen major bodies of water and many smaller tributaries and bays. This section describes the areas where recreational boating takes place and the location of boating facilities. (Further detail on water conditions can be found in Appendix 1.1.) Figures 6.1 through 6.4 and Appendix 6.4 show the approximate number of marinas, yacht clubs, slips, moorings, boat trailer ramps, hand boat launches, and rowing sites throughout the harbor, by waterway. Boat slips at marinas located just outside the study area, numerous transients coming through the area, and an unknown number boats docked behind private residences and at yacht clubs, constitute sources of additional unquantifiable recreational boaters. 0 ~~~~~~~~~~6.21 PAS$AU~~~~~~~~~~~~~ii~r NEW YORK/NEW JERSEY RECREATIONAL BOATING CHAPTER 6 FIG. 1HARBOR ESTUARY WATER USE MANAGEMENT * CONCENTRATIONS OF MARINAS ANDSTY YACHT CLUBS EXISTING NYC DEPT. OF CITY PLANNING NJ DEPT OF ENVIRONMENTAL PROTECTION 6.22 iiI j~~~~~~~~~~ir iii~~~~iii~~~iii~~~iiiii~~~~iiaiiii~~~~~i~iiii~~~~ ~......... ... ... . .....flil~ii~iI~ji8~~ iilglii~~iitji :t::::~~::i~j........................ ..... ... . ................ ............ ...........:, Bii~ .......... ..........kZli:,tj ~~ ~i::: .:.: ~: ISSIF~iiiSI:''"#:si':.......... Xfiii~~si~~tiil X~~X,.,,�,,.niSSE~~~ai~~~ia;: jj~~i~:r: :# i~~X............... �~~-k~siiii;~$m lii~l~sX~i~~aX~iiiiNEW YORKINEW JERSE RECREATIONAL BOATING CHAPTER 6 FIG. I HARBOR ESTUAR i:::: :::i~i~j:j~i~j::::::i: i~$i:~::WATER USE MANAGEMENTlj~ CONCENTRATIONi~S OF MARINAS AND STUDY:::),:~:��: YACH CLBS: XISINGNYC EPT OFCITYPLANIN ~~l~i~~ii~i�:�:r�:j::::j:::::: N J D P T OFENVIROMENTA :::: iX~jijiiXIIX �:��:��:� :,:��:�r� ::�:� �:� :-:: ~ n~t;i~li:PROTECTION8:i: ::i :ia:::::::::I:~:~~k:H ~ 6.22:~ 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..... MID~~~~~~~~~~~~~L~~~~~~~$EX......... ... RECREATIONAL BOATING CHAPTER 6 FIG~~~ ~ ~~~~~~~~~~~~~~~~~~~~~.. . ..........ERSE RCRNENTATIONA O MTRBOATING CHAPTER 6US. EWYRI ANAEWMERSE AND SAILBOATING: EXISTING STUDY NYC DEPT. OF CITY PLANNING NJ DEPT. OF ENVIRONMENTAL PROTECTION 6.23 MtL~~~~~~~~~~~~~~~~~~~~~~~~~~8~~~~~~~~~~~~~X~~~~~~ X ........ ........... RECREATIONAL BOATING CHAPTER 6 FI.................SE .......... ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ HRORETUR * HAND BOAT LAUNCH: EXISTING WATER USE.........NAG...... 6D.2 F ' A S S M C~~~~~~~~~~ ~ . . ...... . . ... ... ...... ........... % *g ....... won*&.~~~~~~~~~~~~~~~ RECREATIONAL BOATING CHAPTER 6 FIG. 4 NEW YORK I NEW JERSEY RECREATIONAL BOATING CHAPTER 6 FIG. 4HARBOR ESTUARY WATER USE MANAGEMENT ...CANOE/KAYAK ROUTES: EXISTING STUDY + + ROWING SHELL ROUTES: EXISTING NYC DEPT. OF CITY PLANNING NJ DEPT. OF ENVIRONIMENTAL PROTECTION 6.25 Long island Long Island Sound is in the northeastern portion of Sound the study area. It is entered from the East River between Throgs Neck in the Bronx and Beechhurst in Queens, affording access to northern Long Island as well as Connecticut, Rhode Island and points beyond. The Sound offers some of the best boating waters in all of New York State and is used by all types of boats. It is excellent water for motor boating and fishing. Sailing is also good in this area. However, in mid-summer the winds can be variable and make it difficult for sailing at times. Smaller boats, such as windsurfers and personal watercraft, use the waters around City Island and Throgs Neck, even though the sailing can be difficult due to tides, wakes, fluctuating winds, few launching sites, poor water quality and floating debris. The area is also popular for fishing. In addition boats transiting into the East River wait in the Sound for tides and currents to be advantageous for their passage into the River. During peak boating season, crowded waters make it difficult for smaller boats to operate. Pelham Bay Lagoon, in the northernmost part of the Sound, is located within Pelham Bay Park. The lagoon waters are calm, have minimal tidal currents and are protected from the wind. Although inadequate for long distance rowing, this is considered one of the best rowing sites in the city. Boat houses are located to the north in New Rochelle and rowers from the New York Athletic Club, Iona College, Iona Prep and Sarah Lawrence regularly row down to use the lagoon. A hand boat launch is also located here. Small boats using the 6.260 Park's ramp may remain in the lagoon or travel from here to Stepping Stone or Execution Rock lighthouses, Hart Island, City Island or David's Island in Westchester or across the sound to Little Neck Bay. 45 Until the summer of 1990, the Lagoon was also used by powerboats, its calm waters especially popular among water-skiers. The lagoon had become very congested and conflicts occurred between motorized and non-motorized boats, with the former operating at unsafe speeds, creating damaging wakes and harassing other boaters. The major conflict appeared to be between rowers and water-skiers. Rowers complained that the speed and wakes from motorized boats had caused some shells to be swamped or cracked. Many water-skiers responded * ~~~~~that it was the only place to ski for championship level skiing and that the waters could be shared. In addition, concerns arose that motorboat wake was eroding the shoreline and disturbing bird nesting areas. This led to the New York City Council passing a law restricting the speed limit in the lagoon to 4 mph. Because the law was not enacted until November of 1990, it is too early to tell what effect it will have. In the Sound to the east of the Lagoon is Orchard Beach, whose waters are restricted to navigation to protect swimmers. A bridge connecting City Island with the mainland crosses at Rodman's Neck. There is a no wake zone in the channel between Rodman's Neck and City Island. The bridge is used for fishing and problems occur with boaters becoming fouled on fishermen's lines. 0 ~~~~~~~~~~6.27 City island, located east of Pelham Bay Park, lies between Long Island Sound and Eastchester Bay. It has long been considered one of New York City's major boating centers. It has deepwater facilities, especially along its eastern shore. There is a major concentration of marinas, marina support services and yacht clubs. Boat rentals are also available. It is also the City's major location for sailing schools. Classes range from beginners to cruising classes and run from April to October. The best times for sailing classes as well as sailing in general are reported to be from April to early July and then September and October as the wind in the area tends to be less dependable in the middle of the summer. In Eastchester Bay, currents are minimal and depths sufficient for most boats. Depths decrease towards the mouth of the Hutchinson River at the, head of the bay. Groundings occur- on Big Tom and Cuban Ledge. The area offers easy access to the sound and is popular for sailing, motorboating, and fishing. As with the Sound, the winds -can be variable in the mid-summer, sometimes causing difficulty for sailboats. The Bay's northeastern shore is parkland with tidal wetlands. City Island lies to the east. The western shore has six marinas and yacht clubs totalling approximately 900 slips. A private boat trailer ramp is located south of Pelham Bay Park and there are general and special anchorage areas. A rowing facility used by the State University Maritime College and St. John's University is located south of Eastchester Bay, in the Sound 6.28 beneath the Throgs Neck Bridge at Fort Schuyler. This area is unusual for rowing because of its exposed location. To avoid difficulties presented by wind and choppy waters that come up later in the day, rowing takes place early in the morning. Conflicts with other recreational boaters are avoided because rowing occurs during the school year and not in the peak summer boating season. Some windsurfers also use the area, although they experience difficulty related to wakes when the waters become congested. Little Neck Bay in northeast Queens opens onto the southern shore of Long Island Sound. It is approximately two miles long and has good depths for all kinds of boating. The waters are calm and sheltered, making it attractive to fishermen, water-skiers and paddlers. A private yacht club is located on the eastern shore of the bay. On the western shore there is a New York City Parks Department concessioned marina and a boat trailer ramp. Due to its construction, trailered boats must be launched and retrieved in or around high tide. Limited parking restricts access to the ramp. The ramp is also a Parks Department designated hand boat launch. Boaters either remain in the Bay or travel into the Sound and Eastchester Bay or towards Flushing Bay and the East River. Upper East West of Long Island Sound is the entrance to the River upper part of the East River which extends to Hell Gate. The currents increase as one heads towards Bell Gate. This portion of the river is used by sailboats, motorboats, canoes and kayaks, though not as heavily as the Sound. Many boats use the 6.29 waterway to transit either to the Hudson river via the Harlem River or to Long Island Sound, or to explore and fish in some of its bays. There are restrictions for masts over 125' in the vicinity of La Guardia Airport and a 35' mast height restriction in Flushing Bay to avoid penetration of airplane flight paths. Harbor police have voiced security concerns about boats coming too close to Rikers Island where a correctional facility is located. No regulations restrict navigation around the Island except the above regulations related to La Guardia Airport. A reef off of College Point covered by 6' of water should be avoided by deep draft boats. Little Bay contains the U.S. Army's Fort Totten, located on a peninsula jutting into the Bay's eastern shore. The Bay's western shore contains tidal wetlands. Depths range from 6' to 10'1. The area is used for fishing and a general anchorage area. To the west is Powells, Cove, between Whitestone and College Point, which is shallow and contains wetlands on all sides. No facilities are located within this cove; however, shallow draft boats can and do use these waters. The area of College Point between Powells Cove and Flushing Bay has the largest concentration of boating facilities in northern Queens, centered on the west side of the College Point peninsula. Depths north of College Point range from 2' to 51, and 1/2' to 10' on the western side. Erosion of soil into the Bay from the adjacent upland has 6.30 * ~~~~~diminished depths at some of the marinas in this area. The southern and part of the western shore of Flushing Bay is parkland with one marina. The channel depth within the bay ranges from 9' to 12'. The channel extends about 0.8 miles into Flushing Creek at the southern end of the bay. A restricted area in the southern part of the channel prevents conflict with airplane traffic. No vessels with height greater than 35' and no unnecessary delay of other vessels are permitted. The majority of recreational boats in the bay head out to the Sound. The water quality in the bay is acceptable for secondary contact but not recommended for primary contact recreation, nevertheless, there is a long history of complaints of strong odors emanating from the combined sewer outfalls which can make the bay highly unattractive at times. 46 On the north shore of the Upper East River there are a few marinas. A Parks Depattment hand boat launch is located at Ferry Point where the East River meets Westchester Creek. A boat trailer ramp is located at Clason's Point. Because cars are often dumped off the ramp, its access is semi- restricted access, as a Parks Department employee must be contacted to open it. The ramp enters directly into the East River and currents can create difficulties for small boats. Boaters use these waters for fishing and also head out to the Sound. Some head west toward the Hudson or Lower East River for other boating waters. Boating destinations from the hand boat launches for canoes/kayaks include the area's wetlands, Is ~~~~Westchester Creek, and shipwrecks and lighthouses 6.31 in the area. Heading east f rom the launches, boats travel into the Sound and to the many islands around City Island including Hart and David's Island (Westchester). Heading south, boaters travel to Little Neck Bay and west to Flushing Bay and Hell Gate. 47 Hell Gate The Upper East River leads to the turbulent waters of Hell Gate. Randall's, Ward's and Mill Rock Islands are located there. This section of the East River is notorious for its strong tidal currents which can run at 4 knots. Whirlpools and standing waves can also be found. The waters are frequently less than ideal for recreational boats, not only because of the water conditions, but also due to heavy commercial traffic which itself must contend with the adverse conditions. Hell Gate is part of a link from Long island Sound to the Hudson or Lower East River which connects to other boating waters. Boaters usually wait outside Hell Gate for the currents to be advantageous before entering. Only one recreational boating facility is located in this portion of the river, a rowing facility at the Fire Boat Pier at about 91st Street in Manhattan, sited in a small cove which is somewhat protected from the prevailing conditions of this area. Although the pier is in need of renovation, a 15 member club continues to use it. Once outside of its protection, they must contend with currents and other adverse river conditions. Rowers travel from this site up into the Harlem River. They are generally on the water from 6:00 to 7:15 AM before heavy traffic begins. The site is attractive to rowers because of its proximity to 6.32 midtown and lower Manhattan. Kayakers also use the area. All boaters require considerable knowledge and experience to use this area safely. Harlem River The Harlem River links the East River at Hell Gate to the Hudson River through Spuyten Duyvil Creek. Due to its narrowness, it is generally not a destination for motorboats or sailboats, but is used as a thoroughfare between the Long island Sound and the Hudson. Passage is problematic for boats needing a vertical clearance of greater than 24'. The River is spanned by over a dozen draw and fixed bridges, and passage of boats greater than 24' are subject to drawbridge regulations. There is one marina and yacht club in the river at Sherman Creek. Minimal depths make it difficult to enter or leave. The narrowness of the river and numerous bridges allow for few areas where the speed limit can exceed 5 mph. Anecdotal information, however, indicates that boats frequently exceed this limit when transiting through it. The river's most regular boaters are rowers. The Harlem River is considered one of the best locations for rowing in the city despite debris, poor water quality and objects being thrown from the bridges above. Columbia University has rowing facilities adjacent to its athletic field on Spuyten Duyvil Creek. Fordham and Manhattan College share a facility on the west side of the Harlem River near Sherman Creek. The Empire State Rowing Association's facilities are located at is ~~~~Roberto Clemente State Park. Only Columbia's 6.33 facility is a permanent structure. The lack of adequate facilities limits the number of participants. Rowers tend to row in the early morning and evening, choosing their direction in accordance with the tide. When motorized recreational boat traffic becomes too heavy, usually from late spring to early fall, the river is less safe for rowers. Wakes from passing traffic are the major problem, hitting the bulkheaded shore and reverberating back into the river repeatedly. Rowers experience extended waiting periods, damage to rowing shells and swamping. Damage to piers is also attributed to the wake. Currently, reconstruction work at the landmarked University Heights Bridge has closed off half of the waterway, further narrowing the channel through which all boats must pass to about 75'. Hudson River Within the study area, the Hudson River runs between Manhattan and the Bronx on the east and Bergen and Hudson counties on the west. It is a narrow waterway with relatively strong currents. Waves occur naturally, and wakes develop from passing large boats and shipping traffic. Floating debris, especially when the tide changes, is also a problem. Currents and unpredictable winds as well as commercial traffic, especially in the lower portion of the river make the Hudson better suited for larger engine powered boats. Sailing is difficult due to the narrowness of the waterway which causes variable winds and need for frequent tacking. A major amount of recreational traffic consists of 6.34 transient cruising boats which head either east/west to and f rom Long Island Sound via the Harlem or north/south toward Albany or to the Upper, Sandy Hook, Raritan and Jamaica Bays or to the Atlantic Ocean. Occasionally, rowers come out of the Harlem River and use the area around Spuyten Duyvil. Canoe/kayakers travel along the river to view the Palisades and Manhattan skyline. There are some reports of waterskiing and windsurfing in the sheltered areas on the river, but these activities occur infrequently. Above the George Washington Bridge there are two marina/yacht clubs, both in New Jersey. Two boat trailer ramps exist on the western shore and a hand * ~~~~~boat launch is located on the Manhattan side at Inwood Park near Dyckman Street. In addition, the Inwood Canoe Club is located here. Until a recent fire, canoeing lessons were given here. Below the George Washington Bridge, two marinas are located on the Manhattan shore. The first, the 79th Street Boat Basin, has serious problems with silting, making it difficult for many boats to leave or return except at or around high tide. In addition, there are frequent complaints about wakes f rom passing traf fic causing damage to boats docked at the marina. The second marina is located at Battery Park City, with 26 slips for luxury yachts between 80' and 150'. On the western shore there are six existing marinas totaling approximately 1000 slips. Canoes and kayaks use three hand boat launches on the Manhattan shore located at 148th 0 ~~~~~~~~~~6.35 Street, 79th Street, and Pier 26 in lower Manhattan for trips up and down the Hudson River or to the Upper Bay. As a rule they stay to the sides of the river except to cross. Lower East The Lower East River extends from the Battery to River Hell Gate and separates Manhattan from Brooklyn and Queens. Strong tidal currents, heavy shipping traffic, and ferries make its waters difficult for recreational boats. Boats generally wait for currents to be advantageous before entering the river. There are only two marina/yacht clubs on the river. one is a sailing school located at South Street Seaport with twelve 24' sailboats. The sailing school generally conducts classes and regattas in the Upper New York Bay. The other facility is a small marina on 23rd Street. Boats generally use the river for transiting. While there are no designated hand boat launches, areas in lower Manhattan near the Brooklyn Bridge are reportedly used. The Upper Bay The Upper Bay is bounded by Hudson County to the' west, Staten Island to the southwest, Brooklyn to the east and Manhattan to the north. Located within the bay are Liberty, Ellis and Governor's islands. The East River, Hudson River, Kill Van Kull and Lower Bay all intersect with the bay. The Upper Bay is the busiest section of the harbor. A handful of marinas and yacht clubs are sited on the bay. Two are in Staten Island and one is in Hudson County. A boat trailer ramp, used by canoers and kayakers as well, is located at Liberty State Park in Jersey City. A hand boat launch is located at 6.360 Alice Austen Park in Staten Island. The site can be difficult in strong winds. 48 A general anchorage area fronts the site; small boats using this launch must take caution to avoid conflicts with large working vessels anchored and entering the anchorage area. The skyline of Manhattan, the Statue of Liberty and Ellis Island all make the Upper Bay a destination for boaters. Boats also transit through the area to and f rom the Hudson or Lower Bay. From here, canoes and kayaks head to the above destinations, to Hoffman and Swinburne Islands in the Lower Bay or to Jamaica Bay. 49In the southern part of the Upper Bay near the Narrows, sailing and motorboating can also be found. There are strong currents along these routes, variable winds, wave 0 ~~~~~and wash from heavy commercial, maritime and ferry traffic, and floating debris. Concern that canoes and kayaks and other recreational 'vessels not get too close to these other port users has been voiced by larger vessel operators. Kill Van Kull The Arthur Kill, Kill Van Kull and Newark Bay are among the Harbor's most heavily travelled commercial waterways. major containerports and oil terminals are located along their banks. These waterways, along with the tributary Hackensack and Passaic Rivers are heavily degraded. Water quality and heavy commercial traffic limit their attractiveness to recreational boati ng. The 1500 foot wide Kill Van Kull separates Staten Island from Hudson County. Shooters Island lies off Staten Island shore. Shoals, obstructions and numerous wrecks lie on both sides of the 800 foot to 1000 0 ~~~~~~~~~~6.37 commercially travelled channel. One small yacht club is located on the Staten Island side which can be entered or exited only in or around high tide. Some power boats and canoes and kayaks traverse the area, usually remaining inland of the channel. Newark Bay Hudson, Essex and Union counties and the northwest shore of Staten island surround Newark Bay. The Hackensack and Passaic rivers flow into the north end of the bay and the Kill Van Kull and Arthur Kill lie to the south. Outside the dredged channels the waters are shallow. Recreational boats, especially mnotorboats, cross the waterway en route to the Upper Bay or Sandy Hook and Raritan Bays. Canoes and kayaks also explore the area. Only two yacht clubs are located in Hudson and Essex Counties on the east side of the bay. Recreational boats stay close to the eastern shore and out of the channel. Some fishing and crabbing does take place, despite poor water quality. The Hackensack The Hackensack River is navigable for approximately and Passaic 17.8 Miles. It has six marinas with 213 slips, Rivers three yacht clubs and one boat trailer ramp. Boaters reach the Raritan, Sandy Hook, and Upper Bays via Newark Bay and the Kills. It receives little recreational traffic for reasons similar to Newark Bay. The Passaic River flows into Newark Bay. it receives little recreational traffic due in part to river conditions and poor water quality similar to Newark Bay. There are two marinas with a total of 6.38 I * ~~~~18 moorings and one boat trailer ramp on the portion of the river in the study area. A rowing facility in Kearney is used by Kearney, Beilville and Nutley High Schools. Approximately 275 to 300 students participate in the rowing program from March until June. A few other people use the facility year round. There are few conflicts with barge traffic as the railroad bridges do not open during rush hours and the barges go upriver at night time. The main problem for the rowers is the amount of debris in the water which can damage the shells and break oars. The The Arthur Kill separates Staten Island from Union Arthur Kill and Middlesex Counties. It is a narrow waterway of approximately 1500' to 2000' breadth with a dredged channel of 500' to 800', characterized by numerous sunken vessels on both shores. Prall's Island, a wildlife sanctuary with restricted access, is located in the upper part of the Kill. A small marina has been developed in Elizabeth, New Jersey on Arthur Kill near Newark Bay. Additionally, a sizable waterfront park exists in the same vicinity. Most pleasure boats docked at this marina travel down the Arthur Kill to Raritan Bay for fishing, skiing or sailing activity. Although this marina is protected by a wooden breakwater, wake problems from passing maritime vessels have been noted. There is a concentration of marinas along Smith Creek in the lower part of the Arthur Kill and one boat trailer ramp. Here, sheltered waters make for 6.39 easy launching. A hand boat launch is located at Conference House Park at the southern end of Staten island. Paddlers go from here to Sandy Hook and Raritan Bay as well as up the Arthur Kill to its ship graveyards. 5 Lower Bay The Lower Bay includes Raritan and Sandy Hook Bays and extends northward to the Narrows. It is bounded by Middlesex and Monmouth Counties to the south, Staten Island to the north and Brooklyn and the Rockaways to the northeast. The Atlantic Ocean lies east of Sandy Hook. It is one of the busiest sections of the study area being both the main entrance into New York Harbor and a major destination for recreational boats. Some of the best boating waters in the study area are located here. The bay is recommended for secondary recreational contact and in most areas it is alright for primary recreational contact as well. Raritan Bay lies in the western end of the Lower Bay, west of Point Comfort and south of Staten Island. There are numerous shallow areas with depths of 7' to 18' until beyond the line of Sandy Hook. Tidal creeks, marshes, bluffs and sandy beaches are prevalent features of its shoreline. it is a popular spot for fishing and for a large variety of recreational boating. However, the tidal wetlands, shallow waters and at times degraded water quality can present limitations on recreational use of Raritan Bay. Marinas, yacht clubs' and boat trailer ramps are concentrated in South Amboy, Morgan, Cheesequake and Keyport on the southwestern side of the bay. 6.40 Keyport has a several marinas on Matawan Creek above a low fixed bridge. Keansburg has a high concentration of boating facilities. Port Monmouth offers a well marked deep harbor on Compton Creek (known as Belford) which is widely used by commercial fishing boats. Leonardo has an almost landlocked manmade harbor with a five foot channel leading to a basin with seven foot depths where there is a state marina. 51 The Raritan River navigable for approximately 11 miles to New Brunswick, flows into the Raritan Bay between Perth Amboy and South Amboy. There are two boat trailer ramps, one on either side of the mouth of the river and a yacht club. Most recreational traffic heads out into Raritan Bay. Rutgers University rows out of New Brunswick but rarely comes down into the lower part of the river (they usually stop about 5 miles up river). Much of the Staten island shore is inappropriate for siting of recreational facilities because it is unprotected from ocean wave action. Two exceptional concentrations of facilities are Lemon Creek, just off the Lower Bay, and Great Kills Harbor. Great Kills Harbor, protected from the open ocean by a barrier peninsula, houses the major concentration of marinas and yacht clubs in Staten Island as well as a boat trailer ramp. In the summer the area can become quite congested. Sandy Hook Bay lies east of Point Comfort and west of the Sandy Hook peninsula. The Hook forms Horseshoe Cove and provides a sheltered waterbody. Atlantic Highlands is one of the busiest 6.41 recreational boating locations in the area. There is a large concentration of marinas and yacht clubs between Atlantic Highlands and Highland Beach. In addition, there are approximately 1600 slips at marinas located on the Navesink and Shrewsbury rivers just outside the study area . Many boats berthed. in these rivers use Sandy Hook Bay to access the open ocean or recreate within Raritan and Sandy Hook Bays. Currents and winds can be problematic for smaller boats beyond the protection of Sandy Hook. Many areas attract fishermen. The protected waters attract smaller boats, waterskiers, jet skiers and windsurfers while larger and deeper draft boats head further out. The waters of Sandy Hook and Raritan Bays can become congested in the summer. Water quality in Raritan and Sandy Hook Bays is substantially better than that of the Kills, Newark Bay, and the Hackensack and Passaic Rivers. Bathing beaches are found at Keyport, Union Beach, and Keansburg. However, water quality in Raritan and Sandy Hook Bays can be degraded due to algae- blooms, mainly in the summer months. The Narrows Heading northwest from Sandy Hook/Raritan Bays toward the Narrows, sailboats as well as other motorized boats, including fishing, use the waters. The openness of the waters makes it particularly desirable for sailboats. Congestion occurs as the width diminishes at the Narrows and shipping channels converge. Heading southeast, smaller sail and motorboats tend 6.42 to concentrate in Gravesend Bay, and only larger cruiser type boats continue out into the ocean. Fishing is very popular in the area. There are a few marinas and yacht clubs in Gravesend Bay with approximately 200 slips. Atlantic Both the southwestern shore of Brooklyn and the Ocean southern shore of Rockaway Inlet are sandy public beaches along the Atlantic Ocean. No boating facilities are located along either stretch. Sailing, motorboating and fishing along this coastline is popular. Problems occur when fishing boats and jet skies get too close to the bathing beaches. Jamaica Bay Jamaica Bay is shared by Brooklyn and Queens. It is characterized by numerous meadows, small islands and marshes. There are approximately 4000 acres of tidal wetlands in the bay. The waters of the Jamaica Bay receive pollutants from various sources and the water quality is poor to fair. Primary and secondary recreational contact is not recommnended along its northwest shoreline. The waters become cleaner away from the shore. Despite poor water quality, it is a vital natural resource supporting birds in great number and variety and containing critical spawning grounds and nursery areas for fish and shellfish. Most of the tidal creeks have been bulkheaded, dredged and channelized to depths of 12 to 20 feet. Depths in non-channelized portions of the bay are frequently extremely low ranging from I to 5 feet. 52 6.43 The bay's many shallow areas outside of the dredged channels make it less than ideal for boats with i deep drafts, especially sailboats. The shallowness of the area can be problematic. The Coast Guard estimates that approximately 60 - 70% of their calls in the bay are for groundings. In addition, the bay suffers from frequent illegal dumping along the shore and in the water. One particular problem, abandoned derelict boats, causes hazards to navigation. Jamaica Bay has one of the largest concentrations of recreational boating in the study area. It is well suited for most types of boating activities, but is most frequently used for motorboating and fishing. Marinas and yacht clubs are clustered around Shell Bank Creek, Sheepshead Bay, Mill Basin and Shell Bank Basin. There are 48 marinas and yacht clubs and well over 3000 slips in the bay. There are four boat trailer ramps in the bay.. The public ones are located at Floyd Bennett Field in Gateway National Recreational Area, and at Beach Channel High School on the Rockaway Peninsula. The other ramps are operated by private marinas in Mill Basin. Two Special Anchorage Areas are located in the bay, one on the westerly side in the vicinity of Paerdegat Basin and the other in the vicinity of Broad Channel north of the Shore Parkway Bridge abutment to the Rockaway Peninsula. Canoers and kayakers usually paddle through the bay to explore the beaches, marshes and wildlife areas 6.44 of Gateway National Recreation Area. The New York City Parks Department has two designated hand boat launches in Jamaica Bay, one in Marine Park on Gerritsen Inlet, and the other, currently in disrepair, in Canarsie Park along Paerdegat Basin. The Sebago Canoe Club, also located on Paerdegat Basin, offers instruction in canoeing, kayaking and small boat sailing, and operates programs for Outward Bound and Boy Scout troops. Although the currents at the Marine Park site are not strong within the immediate area of the launch, they become swifter further south.53 Plumb Beach, adjacent to Sheepshead Bay in Brooklyn, is one of the most popular areas in New York City for windsurfing because of favorable tidal and wind conditions. Nonetheless, the water quality and bottom surface here is less than ideal for windsurfing and the area must be frequently cleared of debris by the windsurfers. Some waterskiing occurs in the bay at Gerritsen Inlet, Dead Horse Bay, Barren Island and in the calmer waters of Jamaica Bay. The floating debris in the water can be hazardous to the skiers. Beach Channel High School's rowing facility is located at Floyd Bennett Field. The crew rows in East Mill Basin. They are currently looking for a new site, because the existing facilities are located approximately 1/4 mile from shore and lack amenities and security. There are some reports that recreational rowing also occurs in the bay. 6.45 FUTURE CONDITIONS Tremendous growth in recreational boating has occurred over the past two decades. In this section, future trends and the demand for recreational boating activity by water bodies will be examined. Methodologies used to predict future demand for recreational boating include an analysis of boater registration and examination of waiting lists for existing marinas and other boating facilities. Boat registrations have been steadily increasing in New York City and New Jersey, consistent with national trends. This mirrors predictions of future national projections of growth. However, the dramatic rise in boating activity and registrations will probably taper off if the current weak economy persists as exemplified by the drop in New Jersey registrations from 1988 to 1989. The length of waiting lists has changed for some marinas but those for Coast Guard regulated-Special Anchorage Areas have been increasing and can be anticipated to continue doing so. The increase is probably related to the ease of permitting and lower costs associated with using these areas versus docking. In recent years, studies of market demand for boat slips and other recreational boating facilities have found a high unmet demand for boating facilities in the study area. The National Marine Manufacturers Association has 6.460 predicted a 4% to 6% annual increase in boat sales through the year 2000 based on demographics. Baby boomers, aged 35 - 55, are the primary segment of the boat sales market. 54Recreational boating is a luxury, and as such, rises and falls according to the perceived health of the economy. While boat sales have dropped recently, an improved economic outlook in the future could herald a rebound. An adequate supply of slips or even a glut of vacant slips today may fall far short of future demand once the economy has turned around. The Bayshore Waterfront Access Plan for Monmouth County's Raritan and Sandy Hook Bay waterfront, projects "an additional 1300 slips, 540 rental boats and 18 boat ramps are currently needed." The New Jersey State Comprehensive outdoor Recreation Plan suggests that by the year 2000, an additional 1900 slips would be needed would be nee ded in the Bayshore area to satisfy demand. 55 A report entitled "Perspectives -on marina Development in New York City" states: '.The bottom line is that an estimated base latent demand totals 9,364 boats, of which 7,360 could be expected to require slips and moorings.5 The population in the study area is anticipated to grow, yielding an even greater number of boaters. 57 Furthermore, the proportion of the population which participates in boating is anticipated to increase. Participation in recreational boating is higher than the actual number of boats owned. Nationally, 23 percent of the population participated in 1950; by 1984, this 6.47 percent had increased to 27 percent. It is forecast to jump to 36 percent by the year 2000. 58 Promoters of recreational boating may increasingly look towards segments of the population that traditionally have had low involvement in the sport. One example is the recent growth of boating classes targeted for women. The increasing proportion of participants over actual boat owners may be due in part to timesharing as expressed in increased community boat ownership, 59(e.g., rowing facilities where a few rowing shells are used by many). 60In New York City, Manhattan Yacht Club, based at South Street Seaport has twelve sailboats that are used by approximately 500 members. This factor will increase not only the number of people participating but may also spread the peak times of boating over a greater period of time during the week. Economic conditions may effect the size of boats that will be purchased. The cost of boat ownership, including maintenance, fuel, insurance and storage, is rising. Some people may be driven out of the market altogether. There is disagreement about the types of boats people will purchase during this period of weakened economy. Sales of the 25' to 40' boats may be the hardest hit. Market research for the Mid-Atlantic region indicates the boats 401 and longer are the fastest growing segment of the boat industry. Continued sales in the over 40' category may be explained by the fact that owners of larger boats have higher incomes and are less affected by a weakened 6.480 economy. However, although sales of this size boat have grown fastest, they represent less than 1% of total registered boats. The largest percentage of boats is in the 16' to 26' range and will probably continue to be. Middle and lower middle income boat owners may purchase smaller boats in this range. 61In all probability the size of boats purchased will fluctuate with the economy. The spread of the peak boating hours will be affected by a growing service economy with anticipated changes in the work schedule including longer work hours and a change in the traditional work schedule from 9 to 5 Monday through Friday to weekends and evenings. 62 A substantial amount of the demand for recreational * ~~~~~boating is currently met outside of the study area, partially attributable to perceptions of poor water quality. The quality of the area water has improved and can be expected to continue to improve, thus increasing the appeal of boating. Facilities In order to meet boating demand, appropriate sites for recreational boating must be available. Boat ownership usually increases as boating waters become more accessible. 63 The development of marinas as well as other boating facilities is constrained by the amount of shoreline, adequacy of the upland space and infrastructure, zoning and environmental conditions and concerns. Numerous potential sites have been identified for recreational boating facilities. Due to economic feasibility, not all will be built, while others 6.49 may face construction delay. However, if even a quarter of them were built, there would be a significant increase in facilities. There are currently 13 proposed waterfront development projects with a marina component in New York City. If built, these would provide 1,246 new boat slips, representing a 17% increase from 1988. On the New Jersey side of the Harbor, proposals (as with New York City, many accessory to housing or mixed-use development) totalling nearly 8,000 proposed new slips, representing more than a 100% increase. In addition, numerous planning studies have indicated the desirability of a marina component or other recreational boating facilities. (See Figures 6. 5-8 and Appendix 6.5, Future proposals). As traditional water dependent uses have declined, sites that are no longer needed for such purposes may see an increased amount of recreational use. Examples include Brooklyn Piers 1-5, Manhattan's West Side piers, and the entire New Jersey Hudson River waterfront. Another factor that will influence the location of recreational facilities is the need to regularly dredge. Certain areas, such as College Point, are becoming less inviting for recreational boating as access to some facilities is curtailed by siltation. Fewer natural harbors remain undeveloped for the potential siting of new boating facilities, and development of such facilities in areas less amenable to facility siting may be prohibitively expensive. However, new technologies may be 6.50 developed to allow for less expensive development of marinas at difficult sites. 64 Other elements affecting the planning and development of marinas will be the size of the boats to be served. If the trend continues toward serving the larger end of the market (boats over 35' to 40'), more space will be required for berthing, diminishing the number of slips available. In addition, the larger boats have a greater appeal for many developers; one 40' boat may yield the same return as two 20' boats while decreasing the amount of upland parking needed. Owners of larger boats generally spend more dollars at a marina on supplies, fuel, equipment and other items than do owners of smaller boats. * ~~~~Rack storage will probably also become a more significant facility type as environmental concerns, costs of in-water development-, and upkeep of boats increase. As small power boats become more popular, the demand for rack storage may increase. Recreational Almost all recreational boating activity can be Boating expected to increase as the quality of water Activity improves and the population grows. !4otorboating will continue to grow, propelled by the aforementioned factors, increased demand for close- to-home recreation and relative affordability of smaller vessels. Popular boating waters will become more congested. This may exacerbate existing problems associated with speed and wake. if smaller boats are used this may increase the hazards related to less stable boats. Fishing will 6.51 probably increase as water quality improves. Some conflicts may occur between fishing and other motorboat activity as their concentration rises. Currently, waterskiing does not have wide participation in the harbor. As water quality improves, waterskiing may become more appealing. Waterskiing is an activity where existing conflicts have been observed. Due to the relatively large area and calm waters needed for the sport, conflicts may be further exacerbated. The growth of jet skis will probably increase dramatically. The market for jet skis is one of the few areas where boat sales have increased. It is too early to predict trends for this relatively new sport, nevertheless, conflicts may occur between this activity and other activities that occur close to the shoreline. There is a widespread perception that jet skis are a potential future problem. Florida and other localities have developed legislation to control or prohibit their use in sensitive areas. The overall percentage of the population that participates in sailboating is not anticipated to change markedly. However, there may be an increased number of participants as the population grows. Much of the current demand for windsurfing in New York City is met outside the city. There are no clubs or organizations that operate regularly within New York City waters. The appeal of windsurfing in the Harbor will probably increase as water quality improves. This may cause conflicts between windsurfers and other water activities that occur close to shore. 6.52 Although there are no specif ic numbers, anecdotal information points to an increase in kayakingj and canoeing in the area over the last two years. This trend will probably continue as people become more interested in pursuing recreational alternatives of minimal environmental impact. A weakened regional economy may also contribute to the popularity of canoes and kayaks, which are relatively inexpensive boats with low maintenance, operation and storage costs. Rowing is, similarly, a growing sport and likely to continue to increase in popularity. increased interest in health and f itness enhanced by rowing machines for practice, greater participation by women and high school students, and increased durability of newer boats have contributed to rowing's rebirth. One of the major problems consistently associated with the growth of rowing in the harbor is the lack of safe and secure facilities for the storage of equipment close to the waters edge. In other cities such as Boston and Albany, community facilities have been developed. If rowing facilities become more available there will probably be an increased collegiate as well as community and high school participation in the sport. FUTURE RECREATIONAL BOATING LOCATIONS Long Island Long Island Sound will likely continue to be a major Sound recreational boating area, and its attractiveness will increase as water quality improves. In turn, this will increase congestion in this waterway, especially on peak boating days. 6.53 idiom ~ ~ ~ ~ ~TtETE . RERATIOAL~ BOTNCHPER FG. ABRESTUAR ~~~~~~WATRUEMNGET 6.54~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. RECREATIONAL BOATING CHAPTER 6 FIG. 6 NEW YORK/NEW JERSEY HARBOR ESTUARY CONCENTRATION OF MOTORBOATING WATER USE MANAGEMENT AND SAILBOATING: EXISTING STUDY NYC DEPT. OF CITY PLANNING ()CONCENTRATION OF MOTORBOATING NJ DEPT. OF ENVIRONMENTAL AN4D SAILBOATING: FUTURE PROTECTION 6.55 ..........WE.~H T~ PAS$MC ~ ~ ~ ~ ~ ~~~~~~r -t..... .. .... *4~~~~~~~..... ~~~~~~~~~~~~~~~~~~ABRESTUAR HAND BOAT LA~~~~~~~UNC:EXISTNPRPSDERUEMAGET * ROWING SHELIBOAT HOUSE:EXISTING El ROPOSED STUD * BOATTRAILR RAMP EXISING PRPOSEDNYC DET. OFCITY PANNIN ~~~~~~~~~~~~~~~~~~~~N D E PT. OFEVROMNA -~~~~~~~~~ 44~~~~~~RTETO 6.56~~~~~~~~~~~~~~~~~~~~~~ *'........... ~~~~~~~~~~AER UEMNAGEMEN 6.57~~~~~~~. It is too early to assess the outcome of the 4 mph speed limit in the Pelhamn Bay Lagoon as it was not enacted until after the end of the 1990 boating season. However, the restriction on motorized boats will probably increase the desirability of the area for all types of non-motorized boating activity and fishing and reduce potential conflicts. Nearby, windsurfers have identified the northern tip of Orchard Beach as a desirable location for future increased windsurfing activity. If this occurs, caution will be needed to avoid conflict with the swimmers at the beach adjacent to this location. To the east, City Island will continue to hold its place as one of the major boating centers in New York City. There are (currently in the pre- application phase) over 250 additional slips proposed here, most of them either expansion of existing facilities or associated with residential development. In addition, the Parks Department Waterfront Management Plan recommends a trailer boat ramp/hand boat launch facility at a pier under its jurisdiction. (However, the cost of renovating the pier is prohibitive.) There are no plans or applications that indicate further growth in facilities in Eastchester Bay. As water quality improves an overall increase in the number of boaters is probable. The Parks Department Waterfront Management Plan has recommended the siting of a hand boat launch at Alley Pond Park at Little Neck Bay in Queens. The current launch site on the bay has limited parking. 6.58 If this were improved at the new site, more people might be encouraged to use it. Canoeists and Kayakers would probably travel to the same places they visited from the existing hand boat launch on the bay. Due to its design, the existing boat trailer ramp can only be used at or near high tide. Although there are no proposals to remedy this problem (as well as the limited parking) there would probably be an increase in small boats if these problems could be remedied. A minimal increase in boating in the area therefore can be anticipated. Upper East The largest factor affecting this body of water will River probably be the increase in transiting recreational traffic. Improved water quality may also encourage an increase in fishing. There are plans to expand the number of hand boat launches in seven locations. As part of the Parks Waterfront Management Plan, Little Bay has been identified for a boat trailer/hand boat launch site which would Increase the number of boats departing from this area. The Parks Department has conducted a pilot study for the creation of a waterfront park in Powells Cove. Part of the plan is to create a "Blueway" which would have its center here or at Little Bay. The "Blueway" would be a hand launched boat course demarcated along the northern shore of Queens and connecting existing parks from Alley Pond Park in Little Neck Bay to Flushing Bay Marina at Flushing Meadows-Corona Park. The "Blueway" might be delineated by buoys and include signage identifying 6.59 each stopping point or hand boat launch site. A protected basin, either in Powells Cove or Little Bay, could serve as a center for the "Blueway" activities, including a concession offering boating instruction and rentals.65 Along the section of the East River from just east of Little Bay to Flushing Bay, two additional hand boat launch sites have been suggested as potential components of the "Blueway". Furthermore, a vacant site under study at Whitestone could be developed for residential development with a commercial marina. 175 slips located here have fallen into complete disrepair. To the west, in College Point, a residential complex has approvals for 28 accessory slips. The existing Parks Department-concessioned marina at the southern end of Flushing Bay has a cap of 800 slips with an agreement to continue to build to this level if the demand should be there. In addition, the Parks Department Waterfront Management Plan cites this area as having potential for a boat trailer ramp/hand boat launch. Conflicts could occur between small motorized boats and hand boats if they become too congested in the area and operators do not act responsibly. Along the northern shore of the Upper East River, three sites have been identified in the Plan for hand boat launch sites, a boat trailer ramp and a marina. In addition, a privately owned 180 slip marina has been proposed. Hell Gate There are few plans for recreational boating facilities in Hell Gate due to its currents. Two 6.60 * ~~~~~hand boat launch sites were identified on Randall's and Mill Rock Islands as part of the Parks Department Waterfront Management Plan. There has also been discussion of renovating and expanding the rowing facility at the Fire Boat Pier at East 91st Street in Manhattan; however, little progress has been made. The siting of facilities in this less than ideal location could be hazardous. Increased river traffic from transiting recreational boaters creates the potential for even greater conflict if amateurs should use these two sites. Harlem River A recent New York City Planning Department study for the Bronx shore of the Harlem River recommended alternatives for the siting of two different rowing facilities. There have also been discussions of * ~~~~~making two of the temporary rowing facilities on the river permanent, as well as the siting of a boat trailer ramp, hand boat launafh and marina in the area. The encouragement of both motorized vessels and rowing in the river could increase the potential for conflicts. Further conflicts may be created by increasing the number of recreational boats transiting through this very narrow waterway. The reactivation of the Spuyten Duyvil Railroad Bridge may also effect boat traffic in the river. While the bridge would only be closed to allow Amtrak trains to pass, its closure would briefly block river traffic needing greater than a five foot vertical clearance. Although no plans exist at this time to introduce Metro-North commuter rail traffic, such a scenario could lead to closure all the time during rush hours. Most likely all vessels 6.61 would be discouraged from transiting during those hours. Hudson River The Hudson River waterfront is undergoing the Harbor's most rapid and dramatic transformation, especially on the New Jersey side. What was once a busy water-dependent working waterfront is being redeveloped for residential, office and commercial enterprises. Proposals for future waterfront development include over 6000 boat slips on the New Jersey shore. For the Manhattan side of the river, several planning studies recommend the siting of marinas with an undetermined amount of slips. There is a proposal for 127 slips and 100 dry racks as well as additional moorings at Dyckman Street in Inwood. The Inwood Canoe Club is also in the process of rebuilding its facilities. Further down river, a New York City Planning study recommended the expansion of the 79th Street Boat Basin in Riverside Park by approximately 100 slips. The greatest number of boating facilities recommended for Manhattan would be built in association with the development of a Greenway paralleling Route 9A from the Battery to 59th Street. Community facilities, marinas, a sailing school and the expansion of a hand boat launch facility are all proposed, Along with an increase of boats transiting, the Hudson will need close monitoring to avoid conflicts if all of these facilities are built. of particular concern will be small boats in the area of the Lower Hudson close to the Upper Bay. Increased traffic will also increase the potential for increased wake conditions. 6.620 * ~Lower East Currently, the only proposal for the Lower East River River is for Piers I - 5 beneath Brooklyn Heights. Strong public demand exists for a marina at this site, although plans for the piers have not been finalized. The boaters at this site will have to contend with the commercial traffic in the area and the site will need to be protected from wave and wake action of passing vessels. Whether a facility is constructed here or not, transiting recreational traffic will probably increase in the river. Upper Bay The Upper Bay will probably see additional activity, not so much because of an increased number of facilities but because of the overall increase in boating. The area will remain a major attraction for many boaters. The Parks Department Waterfront Management Plan has indicated the potential for siting a marina at Red Hook Park in Brooklyn and at the Cromwell Recreation Center (a port pier converted in 1936) in Tompkinsville, Staten Island. If a marina is built at the Cromwell Recreation Center, boaters will have to use caution so as not to interfere with the Staten Island Ferry or the general anchorage area. As with the lower portion of the Hudson, the increased congestion may create conflicts between all types of boats if they are not operated responsibly. The restricted area around the Navy Homeport may be problematic for small boats, (especially kayaks launching from the Alice Austen site) because the restricted area forces boats traversing north along the Staten Island coast to travel 600' from the pierhead line into the general anchorage area where ships may be swinging on their anchors. 6.63 Kill Van Kull There are no recreational facility proposals for the Kill Van Kull. The only change that may occur in this area is an increase in transiting boats coming from Newark Bay, the Hackensack and Passaic rivers and the upper portion of the Arthur Kill. Newark Bay The eastern shoreline of Newark Bay in Bayonne was the subject of a local coastal planning effort in 1984. The plan recommends reclaiming the length of the Bayfront for use as a public park, with the exception of industrial facilities located at the south end. The study also suggests the development of a public marina on the bay. No future development is anticipated on the northern or western shores for recreational boating. The lower Hackensack River falls under the jurisdiction of the Hackensack Meadowlands Development Commission (HMDC). Approximately two miles of the lower river and nearly one mile of the upper river (just south of Overpeck Creek) are zoned for heavy industrial use. In the balance of the HMDC area, marinas and water-oriented recreation are encouraged at the water's edge, in addition to the zoned office park and residential uses. Currently, HMDC is reviewing four applications for marinas involving 173 recreational boat slips. North of HMDC lands, it is unlikely that industrial facilities along the river will be able to expand. In fact, residential uses have been proposed adjacent to existing industrial uses. In the long term, the Hackensack waterfront may see a decrease 6.64 in industrial shipping and, as water quality improves, an increase in recreational traffic. Recreational use of the Passaic River may expand if water quality continues to improve; however, the increase in traffic will be confined to craft using existing trailer ramps. No new marinas are proposed on the Passaic River. Arthur Kill The city of Elizabeth is contemplating a second municipal marina adjacent to an existing marina at the Elizabethport site. At the opposite end of the Arthur Kill, Perth Amboy has proposed expanding its 60 slip marina to 300 slips in conjunction with the development of a historic waterfront park. The southern end of the Kill is also witnessing some * ~~~~pressure to convert from industrial uses to residential and commercial uses. In particular, a 250 slip marina was proposed on a site adjacent to the Perth Amboy Dry Dock Company. A second large mixed-use development included 934 slips. The New Jersey Department of Environmental Protection has voiced concern that these developments are incompatible with the Kill's existing water- dependent industrial uses and may eventually force businesses such as the Perth Amboy Dry Dock Company out of the area. On the Staten Island shore, a project with 250 slips and a 50-room boatel is currently under review. Several sites are under study for a boat trailer ramp although none has been chosen at this date. The increased number of facilities will add is ~~~~to the number of boats transiting through this 6.65 critical but narrow industrial waterway, usually to Sandy Hook and Raritan bays. The Lower Bay Former industrial waterfront sites in the South Amboy area on Raritan Bay are proposed for mixed- use redevelopment that includes marinas. The increased number of facilities will probably increase congestion in the area especially on peak boating days. As previously indicated, Monmmouth County's Bayshore Plan suggests that the existing supply of boat slips in the Harbor will need to double to meet demand. The New Jersey Department of Environmental Protection is reviewing an application for 705 slips at Port Belford and has approved an application for 103 slips and 426 moorings at Point Atlantic which has yet to be built. Another 1637 slips at eight sites are on the drawing board for Bayshore along with an additional 266 dry storage slips. One other marina and one possible expansion has also been proposed in that area, but no specific information is available concerning the number of slips proposed. There has also been a proposal for a renovation of. a marina at Lemon Creek along Staten Island's eastern shore, but this will probably not increase the number of boats that are docked in the area. New York State Parks may site a boat trailer ramp here or on the Arthur Kill that would serve small boats. Recommendations have been made for a boat trailer ramp/hand boat launch site at Wolfe's Pond Park. There are several proposals for marinas in Gravesend Bay that would increase the slips by over 6.66 300. This increase would probably not create a problem as there is easy access to the Lower Bay, which is a wide body of water. Use of these waters and the adjacent segment of the Lower Bay for sailing, motorboating and fishing will probably continue to increase. Jamaica Bay Four proposals or planning studies recommend the development of over 250 slips in Jamaica Bay. This relatively small number is related to much of the area having environmentally sensitive lands. There are four additional recommendations for hand boat launches. Improved water quality will probably increase the amount of all small boating activity. This increased activity may create conflict between different types of activities competing for the same close-to-shore water areas. If Beach Channel High School builds new rowing facilities, their use could be exp~knded to include other high schools. Currently, no site has been designated for this purpose. 0 ~~~~~~~~~~6.67 CHAPTER 6 - ENDNOTES 1. Geismar & Calamari, P.C Consulting Engineers Staten Island Small Boat Launching Feasibility Study, prepared for New York State Office of Parks, Recreation and Historic Preservation, (New York, 1988), p. 4-5. 2. Geismar and Calamari, P.C., pg. 6., and National Marine Manufactures Association Boating 1989: A Statistical Report of America's Top Sport (Chicago: National Marine Manufacturer Association, 1989). 3. Melvin L. Adelman, A Sporting Time, (Chicago: 1986), p.189-90. 4. Ibid, p. 190. 5. Ibid 6. Thomas C. Mendenhall, A Short History of American Rowing, (Boston), pg. 18. 7. Robert Fox, "Harlem River Tradition", Empire State Rowing Association Boathouse Proposal. 8. Ibid. 9. Ibid. 10. Pleasure Boating, Crescent Books, (Gothenburg, Sweden: 1977), p. 9. 11. Howard I.Chapelle, American Small Sailing Craft: Their Design, Development, and Construction, (New York: 1951), p. 245. 12. Fred S. Cozzens and Others, Yachts and Yachting, (New York: 1887), pg.28., and Pleasure Boating, pg. 28. 13. William P. Stevens, Traditions and Memories of American Yachting, (Brooklyn, Maine: 1989) pg. 3. 14. Cozzens and Others, pg. 4. 6.68 0 15. Stevens, pg. 2. 16. Mannings Yacht Registry, 1900. 17. William H. Taylor and Stanley Rosenfeld, The Story of Yachting. 18. Chappelle, 36-7. 19. Ibid, pg. 8. 20. Ibid, pg. 8. 21. Jerry Stelmok, The Wood and Canvas Canoe, (Gardiner, Maine:1987), pg. 17. 22. Stevens, pg. 3. 23. Recreational Canoeist, "Our Roots", Metropolitan Canoe and Kayak Association Vol 15, No 1, January/February/March, 1990, pg 1, 13 and Lisa G. Kohn, "The Inwood Canoe Club", The American Canoeist, Vol. XII, Number 2, May 1990, pg 12-13 and Telephone Conversation, Richard Schneider, Sebago Canoe Club, 4/10/1990. 24. Pleasure Boating, pg. 22. 25. Ibid, pg. 22. 26. Ibid, pg 24. 27. Ibid, pg. 24. 28. "TEST RIDE: Eliminator 32' Daytona" Hot Boat (August, 1990), pg. 71. 29. National Marine Manufacturer Association, Boating 1989: A Statistical Report on America's Top Sport (Chicago: National Marine Manufacturer Association, 1989), p.8. 30. Telephone Conversation with Neil Ross, President, International Marina Institute, December 1990. 31. New York State Boat Registrations include all motorized vessels; New Jersey registrations include all motorized vessels as well as all vessels over 12'. New Jersey boat registrations are not broken out by county. 6.69 Compiled by the Bureau of Marine and Recreational Vehicles, New York State Office Parks, Recreation and Historic Preservation, 1989 Boating Accident Statistics, (Albany, NY:1989), p. 5, 6 and 1980 - 1983 Boating Accident Statistics, (Albany, NY: 1983), p. 2 and New Jersey Department of Environmental Protection 32. Geismar and Calamari, P.C., Appendix I. 33. Primary contact is defined as direct contact with the water such as swimming. Secondary contact is defined as being on the water without direct contact. 34. State of Delaware, Department of Natural Resources, Delaware Inland Bays Wateruse Activity Impact Reports and Draft Wateruse Plan, (March: 1990) pg. 32. 35. Ibid. 36. Ibid, pg. 33. 37. Ibid. 38. California Department of Boating and Waterways, Safety Hints for Hunters and Fishermen, (printed by the California Office of State Printing) 1989 pg. 1 -3. 39. Delaware Inland Bays Wateruse Activity Impact Reports and Draft Wateruse Plan, (March 1990) pg.48. 40. Ibid, pg. 29. 41. Trade Association of Sea Kayaking, Before You Go, (Seattle, Washington). 42. New York Statewide Comprehensive Recreation Plan, People Resources Recreation,(Albany,/ny: 1983) pg. 111-37 and Halycyon, Ltd., Market Support Study for Brooklyn Piers, Prepared for the Port Authority of New York and New Jersey, (June 1985). 43. Fred B. Klanchik, "Planning Marinas for the 1990's" Marina/Dock Age, January, 1990 pg. 29. 6.70 44. New York Statewide Comprehensive Recreation Plan, People Resources Recreation (Albany, 1983) pg. 111-37 and Market Support Study for Brooklyn Piers. 45. Ralph Diaz, "New York's Canoe and Kayak launch Sites: How To Get Them, What You'll Find" (New York) pg. 19 46. New York State Department of Environmental Conservation, Classifications in New York Harbor 1987 (1887) pg. 2-3. 47. Ralph Diaz, "New York's Canoe and Kayak Launch Site: How to Get To Them, What You'll Find", (New York), pg. 4. 48. Ibid, pg 10. 49. Ibid, pg. 9. 50. Ibid, pg 10 and Boating Industry Magazine, Waterway Guide: northern 1988, (Atlanta, Georgia: 1988), pg. 81. 51. Ibid, pg. 72 - 73 and New York City Department of City Planning, Draft Report, Jamaica Bay Report, (New York: 1990). 52. Ibid. 53. Diaz, pg. 8,9. 54. Ron Stone, Director, Government Relations Department, Boating and the Economy, Presented October 19 - 21, 1988, "Boating and Mooring in the 90's, (Everett, Washington), pg. 10. 55. Monmouth County Planning Board Bay Shore Waterfront Access Plan (Freehold, NJ: 1987) pg 25. 56. Neil G. Wist & Clark A. Heatwole, "Perspectives on Marina Development in New York City" (May 1981) pg 80. 57. U.S. Department of Commerce, NOAA, National Ocean Service "50 Years of Population Change Along the Nation's Coasts 1960-2010", 1990. 58. Neil Baumler and Barry Seymour "The New York City Marina Needs Study" 1989 Marina Research Conference (Wickford, R.I. 1989) pg. 1. 6.71 59. Bruce DeYoung "Marina Services Marketing Toward the 21st Century" 1989 National Marina Research Conference (Wickford, R.I. 1989) pg. 247. 60. Jane Morrison, "Sharing Excellence with the Community", American Rowing (March/April:1990) pg. 16-17 and Bill Sanford, "Syracuse Chargers", Rowing USA (August/September 1982) pg. 36. 61. Telephone Conversation Douglas O'Fario, State University of New Jersey : Rutgers, Bureau of Economic Research (Fall 1990). 62. Bruce DeYoung, "Marina Marketing Toward the 21st Century". 1989 National Marina Research Conference, (Wickford, R.I.: 1989) pg. 247. 63. Fred A. Klanchik, "Planning Marinas for the 1990's" Marina/Dock Age (January/February 1990 pg. 29. 64.Ibid. 65. Sidney M. Johnson & Associates, Waterfront Management Plan, Executive Summary, 1990, pg. 45. 6.72 CHAPTER 7: CONFLICTS AND RECOMMENDATIONS Conflicts occur in the Harbor where one or more types of vessel activity impact negatively on the activity of other vessels. The existence of conflicts is represented by both reported accidents and estimates of unreported occurrences. When conflicts occur they disrupt the work or leisure activity of those using the Harbor. Factors contributing to the potential for vessel conflict include the characteristics of the vessels, their use, operators, and the nature of the waterways. Vessel Use Each of the harbor user types discussed in the And report has different characteristics. Of the four Schedules categories, maritime and industrial activity is the * ~~~~only one that does not generally depend on a specific time of day or season for operations.. These vessels may wait for a change of tide or currents to allow them to travel efficiently or dock at one of the container ports or other destinations. Commuter ferries are also a year-round activity. Although ridership tends to drop in the winter, the number of ferry routes usually remains constant. Ferries are largely active during peak commuting hours in the morning and evening and adhere to strict schedules. Commercial and recreational boats are similar in that they are largely seasonal (late spring to early fall), with the greatest activity on weekends and holidays. Weekday evenings are also an 7.1 important time, especially for commercial boating activity. The seasonal operations characteristics for the different categories of vessels are not anticipated to change in the future. The operating hours of maritime and industrial vessels and ferries are likewise not expected to change significantly except for the potential introduction of high speed time sensitive, cargo ferry operations. These operations, carrying cargo from airports, would have to operate on predictable schedules to make them competitive with over-land transportation. There may be some change in the peak water use hours in the commercial and recreational categories due to an anticipated altering of traditional work hours, decreasing leisure time during weekends and holiday periods and increasing mid week commercial and recreational users. Vessel Design Vessel design, especially size and the ability to maneuver, is critic~al in how vessels are used and the potential for conflict. For example, maritime cargo -and support service vessels are the largest ships using the waterways. Length, width and draft confine their movements to very specific navigable channels of the estuary. Some must travel at a certain rate of speed (even while under tow) to maintain proper steerage. These vessels are unable to respond quickly to alter their route or speed should another vessel come into their path. Their size and hull design cause them to create wakes of sufficient size to be a problem for other water users and docking facilities, such as marinas. 7.2 The anticipated increase in the size of containerships may further reduce their maneuverability. The accompanying deeper draf ts may also increase the number of vessels requiring to lighter at the anchorage area in the Harbor, thus increasing the associated lightering vessel movements. Dredging of navigable channels needed to accommodate deeper draft vessels may add to congestion especially in narrow channels like the Kill Van Kull. By comparison, ferries and commercial vessels are usually relatively maneuverable, although large craft, like the Staten Island Ferry require a considerable distance to stop. Ferries designed to achieve higher speeds are expected to become more common. Increased speed may decrease their ability 0 ~~~~~to react to other vessels crossing their path. The introduction of the Hovercraft ferry with minimum depth requirements could increase the number of areas accessible to waterborne transportation. The minimal wakes and easy maneuverability of th~is craft might counterbalance some of the hazards associated with increased speed. In contrast, commercial boat design and technology for excursion type boats is not anticipated to change significantly. Luxury accommodations rather than high speed is the major design consideration for many of these types of vessels. Recreational boats tend to be lighter and less powerful or stable than other vessel types. This makes them vulnerable not only in a collision situation but also to wakes, wash or suction current created by the propellers of larger 7.3 vessels. Most recreational boats found in the Harbor require relatively minimal depths allowing them to move more freely about the harbor than other vessels. The average recreational boat may decrease slightly in size and increase in speed capabilities. They will continue to be the most vulnerable in the harbor. Vessel Of the factors involved in conflict situations operations for all vessels, the degree of good seamanship, and the knowledge and skill of the operator have perhaps the greatest influence on the frequency and severity of conflict situations. Conflicts due to operator error can occur anytime and anywhere. All vessel operators with the exception of recreational boaters, are required to be licensed. However, many recreational boating safety courses are available through the Coast Guard Auxiliary, Red Cross and a variety of other organizations. Accidents Recreational accident data is collected separately from all other harbor accident data unless a recreational boat is involved with a maritime or industrial, ferry or commercial vessel. The absence of recorded accidents does not necessarily imply the absence of a problem. According to Coast Guard data the majority of accidents that occurred in the maritime, ferry and commercial categories were between vessels engaged in similar activities. Approximately 330 accidents attributable to conflict situations were reported between 1981 and 1989. (see Figure 7.1) This includes all collisions, groundings, capsizing, floodings, sinkings or being disabled. 1Over the 7.4 past ten years, only four accidents involving recreational boats were reported in this grouping. The Coast Guard states that this data is 95% accurate. The largest number of accidents in the harbor occurred in the Upper Bay; the second highest occurred in the Lower Bay followed by the Kill Van Kull. The large number of collisions in the Upper Bay was probably due to the high volume of water use there. The majority of accidents that occurred in the Lower Bay were non-collision accidents especially groundings. This may be due to the numerous shallow areas in these waters. The number of collisions in the Kill Van Kull could be due to the narrowness of the channel and volume of traffic on the waterway. Figure 7.2 graphically depicts recreational boating accidents which occur in higher frequency than maritime, ferry or commercial accidents. The Coast Guard believes that only one-tenth of all non-fatal boating accidents in the United States are reported to the Coast Guard or to local or state law enforcement agencies. However, they believe that nearly all fatal accidents are included in their files.2 The Coast Guard is currently working to improve data they are receiving. 3 The number of recreational accidents occurring shows no clear trend. This may be due to a variety of factors that vary from year to year, such as weather, water quality, special events, the economy, enforcement and reporting. Interestingly, while boating registrations went up, there was no 7.5 Fig. 7.1 Maritime, Ferry, and Commercial Accidents, New York/New Jersey Harbor, 1981 - 1989 70 50 ....... ..... Number of Accidents ...... 30:........ ........ . ........ ........ _ ........ ..... 2.0 ....................... 0 Hudson East Upper Kill Newark Arthur Lower River Bay Van Bay Kill Bay Kull Waterbodies Groundings, Capsizing, U Collisions Flooding/Sinking, or Disabled 7. 5A Source: U. S. Coast Guard, Marine Investigation Division,1990. . _ ......, ....2.... Fig.7.2. Recreational Boating Accidents, New York/New Jersey Harbor, 1979-1989 120 1 00 Accidents 60 | -|- - - - | | | 80 --g1A 40 - 20 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 Years Accidents * Accidents Resulting in Fatalities 7.5B Source: U. S. Coast Guard, Office of Navigation Safety and Waterway Services,1990. signif icant change in the number of accidents or fatalities. The New York State Office of Parks, Recreation and Historic Preservation attributes some of this to an increase in enforcement and smarter boaters. 4 Overall, the majority of reported accidents were collisions with another vessel. It is unclear if this type of accident actually occurs more frequently or if it is just more likely to be reported. Groundings of recreational craft usually are less severe than groundings of larger vessels. When smaller craft run aground, they generally do not leave significant fuel spills and often do not require machinery to refloat them. Most often these types of minor accidents go unreported. Collision figures for the harbor are similar to New York State figures wherein 42% of all accidents were caused by collisions with another vessel while only 9% were due to capsizing. Fatalities are much more likely to be associated with capsizing. Statewide, 46% of the accidents resulting in fatalities were the result of capsizing. In 82% of the fatalities, no personal floatation device (PFD) was worn. The Coast> Guard also estimates that 50% of all accidents are drug or alcohol related.5 Boating while intoxicated (BWI) has been targeted by enforcement personnel to reduce accidents in the harbor. If successful this could greatly reduce the number of accidents in the harbor. 7.6 CONFLICTS BY WATERWAY Each waterbody has its own set of characteristics that affect its use and potential for conflict situations. (See Appendix 1.1) Long Island In Long Island Sound there are a Sound limited number of vessels involved in cargo activity. They are found either in the anchorage areas or in transit in the navigable channels. There is currently no ferry service in this area. Commercial sport fishing is popular in this area, but the overall number of fishing vessels is relatively low. it is, however, one of the major boating waters for all types of recreational boating activity in the study area, and the majority of conflicts that arise in the Sound are between recreational boaters. As noted earlier, conflicts between motorized and non-motorized boats in Pelham Bay Lagoon led to the adoption of a local law restricting the speed in the area to 4 mph in November 1990. In peak boating season, there is intense recreational boating activity. The waters can become sufficiently congested to encourage some small boaters to stay away from the area. There are complaints that some boaters do not operate safely, travelling too fast or too close to other users. There are also groundings in the area due to reefs and rocks. Figure 7.3 illustrates current conditions in the area. 7.7 Future, significant growth in the maritime or commercial categories is not anticipated in this area. There may be some increase in high speed ferry service for eastern Bronx and south western Queens. Recreational facilities and boating are expected to increase. As the water quality improves, more small craft such as fishing boats and windsurfers will be attracted to the area, which may increase problems between recreational boaters if good boating practices are not adhered to. Figure 7.4 illustrates future conditions in Long Island Sound. Upper East In the Upper East River currents begin to gain River intensity in the western end of the waterbody near Hell Gate. This body of water begins to have high concentrations of maritime and industrial vessels. Flushing Bay accommodates oil tanker traffic serving petroleum storage tanks and sand and gravel barges. On both the northwestern edge of Queens, (Astoria) and the southern portion of the Bronx there are several large operations involving the transfer and delivery of oil to utilities. - The only existing ferry route in the area travels between La Guardia Airport to East 34th Street in Manhattan and Pier 11/Wall Street. Commercial sport fishing vessels occasionally use the waterway as a transit way heading north towards Long Island Sound or south from City Island to the Atlantic Ocean. Though not posing a significant problem, some commercial sport fishing vessels docking at City Island travel through the East River on route to the Atlantic Ocean. At times they can create 7.8 i * ~~~~~significant wakes that can disrupt ferry service transiting the area. Recreational facilities are concentrated in Flushing Bay. This portion of the river is used by some sailboats, motorboats, canoes and kayaks, however, they tend to be found in higher concentrations in Long Island Sound. There appears to be no significant conflict between the users of this water body. There is, however, a security concern related to small boats coming too close to Rikers Island, a city correctional facility. Figure 7.3 depicts existing conditions in the area. Maritime use is not anticipated to increase. A number of possible sites for ferry service have * ~~~~~been identified as well as routes through the river connecting sites in Long Island Sound which would increase traffic. A significant increase in commercial boating is not anticipated. There are some proposals for increased recreational facilities along the river, however, the area especially around College Point has problems with diminishing depths due to the settling of soil. As noted earlier, the Parks Department Waterfront Management Plan has recommended a small boat trail ("Blueway") which would extend into Flushing Bay. No conflict should occur if the trail is kept well out of the channel used by the maritime vessels. Some problems in the summer between maritime traffic, high speed ferries and recreational boats could occur. Figure 7.4 illustrates future conditions in the area. 7.9 IEW YOK NE Q = .F. .3. -,-~,.,- - COMUTR FE+"'RRY.RE, S 7.0 ... ..100 . .... ........................11~ * * * * Al.... ..... ...... 1l.... 10 .................... .................. ........... . ~~~~~~~li~~ i..........iiii 2,ASiS.............. AREAS OF CONFLICT: FUTURE LONG ISLAND SOUND & NEWYORK/NEWJERSEY millIll MARITIME & INDUSTRIAL ACTIVITY ROUTES THE UPPER EAST RIVER HARBOR ESTUARY * COMMUTER FERRY DOCKING SITES O FUTURE FERRY DOCKING SITES FIG. 7.4 WATER USE MANAGEMENT COMMUTER FERRY ROUTES - FUTURE FERRY ROUTES NYC DEPT. OF CITY PLANNING '.~.'\ CONCENTRATION OF COMMERCIAL SPORT FISHING NJ DEPT. OF ENVIRONMENTAL AREAS OF CONFLICT: FUTURE LONG ISLAND SOUND NEPT. YO ENIRONMENTAL CONCENTRATION OF MOTORBOATING & SAILBOATING: FUTURE INCREASED ACTIVITY PROTECTION ** * * CANOE/KAYAK ROUTES . 3 . ROWING SHELL ROUTES 7.11 Bell Gate Hell Gate, notorious for its strong tidal currents, i requires all vessels passing through to take considerable caution. Even though currents at times are not hazardous, the area does pose potential risks to operators unaware of how to handle strong tides and currents especially in less powerful boats. A marine transfer station is located in this area, both maritime and industrial vessels and recreational boats transit through these waters. The primary source of commercial traffic is generated by the Circle Line which passes through Bell Gate on its way around Manhattan. The Pan Am ferry linking La Guardia Airport and Manhattan also passes through here. There is some rowing associated with a boat club located in the area. They head up into the Harlem River usually just after day break. Figure 7.5 illustrates existing conditions in the area. Future proposals for the area include a ferry landina at 107th Street Pier and two potential hand boat launch sites identified on Randall's and mill Rock Island. These facilities alone will not significantly alter the existing use pattern in the area.-. Transiting recreational traffic can be anticipated to increase. This may lead to vessel congestion which could increase the risk of collisions or groundings. Figure 7.6 details future conditions in Hell Gate. Harlem River Due to the narrowness of the Harlem River and numerous bridges, the majority of the river is restricted to a 5 mph speed limit, although anecdotal information indicates that this is frequently ignored. 7.12 * ~~~~There are a limited number of sand and gravel barges traversing this waterway as well as the Circle Line which comes through approximately every 45 minutes in the summner and every one and a half hours in the of f season. Motorboats using the waterway en route to other boating waters are less predictable. Rowing is the main recreational activity in the river. one of the major problems in the Harlem River is the wakes of motorized vessels reverberating off the bulkheaded shore. The wakes can capsize or damage rowing shells or force them to stop until the water is calm. From May to October rowers must be off the water by about 10:00 a.m. to avoid motorized vessel traffic. Reconstruction work currently being done on the University Heights and Broadway bridges has forced all waterborne traffic to pass under one side of this bridge. This has apparently caused some difficulties with boats having to pass in opposite directions through a narrow area of approximately 75 feet. Figure 7.5 illustrates existing use patterns. 7.13 ..........~~~~~~ ..' THE LOWER EAST RIVERX - COMMUTER FERRY DOCUNGSTES TELWRASTRVR WTRUSEMAYEMN . ...........~~FIG 7. � � COMMUTERCIAL FERRY ROUTES STUDY 4+4 +COMMERCIA CRUISE SHIP ROUTE FIG 75 NYC DEPT. OF CITY PLANNING CONCENTRATION OF COMMERCIAL BOATING ACTIVITY ,-,,, CIRCLE UNE ROUTE NJ DEPT. OF ENVIRONMENTAL CONCENTRATION OF MOTOR BOATING & SAILBOATING PROTECTION ** *k * CANOE/KAYAK ROUTES +P ++ ~ ROWING SHELL ROUTES 7.14 ..... .. ll(X ii~::i~~:iiiiii ~~~~~~~~~~~~~~i$l...... ..1Bh ~ iji~~iii ~iii~ii~iilXiliilr ...........~)iii~~j~j~~i~i)~iii~S~lii' ~ 1 : ... .......~~~~~~~~~~~~~~~~~~. ~ i~iiiiii ....... .... 1 ........... . .. .. . ..................%~3i~iil .... ....... .... ............ ................l~a~iii ...... . . .... ...i~Q. ..... .. ... ...~~~~~~~:::~ ~ ~ iia~(ij~~~ifii~i~~ ........... .. ~~~~~j S:~i~ii :i. ... ... ... .............ad ............. ................... .......... ...i���C ..........~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~;�::::::�::::::������ ...............::xa~ ri~iil~~l c~gi i~l~:~'"'""''"'"~'~~ .......... . . . . . . . . ..........:- 1:�. ..... . ........~~~iiIiili~lIC~~j:���::�r���::r:���2���: I .. ................................. . ................ ...:�::�:�:�: .......................~~~~~~~~~~~~~~~~~:i~~i ciiii~~~~~iiiii~~~~iiiiiiij~~~~~~i~~~jX u .............. .. .... . .... ....... ....~~~~~~~~~~~~~~~~~~~~~~~ii~~is~i iS ::':::::::: li~~ii~ii~jil~i :i~j::j:�:; j::::: i~~ii.................. . .........~ii~iii~~::~~:,,t:::j,:jjj ..........~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~l%~r'~iiiiiii ..........~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~�:�� ..........~~ia~~~~ii~ .......... . . :::::,:~i�:!~i :':li~ ....... . ....iiii~iii~ii .......... ...~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~�~�::~ AREAS .F COFLICT EXISTNG TH HUDSO RIVE, HARLM NEWORK/NEJERSE MARITIE&INDUTRIAL~n~rrYOUTESRIVERHELL GTE & ARBOR STUAR COMUTR ERY OCKNGSIESTH LWEREAT IVR ATE UE ANGEEN COMMUTE FERRYROUTESFIG. 75 STUD + + + +COMMERCIAL CRUISE SHIP ROUTE NYC DEPT. OF CITY PLANNING~~~~~~~~~~~~~~~~~~~~~~~~~~~' CONCNTRTIONOF OMMECIA BOAINGACTIITYs-me CICLE INEROUT NJDEPT OFENVIONMNTA CONCENTRATION OF MOTORBOATING & SAILBO A T I N G PROTECTIONiii CANOE/KAYAK ROUTES + + + ROWING SHELL ROUTESi iiiii ;:i~~7.1 BERGEI~~~~~~~~~~~~~~ 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... AREAS OF CONFLICT: FUTURE ThEHUDSONRIVERHARLEMRIVER NEWYORKINEWJERSEY~~~~~~~~.......... CAONCENRTONOFCOMRIL BAINACTIVIETY:EFUTUOREINCREHASEDMACIVITY NJEWT YORK ENIRONMEWNTALE CONCENTRATION OF MOTORBOATING & SAILBOATING: FUTURE INCREASED ACTIVITY PROTECTION ****CANOEIKAYAK ROUTES + + + ROWIING SHELL ROUTES 7.15 No significant future increase is anticipated in maritime, ferry or commercial boating activity. There are several proposals for new facilities for rowing. If these facilities are built, they will add to the number of rowers on the river and probably encourage them to extend their hours of use. Discussions have also been held on developing a marina and boat trailer ramp as well as a hand boat launch. The introduction of motorized boating facilities, in addition to projected growth in recreational traffic, could further exacerbate the existing problems related to wakes in the area. Figure 7.6 depicts future use patterns in the Harlem River. Hudson River Over the last 20 years there has been a dramatic decrease in the number of traditional port uses in the Hudson. The majority of the remaining maritime/industrial traffic is either associated with the two Sanitation Department marine transfer stations located at 57th Street and 125th Street in Manhattan and vessels travelling to and from Albany and intermediate points. Several ferries cross the. Hudson in an east-west direction with the northernmost docking facility at Pier 84 at 45th Street in Manhattan. Commercial vessels usually only come as far north as 52nd Street. Ocean liners with limited maneuverability dock at the Passenger Ship Terminal located between 48th and 52nd Street. Most recreational boats traverse the Hudson heading for other boating waters. Canoeing and Kayaking and some fishing takes place in the river also. There are a few marinas, hand boat launches and boat trailer ramps along its shores. 7.16 0 ~~~~~Figure 7.5 illustrates existing use patterns in the Hudson River. The major problem appears to be wakes from passing vessels, especially as they affect recreational boating facilities. Barring commencement of time-sensitive cargo operations using docking facilities along the Hudson, maritime and industrial activities will probably continue to have a limited impact. Ferry activities are expected to increase, with routes envisioned extending further north, possibly to Rockland or Westchester counties. There will also be an increase in the number of routes between New * ~~~~Jersey and New York and along the New Jersey coastline. Commercial vessel activity may also increase as dock sites close to office development are constructed. Cruise ship activity is not likely to increase. Cruise ships currently dock at 48th and 52nd streets in Manhattan and will continue to be there. However, their six berths may be reduced to four. Other types of excursion vessels are expected to increase significantly. Numerous facilities for recreational boating have been planned for the Hudson River which, if constructed, will generate a dramatic increase in the number of recreational vessels in the waterway. 7.17 The dramatic rise in ferries and recreational boating will expand the potential for conflict. Peak evening ferry commuting hours could conflict with recreational boats. As more close to home recreational facilities become available, operators will use them over a wider time frame. As ferries become faster and their numbers increase, the potential for conflict will grow. Figure 7.6 illustrates future use patterns in the area. Lower East The Lower East River is used by all vessels mainly River for passage to other parts of the Harbor. There are, however, concentrations of maritime support and industrial docking facilities at the former Brooklyn Navy Yard; Newtown Creek is heavily used by the water dependent industry. Currently, there are only two active ferry landing sites on the river, one at East 34th Street and another located at Pier 11 adjoining South Street Seaport. Excursion vessel operators cite locations along the Lower Ea'st River at 34th Street, 23rd Street Pier, the Water Club and South Street Seaport as. the most preferred docking sites in the Harbor'. The vessels travel either up the river to look at the bridges and Manhattan Skyline or southward towards the Statue of Liberty and Ellis Island. There are only two small recreational boating facilities, a marina at 23rd Street and a sailing school at the South Street Seaport where sailors tend to head out to the Upper Bay. While recreational boaters also use the river for 7.18 passage, some linger around the Seaport, usually staying out of the channel, while looking closely at the landside activity. Currents pose some risks but these do not appear to be significant. While the Lower East River has one of the higher reported maritime, ferry and commercial collision rates in the Harbor, this numbers only 23 over the past ten years and nine of those accidents were with piers and docks. Figure 7.5 illustrates existing use patterns in the lower East River No significant change in maritime use is anticipated. While there are only a few ferry landing sites proposed, this number may increase in response to needed bridge repair work. There are few proposals for additional excursion vessel docking sites but activity may increase as excursion demand rises. Ports and Trade is currently working to expand and improve its facilities at Piers 9, 11 and 13. Pier 9, intended for long-term excursion vessel docking, will be expanded from one berthing space to four or five new berths by March, 1991. Pier 11, a ferry/excursion dock for pick-up and drop off service currently has the capacity for 20 ferry landings and 10 excursion landings an hour. While the capacity can be doubled, as ferries and excursion vessels increase there may be an increased competition for the 5:30 PM time slot, currently the time of greatest competition between ferries and excursion vessels for space. Pier 13, for pick-up and drop off excursion vessel service, 7.19 has been available since late fall, 1990. It can accommodate four excursion vessels an hour. It is currently not at capacity. Finally a layover area for ferries exists between piers 13 and 14. Currently there is no need to use the area but as demand increases for docking space, ferries that currently berth at the docks during layover periods may move over to this area. Piers on Roosevelt Island will have the capability of accommodating excursion vessels. However no such service is planned at this time. Only one additional recreational boating site has been discussed on the River, for Brooklyn Piers 1-5. if a marina of significant size were constructed and there was an increase in commercial and ferry routes, the current coexistence, especially below the Manhattan Bridge, could change. Figure 7.6 depicts future potential use patterns. Upper Bay The Upper Bay, the busiest section of the Harbor serves as a major crossroad for all types of vessels. The complexity of the activity -differs between north and south. For discussion purposes, the northern section lies north of a line extending from Red Hook to Jersey City just below the Statue of Liberty and Ellis Island. The southern section extends southward to the Verrazano Narrows Bridge. In the northern Upper Bay there are two traditional maritime activities. The first includes vessels passing through the waterway to points north along the Hudson and East Rivers. In relative numbers, this does not constitute a major source of traffic in the area. The second significant maritime 7.20 activity is generated by the containerports at Red Hook and South Brooklyn Marine Terminal. Vessels bound for Red Hook are sometimes under tow and travel along Buttermilk Channel. The area is the primary hub of commuter ferry operations which approach from points north and south at both high and low speeds. These land either at South Ferry at the Battery or nearby in the East and Hudson rivers, especially at Pier 11 which is the major docking facility for private ferries. The Staten Island Ferry crosses every 15 minutes to and from South Ferry during rush hour and ever 30 minutes during off peak hours and hourly at late night. The Governor's Island Perry, which is restricted to military personnel, provides regular service departing simultaneously every 15 9 ~~~~~minutes from Governor's Island and South Ferry from 6 AM to 7 PM during the weekdays. The Upper Bay also serves as the premier site for excursion vessel docking. The majority of tours to the Statue of Liberty and Ellis Island leave from the Battery. Excursions also head to the lower Hudson and East rivers. Docking space in this area remains limited, resulting in congestion near docking facilities. The Manhattan skyline near the Battery and the Statue of Liberty and Ellis island also attract large numbers of recreational vessels. The sailing school at South Street Seaport uses the Upper Bay for classes and weekly regattas in the summer. The Upper Bay is the most sought after spot for special events, ranging from the Mayor's Cup sail boat race 9 ~~~~~~~~~~7.21 to a recent windsurfing contest. Coast Guard Statistics show 75 special events occurred in 1990. Governor's island is the headquarters for the Coast Guard. Some of the traffic intensity is ameliorated by the bay's width. Where vessels converge, however, in particular, the vicinity of the Battery, the potential for conflicts increases. Conflicts in this area are particularly numerous due to the multitude of vessel types, intersections, schedules, routes and intent. Congestion in the area of the landing sites for ferries and excursion vessels is a concern. Recreational boats cross the paths of these vessels creating increased potential for conflict. Coast Guard statistics for the past decade indicate that while the Upper Bay has experienced the highest number of maritime, ferry and commercial collisions, their number was limited (35), and the majority (20) were classified as collisions with a fixed objects. VTS regulations monitoring Harbor conditions, larger vessel movements and accidents, have just recently been reactivated and should reduce accidents. Figure 7.7 illustrates the intensity and variety of uses in the Upper Bay. The anticipated expansion of the Red Hook Marine Terminal will result in vessels berthed in close proximity to the channel which could result in an increased risk of conflict. Future growth of ferry and commiercial operations may exacerbate the 7.22 potential for conflicts not only near the docking sites but also along their routes. Tremendous growth in commuter ferry services is expected as vehicular infrastructure deteriorates and congestion on roadways and bridges increases. Should crowding occur at existing docking sites this would pose a problem. Concentrations of recreational vessels in this area are expected to increase, the product of new developments with accessory marinas in Jersey City, Weehawken and Brooklyn Heights, as well as an overall increase in recreational boating. Weekday evening recreational use of the water may increase as there are more close-to-home recreational boating facilities that have access to the Bay. * ~~~~~Conflicts associated with congestion of vessels and recreational boats coming too close to docking sites may increase. Figure 7.8 illustrates future use patterns in the Upper Bay. The southern portion of the Upper Bay serves as a gateway to the Atlantic Ocean for the majority of ocean going vessels. There are a tremendous number of maritime vessels traversing this area. The vast majority are bound for the Kill Van Kull en route to Port Newark/Elizabeth or Howland Hook. Occasionally vessels calling on the Marine Terminals tie up in the anchorage area just north of the Narrows. Many of the large -tankers must lighter their cargo because of inadequate depths both in the Kill Van Kull and at their cargo berths. This activity results in additional vessel and barge movements to and from the anchorage 7.23 ...........~ *...MAH~A. ............ ~~I. . .. h~~~~~~~~~. .................. ~~~~~g�7 P~~~~~~~~~........... ........................ *~~~~~~~~~~~~~~........... ...... .. .. . .......... ......................BR....... ..........~~~~~~~~~~~~~ AREAS OF CONFLICT: EXISTING THE UPPER BAY NEW YORK/NEW JERSEY. ........ u,..i~~i MARITIME & INDUSTRIAL ACTIVITY ROUTES FIG 77 HAR.....R........ * COMMUTER FERRY DOCKING SITES WATER USE MANAGEMENT........... COMMUTER FERRY ROUTES STUDY~~............ X +4 ++COMMERCIAL CRUISE SHIP ROUTE NYC DEPT OF CITY PLANNIN....... CONCENTRTION OF OMMERCIL BOATIN ACTIVIT NJ DEP. OF EN........NT CONCENTRATION OF MOTORBOATING & SAILBOATING PROTE....... ** * * CANOE/KAYAK ROUTES __________________.... ........ 7~~~~~~~~..24........... ............... .................. . . .....~~~i 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:iig $TATEH~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~;ii ISLAND~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.. ............. AREAS OF CONFLICT: FUTURE THE UPPER BAY NEW YORKINEWJERSEY~~~~~~~~............... SIUNIE UAR~~~~~flME& INDUSTRIAL A~~~~~~~ilVITY ROUTES FIG 7 8 HARBOR........ ESTUARY.... COI~~~IUTER FERRY DOCKING SiTES: E2US11NG Q ~~~~~~~~~~~~~~~~~~~ WATER USE MANAGEMENT......... COIWUTER FERRY ROUTES. EXISTING - FUTURE INCREASED AC~~~~~~~~~~~~~~~~~~~~~~~~~~~~iVITY STUDY..... 4 + + 4 COM~~~~~~~tERCIAL CRUISE SHIP ROUTE NYC DEPT. OF CrTY PLANNING~~~~~~~~~~............. CONCENTRATION O~ COMMERCIAL BOATING ACTIVITY: FUTURE INCREASED ACTIVITY NJ DEPT........I........ CONCENTRATION OF MOTORBOATING & SAILBOATING: FUTURE INCREASED ACTIVITY PROTECTION.. ........ 0 **** CANOE/KAYAK ROUTES~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.......... 7.25k areas. In some instances, customs officials or Harbor pilots will board vessels, in Ambrose0 Channel in the Atlantic Ocean southeast of the demarcation line between Breezy Point Light and Sandy Hook. A small number of maritime vessels travel northwest to the Port Authority Auto Marine Terminal, Global Marine or the Army depot along the eastern shore of Hudson County. Some vessels continue at reduced speed up through the Upper Bay into the Hudson or East River, at which time some are under tow. Barges carrying solid waste from New York City marine transfer stations head for the Kill Van Kull en route to Fresh Kills. Maritime support vessels, such as tugs and barges, abound. A number of water dependent industries are also located along the southwest Brooklyn waterfront, extending from Red Hook to Owls Heads. Currently, all sludge barges traverse the Narrows on route to the Ocean Dumping sites. Two high speed ferries go through the Upp'er Bay during peak commuter time. With the exception of a few commercial fishing operations from Hudson County, commercial vessels do not go through the Narrows. Recreational boats enjoy the lower portion of this area. Canoes and kayaks can launch from the shores of Staten Island near the anchorage area and head 7.26 up towards the Statue of Liberty or down into Sandy Hook, Raritan and Jamaica Bays. Figure 7.7 illustrates existing use patterns. With the construction of Homeport there will be an increase in large naval ships transiting this area. Effective as of February 8, 1991 a restricted area has been placed around the Homeport. It is divided into two parts. The area extending 600 feet easterly or channelward of the U.S. Pierhead line is closed to all vessels and persons unless specifically authorized to enter. The remainder of the area is open to transiting vessels provided they proceed by the most direct route without unnecessary delay or stopping. A portion of the restricted area is within the general anchorage area. However, commercial vessels which are * ~~~~~properly anchored within the anchorage alrea will be allowed to swing into the seaward portion of the restricted area.6 An increase in the number of vessels using the anchorage is not expected. The proximi ty of a hand boat launch at Alice Austen Park in Staten Island to the anchorage area raises several concerns. Small boats risk being run-over by maritime vessels unable to see them or stop if they cross their bow too closely. Furthermore, if navigating too close small boats might be caught in the vortex created by the propellers of the large ocean going vessels. This could be further exacerbated with the placement of the restricted area around Homeport which would force boats traveling north of the launch site out into the anchorage area. 7.27 Traffic from ocean dumping vessels is expected to decrease as New York and New Jersey conform to the federal ban on ocean dumping. The dredging of the Kill Van Kull (which will be discussed later) will result in additional congestion in this part of Upper Bay during of this project. Although there is a concentration of vessel movement through the Narrows, for larger vessels, the VTS will monitor activities from the time of their entry in the Upper Bay until they exit the Harbor to avert potential conflicts. Fifteen high speed ferries are projected to pass through the southern Upper Bay. A proposed ferry route from the St. George Perry Terminal to Hudson County will cross the channel heading into the Kill Van Kull. Figure 7.8 illustrates future use patterns in the area. Kill Van Kull Seventy five percent of all maritime support services are located along the banks of the'Kill Van Kull. Over 2000 maritime vessels traverse this waterway annually, bound to and from Howland Hook, Port Elizabeth and Port Newark. (See Figure 7.9) As the primary route to the Port's major cargo docks, the Kill Van Kull must be dredged periodically in order to accommodate deeper draft container ships. The Army Corps of Engineers is expected to begin dredging in 1991 and take approximately 4 1/2 years to complete the project. As a result, only one side of the channel will be available for vessel movement during the course of 7.28 the project. After the project is complete a two way 40 foot deep channel will be available throughout the Kill. The VTS will be responsible for closely monitoring all movements of participating vessels in the Kill Van Kull. A few water dependent uses, including sludge facilities and petroleum depots are interspersed among maritime support uses. Recent oil spills have necessitated closings of this waterway for clean up. Collisions and groundings of maritime vessels, which occur within this relatively narrow waterway, can also slow and inhibit vessel movements. While the total volume of maritime vessels is not expected to expand, vessel size will likely increase, resulting in reduced maneuverability. Traffic is also anticipated to increase with the revived and expanded use of the Howland Hook containerport in the e~rthur Kill. An additional ferry route is anticipated in the future connecting Elizabeth and the Battery area. With the exception of the proposed Harbor Park link to Sailors Snug Harbor, no other commercial boating activity is expected. No new recreational facilities are anticipated here. Figure 7.10 illustrates potential future use of this area. Newark Bay/ The western shore of Newark Bay accommodates the Hackensack largest marine facilities in the Harbor, Port Newark and Passaic and Elizabeth. The vast majority of the Port's Rivers container vessel movements are bound for these facilities. In addition, there are a number of 7.29 AREAS OF CONFLICT: EXISTING THE ARTHUR KILL & NEW YORK /NEW JERSEY MARITIME & INDUSTRIAL ACTIVITY ROUTES: KILL VAN KULL FIG. 7.9 HARBOR ESTUARY e * * PORT CARGO ROUTES WATER USE MANAGEMENT * .. WATER DEPENDANT USE ROUTES STUDY ,,,, MARITIME SUPPORT SERVICE ROUTES * COMMUTER FERRY DOCKING SITES NJ DEPT. OF CIRONNTAL NJ DEPT. OF ENVIRONMENTALi - COMMUTER FERRY ROUTES PROTECTION *** CANOE/KAYAK ROUTES 7.30 AREAS OF CONFLICT: FUTURE THE ARTHUR KILL & NEWYORK/NEWJERSEY MARITIME & INDUSTRIAL ACTIVITY ROUTES: KILL VAN KULL FIG- 7-10 HARBOR ESTUARY � � � PORT CARGO ROUTES WATER USE MANAGEMENT ...., WATER DEPENDANT USE ROUTES *.. POTENTIAL TIME SENSITIVE CARGO FERRY ROUTE STUDY � ,, MARITIME SUPPORT SERVICE ROUTES * COMMUTER FERRY DOCKING SITES NYC DEPT. OF CITY PUNNING - CMUEFERROTSFUTURE FERRY ROUTES NJ DEPT. OF ENVIRONMENTAL -- COMMUTER FERRY ROUTES - FUTURE CONCENTRATIONS OF PROTECTION * '** CANOE/KAYAK ROUTES I ..IMOTORBOATING & SAILBOATING ______ _. 7.31 r,~~~~~~~~..... �� ~ ~ i~~j:~:~~:~:::: Xi............ ~~~jiidIIS j::~~~~~~~~~~~~~~~......... ...... .... ..................~~~~~~~~~~~~~~~~~~~~~~~~~~~~~II-(:::::���::��:(: :I ...... .... ............ - . . . ................ ...iiiil S~~ii'i .... ................ ... .. ~~~~~~i~~~~~lf ~~~~~~~~~~~~~~iijria~~~~~~~~~~~~~~i~~........... ilii 3iii II "'~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~....... Ilg~~~~~~~~~~~~~~~~~~~~~....... . . . ... ... . . . .. ...............E ~fi~~ii~~~~i~~5~~~1S~~~~ .......... .................. iiii t~~~~~~~~~~~~~~al19 c ii j: ii~~~~~~~...... .. .... ... ,x f: X~~~~~~......... . .:...... ..... 3:~~ii~'j I: i~~~~li5Bi~~~~Bi~~i~~8f~~~ii~~ii.......... ~ ~~~�X~~~~~~~~-~~~~~�X~~~~~~~~::........ ........... .. . .. . IL -as m~ii ~ ti~~S~ ARA O OFLC:FUUETH RHU IL EYOKNWJRE MARTIE IDUTRALACIVIY OUES KLLVA KLL IG 71 HRBR STAR POTCRORUTSggPTNIA IESNIIV AG AE UEMNGMN WATERDEPENDANTUSEROUTES FERRY ROUTE STUDYs ~ MARITME SUPORT ERME OUTE COMTE ERYDOKNGSTE ) UUR ERYDOKNGSTE YCDPT F IY LNNN %i c~~~~~~Q i~~Q iiFUURE ERR ROUES N DEP. O ENVRONMNTA COMMUTR FERY ROUES FUTRE COCENTRTIONS F PROECTIO CANOEIKAYAK ROUTES F==q MOTORBOATING~�-- liii%~~.:~~r~i~S7.31 ........ ......... .I. ................ .... .. ............... . . ..~~~ ....... . ....~ ~ . .................. ... PA$SMC~~~~~~~~~~~~~..................... . ................. ........ . ............ ...................... ............ ................. ... .. ................. ... ........................ . ................. ..... .......................... ............ .... . . ... .......... ......... .... ...... ............ COFLCTEXSIN . NWAK.A,.....IEWER ................KESAK HRBR STAR ..............SRIL.C..TYRUTS . ASAC.IER WTR SEMNAEMN .. CO...........C.NG.ITE .FI. ....SU 4.. .. 4. ROIN .......E POTCTO ........ ~ ~ ~..3..... *~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~"f, HAKNACK HABRENSTAC WR Y MINNIE MARITIME&INDUSTRIALACTIVITYROUTE ASSI IESWTRUEMNGMN POTENTI~~~~~~~~~~~~~~~ALTMSESTVCAGFERROTFI.71SUD EX~~~~~~~~~~~ISIGFRYDCIGSTSCFUUEFRYDCIGNCDP. O C IYP ANNN COMMUTER~~~~~~ FRYRUENJDP.OENINMTAL +~~~~~~~~~~~ +aOIGSELROTSPOETO 7.33~~* water dependent industries especially oil and chemical storage facilities along the western shore of Newark Bay and the lower reaches of the Hackensack and Passaic Rivers. Because of the restrictions of railroad bridges crossing the Hackensack and Passaic Rivers most vessels servicing industrial uses operate at night. Sludge and solid waste barges serving northern New Jersey communities traverse Newark Bay on route to the Ocean Dump. There is no ferry or commercial traffic in the Bay and little is anticipated. While industry is concentrated on the western shore of the Bay, some recreational boating facilities and activities are on the eastern shore where the depths are shallower. The lower reaches of the Hackensack and Passaic rivers also contribute a small amount of recreational traffic. There appear to be no significant conflicts in the area. Figure 7.11 illustrates existing uses in the area. Maritime use will remain heavy in this area with some increase associated with barge movements lightering cargo ships in the anchorage areas. Recreational boating traffic will increase marginally with expected landside development on the Hackensack River and eastern shore of Newark Bay. Figure 7.12 illustrates potential future use patterns in the area. Arthur Kill The navigation channel in the Arthur Kill is narrow, allowing large maritime vessels little flexibility to maneuver. With the exception of 7.34 oil storage facilities, the New York side of the Kill is characterized by wetlands; the New Jersey side contains a number of water dependent uses. (See Figure 7.9). Collectively, the two shores house the largest oil storage facilities in the harbor, thus, much of the vessel traffic is oil tankers. At this time, most traffic enters the Arthur Kill via the Kill Van Kull. The Arthur Kill however, is more heavily used when movement along the Kill Van Kull is encumbered by oil spills or accidents. Some maritime support vessels transit the Arthur Kill en route to Newark Bay and other points in New Jersey. The Fresh Kills Landfill, situated off of the Arthur Kill on Fresh Kills Creek, is a destination point for New York City garbage scows. It is barred to navigation by all other vessels. Howland Hook, the largest containerport in New York City, is currently underutilized and does not presently generate much. traffic. The Port Authority plans to restore the facilities and expects Howland Hook to be operating during the next decade at full capacity. Most vessels calling on Howland Hook will enter via the Kill Van Kull. Traffic to the oil storage facilities especially those at Port Mobil and northward is expected to remain constant. In addition, the Army Corps dredging of the Kill Van Kull may cause an increase in the number of vessels using the Arthur Kill. When the landfill at Fresh Kills closes sometime in the next century, barge traffic will be reduced considerably. There are no ferry or regular excursion routes on this body of water and only one ferry route is currently proposed. Some recreational boats 7.35 transit the Arthur Kill. A few, especially smaller boats, explore the waterway's ship graveyards. A concentration of recreational facilities can be found in the lower reaches on Smith Creek in Woodbridge and at Perth Amboy and Tottenville. Vessels here head into Raritan and Sandy Hook Bays. Another marina, which could also be a potential ferry landing site, is located in the upper portion, in the city of Elizabeth. Although protected by a break water, wake problems from passing vessels have been reported here. The city is currently contemplating an additional marina adjacent to its existing marina. This could add to traffic that has to cross the channel of the Arthur Kill as well as contribute to traffic on the Kill Van Kull. In the southern end of the Arthur Kill there are several proposals that could potentially add a large number of slips. An additional boat trailer ramp is also being contemplated in -the area which would serve small recreational motorboats. This could increase the potential for conflict between maritime vessels and recreational boats on this narrow stretch of water, adding pressure to traditional maritime users. Figure 7.10 illustrates potential future use patterns in the area. Sandy Hook & Ra ritan and Sandy Hook Bays have relatively few Raritan Bays maritime water dependent activities occurring. The majority of cargo vessels in this area transit to the Arthur Kill. Water dependent activities are limited to the shoreline of Middlesex and Monmouth County. There is a Naval Pier in Leonardo situated near the Sandy Hook peninsula, subject to some vessel movement restrictions. Two high speed ferry 7.36 routes cross through this section of the bay linking Atlantic Highlands and Highlands in Sandy Hook Bay with Pier 11 in on the East River in Manhattan and an intermediate stop at 69th Street Pier in Bay Ridge, Brooklyn.I Only one excursion vessel operates in this waterway, taking passengers from Brooklyn's 69th Street Pier to the Monmouth County racetrack. The area is also popular for commercial sport fishing. The bays constitute some of the best recreational. boating waters in the study area. Windsurfers, personal watercraft and waterskiers stay behind Sandy Hook for protection whereas larger boats go further out into the open water where the water is rougher. There are approximately 4000 slips with additional boat trailer ramps and hand boat launches proximate to the bays. An additional 1600 slips are located in the Navesink and Shrewsbury Rivers just outside the study area. In the summear, the waters become congested with recreational traffic and choppy due to recreational boat wakes. This seasonal activity sometimes produces conflicts between recreational and maritime vessels. On a few occasions, these waters can become sufficiently congested as to require the Coast Guard to warn recreational boats that have drifted into the Sandy Hook Channel to get out of it. Figure 7.13 illustrates existing activity in the area. Maritime traffic is anticipated to remain at approximately the same level with a slight 7.37 reduction related to the eventual closing of the Fresh Kills Landfill. Additional ferry landing sites have been proposed for southeastern Staten island, Middlesex and Monmouth countries, with routes between these locations and Manhattan. No significant increase in commercial boating activity is envisioned, except perhaps, commercial sport fishing attracted by improved water quality. Recreational boating is expected to increase. Proposals have been made for approximately 2500 slips and additional moorings and boat trailer ramps. Windsurfing and jet skiing may also increase. Figure 7.14 illustrates future use patterns. Lower Bay The Lower Bay is the main entrance to the Port. There are two main channels through which all oceangoing maritime vessels entering the Harbor must travel. Maritime vessels are usually travelling at optimal speed and on their own power when transiting the Lower Bay. A limited number of water dependent industrial and municipal users are located along Gravesend Bay. The previously mentioned high speed ferries traverse through here going between Highlands, Atlantic Highlands and Manhattan. The sole excursion vessel using this waterway is the summer Monmouth Race Track-Bay Ridge service. The area is also used for commercial sport fishing and recreational boaters coming from Sheepshead Bay and Raritan and Sandy Hook Bays en route to deeper waters. Sailboats are especially attracted to the area, because of the openness and depth of the 7.38 water. Canoes, kayaks and some rowing shells can be found in the area. Fishing boats as well as other recreational boats can drift into the channel and it can become congested. However, conflicts between recreational and maritime vessels occur infrequently. When the larger ships sound their horn other vessels move out of the channel. As with adjacent Raritan and Sandy Hook bays, the Coast Guard sometimes has to warn recreational vessels to clear the channel. Figure 7.13 depicts existing use in the area. maritime use of this portion of the Lower Bay is not anticipated to change significantly. Ships coming in from the Atlantic may be larger thus decreasing their maneuverability. High-speed, time-sensitive cargo ferries may transit through on their way from JFK Airport in Jamaica Bay to Manhattan and the region's core. Fourteen additional high speed ferries from Raritan, Sandy Hook and Jamaica Bays are envisioned traversing the Lower Bay en route to Manhattan. These will probably operate most often during peak commuter hours. The high speed ferries coming through may also create a problem moving through recreational boating areas, especially if ferries travel outside peak commuter times. Because of the limited projected increase of excursion vessels they are not anticipated to contribute significantly to future conflict problems, however, they will have to deal with those created by other users. 0 ~~~~~~~~~~7.39 .........0ROKLY STATEN~~~~~~~~~~~~~~~~~ .I....... ....... #.. ........ . . . ~ ~ ~ ~ a ... ....... ........... Z. Z.4 * * 'SS4UU18~~~~~~~~~~~~.3...m.. .... .L....... ~~~~'~ ~n..~. ~.a.......... ........ . . . . . . . . .~Ii N ft II 1~~~~~~~........ ARES O CNFLCT EXSTN THELWRBYRAINNWRKIEWJSY gigniaMARITIE&INDSTRIALCTIVITROUTE it'SNYMO A HABRESUR COMMUTER ERRY DOCING SITSFG713WERUEMNEET .~ ~ ~ ~ ~740 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~I i. ....t! .siu*imh...... X~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~. . J. I... .j..II ..........S... .,~~~~~~~~~~~~~~~~~.~~~~N 'd'. I /~~~~~~~~~~~ a.~~~~~~~~~~~ w~~~~MNOT 1~~~~~~~~~~~~~~~aelsn *~~~~~~~~~~4 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~:i AREAS OF CONFLICT: FUTURE THE LOWER BAY, RAR..ITA.........O....E........ *~~**~~*~ MAR~~ME&INDUSTRIALACTIVITYROUTES BAY & SANDY HOOK BAY HARBOR ESTUARY~~~~......... .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~... .......A lESNSiECAGFRYROTFI. 7.14 WAE.UEMAAEMN . COMMUTER FERRY DOCKING SITES Q FUTURE FERRY DOCKING SITES STUDY - COMMUTER FERRY ROUTES FUTURE FERRY ROUTES NYC DEPT. OF CITY PLANNING 444COMMERCIAL CRUISE SlI-P ROUTE NJ DEPT. OF ENVIRONMENTAL CONCENTRATION OF COMMERCIAL SPORT FISHING CONCENTRATION OF MOTORBOATING & SAILBOATING PROTECTION CANOEIKAYAK ROUTES ____________ 7.41 A limited number of additional excursion boat routes through the Lower Bay have been proposed connecting the Jamaica Bay and Sandy Hook sectors of Gateway National Park. Recreational boating in the Lower Bay is anticipated to increase more from an overall increase in boats than from actual facility development. There are proposals for approximately 250 slips in Gravesend Bay as well as a boat trailer ramp. Figure 7.14 depicts the potential future uses in this area. Jamaica Bay The limited amount of traditional maritime activity in Jamaica Bay consists mainly of oil barges going to Mill Basin and Kennedy Airport and municipal sludge and solid waste barges. No ferry or excursion routes exist. There is a large concentration of commercial sport fishing vessels mainly from Sheepshead Bay heading for the Atlantic Ocean via the Rockaway Inlet. Jamaica Bay is a major recreational boating area. It is used especially by shallow draft vessels due to the limited depths outside the channels. The bay is' a unique and fragile ecosystem. There are currently over 3000 slips, as well as many boats docked behind private homes. Canoeists, kayakers, windsurfers and personal watercraft operators also use the area. A boat house for a city high school rowing program is also located here. There are no significant conflicts at this time. The Coast Guard has indicated that the intensity of recreational boats is manageable. A major problem 7.420 is the high number of derelict boats that present hazards to navigation. There have also been some complaints concerning motorboats coming too close to other boats and weaving in and out. When the short-lived, high speed ferry came through, there were complaints about its wakes. The vessel itself suffered propeller damage from the dense vegetation. Figure 7.15 illustrates current conditions in the area. High speed, time-sensitive, cargo ferries are a potential future activity linking JFK Airport with Manhattan via the southern part of the Bay. Any other significant change in maritime traffic is not anticipated. * ~~~~~Seven high speed passenger ferry routes have been projected, tying bay points with Manhattan. There are no excursion vessels proposed for this area; however, two water shuttles have been considered to connect waterfront parks in the Bay. There are currently over 350 slips proposed as well as several hand boat launches. Like other parts of the Harbor, the Bay may see an increase in windsurfers, personal watercraft and fishing as the water quality improves. In addition, if the rowing program can find new facilities to expand, this activity will increase also. As recreational boating increases, there could be increased conflicts associated with congestion, especially smaller boats which tend to cluster in similar type of water. 7.43 .::::::..:.::.::..... . ... :j~:::~:~:j:: : ::::::::::::::::::::::.:.:: :i:R:::::: -: ::: :::k.. .:..::..-:."..". :.:: ::: :-,.::. ::."''.:-�": ,-:- :: ::.'- '. . . - % - �. �. '' - % " C C ' .., " , � . S % S S . �. . -. C ......' 1;= ,,,�..�.. .. . . ...� .�. c. '.. .................... .. '.. ...- .............. 1:-3:J' .'.' ' CONCENTRATION OF COMMERCIAL SPORT FISHING WATER USE MANAGEMENT . o.�o. o-�...**%*.~ ~NJ DEPT. OF ENVIRONMENTAL... 7.44 iiiiii~iii~iiii~i~jiil~lj i ii? .........:~ixi~iiiiiijii~i~i~i~i... \~i~93~~s.. ..:;.;.;::j::jj:~~~::i~~j ~.................. ...................::j~i::::::�:�:�:E ... . . .E..EY AREAS OF CONFLICT: FUTURE JAMAICA BAY :: """""~:......FGL..16. . . .. POTENTIAL ........S..IT IVCAGFERRO ........................... ... . . ...........................BOR STUAR FUTURE FERRY DOCKING SI 0:~'i:~8'li~i~ai::::::::::i::::i::....... . FUTURE FERRY R O U T E S STUDY~i:,:::........ 'iiiiiiiiii." . '.........'.IASTISIN CONCENTRATION OF MOTORBOATING & SAILBOATI N G N J DEPT. OF ENVIRONMENTAL.............. . . . ......... :::: :�:�.:~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~..........;~., iil~ii~ii~i :: : t~ CANOE /KAYAK ROU.TE-.S PROTECTION ~* ~ *~ ROW ING SHEL L ROUTESilli~llii~ilil~l~li~i~(i~Z~i~~I:X~ ~ ~ ~~i.... 7lli:li:::�:: �:��%::...... ..45.............. r;.�r;L�;-.;.: �;�:; �:::.;�.................... za iia~~~~srrI~~........................ :j~~~C~~~ij~~~~~iiiiii~~i~~j~~j~~~fi~~..................... . .. ... .......... liili~~lii~liD iiiiji ': ii:#.............. ................. . . . . . . . . . . ::�: iii~~~)iPX~~i~~i~Diiiiiiii~~~~i~~i~~~ij~~~Xli~~ii :::j::::j~~~~~i~j~~i::::::........ ..... ....... . .......... .. ...iiiSiiili~iiil ..... . :!airline~ ~ ~~i~~~i ~ iaiiiii~s~i~l iiiinl viewi~ijj~jjjilii ~:r:~:~:~:i~~3ijii~ idliiiiii~iijitiiiiiiiii~ii~g ~ iiii~iiii...........F ii~~~i~ii~Qi~Dii~1)~:~18# ili~ifi~ii!SiS~li iD:~i~i~liii~i:S~i~..........~ B~~~ftlt ~ ~ i~:jii~~XiS~~1S~iiil~~j #~~a~ir ieiii~. ....... ..... .. .......~iiiii~iii i~~i~iil~~itilili ~ ~ ~ ~ ~ ili~iili....... liii)XB Ball~~....... ~i~ii)~XQ~I~Q~8~ ...........iiiii~ ....... . ..............jj ~;;i:.~!i~~i~~i~iili~ i~~iji~IidZ S~%:%-Zii :~~~: :�:�:�:�:�:�:�:r�:�:r�:~~~~~~~~~~~~~~~~~ZZ Z aj :�i~~~~~ a~~l~~~l ~ ~ i~~iiiii3~~~~~ijilil~~~ :�~~~i lli~~~iiE~~~li~~di~~)i(~~3i~~~iiR~~j AREA OF ONFICT:FUTUE JMAIC BAYFIG 7.16 NE YOK I EW JRSE 000 POTENTIALTIMESE~~~~~~~~~~~~~srriVECARGOFFRRYROUTE HARBOR ESTUARY~~~~~~~~~~~~~~~Xi~iii 0 FUTURE FERRY DOCIONG SITES WATER USE MANAGEMENTli(~lij~Bliii FUTURE FERRY ROUTES STUDY:ii:::::i~ j�:l CONCENTRA~TION OF COMMERCIAL SPORT FISHING NYC DEPT. OF CITY PLANNING:::: CONCENTRATION OF MOTORBOATING & SAILBO A T I N G N J DEPT. OF ENVIRONMENTAL'iii~iii~~~iiiiijiiii~iijI~~ Ei~jX~i~lQQ~~~iiXi)XCANOFJK AYAK ROUTES PROTECTION~iii~~iii + ROWING SHELL ROUTES~~~~~~~~~~~~~~~~~~~~~~~~~~~~::'::~:~:�:::���::I~il:";. ~i~il ~ iBi7. 45 a The major conflict will probably come from wakes generated by high speed cargo and passenger ferries, causing problems for recreational boats in the summer months. In addition, conflict may occur in the evening peak ferry runs with recreational boats. Unlike the Upper Bay where there is limited access to facilities close to home, this is not the case in Jamaica Bay. Figure 7.16 illustrates future conditions in Jamaica Bay. 7.46 RECOMMENDATIONS The following recommendations are intended to reduce risks in areas identified as having either present or future conflicts. Some are associated with general Harbor use whereas others are more site specific. They require further investigation, coordination or implementation strategies to be worked out by the agencies closest to the issue or having enforcement authority. They may also require bi-state coordination. The study's recommendations include education and information, criteria for siting, physical improvements and specific regulatory issues. Details are provided where appropriate. * ~Education and Education is perhaps the most critical Information recommendation and has the potential of being a very cost effective and implementablq strategy for alerting boaters to the hazards, restrictions and limitations of other vessels sharing the Harbor. Many of the conflicts that occur harborwide are associated with the operator not following existing regulations. Knowledge and understanding of basic safe boating practices does much to reduce conflicts. * Require a boating safety certificate for all recreational boaters in New York and New Jersey Harbor. In terms of vessel numbers, recreational boats are projected to have the greatest increase in the harbor; however, these boaters have the least 7.47 required training in safe operation of their vessels. These newcomers will be confronted by a is diversity of vessel types and sizes, each with its own particular navigational constraints, concentrated within the confines of the harbor. Frequently, regulations that could be made on a site specific basis to reduce conflicts are either already existing or implied in the rules of the road. These cover excessive speed, coming too close to other vessels and harassment of other water users. As enforcement personnel cannot be everywhere, and current budget cuts may further affect their staffing ability, it is even more imperative that all boaters have the knowledge and understanding needed to operate their boats with good seamanship. Certification would entail two components: a general boating safety course (applicable in both states) and a supplemental map and handbook listing hazards and regulations for the New York and New Jersey Harbor. This publication would be 'Widely distributed locally as well as regionally in order to inform transients. The map and handbook would include navigable channels heavily used by maritime and industrial vessels, ferry landing locations and routes, reduced speed areas, natural hazards, characteristics of certain types of vessels that effect their operation, right-of-way rules, areas of heavy use and other existing regulations. in addition vessel specific informational pamphlets could be written. These would concentrate on letting each class of boat know of problems and conflicts they tend to have with other boating 7.48 0 ~~~~~interests as well as specific safety and operating requirements peculiar to their own class. Further evaluation is needed to determine the most effective way to carry out the certification including determining what level of education, who would be qualif ied to provide the education, and proof of education. Development of the handbook and implementation of the boating education certification would necessitate the cooperation of the Coast Guard, state legislators, state and local enforcement authorities and representatives from different vessel categories. As the regulations differ somewhat between New York and New Jersey, coordination of these regulations is needed or a * ~~~~~clear representation of when what rules apply (see Appendix 2.1). This type of education and certification program may have utility in the remainder of the state~sl waters; however, such a determination is beyond the scope of this study. if subsequent investigation reveals that a certification program is warranted statewide, the Harbor education should be integrated with the states' programs. * Require a safety plan to be posted at all recreational boating facilities adjacent to shipping channels. A marina safety plan will educate boaters to stay out of channels where practical and offer precautions to take when it is necessary to enter 7.49 or cross a channel. This is particularly-relevant to the numerous marinas proposed for the Hudson River. Boaters would be advised of opportunities and hazards of boating in waters adjacent to these sites. The Coast Guard and/or state and local enforcement authorities would be responsible for reviewing and approving safety plans, setting minimum standards and criteria, and making the determination to require any additional warning devices. Facility Vessel activity and facility development detrimental Siting & to the environment should be avoided. Certain Physical environmentally sensitive areas cannot sustain any Improvements vessel activity whereas in others certain types of activities pose no harm. It is beyond the scope of this study to fully assess this issue. Analysis of environmental conflicts engendered by different types of activity, and ways to minimize these impacts is needed. Facility siting guidelines are important to ensure the appropriate water-related landside development, thus avoiding or lessening the potential for conflicts arising when different vessel types compete for the same space. The following recommendations will require the cooperation of local planning authorities who review the siting of facilities as well as other agencies, where noted. The criteria for determining appropriate siting of facilities and measures needed to avoid conflict vary according to vessel activity. In certain situations, different vessel types can coexist in the same area. There is a hierarchy of siting of 7.50 facilities starting with the largest, maritime and industrial vessels which are critical to the functioning of the port and are the most constrained in where they can be sited. * Encourage appropriate t ypes of facility siting to achieve the best use of the water and a minimum of conflicts between vessels. Maritime and Industrial Criteria include: - Encourage siting in areas adjacent to federal navigation channels where there is sufficient water depth to accommodate deep draft vessels. - Encourage siting in areas of existing maritime and industrial activity; -Encourage siting in areas that are in close proximity to cargo facilities and along waterways that provide access to water-dependent industrial uses. - Encourage siting of maritime support activities in areas that are identified as critical to their support services and must be retained for their future needs. - Use caution when siting facilities in areas with heavy recreational use. Ferry Criteria include: -Encourage facilities to be located in areas close 7.51 to commuting populations; - Priority should be given to ferries for dock space which is near other modes of landside transportation such as subway and bus service or where there is adequate parking; - Use caution when siting facilities in areas with heavy recreational use. In areas like Long Island Sound and Jamaica, Sandy Hook and Raritan Bays, the vessels selected for ferry use should take into consideration minimization of wake generation. The speed at which they travel should be closely monitored by the Coast Guard, state and local officials in order to determine the maximum speed allowable for safe operation. Commercial Criteria include: Excursion, sightseeing and similar activities - Siting should be encouraged in close proximity to major activity centers; Commuter ferry and excursion vessel docking are uses that can coexist at shared docking facilities. Therefore the above criteria for ferry siting are also applicable to commercial docking. However, priority should be given to commuter ferries. Recreational Criteria include: 7.520 -Discourage siting of facilities in waters having a heavy concentration of maritime and industrial, ferry and commercial vessel activity; - Recreational boating facilities for vessels that have limited power and maneuverability should not be located in areas that require these boats to cross the paths of maritime, industrial, ferry or commercial traffic. - Encourage siting recreational facilities accessible to waters appropriate to a particular water sport; - Discourage siting in locations with strong currents or prone to heavy wave or wake action; -Encourage siting in areas where there is adequate natural protection. Where this is not the case, adequate artificial protection should-be required. Structurally adequate and environmentally sound breakwaters should be part of all marinas located adjacent to heavily traveled navigable channels. The intent of this last criteria is to reduce conflicts created by wakes from passing vessel traffic, recognizing that large vessels will throw a sizeable wake regardless of speed. It is not intended to relieve the vessel operator causing the wake of responsibility but is rather to offer an additional means of protection for vessels docked at marinas. Details of breakwater design should be outlined and required by the Army Corps of Engineers. Is ~~~~~~~~~7.53 - Encourage siting where there is adequate upland to provide for parking, security and infrastructure needs such fire, water and sanitary services. Specific The following recommendations are intended to avoid Waterways & different vessel facilities being located in areas Regulations where they will come into direct contact with incompatible water activity and to encourage their appropriate siting. * Encourage ferry and commercial boat docking facilities in the Hudson River to relieve congestion in the Upper Bay (and improve access to ferry services). * Establish temporary queuing area to accommodate vessels awaiting docking at Piers 9 and 11. Piers 9 and 11 function as a major hub for both ferry and excursion. vessel operations. Any plan for the development of these piers must recognize and accommodate these uses. If no new docking sites -are developed, congestion will occur around these facilities as vessels wait for pier access. While improvements to the piers, including the construction of passenger waiting areas or ancillary retail services, should be encouraged, the primary function of the piers as docking space, should remain and be expanded. The plan should be developed in concert with the Coast Guard, state and local enforcement officials and ferry and commercial operators as well as planning officials. 7.54 * * ~~~~~Encourage recreational boating facilities in environmentally appropriate areas along Long Island Sound, Sandy Book, Raritan and Jamaica Bays. These areas are excellent sites for recreational boating and facilities should be encouraged to locate here. Other types of vessel activities that do not exist, or are not needed to meet certain municipal needs, should be discouraged from locating here except for ferries and excursion boats. * Encourage rowing along the Harlem River and enforce the speed limit in effect for many parts of the river, minimize wakes and discourage facilities for motorboating. Despite our previous recommendation of discouraging the siting of recreational facilities in areas prone to heavy wake action, the Harlem River is one of the few good rowing locations in the Harbor. Consequently, all other vessels should proceed through the waterway with extreme caution. Signage indicating speed limits and cautioning against wakes should be clearly and frequently placed along the river. * Do not site new recreational boating activities along Hell Gate. Due to the strong currents and other adverse water conditions, Hell Gate should only be used as a 0 ~~~~~~~~~~7.55 transit way for all vessels. The siting of new recreational facilities should not be encouraged here. * Do not site new recreational facilities along the Kill Van Kull Because of the existing and continued concentration of maritime and maritime support activity no new recreational facilities should be sited along the Kill Van Kull. * Discourage siting of new recreational boating facilities along the Arthur Kill north of Port Mobil in Staten Island and Smith Creek in Middlesex County. The northern section of the Arthur Kill is heavily trafficked by large maritime vessels, especially oil tankers servicing the largest oil storage facilities in the harbor. In addition, increased vessel activity is anticipated with the restoration of Howland Hook. The siting of new recreational facilities in this narrow waterway increases the potential for conflicts between recreational and maritime vessels, as well as wake problems at recreational facilities. * Recreational boating facilities sited along the lower East River should be targeted to activities that can handle the river conditions. Future development along the lower East River should be studied carefully. The proposals for 7.56 Piers 1-5 in Brooklyn may provide for both a marina and docking space for excursion vessels. Any new development especially below the Manhattan Bridge, should be carefully analyzed to ensure vessels served by the facility have adequate design, stability and power to handle water conditions. As there is a potential for a great deal of marina growth in this area it should be monitored carefully by the Coast Guard and state and local enforcement officials to ensure that they do not become unduly congested with recreational traffic. * Reexamine the siting of the Alice Austen Park hand boat launch in the Upper Bay. The newly enacted restricted area around the Navy Homeport will force boats launching from this site * ~~~~~heading north to enter the General Anchorage area where large maritime vessels are located creating potential hazards. Reexamination might include warnings about traveling north from this site, advising only expert use or discontinuing the site. Further discussions are needed with the Parks Department, Coast Guard, state and local enforcement official and the launch site users to determine the best way to ensure the safety of users of this site. Site/Vessel Site or vessel type specific regulations are Type Specific intended to reduce conflict in specific areas or Regulations between vessel types which require adoption of regulations in addition to education. 7.57 * Establish a restricted area around major ferry docking locations to reduce the risk of conflict between commuter ferries and other types of vessels. Hoboken Terminal, Pier 12. on the East River in Lower Manhattan, South Ferry and St. George, are examples'of landing sites heavily used by commuter ferries. The rules of the road do not directly lay out the rights of ferries but the courts have repeatedly ruled that ferries are entitled to a reasonable degree of freedom in entering and exiting from their slips. 7The restricted areas would function as a safety zone keeping other vessels from crossing in front of ferries entering and exiting docking sites; the point at which ferries have limited ability to alter their course. These safety areas should not unduly encumber navigable channels. Details of this recommendation should be worked out between the Coast Guard, state and local officials. Restrictions may encompass one specific distance for all docking facilities or be tailored to fit specific landing sites in accordance with the type of ferry being used. * Investigating the creation of a restricted area around Rikers Island. Concern has been expressed about security around Rikers Island from the standpoint of small boats coming too close to the correctional facility. The Coast Guard and state and local enforcement officials should investigate this further. 7.58 * Programs that have been established in the Harbor to provide for safe navigation by all vessels should continue or increase in their activity. These include funding for the VTS, the Army Corp of Engineers Harbor Drift Program, and safe boating enforcement efforts by the Coast Guard and state and local authorities. * Continue phasing in the Coast Guard Vessel Traffic Service (VTS). Use VTS to provide information on the routes and schedules of ferries traveling through the Upper Bay. Because of the large number of vessels that use the Harbor as well as the number of oil spills that have recently occurred, VTS is critical in reducing the probability of collisions and groundings by- providing up to date informat~ion on vessel movement, congestion, weather and other hazards to navigation. Given the importance of ferry operations all vessel types should be made aware of ferry routes and schedule requirements, and should be advised to remain out of ferry routes and away from ferry docking sites when possible. Implementation As a follow-up to this report we recommend that the Coast Guard and New York and New Jersey enforcement personnel meet to: 0 ~~~~~~~~~~7.59 - Carefully monitor areas of projected growth to ensure that they do not become unduly congested and continue to monitor frequency and types of conflicts that occur within the Harbor. When many of the vessel facilities projected to .occur in the harbor are actually built, additional measures such as specific activity use areas, speed limits or restrictions may be necessary to ensure safe vessel operation in the harbor. These areas should be continually monitored for this need. - Discuss such issues as clarification and standardization of regulations and coordination of enforcement efforts. Although many of the regulations of the two states (see Appendix 2.1) are similar and not in conflict with each other there could be a potential for a problem where these differ. Finally, the New York City Waterf ront Revitalization Program and the New Jersey Department of Coastal Resources should implement facility siting criteria through their existing permit programs. 7.60 Chapter 7 - Endnotes 1. U.S. Department of Transportation, United States Coast Guard, "Commercial Vessel Casualties, Post 1980,". 11/15/90 Mechanical problems that did not result from a collision or other external cause were not included in our analysis. The types of collisions included meeting, overtaking, crossing, submerged objects, piers, docks, aids to navigation, bridges and other causes. Classified separately, where collisions were not involved, were groundings, flooding, sinking, capsizing or being disabled. 2. Letter from the U.S. Department of Transportation, U.S. Coast Guard, Richard Bergan Chief, Consumer Affairs and Analysis Branch, Auxiliary, Boating and Consumer Affairs Division, Office of Navigation, Safety and Waterway Services, December 21, 1990. * ~~~~~Data includes all accidents that are reported to the Coast Guard including groundings, capsizing, swamping-flooding, sinking, fire, vessel collision, collision with a fixed or floating object, falls overboard, falls in boat, struck by propeller or boat, waterskiing and other. The data is compiled on a countywide level and not by waterbody, therefore some of the figures include accidents that took place outside of the study area, for example, all of Monmouth County, is included. As we do not have a way for determining the number of vessels that are registered in the study area, comparative analysis of data could not be made. Comparative analysis with national data also could not be made as it is based on an estimate of the number of boats that are in the country, including non-registered craft. There is no similar local data. 3. Captain Alan D. Rosebrook "Remarks of A.D. Rosebrook, Captain," Proceedings Fourth Annual conference of States Organization for Boating Access (Portland, Marine), September, 1990 pg 71. 7.61 4. Complied by the Bureau of marine & Recreational Vehicles, New York State Office of Parks, Recreation and Historic Preservation, 1989 Boating Accident Statistics, (Albany, NY: 1989), pg. 2. 5. Compiled by the Bureau of Marine and Recreational Vehicles, 1989 Boating Accident Statistics, New York State Office of Parks, Recreation and Historic Preservation, (Albany: 1989), pg. 23-27. 6. Federal Register, Department of Defense, Corps of Engineers, Department of Army, 33 CFR Part 334, "Restricted Area, New York Harbor, Staten Island, NY", Vol 56, No 27, February 8, 1991, Rules and Regulations, pg. 5300. 7. Elbert S. Maloney, Chapman Piloting, Seamanship and Small Boat Handling (New York: 1985), pg. 99.) 8. Department of Transportation, U.S. Coast Guard, Vessel Traffic Service New York, Users Manual, (October l990)pq. 1. 7.62 APPENDIX APPENDIX PAGE Appendix 1.1 Waterbody Characteristics Al.1 Appendix 2.1 Recreational Boating Regulations A2.1 Appendix 2.2 Compact of 1834 A2.18 Appendix 3.1 Maritime Vessel Type and Size A3.1 Appendix 5.1 Table 1: Commercial Cruise Ships A5.1 Table 2: Excursion, Sightseeing and Similar Vessels A5.2 Table 3: Commercial Sport Fishing A5.9 Appendix 5.2 Commercial Boating Vessel Size A5.15 Appendix 6.1 Recreational Boating Registrations A6.1 Appendix 6.2 Hull and Engine Design/Boat Types A6.3 Appendix 6.3 Recreational Boating Facilities A6.14 Appendix 6.4 Recreational Facilities Listing A6.17 Appendix 6.5 Future Proposals for Ferry, A6.19 Commercial and Recreational Boating Facilities APPENDIX 1.1 WATERBODY CHARACTERISTICS 0 Appendix 1.1 WATERW OIY AI EISTICS1 WATERWY | mE | CURRE | tENGHfluImH |DEPlTH AMCHRAGE j DNIRONMIT OBSTRUaca | NISwAIS/ATTRIBIUES LONG ISLA) . Recommended for . Boulder reef South East . Restricted to navigation SONiD primary and secondary from Stepping Stone light to off Orchard Beach swimming contact recreation and Long Island Shore area any other use except shellfishing for market . Winds can be variable mid- purposes in the western summer portion Pelham Bay 10 - 15' mid- . Tidal Wetlands . 4 mph speed limit as of Lagoon channel 11/90 1 - 2' on edges . Bird Nesting Area Recommended for primary and secondary contact recreation and any other use except shellfishing for market purposes fishing alright with some restrictions City Island Area 7.2 ' Variable at General . Predominately . Some caution needed along . No Wake Zone - Channel bridge .3 - 1.5 Special developed shores due to boulders between Rodmans Neck and City knots. Can exceed Island 1.5 knots at . 12' vertical clearance - bridge bridge between City Island . Hell Gate Pilot Station on and Rodmans Neck City Island (board Execution Rock) 11' vertical clearance - High Island bridge - 1' water depth under bridge Al .1 | WiTERWY M EAN C URRT I LENGHIIDTH DEIM ANM& AGE ENVIRONMENT OBSTRUCTION | NSTRAINTSfATRIBUrES TIDAL RANGE Eastchester Bay 7' 0.4 - 0.8 knots 7' - 10 ' lower General . Landfill . Big Tom (Rock) part Special leachate on west shore 3' - 5' upper part . Cuban Ledge Dredged Channel to . Tidal wetlands Hutchinson River Palmer Inlet . Numerous Rocks and Shoals Recommended for . Several wrecks primary and secondary contact recreation and any other use except shellfishing for market purposes. Fishing alright with some restrictions. Locust Point 5' at entrance . Rocks north side of 4' - 20' inside approach Hutchinson River 2.8 miles to 3 - 5' . Protected tidal . Numerous Rocks and Shoals Thomas Pell Wildlife refuge Pelham wetlands & marsh on both sides of the channel bird nesting area (white . Bridges - heron) at Thomas - Minimum 8' vertical Pell refuge clearance Little Neck Bay Approximately 2 10 - 12' at General . Tidal Wetlands Fort Totten Coast Guard miles in length entrance depth Special Station 2 1/2 - 7' at . Recommended for anchorage depth primary and secondary contact recreation and any other use except shellfishing for market purposes. Fishing alright with some restrictions A1 .2 } A RE Wma C UREN T jGIMTHhH | DEPTJH | IOIMENT M umEmru alcriM CNSTRAIWS/ATTRIIUTES TIDAL RANGE I I I I UPPER EAST RIMER 7.1' 0.7 knots at . 14 miles in East River Channel General Tidal Strait . Rikers Island Channel . Restriction around Rikers at Throgs Neck total length from Throgs Neck Anchorage 21 - . Bird nesting areas between Rikers Island and Island for masts >125' for Willets to Brooklyn Navy 30' depths (North & South Brother mainland - obstructed by air penetration of La Guardia Point 1.6 knots at Port . Entrance Yard (35' depth) Island) lighted runway at La Guardia flight path Morris between Throgs Airport 5.1' Neck and . Channel between . Not recommnended for . South Brother Channel - at Hell 4 knots at Hell Willets Point North and South sheliflshing for market . North/South Brother Island same as above Gate Gate the Upper East Brother 25'. purposes or primary or channel - a ledge, partly River starts at shoaling to 16' secondary contact bare at low water extends 0.2 . Direction and velocity of Throgs Neck and recreation. Alright for miles southward from South currents are affected by Willet's Point . South Brother fishing with some Brother Island strong winds and extends to Island Channel restrictions approximately controlling depth . College Point Reef - depth Port Morris in 35' shoaling on the 1/2' to 10' - covered with 6' the Bronx and edges of water approximately 1000' Berrian's offshore Island (Con Edison Plant) . Rikers Island occupied by in Queens. correction facility Followed by Hell Gate then . Channel between North and the Lower East South Brother Island subject River which to strong current and should extends to not be used by vessels of Upper Bay limited maneuverability entrance at The Battery and Governors Island * Federal navigable channel 1000' wide A1.3 |WATERWAY M EAN CU RR ET O JLE THA | DEPTH A N CORAG E ENVIRONNT OBSTRUCTIN aesrcriw NATITRIBUtIES TIDII RANGE I -I I I Little Bay 9' Channel General . Wetlands on a western . Throgs Neck viaduct 30' Fort Totten Coast Guard shore vertical clearance Station West of Willets . Recommended for Point depths of primary and secondary 6' - 10' recreational contact and any other use except shellfishing for market purposes. Fishing alright with some restrictions. Powells Cove 2' - 5' . Wetlands on all sides . Pier ruins on east side of Not recommended for cove shellfishing for market purposes or primary or secondary contact recreation. Alright for fishing with some restrictions. Old Ferry Point 15 - 35' General . Shoals abruptly from 18' to . Located under Whitestone depths of approximately 4' - Bridge on the Bronx side 5' 1500' from shore Westchester Runs between 6' except 3 1/2' . Small tidal wetland . Bruckner Expressway Bascule Creek shallows shoaling in upper on south west shore 14' vertical clearance between Old 60' . Not reccmmended for Ferry and shellfishing for market . Fixed bridges, least hgt. Clason Point purposes or primary or 52' for 2.3 miles secondary contact recreation. Alright for fishing with some restrictions. Pugsley Creek Very shallow . Tidal wetlands Not recomamended for shellfishing for market purposes or primary or secondary contact recreation. Alright for fishing with some restrictions A1 .4 WA| ERWAY A CLU|RRENT LENIGTHIDIH DEPTH ANCHO RAG ENVIRP NEW | OBSTRUCTION | 7STRIAINSIATTRRIDI TES m.. College Point Depths on west side . College Point Reef of Point 1/2' to approximately 1000' offshore 10' covered by 6' of water North of College . NYC Harbor Police Unit Point 2'-5' Flushing Bay Channel from East General . Waterfowl wintering . Dike of approximately 3000' . Restricted Area in southern River to .8 miles Special area marked. Is covered by high part of the channel - No up Flushing Creek; . Not recommended for water runs along west side of unnecessary delay; no vessel 9 - 12' depth shellfishing for market the channel to within about with height greater 35' through bay, l' - purposes or primary or 1500' of the head of the bay 11' through creek secondary contact recreation. Alright for . Depths less than 6' outside fishing with some of the channel restrictions . Ice obstructs navigation in Bay and Creek generally in January and February . Whitestone Bridge .2 miles above into Creek - 35' vertical clearance Bowery Bay Approach from East Special west . Not recommended for River Main Channel of Bay shellfishing for market 10' depth General purposes or primary or secondary contact recreation. Alright for fishing with some restrictions. A1 .5 WATERAI Y | WJEm I QRRT j LENGTH/WIMTH DEPH A UNCRAGE 1ENIRCMENT 0STRUCrION aCNSTRAIN1S/ATTRIBUtES Bronx River 6.9' Dredged Channel . Depths 3' to . Mouth of . Not recommended for . Bridge 27' vertical for Westchester Ave., river tidal shellfishing for market clearance (1.7 miles above approximately then less than 1/2' wetlands purposes or primary or the entrance) 2.3 miles . River being (Soundview secondary contact entered through filled in above Lagoons) on recreation. Alright for . Bascule 14' 2 miles from a shallow bight 172nd St. east shore fishing with some entrance between Clason . Depths along restrictions. Point and Hunts Hunts Point 17' - Point 24' . Depths of 9'-17' on flats east of wharf at Hunts Point Bronx Kill .6 mile length . Not recommended for . Navigable for .2 miles from shellfishing for market Harlem River to a Dam purposes or primary or secondary contact recreation. Alright for fishing with some restrictions. HELL ATE 5.1' 4 Knots Depths variable, . Not recoamnended for . Strong Tidal Currents can range from 45' shellfishing for market . Direction and velocity of to 100' in a matter purposes or primary or currents are effected by of yards secondary contact strong winds recreation. Alright for . Whirlpools and standing fishing with some waves can be found restrictions. . Mill Rock, Randalls and Wards Island located here . Harbor Police Station HARLEM RIVER 5.1' 2 knots 7 miles long 11' - 14'. Not recommended for . 15 Bridges Nininmu . Bulkheaded shoreline causes shellfishing for market Clearance under lowest 24' wakes to reverberate back and purposes or primary or (draw bridge) forth off wall secondary contact recreation. Alright for fishing with some restrictions A1 .6 WATERWAY M EAN | (liRRT | LENM /WIDTH |DEP | EN IIRONMEN OCBSTRWFTIOf UaRAIwIS/ATMRIRITES Spuyten Duyvil 3.6' 2 knots - can . Not recomtended for . S' vertical clearance - . Currents at mouth of creek Creek exceed shellfishing for market vertical lift span - Amtrak - swift and erratic purposes or primary or NYC-Albany route secondary contact . Occasionally there are recreation. Alright for large accumulations of ice at fishing with some Spuyten Duyvil making it restrictions. difficult for lower powered vessels or tows to make headway A1 .7 |ATERWY WmN |2CRRENT | LETHIDTH DEPTH ANCHRG E ENIROWME j OBSTUCTIOMN COlSTRAINIS/ATRIBUTES i'-~~~~~AG I I- III IUDSON RIVER 4.5' at 1.4 knots Width: About Channel in Lower General - . Fish spawning area . Wind generated waves l - Battery northwest of 3500' for the Hudson 43 feet or Starts 5 miles 3' Battery first 5 miles greater mid-channel above the . Waterfowl wintering 3.7' at 2.2 knots at from the from Upper Bay off Battery and area . Wakes natural and from Yonkers George Washington Battery Ellis Island extends for 10 passing vessel traffic Bridge miles . Not recommended for 3000' at the Above 59th Street shellfishing for market . Floating debris George 30 - 32' purposes or primary or Washington depths to Albany secondary contact . Fish traps from March to Bridge recreation. Alright for May for Shad run to spawning Depths on New fishing with some grounds in the Upper Hudson Length: 275 Jersey side in restrictions. miles from The Basins 3 - 7' . Ice Floes - Open Channel Battery to . Recommended for maintained unless extremely source in New York City side primary and secondary severe winters when Adirondacks 12' to bare contact recreation and navigation can be interrupted any other use except for short periods of time shellfishing for market During strong winds slips on purposes above the the exposed side of channel Harlem. become packed with ice . Below the Harlemn . Currents around the mouth recommended for of Spuyten Duyvil Creek are secondary contact only. swift and erratic . Tides and currents can be affected by winds, freshets and draughts . VTS activation planned for 1992 A1 .8 kIERmY W m CIDA RRENT |LE| I1IMIDIU |BTH |AN OCRE ENVIRfNMN CUT|lRAINIS/ATTRIBUTES LOER EAST RIVER 5.1' at 4 knots at Hell 14 miles long East River Channel . Tidal Strait . 36th Avenue Bridge crosing . Currents in both channels Hells Gate from entrance from Throgs Neck to . Not recommended for eastern channel from off Roosevelt Island are Gate at Throgs Neck Brooklyn Naval Yard shellfishing for market Roosevelt Island to Long strong and require caution 4.6' at 3 knots at and Willets going west of purposes or primary or Island vertical lift span The Brooklyn Bridge Point to Upper Roosevelt Island secondary contact clearance of 40' down and 99' . Channel between the Battery Battery Bay entrance at 35' depth then 40' recreation. Alright for up and Governors Island is very 1.5 knots at The Battery and depth to the Upper fishing with some congested and subject to Governors Island Governors Bay restrictions . Roosevelt Island Reef with strong currents caution Island bare islets rocks awash, and needed . Lower East Channel east of submerged rocks extend about River starts at Roosevelt Island 1500' south west from Island. . Traffic in the western Hell Gate and controlling depth Belmont Island near southwest channel of the East River continues to of 23' end of reef between Brooklyn Bridge and Upper Bay Poor House Flats Range - . Width: 600 - Shallow draft vessel keep to 4000' West (Manhattan side) whether Federal heading north or south. Deep navigable Draft vessels keep to the channel widths: east (Brooklyn Side). . 1000' at Northbound shallow draft Battery vessels cross from east to . 900' at west in the vicinity of Greenpoint Colears Hook and from West to . 550' at East in the vicinity of Western side of Newtown Creek Roosevelt Island . VTS activation planned for . Eastern side 1992 not a Federal Navigable channel . Ba0' at Hell Gate then 600' then 1000' in Upper East River A1.9 IWRTEMaY M PEAN JaWRENT 1LENIHMIINj DEPM I ANDIRAGE DEIRMN)Wv OBSTRUCTION OfhI TMINW/ATT1m1rIOES TIDA RANGE IIIIII-L Newtown Creek 4.11 Tidal current 3.3 miles long 23' Channel Not recommended for weak shellfishing for market to 125'-150' purposes or primary or Federal navigable secondary contact channel recreation. Airight for fishing with some restrictions Al .10 |tATERWRY |MEAN |QWERENT wEIMUHMM D Od g EP~~b~II H ||ENaT |"OtuICrIw TT UPPER BAY 4.6' 1.5 knots . Anchorage . Anchorage Channel . Not recommended for . Bay Ridge Flats shoal areas . Caution needs to be Channel from - 45' depth shellfishing for market 5' - 20' depth east of exercised when docking and the Lower Bay . Bay Ridge. Red purposes or primary or Anchorage Channel undocking vessels on south to the Battery Hook and Buttermilk secondary contact east side of Bay Ridge Is about 5.7 Channels follow recreation. Alright for . Gowanus Flats north and of Channel because currents may miles the Brooklyn Piers fishing with soane Bay Ridge Flats run opposite direction to From 660' to have depths of 30 - restrictions, those found normally in 2000' wide 40', except for . Jersey Flats the area on channel especially opposite the shoaling to 19' at the New Jersey side west of at piers anchorage the Junction of Bay Anchorage channel has depths Buttermilk Ridge Channel and up to 6', channels have been . Cross currents can set Channel - lOO' Red Hook Channel dredged through shoal north in Hudson and west in wide in East River ("the Spider) easterly and Dredged channel Obstruction covered by 28' causing vessels to be pushed westerly of 23' depth from of water at junction of Red off course to shoals on direction and Main Channel to Hook and Buttermilk Channel Governors Island goes into East Ellis Island River . Pierhead Channel has Governors Island Coast * Bay Ridge . Statue of Liberty submerged obstruction Guard Station Channel 1200' - in eastern part of and wreck (covered by 19' of 1700' wide Jersey Flats water . Statue of Liberty/Ellis and * Red Hook channel on west Governors Island Channel 500' - side of Island has 1200' wide a controlling depth . Caution needed in Immediate of 15' except for vicinity of Statue of Liberty shoaling to 11' where depths are as low as along the east edge 2'-6' Pierhead Channel leading from the . Harbor Police located in main channel about Brooklyn 3500' south of Liberty Island and . Anchorage Channel, an then along the New extension of Ambrose Channel Jersey Pierhead from the Lower Bay is the line to Kill Van main passage through the Kull has a middle of the Bay controlling depth of about 16' with . VTS reactivated January shoaling at about 1991 11' * Channel through connecting branch A1.11 |WATERIY M EAN | CURRENT L GT"/WIDTH DEPTH I NRU a TI-A | CPNRAINsATMIGUMS TI-m_ Gowanus Dredged channel Dredged Channel . Not recommended for . Bridge at 3rd St. - 3' Bay/Canal form Gowanus form Gowanus Bay to shellfishing for market vertical clearance Bay to Gowanus Gowanus Canal with purposes or primary or Canal for about depth of 12 -16' secondary contact 1 mile mid-channel to recreation. Alright for above Hamilton fishing with some Avenue then 8 -12' restrictions Erie Basin . Not recommended for . Entered through Red Hook shellfishing for market Channel purposes or primary or secondary contact recreation. Alright for fishing with some restrictions. KILL VAN KUlL 4.5' Eddy when current About 1500' 35' depth form . Tidal wetlands on . Shoals, obstructions and . VTS reactivated January is at its wide channel in Upper Staten Island shore numerous wrecks are along 1991 strength 800'-1000' wide Bay through Kill both sides of dredged channel . Shooters island located in Federal Van Kull to Arthur . Shooters Island is an the south west part at the navigable Kill north of important bird nesting . Many sunken and visible head of Newark Bay channel Shooters Island has area wrecks are in the channel a project depth of south of Shooters Island 30' . New Jersey shoreline nearly entirely D Oredged channel developed residential 23' depth leads at western end easterly from end Industrial uses at of Kill Van Kull to eastern end Constable Hook . Not recommended for primary or secondary recreational contact A1 .12 |IOTERAY M E tAN I CRREN T | LETIHM0D1H DEPTH j NMORAGE j M aOal Osiurc 'r"fINTS/TAITTFRIBUES NO1ER IBAY 5' 4 miles in . Large part of Bay General . Shoreline largely . Ice sometimes closes . New Jersey State Harbor length from very shallow but a Special developed, the western navigation during part of Police Station Kill Van Kull dredged channel shore for port January and February to Junction of leads through bay activities and the . VTS reactivated for part of Hackensack and to Rivers eastern shore for . Railroad Bridge In Port Bay in January 1991. Passaic Rivers residential and Newark Channel has vertical Expansion of system is to . Main Channel (35' recreation lift span of 35' vertical occur in Summer of 1991 . 500'-900' depth) leading to clearance closed and 135' up wide Branch channels to . There are a few small . Heavy maritime and Port Elizabeth and tidal flats on the industrial use on the western . Juncture of Port Newark eastern shore shore two navigable Terminal and then channels to to junction of . Least Tern nesting rivers located Rivers with depth site reported near Port here of 35' Newark . Elizabeth and . Water in Bay can Pierhead Channels become anoxic in summer from main channel In the bay has . Not recommended for depth of 35' primary or secondary recreational contact A1 .13 |m ERY | CRET L | | MIDTH O EPMH |ANRA ENVIRONlT O BssTCrICTIN CONSIRAs/1ATTRIBTES TIDAL RANGE I I I I I I IMalt RIVER 5' at Navigable for 30' depth channel . Extensive tidal Minimum clearance of fixed mouth about 17.8 from Newark Bay to phragmites wetlands Bridge 35' vertical clearance of miles to draws 25' turning basin along river at Little Ferry river at Milford to Marion - above 5.3' at 200'-400' wide this point 11' to . Confirmed herring run Draw span 2' vertical Little federal Hackensack clearance at Hackensack Ferry navigable . Includes Saw Mill channel Creek wildlife 5.3' at management area Hacken- sack . Heron and Ibis nesting area, also Kearney Marsh an important migratory stop over . Impacted by modified hydrology, landfills and encroaching development north of the Meadowlands North of Meadowlands recommended for primary and secondary recreational contact . From south of the Meadowlands to Route 9/1 not recommended for primary or secondary recreational contact A1 .14 |WATERWRY W A N CLUMI 6 |T | DIM~aDT" w p m M ENO(R| ENVI WNMT OBI U3SrUAION |TNS / lRI6UTaI PASSAIC RIVER Can reach 3 knots 13 miles from 30' depth channel . Shoreline entirely . Drawbridge at Arlington so due to freshets Newark Bay to frm Newar k Bay to modified and developed restrictive use. Fixed span at Newark and at Passaic 200'- about 1/2 mile then with 35' vertical clearance times the mouth 300' wide 20' to Jackson . Tidal watershed of the river Federal Street Bridge then heavily developed . Minimum clearance of navigable 16' to Arlington bridges with draw spans 7' Destructive channel then 10' to Passaic . Water quality vertical clearance freshets occur degraded little rarely in spring terrestrial habitat . Unused swing bridge in and fall Newark kept open - fender . Confirmed andromous system of bridge was in an species run for herring advanced state of and American shad deterioration obstruction covered by 15' of water in . From Paterson to east channel of swing bridge Second River - not and caution needed recommended for primary recreational activity . From Second River to Newark Bay not recommended for primary or secondary recreational activity A1.15 |WTERWAY MEA CURRENT LEN jIIDHjPTH N C RAGE - ENVIRIENT OSIMJCtR10N |ISTIRNS/ATNIARINITES ARlTiR KILL 5' 1 - 1.5 knots Federal Channel General . Tidal wetlands, on . Numerous sunken and visible . Safety Zone around loaded depth 35' New Jersey shores, bird wrecks are adjacent to both LPG vessels transiting nesting areas (Prall's sides of the channel - between Scotland lighted buoy Elizabeth Port Island & Isle of caution is advised at the entrance of Sandy Hook depths along Meadows) Channel and the LPG facility wharves 3 - 32' immediately south of Morses 500'-800' wide New Jersey shore Creek: 100 yard radius from navigable largely developed with boats loaded with LPG coming channel industrial uses some in or out. Safety Zone wetlands remain extends from Sandy Hook Channel,Raritan Bay East and Northern section not West Reach and the Arthur recommended for primary Kill to LPG facility or secondary immediately south of Morses recreational contact Creek * Southern section not . Ice rarely obstructs recommended for primary navigation but can in severe contact winters Many factories, oil refineries and oil storage facilities especially on the western shore * Perth Amboy - Customs point of entry Smith Creek 3' depth . Impacted by shore development Port Sacony 35' channel . Bulk oil storage tank depth located here 15 - 35' alongside of dock A1 . 1 6 WATERWV aYWm C |IENH/MITH DEPTH | K2 GE |ENhIRhNU O B STRUCTION | 6SIRAINMS/ATTMIUTES Part Reading 18' - 36' depth Depths alongside the coal pier 17' on south side 10' to bare on north side Fresh Kills . Tidal wetlands . Closed to navigation except for garbage skows transiting to landfill Rahway River Extends from 5' depth . Developed watershed, . East Rahway Bascule 6' mouth at Arthur tidal portion of river vertical clearance Kill to Rahway has undeveloped about 4.5 miles shoreline and wetlands . Fixed Bridge 3.8 miles up mixed with industrial river 6' vertical clearance uses. Tidal flats on both sides RARITAN RIVER 5' at 11 miles from Channel 20' depth . Extensive tidal . Railroad Bascules South Raritan Bay to phragmites particularly Amboy New Brunswick Depths along at the mouth of South . Victory Bridge 28' vertical wharves in South River. Several clearance (swing span) 5.8' at Amboy 6 - 30' Sanitary Landfills New flank the river. Brunswi Confirmed Andaromous ck fin fish, herring Recomnended for primary and secondary contact A1 .17 ATEA WI m knos ENT LEIhMIDTH | OEPIH |o E ENVIRONMENT OBSR CClCN aTRAINIS/ATTRIBITES TIDAL RANGE LO BAY 4.7' at 2 - 2.2 knots at . Approximately . Ambrose Channel General . Hoffman Island . 5 shoal areas In the . When current strong in Sandy Ambrose Channel 9 miles 45' depth important nesting area entrance to New York Harbor Ambrose and Swash Channel can Hook near outer measured from for gulls that are subject to change in push vessels off course onto extremities of the Narrows to . Sandy Hook depths: Romer Shoal Coney Island, the Atlantic Channel 35' depth . Fish in Lower Bay Sandy Hook and Ocean connecting to include striped Bass, . False Hook off Northeastern . Floating debris in harbor the Narrows Raritan Bay Channel weakfish, summer side depths of 4' - 18' and channels Ambrose to the west Chapel Flounder, Bluefish, Seaward end of Channel the Hill Channel (30' Hake and Skup . Flyns Knoll between Swash, . Pilots westward of Ambrose Ambrose 1.7 to principal depth) to the north Sandy Hook and Chapel Hill Light 2.3 knots entrance to New Terminal Channel to . Northern portion not Channel depths of 9' - 18' York Harbor the south Swash recommended for . Landing not permitted on extends from Channel (18' depth) shellfishing for market . Rommer Shoal between Hoffman and Swinburne Island the sea for between Ambrose and purposes or primary or Ambrose and Swash Channel 10.2 miles to a Sandy Hook Channel. secondary contact depths of 4' - 15' point south of recreation. Alright for the Narrows fishing with some . East Bank north and east of where it meets .Areas of 13' restrictions. Ambrose Channel depths 5' - Anchorage depth on the sides 15' Channel of Swash Channel . In southerly and a spot of 14' direction recormended . West Bank west of Ambrose in middle of for primary and Channel between West Bank and channel secondary contact Fort Wadsworth has depths recreation and any from bare to 20' False Hook other use except Channel along and shellfishing for market . Tip of Sandy Hook is close to eastern purposes with some changeable and an area around shore of Sandy Hook areas similar in it is subject to severe has depths from 9' quality to above shoaling to over 20' � Staten Island Flats extensive shoals along southeastern side of Staten Island includes West Bank shoal and Old Orchard Shoal Depths between Hoffman and Swinburne Islands 1' - 7' � Coney Island Channel 11' to Rockaway Inlet A1 .18 | TIMDAL IIRREE RTEmM ITHCUhE I DTIN N I I-RAI/All][IES Raritan Bay 5' Currents beyond 35' depth dredged General Shoreline features: . Safety Zone see Arthur Kill protection of channel to Junction Special Sandy Hook can be of Arthur Kill . Tidal creeks; bluffs; . In easterly winds drift Ice Problematic sandy beaches: former in the Lower Bay collects in Bay full of shoals dredge spoil disposal Raritan Bay for short periods with depths of 7' - areas of time 18' . Hard and soft clam . Can become anoxic in summer beds; due to algae blooms . Western:. Prohibited for shellfish harvest . Eastern: Special Restrictions apply for shellfish harvest . Recommended for primary/secondary contact Great Kills Mid-channel depth Special . Waterfowl wintering . Harbor Police summer Harbor 9' except 3' depths area substation in northeast side of channel . Great Kills - Crookes Point Adult Terns, gulls, concentrate on point along important migratory stopover for songbirds . Recommended for primary and secondary contact recreation and any other use except shellfishing for market purposes. Alright for fishing with some restrictions Sequine Point 2' depth A1.19 |imuB ( BY A URRENT I LEN G4IMODH DEANHORAGE ENVIRONiENT O BmRUCTION ONSTrAINT/ATTRIBIES Lemon Creek 2' mid-channel Tidal Creek and . Overhead power cables narrow shallow Wetlands crossing Creek at 47' above becomes deeper inside creek Keyport Harbor 6 1/2' dredged . Residential Shoreline depth development with narrow beach which widens toward Conaskonk Point Matawan Creek Controlling depth . Tidal Credk 4' then to 2' to surrounded by tidal bare about 1.5 wetlands of salt meadow miles above mouth cordgrass, meadow hay and spike rush. Tidal upstream to Lefferts Lake. Cheesequake 5' 4' depth for about Extensive tidal meadows . Sunken wrecks Cheesequake State Park Creek and Stump 1500' Creek A1 .20 |WATERWAY |EAN| MJT L Ih 1h | DEPTH M I W - ECIO&MSION |UNSTRANM SIATRIBUtIES T~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ID Sandy Hook Bay 4.7' 2 knots 30' depth form General . Sandy beaches with . Horseshoe Cove, the spit of . See Arthur Kill for Safety inside Sandy Hook low tidal creeks and land that formns cove is Zone to 15' near wetland areas in the submerged in high water and southern end of western area can create a false navigable . Sandy Hook Coast Guard Bay, shoaling . No tidal creeks or channel Station gradual wetlands in eastern area . Heavy Fish Trap Area on . Security Zone in area of . Horse shoe cove . Eastern area large shoals on southwest side of U.S Naval Ammunition depot at shallow depths coastal bluffs to 350' Sandy Hook Bay between Leonardo and Terminal known as highlands. Atlantic Highlands and Point Channel: No vessel shall . 14 - 17' down Area includes Sandy Comfort anchor, stop or drift without western side of Hook, 1600 acres of power into security zone. No Sandy Hook Gateway National vessel shall enter cross or Recreation Area which otherwise navigate in the . Sandy Hook includes sandy beach on security zone when a public Channel 35' depth the Atlantic Ocean vessel or any other vessel side, a maritime forest that cannot safely navigate Terminal Channel and 71/2 miles of beach outside the Terminal Channel 35' depth and wetlands on the is approaching or leaving the Bay. The area is a Naval Amsmunition Depot piers Raritan Bay recurved spit migrating at Leonardo Channel 35' depth north and west. . Near shore, bay is . New shellfish depuration Atlantic shallow plant proposed on Sandy Hook. Highlands 1/2' - 6' . Important for Osprey, depth in basin Great Blue Heron and . Can become anoxic during Terns and Gull nesting summer months due to algae 6' controlling area. Aquatic species blooms. depth at channel include Striped Bass, in Leonardo to boat Flounder, Bluefish, basin Weakfish, Hake, Skup and many hard and soft 6' - 7' depth in :hell clam beds. Compton Creek 3 1/2' depth at Pews Creek A1.21 WITERWIY IEN CURRENT | tENGKIHIrI | DEPIH AN|ORG ENIRONMTosTRU cTIOa aO1RrnINS/ATrRIBUTEs Sandy Hook Bay clam beds. . Special restrictions apply to shellfish harvest. . Recoamended for primary and secondary recreational contact THE NARROWS 1.7 - 2 knots Approximately Depths vary from 45 . Not recommended for 3500' wide - 100' primary or secondary recreational contact. Alright for fishing Gravesend Bay 11 - 50' general . Not reconmended for southeasterly or primary or secondary portion of bay recreational contact. 1 - 6' Alright for fishing with some restrictions: Coney Island 11' deep channel to . Obstruction and several Creek about 200 yards wrecks in channel below Cropsy Avenue Bridge then 11 - 2' , Bascule bridges lowest 2' to about 1/2 mile vertical clearance above bridge A1 .22 WATERWAY W ml CURRENT |L hDTH |DEPIH | OAG | EN DVIRONMENT O BSTUCTI O N I0 INTS/WATRIlUES T~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~IDA Jamaica Bay 5' at 2.2 knots at 7 miles long . 19' or more Numerous meadows, small . Ice in the tributaries in Rock- Rockaway Point, approximately channel depths at Islands and marshes January through March is a away can exceed 3 and 3 1/2 miles Rockaway Inlet problem Inlet knots wide except for west about 4000 acres of side of channel tidal wetlands . Derelict Boats and illegal South of Barren with depths of 1' dumping Island 2 knots . 22.5 square or less . Spawning ground and miles nursery for fish and . Current in Rockaway Inlet Tidal creeks in shellfish can be of sufficient strength Jamaica Bay to cause vessels to veer channelized to . Atlantic Flyway (326 suddenly off course at depths of 12 - 20' species of birds) entrance and exit of Rockaway depths in non- Inlet channelized creeks . DEC significant can be low (1 - 5') habitat for waterfowl . Rockaway Coast Guard Station Sheepshead Bay . Recommended for Channel entrance primary and secondary depth of 14' except contact recreation and for shoaling to 12' any other use except along east edge of shellfishing for market channel, 6 -10' in purposes except near Sheepshead Bay then shore from Paerdegat 2' depth along Basin to the vicinity shore of Shell Bank Basin where it is not recomnended for shellfishing for market purposes, primary or secondary recreational contact Alright for fishing with some restrictions. A1 .23 |WATERMY | TICL |E| LENIGI DWIIM DEPTH AN ENVIRONMENT OBStRCINWATTRIBUIES Jamaica Bay . North (Island) Special: Numerous bridges lowest on Channel depth of . Vicinity of significant channels : Hammil 16' or more except Paerdegat Swing Bridge 26' vertical 6' depth leads from Basing clearance Barren Island to -North Channel fixed Bridge Canarsie and Howard . Broad 20' vertical clearance Beach Channel Sunken wrecks in Rockaway � Pumpkin Patch Inlet Channel 24' depth along Southeast . Bare shoal on north side of side of Barren Beach Channel south of Little Island (Floyd Egg Marsh at low water Bennet Field) � Cross Bay Memorial Bridge Beach Channel lB' across Beach Channel vertical depth from Rockaway clearance 26' inlet to 700 yards above Gil Hodges . Railroad Bridge swing span Bridge then 15' to over Beach Channel 26' Grass Hassock vertical clearance Channel � East Broad Channel is � Winhole Channel blocked off by Railroad expect except 11' bridge shoaling of 4' in areas. Sheepshead Bay 14' depth in Special . Harbor Police summer entrance of channel substation except for shoaling to 12' on east edge of channel 6' - 10' inside bay except for shoaling to 2' on edges Gerritsen Inlet 12' depth in Plumb . Submerged wrecks Beach Channel with some depths to 5' A1 .24 | WERWAlY MEA CURRENT | NTHIDI" DPH ANCORAEI5 ENVIRONMENT OB0SlT R61UCION NS/TRRINWTTUTES Shellbank Creek . Dangerous pilings and remains of old barges Mill Creek . Submerged wrecks . Fixed Highway Bridge over creek in ruins and some parts in ruins and causing obstructions to navigation in area Dead Horse Bay Mill Basin 13' depth . Bridge with 34' vertical clearance crosses Mill Basin East Mill Basin 13' depth Paerdegat Basin 11' depth mid . Bridge 29' vertical channel clearance Fresh Creek B' depth mid . Bridge 21' vertical channel clearance Old Mill Creek Bare at low water Shellbank Basin Controlling depth Harbor Police Station 5' Hawtree Basin 11' depth . Pedestrian Bridge 17' vertical clearance Sommerville 27' - 40' depth in . Charted sunken wreck Basin basin, 15' depth at approach A1 .25 -M-EY m Em| UIRRENT LENGTH/WIMIH DEP ANIORAGE ENVIRINET OBS UCTIGN C STARINWS/ATRINITES 'otts Basin Entered by Negro . Overhead power cables . Ice may obstruct navigation Bar Channel with depths of 15' at entrance to two branch channels 3' depth at junction of Negro Bar Channel with Grass Hassocks depths along wharves 1 - 14' Thurston Basin 10' depth at entrance 2' depth at head Grassy Bay . Blocked at southeastern end by JFK International Airport runway Bergen Basin 15' depths with . Sunken wreck less depth in eastern arm of basin 1.U.S. Army Corp Of Engineers, The Port of New York and New Jersev on Lona Island. NY (Washington, D.C.:1988), pg. 1 - 28 U.S. Department of Commerce, National Oceanic and Atmospheric Administration, National Ocean Service, United States Coast Pilot. Atlantic Coast: Caoe Cod to Sandy Hook, (Washington, D.C.: 1989), pg, 193 - 201, 211 - 239. New York State Department of Environmental Conservation, "Classifications in New York Harbor 1987" A1.26 APPENDIX 2.1 RECREATIONAL BOATING REGULATIONS e RECREATIONAL BOATING REGULATIONS1 I Regulation DERAL mm JERSEY INE YORX REGISTRATION All undocumented vessels equipped with Regulations are the same as federal and Regulations are the Same As Federal. propulsion machinery must be go further to include: registered in the state of primary Also includes all documented boats used for use. All boats greater than 12 feet in length non commercial purposes primarily in the regardless of propulsion all documented state. Exceptions include foreign boats boats normally on New Jersey waters. temporarily in U.S. waters, ships lifeboats and governmental vessels Pertinent exceptions: other than recreational type craft. Vessels used exclusively for racing while competing in an authorized race. Non-motorized inflatable, surfboard, racing shell, or tender for direct transportation between vessel and shore and for no other purpose (i.e. dinghy), except power vessels, or non-motorized vessels 12 ft or less in length. A non-powered kayak or canoe. A2.1 Regulation FEDERAL NM JERSEY NM YORK EQUIPNENT Recreational boats are divided into Same As Federal Same As Federal four classes, with graduating require- ments for the different classes. Classifications are as follows: Class A: less than 16' Class 1: 16' and over, but less than 26' Class 2: 26' and over but less than 40' Class 3: 40' and over, but not more than 65' Requirements include carrying of Types of Personal Floatation devices, signalling equipment and safety devices. PERSONAL All boats, regardless of length must Same As Federal Same as Federal FLOATATION carry a PFD for each person aboard DEVICE (PFD) including canoes, kayaks and water skiers. Exceptions include: - racing shells - rowing skulls - racing kayaks A2. 2 Rgulatio FEDERAL NEW JERSEY NEM YORK DISTRESS All vessels used on coastal waters 16' Sane As Federal Same As Federal EQUIpmaff or greater or carrying passengers for hire must be equipped with visual distress signals. The following vessels are not required to carry night signals when operating from sunrise to sunset: - Boats less than 16 ft. - Boats participating in organized events such as races, regattas or Marine parades. - Open sailboats less than 26 ft. in length not equipped with propulsion equipment. Manually propelled boats. A2.3 I Regulation FEDERAL NEW JERSEr NEW YORK SOUND Regulations do not specifically A mechanically operated (powered) A mechanically operated (powered) whistle SIGNALING require vessels less than 12 meters whistle or horn as well as a bell must or horn as well as a bell, must be carried (39' 4") to carry a whistle, horn or be carried on all vessels over 26', on all vessels, over 26'. Vessels under bell. However, the navigation rules under 26' may carry a portable or mouth 26' may carry a portable or mouth operated require sound signals to be made under operated device. device in place of a mechanical horn. certain circumstances, such as in meeting, crossing, and overtaking situations described in navigation rules, as well as to sound fog signals during periods of reduced visibility. Therefore, the vessel must have some means of making an efficient sound signal. - Vessels 12 meters or more are required to carry a powered whistle or power horn and a bell. A2.4 IRegulation IFEDERAL NWAU JERSEf Mn- imm YORK _______ ANCHORS All mechanically propelled vessels must carry an anchor and anchor line of sufficient weight and strength to provide safe anchorage. NAVIGATIONAL Recreational vessels are required to Same as Federal Same as Federal LIGHTS display navigation lights between sunset and sunrise and other periods of reduced visibility, including both mechanically and sail powered vessels. Vessels under oar may display the lights prescribed for sailing vessels, but if not, must have ready at hand an electric torch or lighted lantern showing a white light in sufficient time to prevent collision. A2.5 *~~~~~~ IRegulation FEDEAL (NEWU JERSEY MMW YORK NAVIGATIONAL Power driven vessels and sailing Same As Federal Same As Federal LIGHTS AT vessels at anchor must display anchor ANCHOR lights. Vessels less than 7 meters (22' 10") are not required to display anchor lights unless in a narrow channel, fairway or anchorage or where other vessels normally navigate. Anchor lights are not required on vessels less than 20 meters (65' 7"), anchored in special anchorages designated by the Secretary of Transportation in inland waters. VESSEL OPERATION A2.6 I Regulation IFEDAL I NMW JERSEY mmW YORK NEGLIGENT OR Negligent or grossly negligent Same As Federal Same As Federal GROSSLY operation of a vessel which endangers NEGLIGEIT lives and property is prohibited by OPERATION law. The Coast Guard may impose a civil penalty for negligent operation. Grossly negligent operation and an operator may be fined up to $500.00, imprisoned for one year or both. Examples of actions that may constitute negligent or grossly negligent operation are: - Operating a boat in a swimming area - Under the influence of alcohol or other drugs - Excessive speed in the vicinity of other boats or in dangerous waters - Hazardous skiing practices. A2.7 negulatioD - NM JERSEY K MEW YORK OPERATING Operating a vessel while intoxicated No person shall operate a vessel while An impaired operator, which includes but is WHILE is a federal offense violators are under the influence of an intoxicating not limited to a minimum of .07% but less INTOXICATED subject to penalties not to exceed liquor, a narcotic, hallucinogenic, or than .1% blood alcohol level will have the $1,000 or criminal penalty not to habit-producing drug, or with a blood following actions taken if caught: exceed $5000, 1 year imprisonment or alcohol concentration of 0.10% or more both. by weight of alcohol. First offense violation is punishable by a fine not exceeding $150.00 No person shall permit another who is Standard for determining when an under the influence of intoxicating Second offense within five years of the individual is intoxicated is a SAC of liquor, narcotic, hallucinogenic or first shall be punishable by a fine not .10% (.08% in UTAH). habit-produc'ing drug or who has a blood exceeding $500 and/or by imprisonment of alcohol concentration of 0.10% or more not more than seven days. by weight of alcohol to operate any vessel owned by the person or in his A Third offense within five years of the custody or control. first two convictions shall be punished by a fine not exceeding$750 and/or by For a first offense, a fine of not less imprisonment of nbt more than fifteen days. than $250.00, nor more than $400.00; and the revocation of the right to operate a Boating while intoxicated is punishable by vessel on the waters of this State for a a fine not exceeding $350. period of not less than six (6) months nor more than one (1) year from the date A Second offense itithin 5 years of a of conviction. previous conviction is punishable by a fine not to exceed $152 and/or imprisonment of For a second offense, a fine not less not more than 75 days. than $500.00 nor more than $1,000.00; to the performance of community service for A third violation within 5 years of the a period of thirty (30) days in the form previous convictions is punishable by a and on the terms as the court deems fine not to exceed $1000 and/or not more appropriate under circumstances than 180 days in jail. imprisonment of not less than forty- eight (48) hours, nor more than ninety (90) days which shall not be suspended or served on probation and the revocation revocation of the right to operate a vessel on the waters of this State for a period of two (2) years after the date of conviction. For a third offense, a fine of$1,000.00; to the imprisonment for a term of not A2.8 RegulationIFDEA NEW .TMSET NMW YORK revocation of the right to operate a A police or peace officer may arrest vessel on the waters of this State of without a warrant if a boater is operating two (2) years after the date of a vessel while impaired or intoxicated and conviction. causes an accident or collision. For a third offense, a fine of An officer may only administer a chemical $1,000.00; to the imprisonment for a test for the purpose of determining alcohol term of not less than one hundred eighty or drug content with a court order which (180) days, except that the court may can be obtained over the phone, radio or lower this term for each day not other electronic communication. exceeding ninety (90) days during which the person performs community service, in the form and terms as the court deems appropriate under the circumstances; and the revocation of the right to operate a vessel on the waters of this State for a period of ten (10) years after the date of conviction. A person who operates a powered vessel which is twelve feet or greater shall be deemed to have given his consent to taking samples of his breath for the purpose of making chemical tests to determine the content of alcohol in his blood, except that the taking of samples shall be made in accordance with the provisions of the act and at the request of any law enforcement officer who has reasonable grounds to believe that the person has been operating a vessel in violation of the provisions of the act. A2.9 Regulatio FEDERAL PMW JERSEY MMNE YORK OPERATING A A judge shall revoke the right of a VESSEL WHILE person to operate a power vessel or a INOXICATED vessel which is twelve (12) feet or greater in length, if after being arrested for a violation of operating under the influence the person refuses to submit to the chemical test when requested to do so. The revocation shall be for six (6) months unless the refusal was in connection with a second offense. The fine shall be for not less than $250.00 or more than $500.00. SAFE Every vessel must operate at a safe Same As Federal Same As Federal OPERATION speed at all times. Specific factors SPEED to be considered in determining 'safe The speed of all power vessel shall be Speed is limited to 5 mph when within 100 speed include but are not limited to: regulated at all times in order to avoid ft. of shore, dock, pier, raft, float or The state of visibility, traffic injury to any craft, whether in motion anchored boat. density including concentration of or anchored to any type of construction fishing activity or other vessels, either directly or by the effect of wash A skipper is responsible for damages caused vessels maneuverability, at night the or wake raised due to speed of such by his wake. presence of background lights such as vessels. The operator of any vessel is those from shore or from back scatter responsible for any damage caused from When encountering a marine regatta or of vessels own lights, the state of the wake of this vessel. parade transit of the area is to be made wind, sea and current and the with an escort boat. If no escort is proximity of navigational hazards. provided, the vessel may proceed at a safe no wake speed. A2.10 *euato F-T"mDuI MME mm YORK PERSOiAL In addition to all other requirements, No person shall operate a personal WATERCRAFT the following rules apply to the use of watercraft within 500 feet of any (JET SKI) personal watercraft on the waters of designated bathing area, except in bodies this State. of water where the opposing shoreline is less than 500 feet from such designated A person shall not operate a personal area and in accordance with any local law watercraft during the hours between or ordinance, but in no event at a speed in sunset and sunrise or during times of excess of 10 mph. (5 mph speed 100' from restricted visibility. shore for all vessels applies to this exception) A person shall not operate a personal watercraft in the Point Pleasant or Cape No operator shall operate a personal May canals. watercraft or specialty watercraft unless each person riding on or towed behind such A personal watercraft shall at all times vessel is wearing PFD. proceed at a safe speed so that it can take proper and effective action to Any person operating a personal watercraft avoid collision and be stopped within a with a lanyard type engine shut off shall distance appropriate to the prevailing attach it to self. circumstances and conditions. Every personal watercraft shall be operated A person shall not operate a personal in a reasonable and prudent manner watercraft in such a manner so as to including weaving through congested vessel become airborne or completely leave the traffic, jumping the wakes of another water while crossing the wake of another vessel unreasonably or unnecessarily close vessel within 100' of that vessel to it or when visibility is obstructed and creating the wake. swerving at the last moment shall constitute reckless operation of a vessel. A person shall not operate a personal watercraft within 50 feet of a bathing No livery shall lease, hire or rent a beach that has its boundaries marked by personal watercraft to any person under buoys or signs. sixteen. A2.11 RegulationFEDERAL NEW JERSEY mmu YORK PERSONAL A person shall not operate a personal No person shall operate a personal WATERCRAFT watercraft above idle speed within 50 watercraft at any time between the hours CONTINUED feet of shoreline or 50 feet from a from one-half hour after sunset to one-half person in the water. before sunrise A person shall not tow a waterskier or any device with a personal watercraft. Any person operating a personal watercraft and any passenger shall at all times wear a PFD when in operation. The operator of a vessel with a lanyard cutoff switch shall wear the safety switch lanyard at all times when the vessel is in operation. A2.12 | Regulation | FEDERAL MM JERSEY NW YORK WATERSKIING A waterskier while being towed is All operators of power vessels towing . Must operate at a maximum of 5 mph 100' considered on board the vessel and a ski or aquaplane riders must: from shore, dock, pier, raft, float or PFD is required for the purposes of anchored boat except for pick up and drop compliance with the PFD carriage a. Keep at least 100 feet from shore, off when they must head directly in or out. requirement. wharf pier, bridge structure, abutment, other vessels or persons in the water. Shall not operate during the period form sunset to one-half hour after sunrise. b. Have a competent observer on board . Must have an observer at least 10 years (wide angle mirror not accepted.) of age. c. Having tow line NOT EXCEEDING 75 FEET IN LENGTH, nor less than 50 feet. d. No tow skiers or aquaplanes after sunset and before sunrise. e. All skiers SHALL WEAR a United States Coast Guard approved type, I, II, III, or Type V Hybrid Person Floatation device. 2. The term, water skiing, shall be defined as anything with a rider being towed behind a powered vessel by means of a tow rope or line except another vessel. A2.13 Regulation IFEDERALL NEm JERSEY NEW YORK #ATZRCRAFT 1. The following rules shall govern the The law requires that engines on all boats NOISE emission of noise from vessels and be reasonably muffled while being operated CONTROL watercraft operating on waters of New anywhere in the state. Jersey: a. No vessel or watercraft capable of emitting noise totaling in excess of 86 DBA measured at a distance of 50 feet from the vessel, shall be operated upon the waters of this State. For vessels manufactured on or after January 1, 1979, and before January 1, 1982, the noise level shall not exceed 84 DBA measured at a distance of 50 feet from the vessel. For vessels with engines manufactured on or after January 1, 1982, the noise level shall not exceed 82 DBA measured at a distance of 50 feet from the vessel. b. Measurements shall be made by a sound level meter which satisfies ASI-S 1.4, type 2 or equivalent, and is certified by the Department of Environmental Protection, Office of Noise Control, with reference, as applicable to standards of the New Jersey Office of Weights and Measures of the National Bureau of Standards, or both. c. Measurements shall be made with the sound level meter at a distance of not less than 50 feet from the closest point of the boat's hull amidships. Any Marine Police Officer or other law enforcement officer certified by the Office of Noise control, with a reason suspect that a boat is exceeding the noise limitation, may require the vessel operator to tranverse a noise emission A2.14 ItRegulation, EEA NMW JESEY INMW YORK ______ WATECRAFT of the boat's hull amidships. Any NOISE Marine Police Officer of other law CONTROL. enforcement officer certified by the Office of Noise Control, with a reason to suspect that a boat is exceeding the noise limitation, may require the vessel operator to traverse a noise emission test course. e. Any person who fails to comply with the directive to traverse the test course shall be subject to prosecution or, at the discretion of the law enforcement officer, such vessel or engine shall be ordered to immediately return to its mooring and cease operation. f. The noise limitation provisions of this section shall not apply to vessels registered and actually participating in racing events, or tune-up periods for such racing events, when authorized by the Bureau. A2.15 ItRegulation FEDERAL INEW JERSEY INEW YORK_______ BOATING All boating accidents or accidents Whenever any vessel upon the waters of A vessel operator involved in an accident ACCIDENTS/ from the use of related equipment, the State of New Jersey is involved in should render all practical and necessary DUTIES TX (which meet the criteria below) must an accident, the operator of said craft assistance possible to the victims without CASE OF be reported by the operator or owner will render to all persons affected by seriously endangering his own vessel. ACCIDENT of the vessel to the proper marine law the accident such assistance as may be enforcement authority for the state in necessary to save lives, administer The operator of each vessel involved in an which the accident occurred. first aid, or minimize any danger caused accident must submit an accident report if: by the accident providing he can do so Immediate notification is required for without serious danger to himself, his 1. A person dies fatal accidents or disappearance. passengers, guests, crew or vessel. 2. A person disappears or is injured Accidents involving more than $200 when an accident results in death, 3 .Poetdagexcds$0 damage or complete loss of vessel must disappearance or injury of any person, In the case of personal injury or if the be reported within 10 days. or in property damage in excess of $100, owner of damaged property is not at the the operator or operators shall file scene, the accident is to be reported in 24 Rendering Assistance: The master or with the New Jersey State Police, Marine hours to the nearest police agency followed person in charge of a vessel is Law Enforcement Bureau, a full by written report within 7 days. If the obligated by law to provide assistance description of the accident, including accident'results in a death or that can be safely provided to any such other information as the Bureau may disappearance, the authorities must be individual at sea in danger of being require, on report forms provided by the notified by the quickest means possible, lost, and is subject to a fine and/or Hi State Police, Marine Bureau. followed by a written report within 48 imprisonment for failure to do so. hours. For other accidents, written reports All boating accidents occurring an the must be made within seven days. Report water of this State, to include up to 3 forms may be obtained from any marine miles off-shore, which result in death patrol or OPRHP and submitted to: Office of or disappearance must be reported Parks, Recreation and Historic without delay to the nearest New Jersey Preservation. State Police, Marine Bureau Station. Written reports in such cases, and in cases of injury, shall be made within forty eight hours on the report form provided by the Bureau. All other reportable boating accidents that result in property damage in excess of $100 shall be reported within A2.16 * re'ulat-iI NMM JERSEY NMW YORK ACCIDENT within five days on required forms. REPORTING CONTINUED The operators report will not be used in judicial proceedings. Subject to those restrictions they must be made available to the United States Coast Guard. EDUCATION a. No person 16 years of age or younger NY State law requires youngsters between shall operate a power vessel on the the ages of 10 and 16 must obtain a safety tidal or non tidal waters of this State certificate before they can operate a without having completed a boat safety mechanically propelled boat alone (8 hours course approved by the Superintendent of classroom instruction) State Police in the Department of Law and Public Safety. Boating safety courses are offered throughout the state. Safety courses cover b. A person 16 years of age or younger, boat handling rules and regulations, when operating a power vessel on tidal navigation maintenance and other aspects of or non-tidal waters of this State, shall boating. New York State Office of Parks have in possession a certificate Recreation and Historic Preservation certifying that person's successful (NYSOPRHP) boating course designed for home completion of a boat safety course study for adults. After completing the approved by the superintendent and course the individual may take an open book shall, when requested to do so, exhibit exam which is forwarded to NYSOPRHP for the certificate to a law enforcement or grading. When passed the boater will get a peace officer of this State. discount on his/her insurance. 1. Elbert S. Maloney, Chapman Pilotinc: Seamanship & Small Boat Handlina, (New York: 1989) pg. 93. - New Jersey State Police, Boatina Safety (new Jersey : 2/90) - New York Naviaation Law Section 49 - NYS Dept. of Parks, Recreation and Historic Preservation, The New York State Boaters Guide, (Albany:1/90). - Senate, State of New York, Committee on Tourism, Recreation and Sports Development Section 2 of the Navigation Law A mended, Subdivision 30 and 31. - Ibid, Section 1, Section 32-C. A2.17 APPENDIX 2.2 THE COMPACT OF 1834 S ~ ~ 4Wg o~~~ N~-Yo~~R2. ~FIFTY-SEVENTH SESSION. . sing kn: ~f~r he~jase~ ~. ths~c~, hallbe caI~~l od ..Agrebmeflt made and entered into by and b~etvtl$w n knowi by te ~ane~1o Brad6t~nhikp thO' ~j~yjamit) F. Butler, Peter Augustus 3ay and Henry Soyuwy of th sai Drbl~evhall.b& Iown y th famly saineCommissioners duly appointed onl the part and behalf Of the 01rnug . ~~~~~~~~~~~~~~state of New-York ,in liursuailce of an net of the legisla-. lure of the said state, entitled, " An aet concerning the _________ ~~~~~territorial limits and jurisdiction of the state of New-York and the state of New-Jorsey," passed January I18th, 1833, of the one part, and Theodore Frelinghuysen, James Par- CHAP. ~~~~~~~~ h]er and Lucius Q,. C. EMier, commissioners duly appoint- AN .'Tto oac-a' an act cttitt~ed, Ak~x act to creat e a ea on the part and behalf of the state of Nfew-Jersey, in * fud fr tebee'jl . f te -editors of. Certain manied pursuance of an act of the legisiature of the said state, corporations, 'dwifor G( ter puqwoses" pass-4 s~pil 2d, entitled, "1An #ct for (lie settlement of the territorial li- 1829 - mits and jurisdic-lion beatee the states of Ncw-Jersey rassed Fbruary , 1834.and New-York," passed Fe~bruary 61h, 1833, of the other part. Tke People of the Stage of .Nettr York, represenied in -R- AnRTIcta Fin sT. rThe boundary line between the two IQPJIIda ~zaf an S~se~~ly doenact asolot states of New-York and NeW-Jesyfomapon i h shallbe afowedto eah ofthe bnk ~middle of Nudson river opposite the point an thea west"""" ~~~ I. There ~~~~~~~~~~~shore thereof, in thle forty-first degree of nortim latitude, as misuioners of the state of New-York, the annual salary ofhetor actaedndardotemansasal twohosad. dola . tobeadqatry u ftebn i the middile of thes said river, of the bay or New-York, fund. -, . .. - - ~~~~~~~~~of the watcrt; between staten-Island and Nw-evr_.Tey, and 2. The txenty~sixcth section of ilia act entitled, "'An of Raritan bay, to the main sea, except as hereinafter act, to create a fund for the benefit of Ilia creditors of cci'- otherwise particularly mentioned. taim inonii corporations, and for other purposes2" pasSedl.ATCESo~. Tesaeo e-oksatrti wI~e~ April d 8,i eeyrpae.. its present jurisdiction of and over Bedlow's and Ellis' 1"-1't' islands, -and -shall also retain .cxclusive jurisdiction of and over tha othr~r islands lying in the vviters above mention- CHAP. s* d, and nowiurnder tim jurisdiction'of that state. *AlvTioem Tfn~nr. 'The state of Newr-York sliall ]have. AN ACT to confirm file: agreement entered intod by Ike Mknd enJOy exclusive Jurisdiction of and over all the waters ccmmwissioners, appointed by this stife4, avid comiamsswnxer& oftebyo e-orl, and of anti over all the waters 'apolfledby the state o Mt-c~y to settle the boaunda- .- of Hudson river lying west of Alanhattan island and to the line: betUJECn. .New- I ork and Xefl-je-scy. souilh of t'he mcludh of S'puytellduyvel careek,, and of and * Passed Febrary ~, 18~4.over the lands covered by thle said Waters to the low Wa- ter marl. on thc. westerly rir New-Jersey side thiereof; sub- The People of tile State of.Melp- or-Tr, rfpresent-rd i n ject to tiie following rights 6f property and of jurisdliction ,,,fcind Ns&mbldy d~o ciwtI a,. folkows of tile state of Ncw,--crscy, that is to say- The agreement entered into between the commissioners1.iesttofe-JreshlhaeheelsveRwJuy :liviled by th~~~~~~~ ~ ~ ~ ~~~~isgtt, n he omsinr p o n e Yt of property ill anti to the land unlder wafer lying west'l"' app~~~~~~~~~~~~~~~oine bytiitt, nlhioanisoesapor~do h middle of tile bav of _Xew-~york and wvest of the""s by die estate of New-. rsev, to settle the boundary line mideo ht ato h Hudson river which lies between 1)etween New-Yorli anti New-Jersey, in thle words fol- Mnatniln n e-esy lowing, VIZ:.C) Aceemtt)a ~ btCl oomillissioners on tme par ""le State Of NeW-JerseV shall have thle eCujor'u;. A r )en..dcbtvver ptrt jurisdiction of and over. tme, whiarves, docks and improve-'Wci" - fine state of New-Yor'l, avid th Olnisier on the Illenlts ramle, and to [lie moads, on like shore of the said. part. of tile slawe of New-Jersey, relative to thve bounda- Oat and of avid over all vessels aground on' said shore, ry' line between file, two states. or fastened to any silch %-arfordock; except that'thic said vess Is nhall be ,ueott hcqtrltmeo healths laws, soiottoth ijratn2o 10 L~~~~~AW8 OP N*~m-ORK. F'lPTY~SIEVENTH SESSION.1. arid lat in relation to passengers, ol* the statte of, New- socivil process issued tinder the vAuthlority Or tile plate-of Ydrk, vi' NM& now exist or -which wmay hereafter be jassed' New-Jersey againist any perton dlomiiciled in that s.Wi or. NI~.,. '.Tfi'&e sate'af'New-Jers6 -, shall have the exclur'ive agaittst prpry acn Out Of tha tt yto &d the 14,3VI right of regulating the'flsheries on tile Westerly side of the taro;may be served upon airy of the said waters with. middle of the said -waters, providod that the navigation 6e in the evclusive jurisdiction of the state of 'New-Yor~k,utn- riot -Abstrueted or hindered. less such person or property shall be on board a vessel AVMTCM.~Fowsvrii.~ Thle state of New-York shall have agroundu~pon, or ratnito tesoeo~h saeo Von, mull. exclusive jurisdiction of and over the. waters of the Kill 'New-York, or fastened to a Wharf adjoiing thereto; Or Vali Kull, between Statern-iland avid Vew-Jersey, to the unless such person shall be undcr arrest, or asuch property westernmost enid of Shooter's Islarnd, in respect to such shall- be tin der seizure, by virtue of process or authority quarantine laws and laws relating to passengers as glow or the state of New-Tork. exist,'or mnay hereafter be. passed tinder the authority of Awng;Lvr Suv Y.'sro. Criminal process i:81ed tinder the x;*-v..t that state, and for excuting the same; and the said statc authority of the" state of 3%.ew-Y&rl, against any person shall also have exclusive, jurisdiction, for the like purposes, accused of an offence crommitted wvithin. that state; or of and over the waters of thky Sound, from tile western- - committed on board of any vesstl being under the ex- inost end of 'Shooter's inland io 'Woodbridge creel, as to clusive jurisdiction of that state as aforesaid; or corn- aork vetlhu d to any port iii the sitid state of New.- Initted against the regulations made or to be made b~y y~" Anork.rn h tt, fNwJreysalhv that state, it, relation, to time fisheries nientioned in the Aniimr FiriMTh sate ofNwJra s alhvIiftli article; and also civil process issued under the au- ndeploy exclusive jurisdiction fadoe altewtr thority of tile state of Nlew-York, against any person of the Sound between 9tateng-island and New-Jersey_, lying domiciled in that state, or against property takevi out of south'of Woodbridge creeli, avid of and over all ilhe %va- that state to evade tile -laws Ihereof; may be served upon ters of 'Raritan bay lyivi~ wertward of a line drau'll from any of tile said waters within tile exclusive jurisdittion of the light-house at -'rince: bay to the mouth of Mattavan the state of New-Jersey, unless such person or property Greek, subject to the folloi-ing right% of property and of shall bhe on board a vessel aground upon, or fastened to the Jurisdiction of tile state of New-York. shore of the state of New-Jersey. or fastened to at wharf .1. -The stale of New-York vihall have the exclusive -adjoining theroto; or unless seah person shall be under ftr- right of property in and to the land tinder water, i y ma0 be- I rest, or such property shall be under seizure, by, virtue of tween the minddle of thle said waters anid Staten-l-lang. process or authority of the state of New-Jersey.. Dca. 2. The state of Now-York shall have tile exclusive ju- AuRTICEr EscIGH11. This agreement shall become'bind- Ap..m. bhI-barisdiefion of and over the wharves, dooks and improve. jog on the two 6ttoswisWean confirmed by thm Legislatures"ILalT mento made and to be mnade, on the shore of Staten-Ilalna; thereof respectively, aildtwhen approved by the Conlgreas and of and over ,all vessels agu'ound on said shore, ov, fas- of the, United States. levied to any such wharf or dock, except that thle said vc-- Done in four parts (two of which are retained by the ihpalsor1. sel shall be stilijcct. to the quarantine or health laws, and commnissioncrs of New-York, to be delivered ID the go. lacws in relation to passengers of the state of New-Jerscy vervior. of that state, and the other two of wnhich are re- which vo0w exist, or which may hereafter be passel. tained by the commissieviers of Niew-Jeruey, to be delive- Th144 3. 'rho stato of Now-YOEl Wlaikl halve thet oxciluiv13 roil to the governor, of triat strate,) at tits city of New. right of regulating the fisheries bietween ftle shore of SSW- Yorl., this sixteenth day or September, in the yeaar of our ten-Island and thle middle of the said -waters, provided Lordl one thousand eight hundred amnd thirty-threc, and of that the gnavigation of tile said waters'bo not obstructed the independence of thle United States, the, fifty-eighth. or hindered. (Signed,) l,.m-Jefeej AnnicLr, Suviri. (Criminal process issued unaler the au- P.,' Bv-rl.PR TIMo. FtLUIUSH tdpLaI ~thoriy ofthe sate f NewJeasy, aginstnmi erso ac-Pr~rnu AeolusTv, JA Y JAMER PARIFFM, cuised of an1 otwnce Committed Within that state; or cogn D--It l BcFV MOFRa, Lucius Q. C. Ewieazi." initted onl board of any vessel- 1ieint# under the exclusive is hereby ratified and confirmed on thle part of the state of jurisdiction. of that state as aforesaid;, or coumnitted against New-YOrk. the regulations made or to L,- trade by that state, in s-ala- tiol) tothie fi~mvrics ritentican'~4 in thep thirdl article; alid al- APPENDIX 3.1 MARITIME VESSEL TYPE AND SIZE 0 .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ VESSEL SIZES PORT AND INDUSTRIAL ACTIVITIES Length Beam Draft Hull Propulsion Constraints IIDesign TUGS 50'-200' 25'-40' 6'-20' Vee Hull Oil Need about 1.5 knots to or Deep diesel maintain steerage, Vee engine although 3.5 knots is needed if going against current Needs 3.5 - 4 knots if towing barge 4.5 - 5 knots is best speed for fuel efficiency BARGES 100'- 400' 30'-100' 6'-30' Either No Not maneouverable slow square propuls response and under tow bottom or ion "model" has Vee FREIGHT DRY 450'+ 76'+ <30' Vee Oil CARGO diesel TANKERS 630'+ 90'+ 30' Bow Vee, Oil Hull Flat diesel CONTAINER- SHIPS A3.1 CONVERSIONS 450'-650' 75'-90' Up to 30' Vee or Steam 4 knots if alone. Use Deep Vee diesel tugs to slow down and or oil maintain steerage at diesel slow speed. CELLULAR 860'+ 90'+ 33' ,, ,, PANAMAX 965 + 105' + 38'-41' , POST 900'-1000' 135'+ 38'-42' ,, ,, PANAMAX A3.2 g APPENDIX 5.1 TABLE 1: COMMERCIAL CRUISE SHIPS i APPENDIX 5.1 TABLE 1 COMMERCIAL CRUISE SHIPS NAME PASSENGER VESSEL NAME(S) #OF PASSENGERS SIZE DESTINATION BOARDING LOCATIONS BERMUDA NY PIERS BERMUDA STAR 600 FT. BERMUDA STAR 88, 90, BERMUDA QUEEN 23,395 LINES 92 HUDSON TONS RIVER 23,500 48TH & TONS 52ND ST. CHANDRIS " " SS AMERIDANIS BERMUDA, FANTASY SS GALILEO CRUISE TO CRUISES NOWHERE CUNARD " " QUEEN 887 FT. TRANSATLANTIC, LINE ELIZABETH II 736 CARIBBEAN, VISTAFJORD 589 NEW ENGLAND SAGAFJORD PANAMA, CANADA CUNARD PRINCESS PRINCESS " " SKY PRINCESS 1,212 789 FT. CANADA, CRUISES 46,314 NEW ENGLAND, TONS BERMUDA ROYAL " " NORDIC PRINCE 1,10 BERMUDA CARIBBEAN ROYAL " " ROYAL VIKING 756 674 FT. BERMUDA, VIKING STAR 740 28,000 CANADA, LINE ROYAL VIKING TONS NEW ENGLAND, SUN MEXICO A5.1 APPENDIX 5.1 TABLE 2: EXCURSION, SIGHTSEEING AND SIMILAR VESSELS APPENDIX 5.1 TABLE 2 EXCURSION, SIGHTSEEING AND SIMILAR VESSELS OPERATION NAME PASSENGER ACTIVITY NUMBER OF NUMBER OF ROUTE/ BOARDING VESSELS/ PASSANGERS DESTINATION LOCATION NAMES C= COAST GRUARD CERTIFIED AMBER JACK PIER 11, WATER P/R 1 200 LHR, LER, YACHT CHARTERS CLUB WEST 21ST D S/E, UB EN AMBER JACK C AMERICAN BOAT LIBERTY HARBOR P/R 1 LER, LHR, CHARTER & MARINA, WATER S/E BUILDERS INC. CLUB & NORTH COVE MARINA C (BATTERY PK. CITY) AQUA FUN PIER 11, SS 1 LER, LHR, SKYPORT MARINA P/R S/E, UB C BRING SAILING SOUTHEAST E 1 UB, LB, BACK, INC. CORNER BATTERY P LIS, SR, PARK GANGWAY ML S/E #1, MANH SS (DEPENDS ON WIND & P/C CURRENTS) ACTIVITY CODES: E=EXCURSION, EN=ENTERTAINMENT, SS=SIGHTSEEING, P/R=PARTIES & RECEPTIONS D=DINING, F=FISHING, ML=MOON LIGHT CRUISES, SD=SCUBA DIVING, P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST RIVER, LER=LOWER EAST R., HR=HUDSON R., LHR=LOWER HUDSON R., HAR=HARLEM R., UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.2 0_ APPENDIX 5.1 TABLE 2 EXCURSION, SIGHTSEEING AND SIMILAR VESSELS CALIBER YACHTS NY/PIER 11 & P 1 149 S/E, HR, 84 E, & W 23, SS LER WORLDS FAIR ML CLOUD NINE MARINA: P NJ/PORT IMPERIAL, C LINCOLN HARBOR, PORT LIBERTE, NEWPORT CIRCLE LINE BATTERY SS 4 UB, S/E STATUE OF PARK/SOUTH EN MISS LIBERTY ELLIS FERRY, MANH & ML CIRCLE C-1035 ISLAND/FERRY LIBERTY STATE LINE, C-827 PARK, NEW MISS C-450 JERSEY P LIBERTY, C-500 MISS FREEDOM, MISS GATEWAY CIRCLE LINE PIER 83 WEST SS 8 AROUND SIGHTSEEING 42ND & HUDSON ISLAND OF YACHTS RIVER P/C MANHATTAN ACTIVITY CODES: E=EXCURSION, EN=ENTERTAINMENT, SS=SIGHTSEEING, P/R=PARTIES & RECEPTIONS D=DINING, F=FISHING, ML=MOON LIGHT CRUISES, SD=SCUBA DIVING, P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST RIVER, LER=LOWER EAST R., HR=HUDSON R., LHR=LOWER HUDSON R., HAR=HARLEM R., UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.3 APPENDIX 5.1 TABLE 2 EXCURSION, SIGHTSEEING AND SIMILAR VESSELS CARLETON EAST 23RD ST. P/R 2 S/L, UB, CRUISES (SKYPORT), SS ENTREPRENE C-149 LER, LHR WATER CLUB, ML UR C-49 PIER 11, D RACONTEUR C ELEGANTE' PIER 11, WATER P/R, ELEGANTE' 60 S/E, UB, CLUB EAST 23 LER, LHR C ENTICER CORP. PIER 62 D 1 S/E, LHR, 12 & 23rd P/R ENTICER C-60 LER C GALA YACHT PIER 11, WEST D 1 UB, LER, PARTIES 21, E. 23 EN JUBILEE C-149 HR, S/E WATERCLUB, C 84TH HARBOR PIER 11 MANH, P/R COMMUTER LIBERTY STATE D SERVICE PARK, NJ, EN INC./DIRECT CONNER'S C LINE HOTEL, ATLANTIC HIGHLANDS ACTIVITY CODES: E=EXCURSION, EN=ENTERTAINMENT, SS=SIGHTSEEING, P/R=PARTIES & RECEPTIONS D=DINING, F=FISHING, ML=MOON LIGHT CRUISES, SD=SCUBA DIVING, P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST RIVER, LER=LOWER EAST R., HR=HUDSON R., LHR=LOWER HUDSON R., HAR=HARLEM R., UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.4 APPENDIX 5.1 TABLE 2 EXCURSION, SIGHTSEEING AND SIMILAR VESSELS KLONDIKE YACHT WEST 21ST ST. P/R 2 LER, LHR, CHARTERS PIER 11, EAST D KLONDIKE UB, LB, 34TH ST. EN PRINCESS, C-149 S/E, S/R, F KLONDIKE LIS EIGHT C (FISHING) LADY FRANCIS PIER 11, WATER D 1 30 LER, LHR, CLUB P/R LADY UB, S/E EAST 34TH C FRANCIS LADY WINDRIDGE PIER 11, WATER D 1 C-500 LER, LHR, CLUB EN LADY UB, S/E EAST 34TH P/R WINDRIDRID C GE LEISURE YACHT PIER 11, WATER P/R 3 LHR, LER, CHARTERS INC. CLUB WEST 21, SS CELEBRITY, C-149 S/E, UB EAST 23 C-200 C DIPLOMAT, C-30 EVIVA MARINER III PIER 11, WATER P/R 1 LER, LHR, CLUB, EAST SS, D MARINER C-100 S/E, 34TH KL, EN III UB C ACTIVITY CODES: E=EXCURSION, EN=ENTERTAINMENT, SS=SIGHTSEEING, P/R=PARTIES & RECEPTIONS D=DINING, F=FISHING, ML=MOON LIGHT CRUISES, SD=SCUBA DIVING, P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST RIVER, LER=LOWER EAST R., HR=HUDSON R., LHR=LOWER HUDSON R., HAR=HARLEM R., UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.5 APPENDIX 5.1 TABLE 2 EXCURSION, SIGHTSEEING AND SIMILAR VESSELS METROPOLITAN PIER 11, WATER PR 1 HR, LER, YACHT CLUB, D, EN MYSTIQUE C-350 S/E, UB CHARTERS/ EAST 34TH, S, E CRUISE LINES EAST 23RD C MOONRAKER FUN CITY ISLAND, ML 1 LIS, HR, LINES LTD. 79TH BOAT, P/R ER, UB, LB, 23RD E. SS S/E C MUSICRUISE PIER 81 W. 41 EN 1 LER, LHR, & HUDSON D UB, S/E C NEW YORK WEST 23RD ST. EN, D, 1 NEW YORK C-40 LER, LHR, HEALTH SS, HEALTH AND UB, S/E RACQUET CLUB ML, RAQUET C NEW YORK YACHT NEW YORK CHARTERS PORT IMPERIAL PORT IMPERIAL P/R 4 S/E, UB, TERMINAL, D LER, LHR WOHANTON E SS PIER 78 & SLIP ML 5 MANH. C ACTIVITY CODES: E=EXCURSION, EN=ENTERTAINMENT, SS=SIGHTSEEING, P/R=PARTIES & RECEPTIONS D=DINING, F=FISHING, ML=MOON LIGHT CRUISES, SD=SCUBA DIVING, P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST RIVER, LER=LOWER EAST R., HR=HUDSON R., LHR=LOWER HUDSON R., HAR=HARLEM R., UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.6 APPENDIX 5.1 TABLE 2 EXCURSION, SIGHTSEEING AND SIMILAR VESSELS PRECIOUS PIER 11, WATER P/R PRECIOUS 40 LER, LHR, MOMENTS CLUB D MOMENTS US, S/E EAST 34TH EN C RELIABLE WORLD'S FAIR F 1 LIS MARINA PIER #1 S FLUSHING, NY ML C SALISA PIER 11, WEST P/R 1 60 LER, LHR, M.CHARTER INC. 21, EAST 34TH SS SALISA M UB, S/E C SEAPORT LINE PIER 16 SOUTH D 2 LER, LHR, STREET SEAPORT EN S/E, UB SS P/C SPIRIT OF NEW PIER 9 SOUTH D 2 LER, LHR, YORK CRUISES & STREET SEAPORT E SPIRIT OF S/E, UB SPIRIT OF NEW PIER 11 P/R NEW YORK, C-600 JERSEY ML SPIRIT OF SS NEW JERSEY C-350 P\C THOMAS PIER 11, EAST P/R THOMAS LER, LHR, JEFFERSON 34TH D, SS, JEFFERSON C-149 S/E, UB YACHT CHARTERS C ACTIVITY CODES: E=EXCURSION, EN=ENTERTAINMENT, SS=SIGHTSEEING, P/R=PARTIES & RECEPTIONS D=DINING, F=FISHING, ML=MOON LIGHT CRUISES, SD=SCUBA DIVING, P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST RIVER, LER=LOWER EAST R., HR=HUDSON R., LHR=LOWER HUDSON R., HAR=HARLEM R., UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.7 APPENDIX 5.1 TABLE 2 EXCURSION, SIGHTSEEING AND SIMILAR VESSELS VIP YACHT PIER 11, PIER P/R 2 C-275 LER, LHR, 84 WATERCLUB, D, ROMANCE UB, S/E SHEEPSHEAD BAY SS TAMPA VI C-149 C WORLD YACHT PIER 62 W. 23 D, EN, 5 C-UP TO HR, ER, CRUISES & HUDSON RIVER P/R,SS 1500 S/E, UB ML P/C YSI - YACHT CONSOLIDATED 7 S/E, UB, SVCES YACHT MARINA SS LER/LHR INTERNATIONAL CITY ISLAND, P/R BRONX ML C DOVE YACHT PIER 62, SKY SS 2 S/E, LUR, CHARTERS PORT WATERCLUB P/R, ML JABIRU C-30 LER D, EN JACANA C-119 C ACTIVITY CODES: E=EXCURSION, EN=ENTERTAINMENT, SS=SIGHTSEEING, P/R=PARTIES & RECEPTIONS D=DINING, F=FISHING, ML=MOON LIGHT CRUISES, SD=SCUBA DIVING, P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST RIVER, LER=LOWER EAST R., HR=HUDSON R., LHR=LOWER HUDSON R., HAR=HARLEM R., UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.8 _~~~~ APPENDIX 5.1 TABLE 3: COMMERCIAL SPORT FISHING APPENDIX 5.1 TABLE 3 COMMERCIAL SPORT FISHING OPERATION NAME PASSENGER BOARDING ACTIVITY NUMBER OF ROUTE/ LOCATION VESSELS & DESTINATION NAMES APACHE FISHING & F 1 CHARTER BOAT S ATLANTIC STAR ATLANTIC HIGHLANDS F 1 S/R, NJC MUNICIPAL HARBOR, NJ S ATLANTIC STAR P BETTY W. IV 3030 EMMONS AVENUE, 1 LB, S/R, NJC SHEEPSHEAD BAY, F BKLYN BETTY W. IV P BIG HOLIDAY EMMONS AVENUE F 1 LB, S/R, NJC SHEEPSHEAD BAY, BIG HOLIDAY BKLYN BOB JAC ATLANTIC HIGHLANDS F 1 S/R, NJC MUNICIPAL HARBOR, NJ BOB JAC C ACTIVITY CODES: F=FISHING, S=SIGHTSEEING, ML=MOON LIGHT CRUISE, SD=SCUBA DIVING P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST R. LER=LOWER EAST RIVER, HR=HUDSON R. LHR=LOWER HUDSON R., HAR=HARLEM R. UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, LIS=LONG ISLAND SOUND S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.9 APPENDIX 5.1 TABLE 3 COMMERCIAL SPORT FISHING CRACK-A-DAWN LEONARDO - STATE S 1 S/R, NJC MARINA F CRACK-A-DAWN FISHERMAN ATLANTIC HIGHLANDS - F 1 S/R, NJC YACHT HARBOR P FLAMINGO III KNAPP STREET/BELT F 1 LB, S/R, NJC WIEGAND MARINE PARKWAY, BKLYN ML CORP. P/C FLEET ELISA K SHEEPSHEAD BAY, F 1 LB, S/R, NJC BLKYN ML P FREDDY-C LEONARDO - STATE F 1 S/R, NJC MARINA S P/C FRIENDSHIP III EMMONS AVENUE, F 1 L/B, S/R, NJC SHEEPSHEAD BAY, F BLKYN ACTIVITY CODES: F=FISHING, S=SIGHTSEEING, ML=MOON LIGHT CRUISE, SD=SCUBA DIVING P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST R. LER=LOWER EAST RIVER, HR=HUDSON R. LHR=LOWER HUDSON R., HAR=HARLEM R. UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, LIS=LONG ISLAND SOUND S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.10 APPENDIX 5.1 TABLE 3 COMMERCIAL SPORT FISHING HELEN H. EMMONS AVENUE, F 1 L/B, S/R, NJC SHEEPSHEAD BAY, F BKLYN HI HOOK II PORT MONMOUTH F 1 S/R, NJC GATEWAY: MARINA S ML C JANET-C HIGHLANDS-HIGHLAND F 1 S/R, NJC MARINA C JON PAUL JERSEY CITY LIBERTY F 1 LB, S/R, NJC HARBOR S C KATIE'S MATE LEONARDO-STATE F 1 S/R, NJC MARINA S C KELLY-ANN JERSEY CITY S 1 S/R, LB, NJC ROOSEVELT MARINA SD F C ACTIVITY CODES: F=FISHING, S=SIGHTSEEING, ML=MOON LIGHT CRUISE, SD=SCUBA DIVING P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST R. LER=LOWER EAST RIVER, HR=HUDSON R. LHR=LOWER HUDSON R., HAR=HARLEM R. UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, LIS=LONG ISLAND SOUND S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.11 APPENDIX 5.1 TABLE 3 COMMERCIAL SPORT FISHING MARGE-E ATLANTIC HIGHLANDS F 1 S/R, NJC MUNICIPAL HARBOR, NJ S C NORTH STAR 551 CITY ISLAND F 1 LIS AVENUE CITY ISLAND, S BRONX ML C/P NORTH STAR TWO CITY ISLAND F 1 LIS FISHING AND ML CHARTER BOAT P/C OASIS ATLANTIC HIGHLANDS F 1 S/R, NJC MUNICIPAL HARBOR, NJ S P/C PALACE II HOBOKEN, NJ PIER 16 F 1 LIS, LB, S/R, NJC P ACTIVITY CODES: F=FISHING, S=SIGHTSEEING, ML=MOON LIGHT CRUISE, SD=SCUBA DIVING P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST R. LER=LOWER EAST RIVER, HR=HUDSON R. LHR=LOWER HUDSON R., HAR=HARLEM R. UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, LIS=LONG ISLAND SOUND S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.12 APPENDIX 5.1 TABLE 3 COMMERCIAL SPORT FISHING PHANTOM II LEONARDO - STATE F 1 S/R, NJC MARINA S C RIPTIDE II JORGENSEN PIER, CITY F 1 LIS ISLAND, BRONX S ML P/C SEA FOX ATLANTIC HIGHLANDS F 1 S/R, NJC MUNICIPAL HARBOR, NJ P SEA TIGER ATLANTIC HIGHLANDS F 1 S/R, NJC MUNICIPAL HARBOR, NJ S P/C SHARI LYNN ATLANTIC HIGHLANDS: F 1 S/R, NJC MUNICIPAL HARBOR S C ACTIVITY CODES: F=FISHING, S=SIGHTSEEING, ML=MOON LIGHT CRUISE, SD=SCUBA DIVING P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST R. LER=LOWER EAST RIVER, HR=HUDSON R. LHR=LOWER HUDSON R., HAR=HARLEM R. UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, LIS=LONG ISLAND SOUND S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.13 APPENDIX 5.1 TABLE 3 COMMERCIAL SPORT FISHING WHITE CHIN II EMMONS AVENUE F 1 LB, NJC, S/R SHEEPSHEAD BAY, BKLYN WHITE WATER II EMMONS AVENUE F 1 LB, NJC, S/R SHEEPSHEAD BAY, BKLYN ZEPHYR V PIER 1 SHEEPSHEAD F 1 LB, S/R, NJC BAY, BLKYN ACTIVITY CODES: F=FISHING, S=SIGHTSEEING, ML=MOON LIGHT CRUISE, SD=SCUBA DIVING P=PARTY/OPEN BOAT, C=CHARTER, P/C=PARTY/OPEN BOAT & CHARTER ROUTE CODES: ER=EAST R. LER=LOWER EAST RIVER, HR=HUDSON R. LHR=LOWER HUDSON R., HAR=HARLEM R. UB=UPPER BAY, LB=LOWER BAY, S/E=STATUE OF LIBERTY/ELLIS ISLAND, LIS=LONG ISLAND SOUND S/R=SANDY HOOK/RARITAN BAY, NJC=NEW JERSEY COAST A5.14 W APPENDIX 5.2 COMMERCIAL VESSEL SIZE O APPENDIX 5.2 BOAT TYPES AND ATTRIBUTES OF COMMERCIAL VESSELS BOAT TYPE SIZE HULL DESIGN DRAFT PROPULSION USE ATTRIBUTES CONSTRAINTS OCEAN 600 - DEEP VEE DEEP PROPELLER OCEAN CARIES A LARGE NUMBER OF GOING 887 DRAFT DRIVEN CRUISING PASSENGERS; PROVIDES VESSEL FEET UP TO SLEEPING, EATING AND 30 ENTERTAINMENT FACILITIES; FEET DIFFICULT TO MANEUVER; MUST BE GUIDED INTO BERTHS BY TUGS TOUR BOAT 100 - DI:S- 6 - 13 PROPELLER EXCURSIONS PROVIDES LIGHT FOOD AND 140 PLACEMENT FEET DRIVEN WITHIN BEVERAGE ON BOARD FEET HULL HARBOR LUXURY 65 FT. DIS- 5 - 8 PROPELLER EXCURSION PROVIDES FOOD AND YACHT TO 190 PLACEMENT FT. DRIVEN WITHIN BEVERAGE ON BOARD, HIGHLY CHARTER FT. HULL HARBOR AND MANEUVERABLE 49 - LONG 350 ISLAND PASSENG SOUND ER FISHING 60 - VEE/DIS- 6 - 10 PROPELLER PARTY PROVIDES FISHING BOAT 100 FT. PLACEMENT FT. DRIVEN FISHING IN EQUIPMENT ON BOARD, OFTEN CRUISER OPEN HULL LONG FOOD AND BEVERAGE ON AND SUPER ISLAND BOARD, AND EASY TO CRUISER 25 - 50 SOUND/NEW MANEUVER, CAPABLE OF FT. JERSEY TRAVELING AT HIGH SPEEDS CHARTER COAST SAILING CHARTER A5.1 5 0 APPENDIX 6.1 RECREATIONAL BOATING REGISTRATION AND DISTRIBUTION 0 APPENDIX 6.1 RECREATIONAL BOAT REGISTRATIONS AND DISTRIBUTIONS New Jersey New York City 1980 120,287 18,328 1981 129,886 12,328 1982 130,922 12,965 1983 138,367 18,452 1984 140,884 18,163 .1985 141,196 11,958 1986 141,655 19,161 1987 150,121 20,538 1988 173,208 22,652 Information for New Jersey is available only on a statewide basis and not by county or municipality. Neither set of registration statistics includes canoes, kayaks, rowing shells or skulls. Non- motorized sailboats are not included in the New York's statistics; New Jersey's include only those sailboats over 12 feet in length. Distribution of motorized boats in New York City by vessel length:1 Under 16 feet 26% 16 feet to 25 feet 56% 26 feet to 39 feet 15% 40 feet to 65 feet 1.2% 65'+ 0.2% Unknown 0.4% A6.1 The statewide distribution of boats by size for 1986 in New Jersey 2 is as follows: Under 16 feet 41% 16 feet to under 26 feet 51% 26 feet to under 40 feet 7.2% 40 to 65 feet 0.4% Statewide, New Jersey has a larger percentage of smaller boats (under 16 feet), but it is likely that the size distribution within the study area on the New Jersey side of the Harbor is similar to the distribution found in New York City. The higher percentage of boats under 16 feet in New Jersey is probably attributable to boats used on streams and lakes away from the Harbor, where smaller craft are found in higher frequency. 1. Compiled by the Bureau of Marine and recreational Vehicles,New York State Parks, Recreation and Historic Preservation, 1989 Boatina Accident Statistics, (Albany, NY: 1989), p.5,6. 2. National Marine Manufacturers "Boating Statistics" ( 1986) A6.2 0 APPENDIX 6.2 HULL AND ENGINE DESIGN 0 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ APPENDIX 6.2 HULL AND ENGINE TYPES This section covers pertinent features of different types of hulls and engines used in recreational boats. The accompanying chart describes features of the different types of boats used in the harbor. HULLS Displacement These displace water of equal volume to the weight Hull of the boat and cause the hull to move through the water. As the propulsion system moves the hull forward, the drag of water and wave resistance moves against the forward motion.1 A displacement hull requires very little power to move through the water. They ride smoothly across the water but cannot go very fast. 2 Large trawler yachts, fishing0 and large sailboats usually have them. Planing Hull When speed is obtained, this hull is lifted out of the water and skims over the top of water decreasing the amount of water drag and wave resistance.3 They require considerably more power than displacement hulls to achieve planing so they are usually found in smaller boats.4 Flat Bottom Flat bottom displacement hulls are usually under 18' Displacement and used for fishing or utility purposes. They are frequently heavy and slow and used in streams or protected waters. If they obtain high speeds to achieve planing, they tend to pound on the water excessively making an uncomfortable ride.5 A6.3 Flat Bottom These are the same size as above, but due to lighter Planning weight, can move up into planing with adequate power allowing them to obtain higher speeds than flat bottom displacement. Round Bottom These hulls, usually under 18' dinghies, tenders, car top boats and sometimes runabouts, often maneuver better than flat bottom hulls at slow speeds. Usually they are displacement hulls but if light enough will plane. They have a tendency to roll if they are not stabilized by a keel or other type of stabilizer. They are frequently found in sailboats, canoes and trawlers.6 Vee-Bottom The vee-bottom is frequently seen in runabouts, utility boats and cruisers. Speed will increase as the vee is deepened and provide a smoother ride than the flat bottom boat. Commonly a deep vee is seen towards the bow and flattens further aft. Flattened longitudinal planking ~assists lift for planing and lateral stability. Deep vee will provide a smoother ride at high speeds in rough water .7 Cathedral Usually found in motor boats these have two or three hull shapes in the same hull which increases their lateral stability. catamnaran/ M~otorboats or sailboats may use two or three Trimaran pontoon hulls of any of the above type hulls attached to each other. These have greater stability because of their increased width (beam).8 A6.4 Hydroplanes usually f lat, these are divided in two levels at mid-hull reducing the amount of hull in the water, thereby increasing the speed of the boat generally used for racing. ENGINE TYPES The engine type effects maneuverability and in planing hulls, the speed. There are four basic types: Outboard An outboard engine is a detachable gasoline engine Engine that contains a drive shaft and propeller. Though highly maneuverable, when reversed too quickly, the engine of some boats may tilt up if the operator has failed to lock it down. in low water, the engine might not be locked down enabling angling for operating. Frequently, newer engines over 100S HP have a 'power-trim' mechanism which lifts the engine automatically to a proper angle to operate. The fuel tank and operating controls are usually separate. On small boats, the steering mechanism is over the transom and steered by hand, whereas on larger boats it is often cabled and steered by using a directional mechanism such as a steering wheel. inboard This engine is mounted inside the hull; power is Engine transmitted to the propeller via a drive shaf t which exits the hull beneath the water line. This design allows for the greatest power and reliability, but limits maneuverability, unless the vessel is twin engine. Although this design was standard through the 1950s, it is now reserved for larger and A6.5 heavier boats. Inboard powered boats can be steered the same way an outboard motor boat is, outside the transom. Alternatively, a steering mechanism can be under the boat and a directional mechanism be used to steer the boat. They can be either be gasoline or diesel powered. Stern-Drive These engines are often called inboard-outboard, out Engines drives or I-Os. They can be either gasoline or diesel powered. The engine is mounted inside the hull and bolted to the transom with a drive unit that closely resembles the lower section of an outboard motor. They generally allow for greater power because they are located inside the hull 'allowing for a larger engine. They are almost as maneuverable as outboards. Newer boats over 100 HP usually have a 'power trim', a tilt mechanism to properly angle the engine. Jet Drive The major feature of this type of engine is its Drive instantaneous response to accelerating, stopping and turning, made possible by a pump that draws water into the boat and ejects it out the stern.9 The direction of the jet determines the direction, of the vessel. They are highly maneuverable. Usually boats with this type of engine have a planing hull shaped in a deep vee. 1. Elbert S. Maloney, Chanman Pilotincr: Seamanship and Small Boat Handlina, (New York: 1985) pg. 18. 2. New York State Office of Parks, Recreation and Historic Preservation, New York Boatina Basics, is ~~~~~(Albany, NY), pg. 7. A6.6 3. Maloney, pg. 18. 4. New York Boatina Basics, pg. 7 5. Ibid 6. Ibid 7. New York Basics and Maloney, pg. 18. 8. New York Boatina Basics, pg. 7. 9. Maloney, p.123. A6.7 Appendix 6.2: Recreational Boats1 BMAT TYPE SIZE " LItL DESIGI DRAFT PROP I USE/SURFACE AREA IEEDED| ATTRIBES/UnINSRAINTS OTORIOT: . Minimum standard surface area of water required for power boat activity: � 6 - 8 acres/vessel can go as high as 20 acres/ vessel �Fishing from boat: 3 - 10 acres/vessel � Jet Ski - 2 acres/vessel W� aterskiing: 20 acres/vessel Utility Boats Usually . Usually flat or . Shallow Outboard engine . Variety of uses including fishing and . Can be put on Car top under 16' round bottom hull transporting to and from other . Best suited to calm waters close to shore due to recreational vessels . limited stability Mobtorized dinghies and prams can be classified here Inflatables Approx. 8- . Neoprene coated . Shallow M. ay be constructed . High maneuverability 10' fabric to protect with or without . Very buoyant and quite stable, the hard hull from heat and salt engine increases stability further. water. Hulls are . Outboard engine . Travels low and close to the water rigid and semi used if there is an . Light weight and can be put on top of a car rigid engine .With hard hull there is a decrease in pounding and a Usually flat, smoother ride some are V-bottomed Personal .Generally . Vee-Bottom . 6" minimum . Jet engine: . Recreation Highly maneuverable Watercraft less than usually 2' capable of speeds in . Water skiing . Stability dependant on size and design of craft 13', It is standard draft excess of 20 knots .Racing . Relatively small with limited cargo area and fuel considered a .Rider sits, kneels . Standard of spatial needs is a minlmum carrying capacity and therefore stay close to shore Class A or stands of 2 acres/vessel . Potential noise impacts on waterfowl and fishery vessel resources especially in shallow water areas Usually can carry 1 to 3 persons depending on size Runabouts . Usually . Usually vee or . Inboard . Fishing . Inexpensive compared with other types of boats under 26' deep vee . Outboard W. aterskling . Can achieve planing usually at or above 11 mph I/O . Day Cruises . Popular due to versatility A6.8 BOAT TYPE SIZE HIULL SI( 14 DRAFT IP LSIC_ UE/SQRFAIE A REA EFED ATIUEIES/O MNTRAIS Motor Cruiser . Usually . Usually . Deeper Draft . Cruising - Day as well as overnight Usually hav a cabin, galley, bunks and a head (Cabin range from displacement hull. Cruiser) 18' to 50' capable of planing . 65' boat can or 60' at higher speeds have a draft but have to go at of about 5' top speed to achieve this ( approximately 20 - 25 mph) SAILBATS . Usually . Approximate . Wind over sail and . Sailboat is stabilized with either a centerboard or displacement Drafts are as water over the hull keel to prevent it from tipping or being pushed side follows: ways in the wind * Less than . Centerboard can be brought up in shallow areas 16' boat - 2 Larger boats usually have a fixed keel which 1/2' draft provides counter weight that adds to the stability of � 16' - 26' the boat boat - 3 - 4' . Considerable knowledge about sailing needed to draft operate boat * 26' - 40' . Some sail boats are fitted with combined boat - 4 - 5' keel/centerboard. The centerboard is attached to the draft keel and can be moved up and down draft still at least * 40 - 65' 4'. boat - 5 - 10' draft Day Sailors Small . Flat or round . sail . Day Trips . Designed for day trips usually bottomed . may or may not . Can have small cockpit area under 20' . Planing or have auxiliary power . If wind dies the propulsion goes with it if displacement hull . outboard engine engineless. Catamaran used if has engine. Sail Cruiser . Usually Usually Sail and auxiliary . Day trips Have cabin with bunks, galley, head and can be used over 20' Displacement Hull power . Overnight trips for overnight or long distance cruises Auxiliary power allows more flexibility as they are not dependant solely on the wind A6.9 BOAT TYPE | SIZE HUL DESIN ORrFT P R PURILSIW USESURFE AREA IEEDED AT7RlBUESIONSTRhAINIS Motor Sailor . Usually Combination of sail Day trips . Combination of motor boat and, sail boat. The sail over 20' and motor . Overnight trips is usually smaller than a standard sailboats and the engine has less power. They are less efficient than sail or motorboats, however, provide a compromise between the two types of boats have cabin with bunks, galley head and can be used overnight or for long distance cruises. Sailboard 12-14' Sail and weight . Windsurfing . Can have problem getting back to shore if wind dies shift of operator or sailor tires due to physical taxation of sport and pivoting mast . Physically demanding. Requires above average physical condition. Stomach, leg, and arm muscles can tire in even the most experienced sailboarder, especially in high winds. � Falls in water are inevitable, which means exposure to cold and a strenuous Job of raising mast and sail � Sailor can easily be carried out with offshore wind in large body of water � Sailboard has low profile when sail is down CANOE/KAYAK Main propulsion paddle; can have sail or small auxiliary engine Canoe . Average . Round bottom . 3 - 4" . Single blade . Mainly day trips although can be used . Because the operator sits up the center of gravity 15-18' beam paddle used for camping is higher thus decreasing the stability 35 - 37" Fishing width . Exploring Sits about 15" off the water Kayak . 15 - 17' . Vee hull . 3 - 4" . Usually double . Mainly day trips although can be used . Kayaker sits on bottom of the boat and thus reduces long bladed paddle used for camping the center of gravity so Increases the stability Beam - . Can be rigged with . Exploring . The stability is dependant on the type of kayak used 24 - 35" sail . Some fitted with stabilizing devices that make them � sits about very difficult to capsize 6" off water A6.10 .T T.YPE |SIZE RULL DESII DRAFT PRIPOS USE/SUVFCE AREA NiDED ATmRIWIESIOSFSIWS High 16 -18' long . 3 - 4" . Usually double . Exclusively for day trips . Mad. of Fiberglass Performance Beam: 20 - bladed paddle used . Require high skill level to operate. Highly (British 22" . No sail rigging unstable unless in expert hands. Kayak) General 15 - 17' . 3 - 4" . Usually double . Used for day trips and camping . Greater stability than British Kayak Purpose Kayak long bladed paddle (northwest Beam: 24 - . Can be rigged with design) 28" sail Folding Kayak 15 - 17' 3 - 4" . Usually double o Can be used for day trips and camping . Highly stable (of all the paddle craft one of the long bladed paddle most stable) Beam: 26 - . Can be rigged with . Easy storage and carrying 35" sail . 15 - 20 minute assembly Rowing Shell .Need . Lack of stability makes the vulnerable to wave/wake approximately action 7 - 10' depth Rowers row backwards for oars . Physically strenuous sport Single . 22 - 27' Rower uses two oars . Shall for one rower Beam about (Sculls) . Rower rows backward 1' to less . Newer recreational rowing models are smaller and than 2' at wider, not as quick but offering increased stability. widest point . In lightest form, made of cedar and can break easily Newer . Shells can be made out of fiberglass which increases models 16' their durability. Usually recreational shells are made .Beam 24" out of fiberglass Sit about 3" off the water . 18 - 20' width with oars, allowing 1 - 2' of water on either side A6.11 MAT TTYPE SIZE MULL DSIGH DRAFT FRPsIUSI ONE/WSUACI AREA NIED ATIuTEIlLOMSUMNrS Double 18 - 20' 2 rowers each use 2 Second set of oars adds stability over shell width with oars Some have a ooxswain (individual who does not row oars, but steers boat) who usually faces forward allowing for 1 - 2' of water on either side Pair 30 - 32' 2 rowers each rower See above long uses 1 oar 26 - 28' width with oars allowing 1 - 2' of water on either side Fours 40 - 45' 4 rowers one oar S. ne coxed but most not long each When no cox, control rudder through foot movement 26 - 28' width with oars allowing for 1 - 2' of water on either side Quads 40 - 45' Four rowers each use See above long two oars 26 - 28' width with oars allowing for 1 - 2 feet of water on either side A6.12 SIZE HULL DESIGN DRAFT PRDPULSIon USEISAM CE AREA NEEDED Al[TRIBUTESICONRAIMTS Eights About 58 - 8 rowers each use Coxswain steers boat 62 long one oar Can achieve speeds of over 15 mph 26 - 28 width with oars allowing for 1-2' on either side . Sits about 6 -8t off the water A6.13 W APPENDIX 6.3 RECREATIONAL BOATING FACILITY TYPES is O APPENDIX 6.3: RECREATIONAL BOATING FACILITIES Recreational vessel storage can occur in water or on land. in-water storage takes place predominately in marinas, yacht clubs, or mooring areas. Marinas A marina is an area with wet slips, or dry or wet rack storage, and possibly moorings. Marinas are for-profit commercial enterprises that usually provide a. mix of services, boat storage, and repair. Yacht Clubs The private boat club, or yacht club, is a not-f or- *profit organization that charges a membership fee. A yacht club membership usually includes a slip or more often, a mooring. Clubs seldom offer marina support services but do provide social spaces suchS as club houses for their members. Moorings Moorings are semi-permanent or permanent installations located offshore, either fixed or attached to a mooring buoy, that move with the tide. Access from the boat to the dock is either via a private dinghy or a yacht club or marina service dinghy. Land Storage A dry rack is an area where vessels are stored out of the water in an upland stack structure; a wet rack stores vessels in a stack structure built over water. The dry rack storage structure is typically made of metal and is best suited for smaller boats (less than 35') with low centers of gravity such as utility boats and runabouts. Rack systems reduce costs to about one half to one third of in-water A6.14 storage. They require less water area, are less environmentally problematic and have decreased boat maintenance costs. Boat Trailer Smaller boats can be stored outside of a marina or Ramps and yacht club in a variety of locations ranging from Hand Boat closets for folding kayaks to back yards or Launches driveways. These boats are divided into two groups: hand boats and trailerable boats. Hand boats' such as canoes, windsurfers and kayaks, can be transported in or on top of a car and placed in the water by hand. New York City has a number of designated hand boat launch areas, although 'these craft can essentially be placed in the water at any location where there is access. The preferred site for hand boat launching is a small, flat, upland area with access to calm water free from obstructions and offering a clean bottom surface. A boat trailer ramp is an inclined, paved, surface that extends into the water. Hand boats can use these facilities, but they are mainly used to launch or retrieve trailerable boats.1 Boats that can be launched at ramps are limited to those that can fit on trailers hauled by a car, van, or light truck. Generally, power boats 19 to 22 feet in length can be accommodated by boat ramps. Sailboats greater than 18 feet in length usually have fixed keels, which for the most part prevent launching at a boat ramp; thus, sailboats less than 18 feet in length with "dagger board" type keels are those generally accommodated by boat ramps.2 A6.15 Boat Houses Rowing shells ideally require boat house facilities to protect boats and oars. Boats are launched from a platform into the water. 1. Neil W. Ross, editor, Marina Dictionary. (Wickford, R.I.: 1989) pg. 6. 2. Geismer & Calamari, P.C., Staten Island Small Boat Launchinq Feasibility Study, prepared for the New York State Office of Parks, Recreation and Historic Preservation, (Albany, NY: 1988) pg. 10. A6.16 APPENDIX 6.4 RECREATIONAL BOATING FACILITY LISTING 0 Appendix 6.4 Recreational Boating Facilities Location Marinas * Yacht Slips * * Dry * Boat Trailer Hand Boat Rowing Boat Special Clubs Rack Moorings Ramp Launch House Anchorage Area LONG ISLAND SOUND 2 Pelham Bay Lagoon 1 2 City Island 13 900 550 500 Eastchester Bay 6 705 1388 180 1 Westchester Creek 1 50 1 Little Neck Bay 1 1 25 250 1 1 6 UPPER EAST RIVER 2 1 50 100 1 Flushing Bay 6 905 100 HELL GATE 1 HARLEM RIVER 4 HUDSON RIVER 8 2 1436 3 4 - + 1 canoe club LOWER EAST RIVER 1 1 46 UPPER BAY 1 1 1 KILL VAN KULL 1 20 NEWARK BAY 2 1 330 1 HACKENSACK RIVER 6 3 193 1 PASSAIC RIVER 2 18 1 1 ARTHUR KILL 13 1 729 2 1 RARITAN RIVER 1 2 A6.17 Location Ma-inas * Yacht Slips * * Dry * Boat Trailer Hand Boat Rowing Boat Special Clubs Rack Moorings Ramp Launch House Anchorage Area LOWER BAY Raritan Bay 7 758 30 1 1 Middlesex Raritan/Sandy 21 4 2069 + 555 350 8 Hook Bay 150 Monmouth rental Great Kills 5 4 1119 2 1 Harbor Lemon Creek 1 2 15 1 Gravesend Bay 3 2 310 5 JAMAICA BAY 32 16 3198 25 905 4 2 + 1 1 canoe club TOTAL || 130 1 41 1 13,008 1 2666 1 2285 1 27 [ 13 17 120 1.Boatinc Almanac. 1990, Volume 2 and 3, (Maryland: 1990) Army Corps of Engineers, The Port of NY and NJ on Lona Island. NYC, (Washington, D.C.: 1988), pg. 29-50. * THESE NUMBERS ARE ESTIMATES A6.1B APPENDIX 6.5 FUTURE PROPOSALS FOR FERRIES, COMMERCIAL AND RECREATIONAL BOATING FACILITIES Appendix 6.5: Future Proposals for Ferries, Commercial and Recreational Boating Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other Type Mooring Launch Excursion t (S/M) a t u LONG ISLAND SOUND Orchard Beach Bronx Public Park Excursion 4 Pelham Bay Bronx Public Park Excursion 4 Park West City Island Sailmaker Bronx Private Residential 40 S Sea Breeze Bronx Private Residential 76 S 4 Consolidated Bronx Private Marina 43 S 3 Yacht expansion C.I. Slip Bronx 75 S 3 expansion Kretzers Bronx Private Marina 35 S expansion East City Bronx Public Park Ramp/ Excursion 4 Island Launch Park/Pier Eastchester Bay Locust Point Bronx Public Park Excursion 4 Fort Schuyler Bronx Public Park Excursion 4 Little Neck Bay Alley Park Queens Public Park Launch 4 Cross Island Queens Public Park Excursion 4 Parkway UPPER EAST RIVER Catholic Queens Yes 4 Charities Site STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.19 0 0 ~~~~~0 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u Marina Del 4 Ray,Shurz and East Treamont Ave Point Little Queens Private/ 4 Bay,(Throgs Public Neck) Frances Lewis Queens Public Park Launch 4 Park East Point Queens Private 28 S 2 Condominiums Residential Herman McNeil Queens Public Park Launch Excursion 4 Park Schurz Avenue Bronx Private Marina 180 $ 3 Ferry Point Bronx Public Park Yes Ramp/ Ferry 4 Park East Launch Ferry Point Bronx Public Park Excursion 4 Park West Clasons Point Bronx Public Park Launch Excursion 4 Soundview Park Bronx Public Park Launch Excursion 4 Little Bay Little Bay Queens Public Park Yes Ramp/ 4 Park Launch Clearview Beach STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.20 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u Flushing Bay Flushing Bay Queens Public Park Ramp/ Excursion 4 Promenade Launch Worlds Fair Queens Public/ Marina up to Ferry 3 Marina' Private 800 S HELLS GATE Randalls Manhattan Public Park Launch Excursion 4 Island East 78th Manhattan Ferry 4 107th Steet Manhattan Ferry 4 Pier Mill Rock Manhattan Public Park Launch 4 Island HARLEM RIVER Yankee Stadium Bronx Public Excursion Yes 4 Area /Ferry Washington Bronx Public Park Ramp/ 4 Bridge/ Launch Highbridge Park Sherman Creek Manhattan Yes Yes 4 Roberto Bronx Yes Clemente State Park Inwood Hill Manhattan Excursion 4 Park HUDSON RIVER Dan Ro Edgewater Private Residential 20 S 2 STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.21'. Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u Procida Edgewater Private Residential 62 S 4 Organization Roc Harbor North Bergen Private Residential 210 S Excursion 4 Phase II Shelter North Bergen Private Residential 101 S 4 Innovations Hudson Landing Gutenberg Private Residential 250 S 4 Taed West NY Private Residential 300 S 4 Corporation Port Imperial West NY Private Residential 1315 S 4 Waterfront at Hoboken Public/ Mixed 300 S Excursion 2 Hoboken Private Newport Marina Jersey City Private Mixed 51 S Excursion 3 expansion Harasimus Cove Jersey City Private Residential 150 S Excursion 2 Harborside Jersey City Private Mixed 250 S Excursion 2 Financial Colgate Jersey City Private Mixed 500 S Excursion 3 Liberty Harbor Jersey City Private Residential 350 S 4 North Liberty State Jersey City Public Marina 660 S Ramp 3 Park STATUS CODE: I = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.22 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u s Port Liberte Jersey City Private Residential 740 S Existing 2 Ferry Droyers Point Jersey City Private Residential 190 S 2 North Side, Manhattan Yes Sail 4 Battery Park School City Pier 25/26 Manhattan Launch 4 Pier 34/40 Manhattan Yes Water 4 Taxi Pier 45 Manhattan Water 4 Taxi Pier 51 Manhattan Yes 4 Pier 62 - 64 Manhattan Excursion 4 Huson River Manhattan Public/ Mixed 200 + S 3 Center Private Pier 79 Manhattan 200 S 4 Pier 79 Manhattan Ferry/ 3 Excursion 42nd St. Manhattan Public/ Ferry 4 Terminal Private (piers 81 -83) Pier 97 Manhattan Water 4 Taxi STATUS CODE: I = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.23 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t U 79th Street Manhattan Public/ Marina 122 S Ferry/ 4 Boat Basin Private expansion Excursion Harlem On the Manhattan Yes Ferry/ 4 Hudson' Excursion Riverbank Manhattan Public Park Excursion 2 State Park Riverside Park Manhattan Yes 4 North Dyckman Street Manhattan Public/ Marina 127 S Ferry/ 100 3 Marina Private M - Yes Excursion Dry Rack Riverdale Park Bronx Excursion 4 LOWER EAST RIVER 30th Street Manhattan Public Ferry/ 4 Heliport Excursion East 23rd Manhattan Ferry 4 Street Park East 63rd Manhattan Ferry 4 Street East 78th Manhattan Ferry 4 Street Hunters Point Queens Public Mixed Ferry 4 Private Piers 1 - 5 Brooklyn Yes Excursion 4 STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.24 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u Pier 9 Manhattan Public Dock ExcursionExp 1 ansion Pier 11 Manhattan Public Ferry/ 4 Excursion Expansion UPPER BAY Pier A Manhattan Dock Ferry/ 4 Excursion St. George Staten Private Ferry to New 4 Seaport Island Jersey Fulton Landing Brooklyn Ferry 4 Red Hook Brooklyn Public Park Yes Ferry 4 Recreation Center Brooklyn Army Brooklyn Public Ferry 4 Terminal Shore Parkway Brooklyn Public Park Ferry 4 Alice Austen Staten Public Park Excursion 4 Park Island Wrigley Site Staten Private Residential Yes 3 Island Cromwell Staten Public Park Yes Launch Excursion 4 Recreation Island Center STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.25 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u 5 KILL VAN KULL Sailor Snug Staten Public Excursion 4 Harbor Island NEWARK BAY HACKENSACK RIVER Sky Harbor Carlstadt Private Marina 45 S 2 Marina expansion Meadowlands Lyndhurst Private Marina 110 S 4 Athletic Club Rivermill Secaucus Private Marina 8 S 2 Crescent Luberto's Boat Little Ferry Private Marina 10 S 3 Yard expansion PASSAIC RIVER ARTHUR KILL City of Elizabeth Public Marina 100 S Ferry 30 dry 4 Elizabeth expansion rack Harbortown Perth Amboy Private Mixed 934 S Ferry/ 4 Excursion Rosegarten Perth Amboy Private Marina 250 S 4 Property Perth Amboy Perth Amboy Public Marina 300 S 4 Municipal expansion Harborview Staten Private Mixed 250 S Boatel 3 Island STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.26 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u S Conferance Staten Public Park Ramp/ Excursion 3 House Park Island Launch RARITAN RIVER Pelican Watch Woodbridge Private Mixed 96 S 4 RARITAN BAY South Amboy South Amboy Private Mixed Yes Excursion 4 Redevelopment John Bene Sayreville Private Marina 266 S 266 4 Marina dry rack La Mere Sayreville Private Marina 80 S 4 Development Margate Creek Old Bridge Private Residential 142 S 4 Browns Point Keyport Private Marina 55 S 4 Marina expansion Keyport Harbor Keyport Private Marina yes Ferry 4 Baywatch Keyport Private Marina 1000 S Ferry Marina Gateway Marina Keansburg Private Marina 200 S/ 4 50 M Expansion Point Atlantic Keansburg Private Marina 103 S/ Excursion 2 Marina 426 M Point Atlantic Keansburg Ferry 4 STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.27 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t U Keansburg Keansburg Private Marina 145 S 4 Marina Spy House Belford Private Marina 705 S 3 Harbor- Atlantic Atlantic Private Marina 300 S 4 Highlands Highlands Expansion Marina Ocean View Highlands Private Club Yes 4 Yacht Club Highlands Highlands Private Residential 20 S 4 Development Bayfront Highlands Private Residential 14 S 4 Marina Princes Point Staten Ferry 4 Island Great Kills Staten Public Park Ferry/ 4 Harbor Island Excursion Lower Bay Midland/ Staten Public Park Launch Excursion 4 South Beach Island Gravesend Bay Toys-R-Us Brooklyn Ferry 4 Drier Offerman Brooklyn Public Park Ferry 4 White Sands Brooklyn Private Residential 38 S 3 Leon Kaiser Brooklyn Public Park Launch 4 STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.28 Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u Marine Basin Brooklyn Private Marina 200 S 2 Marina Expansion Rose Cove Brooklyn Private Residential 87 S 2 JAMAICA BAY Park and Sail Brooklyn Public Dock Ferry/ 3 Excursion Sheepshead Brooklyn Private Marina 39 S 3 Landing Expansion Breezy Point Queens Private Ferry 4 116th/Breezy Queens Ferry 4 Point Brooklyn Brooklyn Public Park Launch 4 Marine Park McGuire Park Brooklyn Public Park Launch 4 McGuire Park - Brooklyn Public Park Launch 4 Paerdeget Basin Canarsie Pier Brooklyn Public Park Launch Ferry 4 Inwood Ferry Inwood Private Ferry 4 John Martin Queens Private Marina 50 S 3 Jr. Mill Basin Brooklyn Yes Ferry 4 STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.29 � Waterbody Name Location Proposed Type Development Slip/ Ramp/ Ferry/ Rowing Other S Type Mooring Launch Excursion t (S/M) a t u Barren Island Brooklyn Public/ Marina 175 S 3 Marina Private Expansion Arverne Queens Public/ Residential Ferry 4 Private TOTAL 13,197 + 7 Ramps/ 41 Ferry/ 3 + 4 S 20 43 Excursion 476 + M Launch STATUS CODE: 1 = IN CONSTRUCTION 2 = PERMIT APPROVALS RECEIVED 3 = PREAPPLICATION STAGE 4 = PLANNING RECOMMENDATION A6.30 New York City Department of City Planning Richard Schaffer - Director Con Howe, Executive Director Waterfront and Open Space Wilbur Woods - Director Douglas Wehrle - Deputy Director Barry Seymour - Former Deputy Director Neil Baumler - Project Manager Sheila Metcalf - Project Manager Cathy Faughnan - Planner Eva Hanhardt - Planner Kieran Pape - Planner Theresa Buckner - Word Processing Wendy Niles - Word Processing Planning Management and Support Barbara Weisberg - Assistant Executive Director Anne Pizzicara - Director, Policy and Project Management Project Editor Bruce Rosen Reproduction Antonio Mendez - Deputy Director of Operations Filiberto Munoz Steve Roldan Computer Information Services Philip Wallick - Assistant Executive Director Robert Amsterdam - Director, Information Systems Development Stephany Carollo, Michael Chin Joseph Salvo - Deputy Director, Population/Census Housing and Economic Development Eric Kober -' Director William Donohue Borough Offices Floyd Lapp - Director Bronx Office Ray Curran Karen Burkhardt - Director Brooklyn Office Isabel Hill Robert Flahive - Director Manhattan Office Douglas Brooks - Director Queens Office Michael Apiagyei Pablo Vengoechea - Director Staten Island Office Ronald Meyer Transportation Lawrence Lennon - Director Nicolae Stossel New Jersey Department of Environmental Protection Division of Coastal Resources John Weingart -Director Steven Whitney -Assistant Director of Planning Lawrence Baier -Principal Planner Acknowledgements This report would not have been possible without the time, patience and expertise so generously provided by the following people: Patricia Barrera, Xiomara Chang, Adam Gelfand, Scott Wise, Steven Hayes, Kirsti Jutila, James McConnell, Karen Votava, Scott Warner, Danny Coleman, George Cronin, Tom Hess New York State Department of State Sally Ball Steve Ressler NYC Department of Ports and Trade Richard Ashton Norman Berger NYC Public Development Corporation Ann Buttenweiser NYC Department of Transportation Peter Hallock NYC Department of Parks and Recreation Steven Whitehouse Joseph Chu Josh Laird Martin Maher Christopher Glaisek U.S. Coast Guard Lt. Charles Jennings BMC J.J. Anastasia U.S. Army Corps of Engineers Steven Mars Port Authority of NY & NJ Joseph Birgeles David Berkovitz Lynn Knudson New Jersey State Police Captain James Momm, Marine Law Enforcement Bureau Chief Sergeant (First Class), Herkloz, Commander, Port Newark Marine Police New York City Police Department Captain Dale Riedel, Commanding Officer Harbor Unit Tow Boat Harbor Carriers Association of New York/New Jersey Linda O'Leary Hughes Brothers Robert Hughes Sandy Hook Pilots Capt. Richard S. Roche B.O.A.T.S. John Boldt Metropolitan Yacht Charters Paul Mahoney Yachts for all Seasons Nancy Meyer Empire State Rowing Association Ilene Shore Metropolitan Canoe and Kayak Association Ralph Diaz We would also like to acknowledge the many members of the marine community who are far too numerous to list but whose time and effort on this report is deeply appreciated.