DOCSLIB.ORG

New York and New Jersey Harbor Anchorages Draft General Reevaluation Report and Environmental Assessment

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
New York and New Jersey Harbor Anchorages Draft General Reevaluation Report and Environmental Assessment New York and New Jersey Harbor Anchorages Draft General Reevaluation Report and Environmental Assessment Norfolk District June 2019 The Port Authority of NY& NJ 803 Front Street 4 World Trade Center Norfolk, VA 23510 New York, NY 10007 Cooperating agencies: U.S. Environmental Protection Agency, National Oceanographic and Atmospheric Administration/National Marine Fisheries Service, U.S. Coast Guard, NY Division of Historic preservation, NY State Department of Environmental Conservation Department New York and New Jersey Harbor Anchorages General Reevaluation Report and Environmental Assessment U.S. ARMY CORPS OF ENGINEERS CIVIL WORKS MISSION Dedicated to providing quality, responsive service to the nation in peace and war. U.S. ARMY CORPS OF ENGINEERS NAVIGATION MISSION Provide safe, reliable, efficient, and environmentally sustainable waterborne transportation systems for movement of commerce, national security, and recreation. U.S. ARMY CORPS OF ENGINEERS ENVIRONMENTAL OPERATING PRINCIPLES Foster sustainability as a way of life throughout the organization. Proactively consider environmental consequences of all U.S. Army Corps of Engineers (USACE) activities and act accordingly. Create mutually supporting economic and environmentally sustainable solutions. Continue to meet our corporate responsibility and accountability under the law for activities undertaken by the USACE, which may impact human and natural environment. Consider the environment in employing a risk management and systems approach throughout the life cycles of projects and programs. Leverage scientific, economic, and social knowledge to understand the environmental context and effects of USACE actions in a collaborative manner. Employ an open, transparent process that respects views of individuals and groups interested in USACE activities. New York and New Jersey Harbor Anchorages General Reevaluation Report and Environmental Assessment COVER SHEET New York and New Jersey Harbor Anchorages General Reevaluation Report and Environmental Assessment LEAD AGENCY: Department of the Army U.S. Army Corps of Engineers, Norfolk District COOPERATING AGENCIES: U.S. Environmental Protection Agency, National Oceanographic and Atmospheric Administration/National Marine Fisheries Service, U.S. Coast Guard, NY Division of Historic preservation, NY State Department of Environmental Conservation Department ABSTRACT: The New York and New Jersey Harbor Anchorages Study Area includes the harbor anchorages and dredged material disposal sites. Alternative plans combined multiple structural and nonstructural measures to improve the safety and efficiency of the existing navigation system. Navigation concerns include three main types of problems: limited channel depth that causes navigation inefficiencies, channel width that does not allow safe meeting of vessels, and existing anchorages which are insufficient to fully accommodate the existing vessel fleet. The Tentatively Selected Plan (also referred to as the Action Plan and/or Preferred Alternative is the National Economic Development (NED) Plan which includes: • Deepening the Gravesend Anchorage to a required depth of approximately -50 feet; • Widening the Gravesend Anchorage to approximately 3,000 feet and associated modifications of the Approach Area; • Associated operation and maintenance activities; The Preferred Alternative includes construction and maintenance of these features. Dredged material placement/disposal could occur at the Historic Area Remediation Site (HARS). The project construction is anticipated to be completed by 2025 (or earlier depending on funding capability) and following construction, anchorage depth would be maintained over the 50 year lifecycle of the project. New York and New Jersey Harbor Anchorages General Reevaluation Report and Environmental Assessment EXECUTIVE SUMMARY The results of engineering, economic, environmental, and real estate investigations performed for this Feasibility Study (FS) are being used to determine if improvements to the constructed federal project are warranted and if necessary, seek additional authorization where not already granted for navigation system improvements at New York and New Jersey Harbor Anchorages (Figure 1). The Port Authority of NY and New Jersey (PANYNJ) requested the re-evaluation of the project which was authorized under Section 435 of the Water Resources Development Act (WRDA) of 1996 (Public Law 104-303). This authorization led to the 2000 Corps study which led to deepening of the federal channels to an average depth of 50 feet. The study in 2000 did not address improvements to harbor anchorages. The original authorization included authority to conduct a comprehensive study of the navigational needs at the Port of New York and New Jersey. This study is being conducted under Section 216 of the Flood Control Act of 1970 (Public Law 91-611), which authorizes the review of completed projects in the interest of navigation and related purposes to determine the feasibility of additional navigational needs and anchorages further port deepening. New York and New Jersey Harbor Anchorages General Reevaluation Report and Environmental Impact Assessment Figure 1: New York and New Jersey Anchorages ii New York and New Jersey Harbor Anchorages General Reevaluation Report and Environmental Impact Assessment DESCRIPTION OF REPORT This General Reevaluation Report (GRR) and Environmental Assessment (EA) documents the Feasibility Study process and presents the results of investigations and analyses conducted to evaluate modifications to the existing federal navigation system to improve its ability to efficiently serve the current and future vessel fleet and process the forecasted cargo volumes. It presents: (1) a survey of existing and future conditions; (2) an evaluation of related problems and opportunities; (3) development of potential alternatives; (4) a comparison of costs, benefits, adverse impacts, and feasibility of those alternatives; and (5) identification of a National Economic Development (NED) Plan and Recommended Plan. PURPOSE AND NEED The purpose of this investigation is to identify whether the authorized project is still in the federal interest and if additional deepening and/or widening is warranted. The investigation includes evaluating measures which would improve the operational efficiency of commercial vessels currently using the anchorages during navigation of the federal navigation channels. Since the authorization of the current configuration of the anchorages in 1965 the anchorage depths have been maintained with limited periodic maintenance. The project was not included the recent Harbor deepening authorization of 2000 whereby the adjacent channels were deepened beyond the authorized depths of the anchorages. The need for this investigation arises from inefficiencies currently experienced by commercial vessels in harbor where the current fleet exceeds the maximum dimensions of the anchorages. These inefficiencies are projected to continue in the future as vessel sizes are expected to increase. Anchorage improvement modifications will result in reduced transportation cost by allowing the larger containerships in the fleet to use the anchorage as opposed to returning to the ocean once inbound. ALTERNATIVES AND TENTATIVELY SELECTED PLAN Utilizing the USACE Planning Process as specified in ER 1105-2-100, plan formulation was conducted with a focus on achieving the federal objective of water and related land resources project planning, which is to contribute to the NED consistent with protecting the Nation's environment, pursuant to national environmental statutes, applicable executive orders, and other federal planning requirements. Plan formulation also considers all effects, beneficial or adverse, to each of the four evaluation accounts identified in the Principles and Guidelines (1983), which are NED, Environmental Quality, Regional Economic Development, and Other Social Effects. Alternative plans combining multiple structural and nonstructural measures to improve the safety and efficiency of the navigation system were considered to determine whether the federal government should participate in implementing navigation improvements and to determine which alternative maximizes NED while minimizing environmental impact. The expected returns to the NED benefits are calculated. NED benefits are generated by addressing inefficiencies in the existing transportation system to lower transportation costs. Net benefits are calculated by subtracting the total cost to construct and maintain the improvements over a 50-year study period from the total transportation cost savings that would be generated by the proposed improvements over that period. The NED Plan is the alternative that reasonably maximizes net NED benefits while remaining consistent with the federal objective of protecting the nation’s iii New York and New Jersey Harbor Anchorages General Reevaluation Report and Environmental Impact Assessment environment. Where two cost-effective plans produce similar net benefits, the less costly plan is identified as the NED plan, even though the level of outputs may be less. The NED Plan is the Recommended Plan for implementation. In this study, multiple alternatives were developed that generated annual net economic benefits. After careful consideration, the USACE identified the environmentally acceptable alternative that reasonably maximizes project benefits and includes: • Deepening the Gravesend Anchorage to a required depth of approximately -50 feet;
Load more

Recommended publications
  • Request for Proposals Passenger Ferry Operator
    PBHFS – RFP 2018 REQUEST FOR PROPOSALS PASSENGER FERRY OPERATOR For the PENINSULA AT BAYONNE HARBOR BAYONNE, NEW JERSEY JUNE 12, 2018 1 PBHFS – RFP 2018 I. INTRODUCTION AND GENERAL INFORMATION WELCOME TO THE CITY OF BAYONNE AND THE PENINSULA AT BAYONNE HARBOR: Bayonne’s shipping port terminal on New York Bay, built in 1932 to create additional industrial space for the city, was taken over by the U.S. Navy during World War II and the U.S. Army in 1967. Ships carried goods from the terminal for every major U.S. military operation from World War II to the Persian Gulf and Haiti missions in the 1990s. At its peak, the Military Ocean Terminal at Bayonne (MOTBY) employed 3,000 civilian and armed services personnel – many of whom lived in the area – and handled more than 1 million tons of cargo each year. But with the end of the Cold War and the subsequent decreasing need for the deployment of U.S. forces, the federal government decided to close MOTBY down in 1995, despite strong opposition from state and local officials. Jobs were phased out over the next three years; the closure was complete in 1999. But the value of this former naval supply center was obvious to some. In 2002, MOTBY was officially renamed The Peninsula at Bayonne Harbor by the Bayonne Local Redevelopment Authority (BLRA) – the city’s redevelopment arm. Plans were unveiled to redevelop the 430-acre former ocean terminal into a mixed-use complex. The project began in 2002, environmental cleanup was completed, building were demolished and construction began.
    [Show full text]
  • New York Harbor Tide Wheel
    New York Harbor In most places in the world, tidal currents flood (come in) until high tide and then ebb (go out) until low tide. Not so in New York Tide Wheel Harbor. Depending on the location, the average tidal current lag-- the gap between high or low water and the beginning of the flood or ebb-- can be as much as two hours and 45 minutes. High Tide at the Battery Devised by boatbuilder Don Betts, the tide wheel is a simple means of gauging the tidal current lag on the waterways surround- ing Manhattan. To use it, find the time of high tide at the Battery r No for the date you’re interested in, then spin the inner ‘clock’ wheel ive rt until that time lines up with the arrow at the top of card. The outer R h n F rings tell you the direction of flow at any given time on any of o rth Floo lo s o d o Manhattan’s three ‘rivers.’ N iver Sout d R h F d The tide wheel is only an approximate guide. Unusual wind and u r m lo e le o weather can affect currents, sometimes profoundly, and slack r 12 1 d H v a 1 i H 1 tide times vary widely from one end of the harbor to the other. 2 R 0 Above all, you should remember that no tool or navigational aid is 1 a substitute for experience and good judgment. If you have never t 3 s paddled or rowed in New York Harbor, we strongly urge that 9 a 4 you join an established com- munity boathouse or boating E 8 b 5 b program, or hire a professional guide.
    [Show full text]
  • Epilogue 1941—Present by BARBARA LA ROCCO
    Epilogue 1941—Present By BARBARA LA ROCCO ABOUT A WEEK before A Maritime History of New York was re- leased the United States entered the Second World War. Between Pearl Harbor and VJ-Day, more than three million troops and over 63 million tons of supplies and materials shipped overseas through the Port. The Port of New York, really eleven ports in one, boasted a devel- oped shoreline of over 650 miles comprising the waterfronts of five boroughs of New York City and seven cities on the New Jersey side. The Port included 600 individual ship anchorages, some 1,800 docks, piers, and wharves of every conceivable size which gave access to over a thousand warehouses, and a complex system of car floats, lighters, rail and bridge networks. Over 575 tugboats worked the Port waters. Port operations employed some 25,000 longshoremen and an additional 400,000 other workers.* Ships of every conceivable type were needed for troop transport and supply carriers. On June 6, 1941, the U.S. Coast Guard seized 84 vessels of foreign registry in American ports under the Ship Requisition Act. To meet the demand for ships large numbers of mass-produced freight- ers and transports, called Liberty ships were constructed by a civilian workforce using pre-fabricated parts and the relatively new technique of welding. The Liberty ship, adapted by New York naval architects Gibbs & Cox from an old British tramp ship, was the largest civilian- 262 EPILOGUE 1941 - PRESENT 263 made war ship. The assembly-line production methods were later used to build 400 Victory ships (VC2)—the Liberty ship’s successor.
    [Show full text]
  • Request for Proposals for the Performance Of
    February 20, 2018 SUBJECT: REQUEST FOR PROPOSALS FOR THE PERFORMANCE OF EXPERT PROFESSIONAL PLANNING AND FEASIBILITY STUDY FOR THE WHARF REPLACEMENT PROGRAM DURING 2018 THROUGH 2020 (RFP #52133) Dear Sir or Madam: The Port Authority of New York and New Jersey (the “Authority”) is seeking proposals in response to this Request for Proposals (RFP) from prospective consultants (also “you,” “Firm” and “Proposer”) for the performance of expert planning and feasibility study for the wharf replacement program. The scope of the planning and feasibility study is to provide the Authority with a framework from which to plan the systematic replacement of its waterfront structures over a span of approximately thirty (30) years for its five (5) port facilities: Port Newark, Elizabeth-Port Authority Marine Terminal, Port Jersey-Port Authority Marine Terminal, Howland Hook Marine Terminal and Brooklyn-Port Authority Marine Terminal (“Wharf Replacement Program”). The term of the agreement between the Authority and the Consultant will be for two (2) years, with up to two (2) additional one (1) year option periods, upon the same terms, conditions and pricing, unless otherwise agreed to by the Authority. The scope of the services to be performed by you are set forth in Attachment A of the Authority’s Standard Agreement (the “Agreement”), included herewith as Exhibit II. You should carefully review this Agreement as it is the form of agreement that the Authority intends that you sign in the event of acceptance of your Proposal and forms the basis for the submission of Proposals. The services to be performed by the Consultant may be funded in whole or in part by the Federal Highway Administration, therefore Federally mandated terms and conditions are applicable (See Exhibit I for applicable Federal Highway Administration Requirements).
    [Show full text]
  • Of the New Jersey Maritime Pi- Lot and Docking Pilot Commission
    156th Annual Report Of The New Jersey Maritime Pi- lot and Docking Pilot Commission Dear Governor and Members of the New Jersey Legislature, In 1789, the First Congress of the United States delegated to the states the authority to regulate pilotage of vessels operating on their respective navigable waters. In 1837, New Jersey enacted legislation establishing the Board of Commissioners of Pilotage of the State of New Jersey. Since its creation the Commission has had the responsibility of licensing and regulating maritime pilots who direct the navigation of ships as they enter and depart the Port of New Jersey and New York. This oversight has contributed to the excellent reputation the ports of New Jersey and New York has and its pilots enjoy throughout the maritime world. New legislation that went into effect on September 1, 2004 enables the Commission to further contribute to the safety and security of the port by requiring the Commission to license docking pilots. These pilots specialize in the docking and undocking of vessels in the port. To reflect the expansion of its jurisdiction the Commission has been renamed “The New Jersey Maritime Pilot and Docking Pilot Commission.” In keeping with the needs of the times, the new legislation has a strong security component. All pilots licensed by the state will go through an on going security vetting. The Commission will issue badges and photo ID cards to all qualified pilots, which they must display when entering port facilities and boarding vessels. The legislation has also modernized and clarified the Commissions’ authority to issue regulations with respect to qualifications and training required for pilot licenses, pilot training (both initial and recurrent) accident investigation and drug and alcohol testing.
    [Show full text]
  • New York and New Jersey Harbor Anchorages Final General Reevaluation Report and Environmental Assessment
    New York and New Jersey Harbor Anchorages Final General Reevaluation Report and Environmental Assessment Norfolk District December 2019 The Port Authority of NY& NJ 803 Front Street 4 World Trade Center Norfolk, VA 23510 New York, NY 10007 New York and New Jersey Harbor Anchorages Final General Reevaluation Report and Environmental Assessment Cooperating agencies: U.S. Environmental Protection Agency, National Oceanographic and Atmospheric Administration/National Marine Fisheries Service, U.S. Coast Guard, NY Division of Historic Preservation, NY State Department of Environmental Conservation Department U.S. ARMY CORPS OF ENGINEERS CIVIL WORKS MISSION Dedicated to providing quality, responsive service to the nation in peace and war. U.S. ARMY CORPS OF ENGINEERS NAVIGATION MISSION Provide safe, reliable, efficient, and environmentally sustainable waterborne transportation systems for movement of commerce, national security, and recreation. U.S. ARMY CORPS OF ENGINEERS ENVIRONMENTAL OPERATING PRINCIPLES Foster sustainability as a way of life throughout the organization. Proactively consider environmental consequences of all U.S. Army Corps of Engineers (USACE) activities and act accordingly. Create mutually supporting economic and environmentally sustainable solutions. Continue to meet our corporate responsibility and accountability under the law for activities undertaken by the USACE, which may impact human and natural environment. Consider the environment in employing a risk management and systems approach throughout the life cycles of
    [Show full text]
  • Department of Veterans Affairs Office of Inspector General Comprehensive Healthcare Inspection Program Review of the VA New York
    Department of Veterans Affairs Office of Inspector General Office of Healthcare Inspections Report No. 17-01762-88 Comprehensive Healthcare Inspection Program Review of the VA New York Harbor Healthcare System New York, New York February 7, 2018 Washington, DC 20420 In addition to general privacy laws that govern release of medical information, disclosure of certain veteran health or other private information may be prohibited by various Federal statutes including, but not limited to, 38 U.S.C. §§ 5701, 5705, and 7332, absent an exemption or other specified circumstances. As mandated by law, OIG adheres to privacy and confidentiality laws and regulations protecting veteran health or other private information in this report. To Report Suspected Wrongdoing in VA Programs and Operations Telephone: 1-800-488-8244 Web site: www.va.gov/oig CHIP Review of the VA New York Harbor Healthcare System, New York, NY Glossary CBOC community based outpatient clinic CEB Clinical Executive Board Chief Nurse Associate Director for Patient Care Services Executive CHIP Comprehensive Healthcare Inspection Program EHR electronic health record EOC environment of care facility VA New York Harbor Healthcare System FY fiscal year MH mental health OIG Office of Inspector General OPPE Ongoing Professional Practice Evaluation PC primary care P&T Pharmacy and Therapeutics PTSD post-traumatic stress disorder QM Quality Management QSV quality, safety, and value RRTP residential rehabilitation treatment program SAIL Strategic Analytics for Improvement and Learning SPOT Surgical, Procedural, Operative, and Therapeutics TJC The Joint Commission UM utilization management VHA Veterans Health Administration VISN Veterans Integrated Service Network VA OIG Office of Healthcare Inspections CHIP Review of the VA New York Harbor Healthcare System, New York, NY Table of Contents Page Report Overview........................................................................................................
    [Show full text]
  • Land Use Planning Qualifications and Experience
    FIGURE 24 69-02 QUEENS BOULEVARD VIEW 5 - 69TH ST AND 48TH AVE LAND USE PLANNING QUALIFICATIONS AND EXPERIENCE No-Action Condition (looking north at the intersection of 69th Street and 48th Avenue) Source: Street photograph taken on June 21, 2017 H U D S O N PM R I V E R AM W as G ra h in ss la gt n o ds n Hig h L in e Sun dec P 1 0 t h A V E N U E u k blic Park 1 4 t h S T R E E T With-Action Condition (looking north at the intersection of 69th Street and 48th Avenue) A Friendly Neighbor... Proposed Project 9-Story Residential Building (No-Build Project) Compared to a tower mass extruded vertically from the property line, the solar- carved tower yields a significant increase WOODSIDE,in yearly sunlight hours QUEENS, to two key NY areas on the High Line park: The Washington Grasslands to the east of the site, and the High Line Sundeck to the north. light blue dark green blue = = LIGHT! No Light VS. annual Solar Carve design As-of-right design sun hours (F.A.R. = 7.5) (F.A.R. = 5) ...and double the daylight! A daylight model demonstrates that compared to an as-of-right scheme, the proposed tower’s shape and position significantly increase the natural light and air to the High Line. In particular, the area directly to the east of the site will see DRAFT about twice the amount of possible sun hours! HIGHLINETechnical Excellence 14 Practical Experience Client Responsiveness Map Map Reference: ESRI Basemap; NYC DCP; and http; //windhistory.com/station.html?KNYC ATTACHMENT $: WIND DIRECTION MAP AVERAGE YEARLY SUSTAINABLE DESIGN Langan professionals design solutions that maintain the inherent connections between structures and their natural surroundings.
    [Show full text]
  • Parking at Baltimore Cruise Ship Terminal
    Parking At Baltimore Cruise Ship Terminal Moshe scraps gruesomely. Upscale Barr never unlooses so protuberantly or retains any insufflations discreetly. Mimosaceous Blair never terrace so unqualifiedly or circumcised any frogfish higher-up. We run out the cruise parking lot. The rest will the forth you deserve for another same employer in Baltimore. The itinerary and serviced daily parking, price since one go as much the ship parking near future! All rooms include valet park after getting more information prior to ship terminal website for single cruisers: located within an aa, just a wonderful everything we had contact you. Port of Baltimore Cruise Parking Parkway Cruise Parking. Airport and cruise parking at locations nationwide with online reservations. HC1 Maritime Park-Locust beautiful and HC3 Federal Hill-Pier you are operating Monday-Friday 6am-pm Canton service is temporarily unavailable Vessels are. Baltimore cruise parking is easy to advance reservations are required to park in practice lot located on average South Locust Point to Terminal with long-term. Hotel Parking Sleep and Sail Cruise Package Paula. First night before parking lots are able to cruise parking at terminal complex is underway to print out of travel insurance. Find the pretty place to exile and the cheapest parking rates Today's Most Popular Parking Lots All Port of Baltimore South Locust Point Passenger Cruise Terminal. Distance maybe do not wake to contend their glass at the Cruise Maryland Terminal. If arriving by car travelers will reflect to memories for parking While each port charges different fees the hardware common choice is 10 per night from the cruise A seven-night.
    [Show full text]
  • NYC Marine Operations in New York Harbor THOMAS FLAGG
    THE WATER LEVEL ROUTE TAKES TO THE WATER: NYC MARINE OPERATIONS IN NEW YORK HARBOR THOMAS FLAGG Part 4 “lighters.” Like freight cars, they came in various stan- dard types. Most of the earlier craft were of wooden The Unpowered Craft: Barges construction, except for the carfloats. Finally in the 1950’s the railroads started acquiring barges of steel n Part 2 of this series, we covered the evolution of construction, which were quite different in their basic Ithe New York Central Marine Department’s tug- skeletons. The wooden barges required much ongoing boats. These were the “engines” of the fleet (the freight maintenance work, and a future article will cover the engines, anyway); the marine equivalent of the freight railroad’s Weehawken facility where this was done. cars were the unpowered barges, sometimes called (Continued on following page) (Continued on following page) At Pier I (letter I, not number 1) in the 60th Street Yard in Manhattan, floating crane 101 (built in 1931) swings a big box from a gondola on the pier to the gasoline hoisting barge Brewster. It is not obvious why No. 101 is needed here; Brewster should be able to handle any box weighing five tons or less on its own. Perhaps the photo was staged. Both 101 and Brewster were called “unpowered craft” because neither could propel itself around the harbor; they were moved by tugs. But they did have engines – No. 101’s crane was steam powered, and that of the Brewster was powered by gasoline. New York Central photo, T. Flagg Collection.
    [Show full text]
  • Water Quality Gradients and Trends in New York Harbor ∗ Dylan M
    Regional Studies in Marine Science 33 (2020) 100922 Contents lists available at ScienceDirect Regional Studies in Marine Science journal homepage: www.elsevier.com/locate/rsma Water quality gradients and trends in New York Harbor ∗ Dylan M. Taillie , Judith M. O'Neil, William C. Dennison University of Maryland Center for Environmental Science, Integration and Application Network and Horn Point Environmental Lab, Cambridge, MD 21613, United States of America article info a b s t r a c t Article history: New York Harbor is a complex of interconnected waterways that have supported the rapid develop- Received 7 June 2019 ment of a thriving megacity and metropolitan region. The water quality of New York, a partner city in Received in revised form 29 October 2019 the World Harbour Project, is a reflection of the combined impacts of this metropolitan region. Water Accepted 30 October 2019 quality health and trends were assessed between 1996–2017 in 9 different reporting regions using Available online 7 November 2019 publicly available data. Analyses of New York Harbor water quality reveal strong persistent geographic gradients and long-term trends in improving water quality. Data was synthesized for five indicators throughout the New York harbor region including: total nitrogen (TN), total phosphorus (TP), dissolved oxygen (DO), chlorophyll a (chla), and water clarity (secchi disk depth). The health of the waterways surrounding New York City was evaluated and graded on a 0%–100% scale and displayed using a 'stoplight color scheme'. The best water quality in the region evaluated was in the area of the most exchange with the Atlantic Ocean in the Lower Bay near the harbor entrance.
    [Show full text]
  • A Day in the Life of the Hudson River 2009: Salinity
    A Day in the Life of the Hudson River 2009: Salinity October 8th was a great day, with 3000 students and educators sampling the Hudson River Estuary and connected waterways at over 60 sites. We’re still going through all the data, but some interesting stories have already emerged… Your Site:_______________________________ If measured, your salinity:___________________ Salt Around the City New York City is crisscrossed by waterways like the Hudson River, the East River, the Harlem River, the Bronx River, Jamaica Bay, and New York Harbor. But each waterway is different. On a Day in the Life, students at Pier 40 in Manhattan measured the salinity of the Hudson River to be 16.8 parts per thousand, about half the salinity of the ocean. But on the other side of Manhattan, under the Brooklyn Bridge on the East River, students found the salinity to be much higher at 25 parts per thousand. Why would salinity be so different on opposite sides of Manhattan? Answers: The East River connects two salty estuaries: New York Harbor and Long Island Sound. The Hudson River side of Manhattan is also connected directly to New York Harbor, but the water from the Hudson is less salty than the water from Long Island Sound. Note: Some students might observe that the Brooklyn Bridge is a bit south of Pier 40. This is true, but if you look at all the salinity data for the day, the East River is consistently higher than similar sites across town on the Hudson (see table below). Tracking the Salt Front The Hudson River down by New York City has a lot of salt, especially compared to the River further north.
    [Show full text]