The total number of cubic yards of material disposed of amounted to:
| Place measurement. | Total barge measurement. | ||
| Earth. | Rock. | ||
| 35th Street and North River | 242,800 | 22,800 | 281,500 |
| Pier No. 72, North River | 673,800 | 1,488,000 | 3,203,400 |
| From Cross-town Tunnels | 570,400 | ||
| From Under-river Tunnels | 402,500 | ||
| Total | 4,457,800 | ||
The material was delivered as follows:
| To the freight terminal of the Pennsylvania Railroad Company at Greenville, N. J. | 3,454,800 |
| To the Meadows Division of the Tunnel Line between Harrison, N. J., and the North River Portals | 711,900 |
| To other points selected by the contractors | 291,100 |
| Total | 4,457,800 |
The handling of this large quantity of material required the loading of from 10 to 20 scows per day (and for more than two years the average was 14), and, as the average time spent in one round trip was 3 1/3 days, a fleet of more than 50 scows was required to keep all points supplied and allow for a few to be out of service undergoing repairs.
All loaded scows were towed from the docks, with the ebb tide, to a stake boat anchored in the bay about one mile off shore at Greenville; and were taken from there to the different unloading points, as required, by smaller tugs which also returned the empty scows to the stake.
The unloading plants were similar at the different points, although that at Greenville was much larger than the others. It included five land dredges and eight traveling derricks of two types, one floating and the other mounted on wheels and traveling on a track of 16-ft. gauge. The derricks handled the large rock, which was loaded at Pier No. 72 by derricks and telphers. They were of the ordinary A-frame type, and were designed to handle 20 tons. They were operated by 9 by 10-in. Lidgerwood double-drum and swinging-gear engines. The large rock was deposited by the derricks either in the channels along which they worked or in the fill along shore, without the use of cars. The land dredges were equipped with a 60-ft. boom and a 2½-yd. Hayward bucket operated by a 14 by 18-in. double-drum Lidgerwood dredging engine. They loaded into 9-yd., standard-gauge, side-dump cars, built by the contractor, and unloaded the scows to within about 1 ft. of the deck, a Hayward bucket being unsuitable for closer work without greatly damaging the scows. The material remaining was loaded by hand into skips which were handled to the cars by small derricks, one of which was located at the rear of each dredge. The cars were taken to the dump and returned by 25-ton, standard-gauge, engines which had previously done service on the Manhattan Elevated Railroad, but were spotted for loading by the engine on the dredge.
In order to keep a record of the fleet of scows, which would show the available supply at a glance, a board, 10 by 15 in., and covered with a heavy sheet of ruled paper, was arranged as shown by [Fig. 10]. It was divided into 12 vertical columns, the first of which was headed "Scows," and contained the name or number of each scow in service. The next four columns denoted loading points, and were headed "Pier No. 72," "Thirty-third Street, East River," "Thirty-fifth Street, East River," and "Long Island City," respectively; the sixth column was headed "Greenville," the seventh "Hackensack," the eighth "Passaic," and the ninth "Governors Island," being unloading points, the tenth and eleventh, "Stake Boat" and "Dry Dock," respectively, while the twelfth was for "Extra pins," not in use. To indicate the condition of the scows, small pins with colored heads were used; white indicated empty; blue, working; black, loaded; red, being repaired; and a pearl-colored pin, missing. Thus a white-headed pin opposite the number 6 in the column headed Pier No. 72 indicated that scow No. 6 was lying at that pier waiting to be placed in position for loading, whereas a black-headed pin at the same point meant that the scow had received its load and was ready to be towed.
