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Stage IA Underwater Archaeological Investigation Remedial Design – Lower 8.3 Miles of the Lower Passaic River
Operable Unit Two of the Diamond Alkali Superfund Site
In and About Essex, Hudson, Bergen and Passaic Counties – New Jersey
June 2018
Revision 1
LPROU2-18-5.7-03_001
LPROU2-Stage1A Underwater_Rev1_2018-06
Stage IA Underwater Archaeological Investigation Remedial Design – Lower 8.3 Miles of the Lower Passaic River
Operable Unit Two of the Diamond Alkali Superfund Site
In and About Essex, Hudson, Bergen and Passaic Counties – New Jersey
June 2018
Revision 1
LPROU2-18-5.7-03_001
Submitted by:
J. Lee Cox, Jr., MA, RPA
Principal Investigator
Dolan Research, Inc.
30 Paper Mill Road
Newtown Square, PA 19073
Submitted to:
Tetra Tech Inc.
6 Century Drive, 3rd Floor
Parsippany, NJ 07054
On behalf of
Settling Party
Glenn Springs Holdings, Inc.
A Subsidiary of Occidental Petroleum
5 Greenway Plaza, Suite 110
Houston, TX 77046
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
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REVISION RECORD
Revisions to this Stage IA Underwater Archaeological Investigation report will be reviewed and approved by someone qualified to have prepared the original document. All revisions must be authorized by the Tetra Tech Project Manager and the Glenn Springs Holdings, Inc. Project Coordinator, or their designee(s) and documented below.
Revision Date Portions Affected Reason Authorized By Agency
Submittal
01 06/04/2018 All Comments received from EPA dated 05/24/2018
J. Somoano (GSH);
S. McGee (Tetra Tech)
Yes
(EPA,
NJDEP)
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ABSTRACT
In conjunction with the Remedial Design of the Lower 8.3 Miles of the Lower Passaic River, Operable Unit
Two of the Diamond Alkali Superfund Site, in and about Essex, Hudson, Bergen and Passaic Counties, New
Jersey, Stage 1A Underwater Archaeological Investigations were performed in the Lower Passaic River,
Area of Potential Effect (APE). Project tasks performed included: limited background and documentary
research, historic map review, and assessment of acoustic (side scan sonar) and magnetic remote sensing
data sets (Tetra Tech 2017a) that were collected during a comprehensive geophysical survey of the APE
during July and August 2017. Follow-up target analysis, examination of assembled research and field data,
and preparation of interim draft findings and a technical report, were also produced.
Analysis of geophysical data confirms the presence of 229 side scan sonar targets within the submerged
portion of the APE. However, the vast majority of those targets are attributed to linear and rounded debris
that were considered non-cultural resources. Typically, very large clusters of debris were identified adjacent
to shoreline structures and also around and under the various bridge piers that span the river. The source
of many of the sonar targets is likely associated with former docks, piers, bulkheads, and bridge fendering
systems. Nineteen (19) of the sonar targets appear to be associated with submerged cars, some of which
are partially buried in bottom sediments. These suspect car sites are not considered to be potentially
significant submerged cultural resources.
Thirteen (13) remote sensing targets from the overall data set are considered potentially significant and
suggestive of submerged cultural resources. Twelve of the 13 potential significant targets were side scan
sonar targets and one was a multibeam target. Four of the potentially significant sonar targets are likely boat
wreck sites and considered to be potentially significant (sonar targets 167, 194, 200A and 200B). Eight (8)
additional sonar targets generated remote sensing signatures indicating the presence of bottom features
with configurations, structure, or mass that is suggestive of submerged cultural material. These have also
been classified as potentially significant debris-related sonar targets (targets 50, 59, 69, 109, 170, 182, 206
and 213). The 13th potentially significant target was identified from multibeam data. This multibeam target
(MBE 52) appears to be a dock/former barge and a derelict motor vessel that were identified as a single
target adjacent to the shoreline and were partially submerged.
Avoidance or additional Stage IB-level underwater archaeological investigations are recommended for the
13 locations. If avoidance is not a feasible option, additional underwater archaeological investigations at
these 13 locations would be designed to identify the nature and condition of each target. Furthermore, the
Stage IB investigations would delineate the exact boundaries and limits of each target site. Data from the
Stage IB investigations would be used to make a preliminary assessment of the significance of each target
according to National Register of Historic Places (NRHP) eligibility criteria.
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TABLE OF CONTENTS
1 INTRODUCTION .................................................................................................................................... 1
1.1 Project Description ..................................................................................................................... 1
1.2 Description of Stage 1A Investigation ........................................................................................ 2
2 PROJECT LOCATION AND DESCRIPTION ......................................................................................... 5
3 PASSAIC RIVER MARITIME HISTORICAL BACKGROUND ................................................................ 6
4 SUBMERGED CULTURAL RESOURCES POTENTIAL ..................................................................... 14
4.1 National Register of Historic Places Nomination Process ....................................................... 14
4.2 Potential Underwater Site Integrity – Ship and Boat Wrecks ................................................... 14
4.3 Potential Submerged Cultural Resource Types in Project Area .............................................. 15
5 REVIEW OF REMOTE SENSING DATA SETS ................................................................................... 17
5.1 Fieldwork Methods ................................................................................................................... 17
5.2 Evaluation of Remote Sensing Targets ................................................................................... 18
5.3 Findings – Data Review ........................................................................................................... 19
6 CONCLUSIONS AND RECOMMENDATIONS .................................................................................... 48
7 REFERENCES CONSULTED .............................................................................................................. 50
LIST OF TABLES
Table 1. List of NOAA ENC Wrecks – Coast Survey Wrecks and Obstructions Database .............. 16 Table 2. List of Submerged Vessels – NOAA Charts ........................................................................ 16 Table 3. Suspect Submerged Car Sonar Targets (19) –these are not considered to be
potentially significant............................................................................................................ 20 Table 4. Potentially Significant Sonar Targets – Suspect Boat Wrecks (4) ...................................... 26 Table 5. Other Potentially Significant Sonar Targets – Debris Related (8) ....................................... 30 Table 6. Summary of 13 Potentially Significant Targets within Project APE ..................................... 49
LIST OF FIGURES
Figure 1. Project Location Map ............................................................................................................. 4 Figure 2. Thomas Gordon’s 1836 Map of Bergen Meadows. The Passaic River is on the Left.
Newark, Belleville and Acquackanonck, are marked in red from south to north along the River. (Image Courtesy of Collection of Stephen Marshall, Olsen 2008:113) ............... 11
Figure 3. Newark, in 1845. (Map Courtesy of the David Rumsey Historical Map Collection, Hassler and Bache 1845) .................................................................................................... 12
Figure 4. An Example of a Flier for a Passenger Steamship Line. Service was offered between Newark, New Jersey and New York. (Image Courtesy of Olsen 2008:63) ......................... 12
Figure 5. The Newark Yacht Club on the Passaic River, 1907. (Image Courtesy of Olsen 2008:128) ............................................................................................................................. 13
Figure 6. Tomkins Terminal, Located on the East and Eventually West Bank of the Passaic River. (Image Courtesy of Passaic County Historical Society, Olsen 2008:104) ................ 13
Figure 7. Side Scan Mosaic and Selected Targets (1 of 5) ................................................................ 33 Figure 8. Side Scan Mosaic and Selected Targets (2 of 5) ................................................................ 35 Figure 9. Side Scan Mosaic and Selected Targets (3 of 5) ................................................................ 37 Figure 10. Side Scan Mosaic and Selected Targets (4 of 5) ................................................................ 39
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Figure 11. Side Scan Mosaic and Selected Targets (5 of 5) ................................................................ 41 Figure 12. Aerial Image of Abandoned Conrail Railroad Bridge at Fourth Ave. (RM 6.32) .................. 43 Figure 13. Aerial Image (ca. 2010) of Shoreline Adjacent to Targets 200A&B. (RM 7.445)
(Source: GoogleEarth) ......................................................................................................... 44 Figure 14. Aerial Photograph (ca. 2014) of Shoreline Adjacent to Targets 200A&B. (RM 7.445)
(Source: GoogleEarth) ......................................................................................................... 44 Figure 15. Multibeam Imagery of Target 200A&B. RM 7.445 ............................................................... 45 Figure 16. Multibeam Imagery of Target 200A&B – View Offshore. RM 7.445 ................................... 45 Figure 17. Aerial Photograph (ca. 2014) of Shoreline Adjacent to Target MBE 52. ............................. 46 Figure 18. Multibeam Imagery of Target MBE 52. RM 2.913 .............................................................. 47 Figure 19. Multibeam Imagery of Target MBE 52 – View Downstream. RM 2.913 ............................. 47
LIST OF APPENDICES
Appendix A Resume of Key Investigator
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1 INTRODUCTION
1.1 PROJECT DESCRIPTION
Cultural resources background studies and reconnaissance-level field reviews, concerned respectively with
terrestrial archaeological resources, historic architectural resources (Tetra Tech 2018a), and underwater
archaeological resources (Dolan Research 2018) (this report), were performed as part of the pre-design
investigation (PDI), pursuant to the requirements set forth in the Administrative Settlement Agreement and
Order on Consent for Remedial Design (Settlement Agreement) between the U.S. Environmental Protection
Agency (EPA) and Settling Party, effective September 30, 2016, for the lower 8.3 miles of the Lower Passaic
River (Operable Unit Two [OU 2]) of the Diamond Alkali Superfund Site (the Site), located in and about
Essex, Hudson, Bergen, and Passaic Counties, New Jersey (the Project) (Figure 1; figures are placed at the
end of each section in which they are referenced).
The Settling Party, as defined in the Settlement Agreement, is Occidental Chemical Corporation.
Communications associated with, and execution of, the Settlement Agreement are being led by Glenn
Springs Holdings, Inc. (GSH) on behalf of Occidental Chemical Corporation.
The Settlement Agreement provides that the Settling Party shall undertake a remedial design (RD), including
various procedures and technical analyses, to produce a detailed set of plans and specifications for
implementation of the Remedial Action (RA) selected in EPA's March 3, 2016, Record of Decision (ROD)
(EPA 2016a). RD activities include the completion of all pre-design and design activities and deliverables
associated with implementation of the RD for the remedy selected in the ROD. The selected remedy was
chosen by the EPA in accordance with the Comprehensive Environmental Response, Compensation, and
Liability Act of 1980, as amended, 42 United States Code (USC) §§9601-9675, and, to the extent practicable,
the National Oil and Hazardous Substances Pollution Contingency Plan.
As stated in the EPA Statement of Work (SOW) (EPA 2016b), PDI activities are to be conducted to gather
additional site-specific information that is required to develop the RD, as outlined in the Remedial Design
Work Plan (RDWP) (Tetra Tech 2017a). With respect to cultural resources, these PDI activities include
terrestrial archaeology survey, historic architectural survey, and underwater archaeological survey. Cultural
resource studies have been undertaken in accordance with the Cultural Resources Survey Work Plan
(CRSWP) (Tetra Tech 2017b) that was approved by the EPA on September 29, 2017. The CRSWP was
transmitted to the New Jersey Historic Preservation Office (NJHPO) for comment, and at a meeting on
November 28, 2017, with the EPA, GSH, Tetra Tech, Inc. (Tetra Tech) (PDI Supervising Contractor), and
Dolan Research, Inc. (Dolan Research), NJHPO staff raised no substantive concerns about the plan’s
approach and methods, but did express a preference for separate reports for each type of cultural resource.
The CRSWP focuses on the identification and initial assessment of several types of cultural resources
including terrestrial archaeological sites, shipwrecks and other underwater archaeological elements, and
historic buildings, structures, objects, and districts that comprise architectural and engineering resources
located primarily aboveground. A separate report is being prepared for each resource type:
• Stage I terrestrial archaeology background review and field reconnaissance;
• Stage IA underwater archaeology background and remote sensing data review; and
• Aboveground historic architectural (cultural) survey.
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1.2 DESCRIPTION OF STAGE 1A INVESTIGATION
In conjunction with the RD, Dolan Research, Inc. (Dolan) performed Stage IA Underwater Archaeological
Investigations in the Passaic River (Figure 1).
Comprehensive remote sensing survey work was performed as part of the pre-design investigation pursuant
to the requirements set forth in the Administrative Settlement Agreement and Order on Consent for Remedial
Design between the EPA and Occidental Chemical Corporation (OCC). Communications associated with,
and execution of, the Settlement Agreement are being led by Glenn Springs Holdings, Inc., on behalf of
OCC.
As a Superfund Project, OU 2 triggers the need for the EPA to demonstrate substantive compliance with the
applicable or relevant and appropriate requirements (ARARs) including Section 106 of the National Historic
Preservation Act of 1966, as amended (NHPA). The NHPA requires that federal agencies take into account
the effects that may result from their undertakings on cultural resources that may be listed in, nominated to,
or eligible to the National Register of Historic Places (NRHP). NHPA’s implementing regulations at 36 Code
of Federal Regulations (CFR) 800 also direct federal agencies to consult with the appropriate State Historic
Preservation Office (SHPO) and interested Native American Tribes that may have ties to project locations.
In order to assist EPA in compliance with NHPA, a number of studies and consultations are required to
determine if the Project will result in effects to NRHP-eligible or -listed cultural resources. One of the required
studies is an underwater archaeological investigation that is designed to identify, assess and evaluate the
impact on submerged cultural resources within the Project’s Area of Potential Effect (APE). The APE for
underwater archaeology for this Project extends from River Mile (RM) 0 (at the mouth of the Passaic River
at Newark Bay) upriver to approximately RM 8.3, from shoreline to shoreline which is the site boundary of
the OU 2.
In conjunction with the Project and potential impacts associated with dredging activities, the Stage IA
Underwater Archaeological Study was conducted to assess the presence or absence of potential submerged
cultural resources within the APE. This underwater archaeological project was completed for Tetra Tech,
Inc., (Tetra Tech) under a subcontract agreement between Tetra Tech, Inc., Parsippany, NJ and Dolan,
Newtown Square, PA.
The investigation included background documentary research and review of the magnetic, acoustic and sub-
bottom remote sensing data sets that were collected in OU 2 in July-August 2017, by Tetra Tech as part of
the pre design investigation. The data review was designed to determine the presence or absence of remote
sensing targets within the APE considered suggestive of submerged cultural resources. These
investigations were conducted in accordance with the instructions and intents of various applicable Federal
and State legislation and guidelines governing the evaluation of project impacts on environmental and
archaeological resources, notably: Section 106 of the National Historic Preservation Act; the guidelines
developed by the Advisory Council on Historic Preservation published November 26, 1980; the amended
Procedures for the Protection of Historic and Cultural Properties as set forth in 36 CFR Part 800 (October 1,
1986); and Section 101(b)(4) of the National Environmental Policy Act of 1969. The report also satisfies the
requirements for cultural resources investigations of the New Jersey Historic Preservation Office.
Analysis of Tetra Tech’s geophysical data sets within the entire boundary of the OU 2 indicates the presence
of thirteen (13) sonar targets within the Passaic River APE that are considered suggestive of potentially
significant submerged cultural resources. While 229 total sonar targets were identified during the
geophysical survey of the river, the vast majority of these features discovered were isolated, linear features
suggestive of debris. Many of the targets were associated with shoreline dock structures or fendering
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systems from the 13 bridges that spanned the river within the APE. Another target type that comprised a
large subset were 19 suspect submerged cars that were found on the river bottom.
Of the 13 targets identified as potentially significant, five appear to be boat wrecks. The other eight targets
generated remote sensing signatures indicating the presence of bottom features with configurations,
structure or mass that may be associated with submerged cultural material.
Additional Stage IB-level underwater archaeological investigations at these 13 locations, or avoidance, is
recommended. If avoidance is not a feasible option at these target locations, Stage IB investigations
involving site-specific high resolution sonar imaging and divers to ground-truth designated targets is
recommended. The goal of obtaining data from the Stage IB investigations would be to make a preliminary
assessment of the significance of each target according to NRHP eligibility criteria. At targets where
potentially significant cultural material is identified, Stage II-level investigations will typically be
recommended. Stage II underwater work would typically include physically documenting ship hull remains,
coupled with site-specific historical research of that vessel or that vessel type. The goal of the Stage II
investigations would be to gather sufficient information to evaluate the NRHP eligibility of each target and
offer mitigation options.
This report presents the results of the Stage IA underwater archaeology study. This report was prepared
by Lee Cox, MA, RPA, of Dolan Research, Inc.
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Figure 1. Project Location Map
Source: Tetra Tech 2017
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2 PROJECT LOCATION AND DESCRIPTION
The Project APE for underwater archaeology encompasses the lower 8.3 miles of the Lower Passaic River,
from shoreline to shoreline. From its headwaters west of Morristown, in Mendham, New Jersey, the Passaic
River stretches over 80 miles and has a drainage area encompassing approximately 1,134 square miles
(Hoppe and Watson 2012). The major tributaries of the Passaic include: Whippany, Rockaway, Pequannock,
Wanaque and Ramapo Rivers. The lower portions of the Passaic River are tidal and comprise important
components of the New York and New Jersey Harbor Estuary. At present, over 1.4 million people live within
the four counties comprising the lower river area (EPA 2016a). Below Newark, the Passaic River joins the
Hackensack River before emptying into the north end of Newark Bay, a back bay for New York Harbor.
Throughout the length of OU 2, the Lower Passaic River is tidal and subjected to tidal variations that average
5.5 feet. Generally, across OU 2 the river has an average width of 450 feet, ranging from 340 feet to over
670 feet near its confluence with the Hackensack River. A federal channel was formerly maintained until
1983 in the river with descending minimum depths that ranged from 30 feet near the mouth of the river down
to a 10-foot depth above RM 8.1. Generally, the river is shallow along either of the shorelines, outside of the
channel. Across the APE, 13 bridges or former bridges, six railroad crossings, the New Jersey Turnpike,
Interstate 280, and five other bridges that carry vehicular traffic span the river.
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3 PASSAIC RIVER MARITIME HISTORICAL BACKGROUND
The Passaic River has a recorded history of use dating to the seventeenth century. However, the maritime
history of the Lower Passaic River has always been closely tied to industry. Proximity to the New York City
metropolitan area allowed for business expansion into the region. The banks of the river were steadily
developed throughout the nineteenth and twentieth centuries, effectively becoming an extension of the Port
of New York. Production facilities for petrochemicals, packaged food products, and sand, gravel, crushed
stone, and other construction materials, were built along the river. Railroads and eventually, interstates,
traversed over and along the Lower Passaic River, linking numerous transportation lines.
Cities such as Newark, Passaic, Patterson and Belleville, were settled and thrived because of the Passaic
River (Figure 2). Shipbuilding and recreational waterway activities, such as competitive rowing, serve as
additional examples of the river’s use. Prior to modern development of the river and its banks, cargoes and
people were transported along the Passaic on a variety of watercraft. The river proved navigable for three-
and four-masted schooners as far inland as Newark. Smaller craft, such as two-masted schooners and towed
cargoes traversed as far north as Paterson (Olsen 2008:61).
The Passaic River is and has traditionally been an important component to the growth and prosperity of the
surrounding region. Initial occupation by Algonquin/Lenape Native Americans sparked a continuous cycle of
river use still evidenced today. Efforts such as dredge maintenance, water quality improvement initiatives
and cultural resource studies, indicate the overall importance and continued reliance upon this waterway.
One city that depended upon and prospered from the river was Newark. Newark was founded in 1666, by
Puritans from Connecticut. Downriver from Passaic, Newark would serve as the port for the Lower Passaic
River. Located at the southern end of the river, Newark grew in size and population. Ferry services offering
trips across the river as well as into New York, became a necessity. By 1669, three years after settlement,
vessels run by John Rockwell and Azariah Bush transported residents and travelers across the Lower
Passaic to New York, regularly (Olsen 2008:14).
Acquackanonck Landing, present day Passaic, was the main port for the Upper Passaic River. Serving as
the head of navigation, a title the port would retain until 1860, Acquackanonck Landing was a point of
distribution for what would be become the industrial cities of Paterson and Passaic. Docks, a trading post,
landing, and store, were constructed at Acquackanonck Landing, followed by regular boat service to and
from New York (Olsen 2008:77-78).
The development of Newark and Passaic spurred additional settlements. Early businesses along the river
consisted of agriculture, fishing and lumber. Goods, building materials and supplies, were moved along the
river by various barges and merchants. W.S. Anderson and Company is an example of a merchant vessel
operator (Olsen 2008:78-80).
Typical watercraft plying the Passaic River during the mid-nineteenth century period included periaugers,
sloops and schooners. Schooners were characteristic working vessels. Ninety percent were most likely sloop
rigged with a single mast. This figure declines to fifty percent, after 1720. A typical local vessel from 1776
was: 45 feet in length, 14 feet in beam, drawing fourteen and a half feet of water (Olsen 2008: 22-25).
The Revolutionary War brought an array of vessels and waterway activity to the Passaic River during the
last quarter of the eighteenth century. When the British invaded New Jersey in November 1776, General
Washington and his troops used a wooden bridge at Acquackanonck Landing to cross the Passaic River as
the Continental forces evaded the British army. After crossing the bridge, Washington had the bridge burned
to prevent the enemy from easy access across the river. Throughout the Revolutionary War, troops and
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supplies were transported along the river. Guards were placed on ferries as part of the American defensive.
Small British row galleys and whaleboats served as raiding vessels. One whaleboat was described as being
pointed on both ends. It was reported to be fast and capable of being sailed or rowed (Olsen 2008: 41, 43-
44, 47, 49).
The conclusion of the Revolutionary War spurred further development along the Passaic River. New
businesses opened. Services for demands dictated by the conflict as well as shipbuilding and repair facilities
were erected along the river’s shore. Soho Works, a copper smelting and rolling mill, was an example of a
business that burgeoned following the Revolutionary War (Olsen 2008:83).
In 1798, Soho Works launched their first experimental steamboat, Polacca. Located in Belleville, Soho
became a regional center for steamboat construction. Soho’s services stimulated an increase in river
commerce and boat traffic. The company retained relevance, eventually supplying copper sheathing for the
construction of United States Naval vessels (Olsen 2008:83).
Other vessels operating on the Passaic River during this period were involved in coastal trade. Leather goods
and apple brandy, Jersey Lightning, are examples of exports. The growing business environment and influx
of vessels foreign to the area provided a need for local piloting services. Mostly required for guiding ships in
and out of Newark, pilots also served to aid traffic and materials destined to and away from Paterson (Olsen
2008: 91).
Paterson was America’s first planned industrial city. Located on the Great Falls of the Passaic River, the city
was developed in 1791. Designed to harness water power from the river for the purposes of industry,
Paterson helped foster domestic manufacturing. Cotton fabrics, railroad locomotives, textile machinery, and
jute and silk production, were some of the goods produced in Paterson. Although Paterson is approximately
10 miles north of the APE, the presence of the city and its relationship with the Passaic River greatly
contributes to the encompassing maritime history (National Park Service 2017).
The nineteenth century saw an increase in shipbuilding and industry along the Passaic River. David F. Brown
opened a shipyard in Newark. Part of the same family of shipbuilders operating facilities along the East River,
in Manhattan, the Browns built Naval vessels for the War of 1812 as well as privateering ships. In Newark,
the Browns built cargo ships, schooner yachts and tug boats. An example of one of their tug boats was the
Newark. Built for the Stephens and Condit Transportation Company, the Newark was 84 feet in length, 18
feet in beam, drawing 8 feet of water. Other vessel operations included ship construction for the Lister
Brothers Agricultural Chemical Company and various repairs. Olsen notes at least 76 vessels were repaired
at the Brown yards. It is documented their berths could accommodate vessels up to 90 feet in length and 26
feet in beam (Olsen 2008:92-93).
The 1820s marked the beginning of the industrial boom along the Passaic River. Coal, lumber, flour, pork,
mackerel, cider, gin, lime, bricks, chocolate, rum, molasses, cognac, brandy and shingles were transported
along the river. By 1831, construction of the Morris Canal to Newark, was completed (Figure 3). In 1834, a
commercial whaling operation based itself in Newark. Small- and large-scale fishing operations utilized the
region. An increase in tourism occurred during this period too. Excursion boating became popular. Services
frequently transported patrons between the cities of Newark and Passaic (Olsen 2008:57, 107, 130).
Excursion and recreational boating expanded within the region and by the 1840’s, the Passaic River was
linked to New York City, Coney Island, Rockaway Beach, and other points east of Newark (Figure 4). Prior
to the start of the Civil War, excursion vessels were transporting upwards of 3,500 individuals annually. The
Stephens and Condit Transportation Company was one of several businesses providing travel opportunities.
Purpose-built vessels were used for ferry services. Some of the names of these vessels were: Thomas P.
Way, Chicopee, Jamaica, Maryland, Jonas C. Hurst, Maria, and Magenta. It is noted the Thomas P. Way
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was capable of carrying up to 1,500 passengers. By 1849, a steam passenger freight service was established
in Newark. Service to New York was offered with the trip lasting approximately 2.5 hours each way (Olsen
2008: 63, 130).
The Dundee Dam, located approximately nine miles above the APE (at RM 17.4), was built in the early
1830s. The dam stretched 450 feet across the river, 40 feet wide at the base, narrowing to 6 feet wide at the
top. Power generated by the dam was used by local Passaic textile manufacturing companies to operate
production lines. The later constructed Dundee Canal and Lake, increased boat traffic and the movement of
goods along the river. Construction of the canal was completed in 1861. It would remain an important
resource until the decline of manufacturing in Passaic, post 1930s (Olsen 2008).
The middle of the nineteenth century saw a shift to steam powered ship propulsion; this change was reflected
along the Passaic River. Belleville, just north of the APE, became a center for steamboat construction. These
shipyards would go on to construct boats for the Civil War. Shipbuilding facilities in Acquackanonck Landing
were also prospering. An example of an Acquackanonck Landing built ship is the David S. Berry. The Berry
was 108 feet long and 205 tons (Olsen 2008:63-64).
Other steam-powered vessels on the Passaic River were freighters and commuter vessels. Making daily
trips between Newark and Passaic and Newark and New York, steamers Cora Mandell, Alfred Speer,
Proprietor, and Lodi served the Lower Passaic River. With a continued increase in boat traffic, Congress
eventually appropriated money for managing the navigability of the river. The River and Harbor Acts of 1852,
1922, 1943, 1954, 1964, and 1975 all included provisions for the Passaic River and Newark Bay (Olsen
2008:79-80, 93).
A marked rise in recreational boating occurred along the Passaic River during the last third of the nineteenth
century. Rowing craft racing clubs sprung up in Passaic, Belleville and other riverside communities (Figure
5). Some of these clubs were Eureka (1873), Passaic River Amateur Rowing Association (1875), Essex Boat
Club (1876), Institute Boat Club (1878), Atlantics Boat Club (1890), Riverside Athletic Club (1890), and the
Newark Rowing Club (1894). Regattas, annual races, holiday races and day-to-day leisurely boating,
became a popular pastime. Rowing clubs persist at present, however the sport lost momentum with the rise
of industry along the waterway. Toxic pollutants and the inclusion of combined sewer outfalls (CSOs)
resulting in sewage and storm water drainage in the river, all contributed to a decline in popularity of the
sport of rowing along the Passaic River (Olsen 2008: 122-124).
Industrial expansion during the late nineteenth century and early twentieth century included the construction
of Tomkins Terminal. Eventually located on both sides of the river in the Kearny/Newark area along the river,
the terminal offered transshipment services between local industries and the Pennsylvania Railroad,
beginning in 1912 (Figure 6). River dredging was augmented to compensate for increased traffic and vessel
size. The channel was extended to 20 feet in depth. A stone bulkhead, running approximately 600 feet along
the east bank, provided anchorage and wharf space (Olsen 2008:103-104).
The Port of Newark was built in 1913. Within two years, bulkheads lined the entirety of the river banks
surrounding the port and two miles of adjoining railroad tracks linked the maritime port with rail capabilities.
Municipal fireboat services were put in place to protect the shoreline industries as well as offer search and
rescue efforts. Dredge maintenance enabled the continuation of shipping and maritime navigation.
Navigational aids were upgraded in 1914 and installed at the mouth of the Passaic River (Olsen 2008:92-
93, 154).
Channel maintenance within the Passaic River, at least from Newark to the mouth, was underway since the
1830s-1840s. Kevin Olsen (2008:151) offers dredge statistics in his book pertaining to early operations.
Construction of the aforementioned ports of Newark and Tomkins Terminal, plus a twenty-five percent
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increase in shipping in and out of the Port of New York between 1898 and 1913, meant regular channel
maintenance was needed (Olsen 2008:151). This responsibility was assumed by the U.S. Army Corps of
Engineers. The Cultural Resources Survey Work Plan (Tetra Tech 2017b) offered initial history on Passaic
River channel maintenance.
The APE includes a federally authorized navigation channel, constructed in the 1880s, that originally
extended from RM 0 to RM 8.1. It was subsequently expanded to RM 15.4, with depths of 30 feet below
mean low water (MLW) from RM 0 to RM 2.6, 20 feet below MLW from RM 2.6 to RM 4.6, 16 feet below
MLW from RM 4.6 to RM 8.1, and 10 feet below MLW from RM 8.1 to RM 15.4. The channel was maintained
by the U.S. Army Corps of Engineers through the 1950s, and RM 9.0 to RM 10.2 was maintained until 1976.
The channel below RM 1.9 was maintained until 1983 (Tetra Tech 2017:1-3).
Local and regional port expansions as well as regular channel maintenance continued to foster industry. The
Submarine Boat Company, located at the Port of Newark, won a contract in 1917 for the construction of 50
freighters. Within two years, 52 had been built along with a reputation for quality ships. The Submarine Boat
Company transitioned into the Federal Yard at the Port of Newark. Ship construction continued. Destroyer
and destroyer escorts were the main ship types produced (Olsen 2008:155, 218).
Following World War II, industry along the Passaic River changed. New ventures such as the Diamond
Alkali/Shamrock site, housed facilities that produced Agent Orange for the Vietnam War. An increase in
petrochemical companies, construction material suppliers and overall development persisted. Land
reclamation and the installation of stone riprap and concrete channeling were added to the banks of the
Passaic River to prevent flooding and control erosion (Olsen 2008:133).
Various industries flourished alongside the Passaic River. Examples of goods traversing the river as late as
the 1970s include: coal, fuel, oil, asphalt, crushed stone, concrete, gypsum, fabrics, plastics, wool, steel,
turpentine, and rosin. Committed wharf space housed storage and exchange facilities for: construction
materials and equipment, fuel oil, kerosene, Naphtha, bunker oil, liquid sulphur, packaged food products,
petrochemicals, sludge, tallow, tar, cement, and sulfuric acid. Each of these industries contributed to large
amounts of pollutants being leached into the environment (Olsen 2008:138, 168-169).
Despite environmental degradation and the transformation of the region for industrial use, the Passaic River
still draws fishermen to its waters. Yellow and white perch, striped bass, rainbow smelt, American shad,
sturgeon, bullhead, sunfish, and black bass, are present fish species. Blue crabs, oysters, clams, eels and
shrimp, are also present (EPA 2016a). Nearly all of the surrounding wetlands and tidal creek habitats within
the Passaic River have been destroyed by land reclamation. Large portions of the Lower Passaic River were
once an intertidal salt marsh. Between 1873 and 1890, the marsh was filled with eight to 10 feet of mixed fill
from coal gasification facilities (Iannuzzi and Ludwig 2004).
Additional disruptions to the natural river bed and surrounding maritime landscape are numerous. Dredging,
shoreline construction and stabilization, dock, pier, and wharf installations, numerous pilings, and bridge
construction, are many examples of changes to the natural landscape. To elaborate on bridges, there are
13 in OU 2 and over 90 along the entirety of the river. All of the bridges within OU 2 are considered historic
in that they are over 50 years in age.
Environmental surveys designed to characterize the Lower Passaic River shorelines occurred during 1999
and 2000. The lower six miles were reportedly classified as bulkhead, riprap, mixed vegetation and aquatic
vegetation. Bulkheads consisted of horizontal or vertical wood timbers, metal sheet pile, or large stone blocks
constructed to form a vertical face perpendicular to the water’s surface. Riprap was described as cobble to
boulder sized stones and/or concrete rubble placed along the shoreline, on the sloped bank. Both riprap and
bulkheads are intended to stabilize the shoreline (Iannuzzi and Ludwig 2004).
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The maritime history of the Passaic River, at least the lower portion, can be generalized as industrial. Drastic
alterations to the river banks exemplify two centuries of development in regard to industrial usage. Evaluation
of Historic Aerials from 1931 through present, show complete development or alteration of the landscape
down both banks of the river, throughout the entirety of OU 2. Various sections have been rebuilt and/or
leveled.
Providing resources and opportunity from colonization through present, the Passaic River has been a part
of New Jersey’s economic infrastructure for over three hundred years. An extension of the Port of New York
via the Port of Newark and smaller port cities like Belleville, Passaic and Paterson, the Passaic River was
generally exploited for industrial use. Agriculture, lumber and fishing industries, were overtaken by
petrochemical and larger, industrial operations. Recreational boating gave way to barges, tug boats and
tankers. The river remains an important resource. Adjacent historic districts, bridges and wharf remains serve
as reminders of earlier days along the river.
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Figure 2. Thomas Gordon’s 1836 Map of Bergen Meadows. The Passaic River is on the Left. Newark, Belleville and Acquackanonck, are marked in red from south to north along the River. (Image Courtesy of Collection of Stephen Marshall, Olsen 2008:113)
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Figure 3. Newark, in 1845. (Map Courtesy of the David Rumsey Historical Map Collection,
Hassler and Bache 1845)
Figure 4. An Example of a Flier for a Passenger Steamship Line. Service was offered between
Newark, New Jersey and New York. (Image Courtesy of Olsen 2008:63)
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Figure 5. The Newark Yacht Club on the Passaic River, 1907. (Image Courtesy of Olsen 2008:128)
Figure 6. Tomkins Terminal, Located on the East and Eventually West Bank of the Passaic
River, 1912. (Image Courtesy of Passaic County Historical Society, Olsen 2008:104)
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4 SUBMERGED CULTURAL RESOURCES POTENTIAL
This chapter addresses in broad terms the potential for submerged cultural resources within the Project APE
for underwater archaeology.
4.1 NATIONAL REGISTER OF HISTORIC PLACES NOMINATION
PROCESS
Potential shipwreck sites may be considered potentially significant properties that are eligible for inclusion to
the NRHP. To qualify for the NRHP, a site "must be significant in American history, architecture,
archaeology, engineering, or culture, and possess integrity of location, design, setting, materials,
workmanship, feeling, and association." To be considered significant the site must meet one or more of four
National Register criteria. These criteria include:
A. Association with events that have made a significant contribution to the broad patterns of our history;
or
B. Association with the lives of persons significant in our past; or
C. Embodiment of the distinctive characteristics of a type, period, or method of construction, or that
represent the work of a master, or that possess high artistic values, or that represent a significant
and distinguishable entity whose components may lack individual distinction; or
D. Sites that have yielded, or may be likely to yield, information important in prehistory or history.
National Register Bulletin 20 clarifies the National Register process for shipwrecks and other submerged
cultural resources. Shipwrecks must meet at least one of the criteria listed above and retain integrity of
location, design, settings, materials, workmanship, feelings and association. Determining the significance
of a historic vessel depends on establishing whether the vessel is:
1. the sole, best, or a good representative of a specific vessel type; or
2. is associated with a significant designer or builder; or
3. was involved in important maritime trade, naval recreational, government, or commercial activities.
Properties, which qualify for the National Register, must have significance in one or more "Areas of
Significance" that are listed in National Register Bulletin 16. Although 29 specific categories are listed, only
some are relevant to the submerged cultural resources in the Lower Passaic River region. Architecture,
commerce, engineering, industry, invention, maritime history, and transportation are potentially applicable
data categories for the type of submerged cultural resources which may be expected in the APE.
4.2 POTENTIAL UNDERWATER SITE INTEGRITY – SHIP AND BOAT
WRECKS
The effect of geomorphology and environment on shipwreck material can be quite varied. In most cases,
the remains of shipwrecks are not subjected to the processes of inundation. Shipwreck material deposited
in even the shallowest environment can settle rapidly into the bottom with its associated archaeological
record intact. The wreck of the DeBraak (1798), discovered at the mouth of Delaware Bay provides a classic
example. A good portion of the lower hull survived intact, along with an extensive associated artifact
assemblage. A second local example of site integrity comes from a wreck site discovered near Roosevelt
Inlet, Delaware (ca. 1783). Located in 2005 at the mouth of Delaware Bay near Roosevelt Inlet, this site had
very little surviving hull structure but contained a large volume of well-preserved cultural material from the
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vessel’s cargo. These two examples at the mouth of Delaware Bay confirm that even in extremely high-
energy environments, archaeological evidence of historic wreck sites almost inevitably survives. Numerous
other archaeological investigations off the coasts of the states of Maine, Massachusetts, New Jersey,
Virginia, Maryland, New York, North Carolina, Florida, and Texas, and the countries of England, Greece,
Italy, Israel and Turkey, offer examples that ship remains survived to preserve valuable archaeological data.
At many of the shipwreck sites soft mud and sand similar to the bottom sediments in portions of the study
area provided an excellent environment for preservation. Given the level of maritime activity in Lower
Passaic River, the extent of vessel losses in the vicinity of the study area, and the level of preservation at
shipwreck sites in other similar environments, it is probable that well-preserved shipwreck sites may exist in
the lower portion of the Passaic River.
4.3 POTENTIAL SUBMERGED CULTURAL RESOURCE TYPES IN
PROJECT AREA
With an active maritime history stretching back more than 350 years, shipwreck types from each phase of
the region’s historic development may be expected under the Passaic River. Historic research indicates that
numerous wrecked vessels and obstructions may lie submerged in the lower portions of the Passaic River
and surrounding waters.
Potential submerged cultural resource types in the Project APE may include a variety of material dating from
the second half of the seventeenth century through the second half of the twentieth century. To discuss the
types of vessels potentially present in the Lower Passaic River, it is necessary to include vessels from all
phases of the commercial, naval, and recreational activity in the vicinity. Wood-hulled ships, ranging from
small fishing sloops, periaugers, tug boats, recreational sailing and motor craft, rowed galleys, canal boats,
deck barges, coastal schooners and ferries, have all been active on the Passaic River in the vicinity of the
APE over the last two centuries. A limiting factor is the navigational depth project limits for the Lower Passaic
River – 30 feet, which would limit the size of wrecks in the river. The potential does exist for the survey area
to contain National Register eligible submerged cultural resources.
The United States Department of Commerce, National Oceanic and Atmospheric Administration (NOAA),
The Coast Survey NOAA maintains the Automated Wreck and Obstruction Information System (AWOIS)
which contains information on over 10,000 submerged wrecks and obstructions in the coastal waters of the
United States. This list was accessed in two ways to find entries within the Project APE and is contained in
Tables 1 and 2 (NOAA 2017). The lists are not considered comprehensive or exact as many of the sites
listed have been removed or were only included due to reported but unverified information from mariners.
While these tables are not considered accurate indicators of actual sites, they provide an indication into
maritime losses and activities within a waterway.
The following wrecks and obstructions are listed in the NOAA database as being in the APE:
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Table 1. List of NOAA ENC Wrecks – Coast Survey Wrecks and Obstructions Database
Name of Wreck or Obstruction Type of Feature Chart ID Latitude Longitude
kml_4671 Wrecks - Submerged, dangerous
US,graph,Chart 12337 40.779135 -74.1488825
kml_4684 Wrecks - Visible US,graph,Chart 12337 40.7723683 -74.1536904
kml_4685 Wrecks - Visible US,graph,Chart 12337 40.7717736 -74.1542561
kml_4677 Wrecks - Visible US,reprt,1stCGD,LNM 52/80 40.7415402 -74.1293045
kml_4670 Wrecks - Visible US,graph,Chart 12337 40.7191583 -74.1200725
kml_4672 Wrecks - Submerged, dangerous
US,graph,Chart 12337 40.7086885 -74.1195328
(Source: NOAA 2017)
The following wrecks and obstructions are listed in the NOAA database as being in the APE:
Table 2. List of Submerged Vessels – NOAA Charts
Field ID Label Type of Feature Latitude Longitude
331 Passaic 004 Wreck 40°46'19.78"N 74° 9'17.03"W
330 Passaic 003 Wreck 40°46'17.32"N 74° 9'18.85"W
332 Passaic 005 Obstruction 40°46'16.07"N 74° 9'21.29"W
329 Passaic 003 Wreck 40°44'28.33"N 74° 7'48.43"W
328 Passaic 002 Wreck 40°44'19.97"N 74° 7'1.98"W
327 Passaic 001 Obstruction 40°43'21.74"N 74° 7'16.96"W
326 Newark Bay 012 Wreck 40°43'8.23"N 74° 7'14.95"W
324 Newark Bay 010 Wreck 40°42'31.11"N 74° 7'12.71"W
323 Newark Bay 009 Obstruction 40°42'16.64"N 74° 6'58.18"W
321 Newark Bay 007 Obstruction 40°42'14.14"N 74° 6'53.53"W
(Source: NOAA 2017)
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5 REVIEW OF REMOTE SENSING DATA SETS
The purpose of the underwater archaeological data review was to locate and identify potentially significant
submerged cultural resource targets that might be impacted by the remedial action within OU 2. Magnetic
and acoustic remote sensing data sets from the comprehensive geophysical survey of OU 2 that was
conducted by Tetra Tech generated more than sufficient information to identify river bottom anomalies
suggestive of potential submerged cultural resources. Additionally, multi-beam bathymetric data were
reviewed to provide remote sensing information along shallow water areas near shorelines where side scan
sonar data coverage was restricted. Aerial imagery was also accessed to inspect for possible partially-
submerged cultural resources along the banks of the Lower Passaic River. The archaeological analysis of
the remote sensing data aimed to isolate targets of potential historical significance that might require further
investigation or avoidance. No diving was undertaken during this survey.
5.1 FIELDWORK METHODS
Comprehensive geophysical, bathymetric, shoreline and debris surveys were performed by Tetra Tech
across the entire 8.3-mile Project. Single-beam and multi-beam bathymetry, vessel-mounted light detection
and ranging (LiDAR), and aerial LiDAR were collected by Tetra Tech in addition to the geophysical field
investigations across the APE which included sub-bottom profiler shallow substrate data, side scan sonar
imagery and magnetometer data. The latter two data sets were reviewed by the underwater archaeologist
to assess the presence of remote sensing targets suggestive of submerged cultural resources.
Side scan sonar data were collected with an EdgeTech dual-frequency (100/600 kHz) 2000 DSS sonar
system. Side scan sonar imagery was acquired using EdgeTech’s Discover acquisition software and then
imported into Chesapeake Technology, Inc.’s SonarWiz software package for post-processing. The
SonarWiz processing package was used to bottom track and apply advanced signal processing and gains
to prepare the sonar imagery for final report. The sidescan sonar imagery data were exported from SonarWiz
as a 1-foot resolution GeoTiff mosaic, which is provided in Figures 7-11. Targets detected in the sonar data
included possible submerged cultural objects, debris items, or other potential hazards or features of interest.
A side scan sonar target report was provided to the underwater archaeologist that included the dimensions,
descriptive text and high resolution images of each target (Tetra Tech 2017a).
Magnetometer data were collected with a Marine Magnetics Explorer magnetometer along parallel lines that
were spaced approximately 65-feet apart. The sensor for the magnetometer was towed with a fixed layback
behind the survey vessel of 50 feet. The relative position of the sensor was determined using a layback
calculation that was applied during data processing efforts. Magnetometer data were processed using a
combination of Oasis Montaj and Tetra Tech software. Total magnetic field data are measurements of the
absolute value of the Earth’s magnetic field. Total field readings are highly influenced by ferrous
infrastructure, geologic features and diurnal variations in the earth’s magnetic field. Contact records include
time position, and strength (in nano-Teslas [nT]) of magnetic readings (Tetra Tech 2017a).
The multibeam sonar survey system consisted of several independent sensors that were integrated
electronically and physically mounted and referenced to each other in a vessel-referenced coordinate frame
on the survey vessel. The goal of the multibeam survey was to produce a bank-to-bank variable-density
digital terrain model (DTM) of the earth surface including the river bottom, intertidal zone, and upland river
banks, with minimal data gaps (Tetra Tech 2017a).
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5.2 EVALUATION OF REMOTE SENSING TARGETS
Remote sensing target signatures were evaluated using the NRHP criteria as a basis for the assessment.
For example, although an historic object might produce a remote sensing target signature, it is unlikely that
a single object (such as a historic anchor or cannon ball) has the potential to meet the criteria for nomination
to the NRHP.
Target assessment was based primarily on the nature and characteristics of the acoustic and magnetic
signatures. Shipwrecks – large or small – often have distinctive acoustic signatures, which are characterized
by geometrical features typically found only in a floating craft. Most geometrical features identified on the
bottom (in open water) are manmade objects. Often an acoustic signature will have an associated magnetic
signature. Generally, if the acoustic signature demonstrates geometric forms or intersecting lines with some
relief above the bottom surface and has a magnetic signature of any sort; it can be categorized as a
potentially significant target. Often, modern debris near docks, bridges, or an anchorage is easily identified
solely based on the characteristics of its acoustic signature. However, it is more common to find material
partially exposed. Frequently, these objects produce a record that obviously indicates a man-made object,
but the object is impossible to identify or date. Also in making an archaeological assessment of any sonar
target, the history and modern use of the waterway must be taken into consideration. Naturally, historically
active areas tend to have greater potential for submerged cultural resources. The assessment process
prioritizes targets for further underwater archaeological investigations.
Magnetic target signatures alone are more difficult to assess. Without any supporting acoustic records, the
type of the bottom sediments and the water currents become more important to the assessment process. A
small, single-source magnetic signature has the least potential to be a significant cultural resource. Although
it might represent a single historic object, this type of signature has limited potential to meet NRHP criteria.
A more complex magnetic anomaly, represented by a broad monopolar or dipolar type signature, has a
greater potential to be a significant cultural resource, depending on bottom type. A magnetic anomaly that
is identified in a hard bottom area and has no associated acoustic signature frequently can be discounted
as being a historic shipwreck. Most likely, such an anomaly is modern debris, such as wire rope, chain, or
other ferrous material.
Soft migrating sand or mud can bury even large wrecks, leaving little or no indication of their presence on
the bottom surface (via sonar data). The types of magnetic signatures that a boat or ship might produce are
infinite, because of the large number of variables including location, position, chemical environment, other
metals, vessel type, cargo, sea state, etc. These variables are what determine the characteristics of every
magnetic target signature. Since shipwrecks occur in a dynamic environment, many of the variables are
subject to constant change. Thus, in making an assessment of a magnetic anomalies potential to represent
a significant cultural resource, investigators must be circumspect in their predictions.
Broad, multi-component signatures (again, depending on bottom characteristics and other factors) often
have the greatest potential to represent a shipwreck. On the other hand, high-intensity, multi-component,
magnetic signatures (without an accompanying acoustic signature) in areas of relatively high velocity
currents can be discounted as a historic resource. Eddies created by the high-velocity currents almost
always keep some portion of a wreck exposed. Generally, wire rope or some other low-profile ferrous debris
produces this type of signature in these circumstances. Many types of magnetic anomalies display
characteristics that are not easily interpreted. The only definitive method of determining the nature of the
object creating these anomalies is by physical examination.
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Due to the presence of relatively firm river bottom conditions across the Project APE, most potentially
significant submerged cultural resources sites are expected to be evident on the side scan sonar records.
Typically, target locations with suspect cultural resource images on the sonar records coupled with
associated and appropriate magnetic signatures were considered to be high probability targets. Magnetic
data in the Lower Passaic River environment was a less reliable indicator due to the high level of background
noise associated with the high concentration of ferrous infrastructure along most of the Project APE.
5.3 FINDINGS – DATA REVIEW
While both the side scan sonar and magnetometer data sets were analyzed, an emphasis was placed on
the side scan sonar imagery due to the unreliability of magnetic data attributable to the very high levels of
background disturbances in the earth’s magnetic field. These disturbances were generated by the proximity
of ferrous materials along the entire course of the river in OU 2. All side scan sonar targets were analyzed
according to their spatial extent, configuration, location, and environmental context. The goal of the data
review was to determine the number, locations, cultural affiliations, components, spatial distribution, data
potential, and other salient characteristics of all potential significant submerged cultural resources within the
APE.
A total of 229 side scan sonar targets were identified from Tetra Tech’s geophysical remote sensing survey.
A vast majority of these targets are attributed to linear and rounded debris; typically signifying a non-cultural
resource. Very large clusters of debris were identified adjacent to many of the shoreline structures and also
around and under the various bridge piers that span the river (Figure 12). The source of many of these
sonar targets is likely associated with former docks, piers, bulkheads, and bridge fendering systems. Several
of the targets were partially buried rectangular or linear features that were not identifiable from this data set.
There were also abundant targets that were isolated linear features – suspect tree limbs and wood planks
or piles that were washed into the river.
Of the 229 overall sonar targets identified in the Tetra Tech side scan sonar data set, 31 targets generated
signatures that were suggestive of man-made features and comprised dimensions that could be attributed
to potential submerged cultural resource sites. However, 19 of these 31 features appear to be associated
with submerged cars, some of which are partially buried in bottom sediments. These suspect car sites are
not considered to be potentially significant submerged cultural resources. A complete listing of the suspect
car sites is contained in Table 3.
Four (4) of the 31 targets are likely boat wrecks and are considered to be potentially significant submerged
cultural resources. These likely boat wreck sites are sonar target numbers 167, 194, 200A and 200B. These
targets were not on the shipwreck lists contained in Tables 1 and 2. Two of the boat sites appear to be
associated with smaller vessels - each less than 30 feet in length. Two of the vessels (200A & 200B) are
larger hulls that combined cover an area measured to be 70 feet by 52 feet in size (Figures 13-16). Three
of the vessels appear to be square-ended and the fourth wreck seems to have a rounded stern. All of these
sites are partially buried. Additional underwater archaeological investigations are recommended at these
four suspect boat wreck sites. A complete description of these four suspect boat wreck targets is contained
in Table 4.
In addition to the four (4) suspect boat wreck sites, eight (8) other side scan sonar targets generated remote
sensing signatures indicating the presence of bottom features with configurations, structure, or mass that
are suggestive of submerged cultural material. These have been classified as potentially significant debris-
related sonar targets: they include targets 50, 59, 69, 109, 170, 182, 206 and 213. Descriptions of these
eight target sites are contained in Table 5.
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Inspection of aerial imagery confirms the presence of one partially-submerged potential cultural resource
site at RM 2.913 along the river shoreline (on the ascending left side of river) (Figure 17). This site was also
detected on multibeam data and designated MBE Target 052 (Figures 18-19). The site is comprised of a
barge-like vessel that extends out from the shoreline perpendicular to the flow of the river and appears to
have been retrofitted and used as a dock. Attached to this barge/dock is a derelict motor vessel that is also
located in the intertidal zone where the site(s) are alternately inundated and exposed during the tidal cycles.
The barge and derelict motor vessel are considered as a single target site. The barge/dock measures 105
feet long and 34 feet wide. The partially submerged derelict motor vessel is 72 feet long and 18 feet wide.
This site is the 13th potentially significant target identified in the Project APE.
Additional Stage IB underwater archaeological investigations are recommended at these 13 potentially
significant remote sensing target locations. Stage IB underwater investigations would be designed to gather
sufficient information and detail on the 13 remote sensing target locations to enable an accurate assessment
of their potential historical significance, or lack thereof, for each target location. Stage IB investigations would
involve gathering additional site-specific, high resolution acoustic data at these 13 sites to better define the
boundaries and characteristics of the sites prior to ground truthing each location, i.e. inspecting them directly
in the water. The primary work task of the Stage IB investigations would be to have divers identify the type,
nature, and condition of each target source. After assembling all this additional information from the Stage
IB investigations, the targets may either be dismissed from further archaeological actions (if target source is
modern debris or otherwise determined to be not significant); or designated as potentially significant
archaeological sites that warrant Stage II Underwater Archaeological Investigation to determine if they may
be eligible to the NRHP.
Table 3. Suspect Submerged Car Sonar Targets (19) –these are not considered to be
potentially significant.
Target Image Sonar Target Dimensions and Attributes
SC-0048 ● RM 4.750
● Sonar Time at Target: 7/27/2017 5:22:29 PM
● Click Position
40° 44.01679'' N 074° 09.48507'' W (WGS84)
(X) 586874.71 (Y) 692335.03 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-
jsf\20170727\20170727_1712.jsf
● Range to target: 71.34 US ft
● Heading: 100.700 Degrees
● Target Width: 5.21 US ft
● Target Height: 4.69 US ft
● Target Length: 19.85 US ft
● Target Shadow: 17.09 US ft
● Classification1: car
● Description: Rectangular object, possible
car, scattered debris including circular
objects
SC-0051 ● RM 4.778
● Sonar Time at Target: 7/27/2017 5:22:06 PM
● Click Position
40° 44.02288'' N 074° 09.51883'' W (WGS84)
(X) 586718.60 (Y) 692371.45 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-
jsf\20170727\20170727_1712.jsf
● Range to target: 88.60 US ft
● Heading: 110.400 Degrees
● Target Width: 7.40 US ft
● Target Height: 0.84 US ft
● Target Length: 14.28 US ft
● Target Shadow: 3.24 US ft
● Classification1: car
● Description: possible car
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Target Image Sonar Target Dimensions and Attributes
SC-0053 ● RM 4.174
● Sonar Time at Target: 7/28/2017 4:11:14 PM
● Click Position
40° 44.02774'' N 074° 08.81046'' W (WGS84)
(X) 589990.16 (Y) 692413.85 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170728
\20170728_004_1550.000.jsf
● Range to target: 14.96 US ft
● Heading: 64.600 Degrees
● Target Width: 6.48 US ft
● Target Height: 5.13 US ft
● Target Length: 16.40 US ft
● Target Shadow: 8.60 US ft
● Classification1: debris
● Description: rectangular, possible car
SC-0058 ● RM4.129
● Sonar Time at Target: 8/1/2017 7:16:51 PM
● Click Position
40° 44.05053'' N 074° 08.75873'' W (WGS84)
(X) 590228.52 (Y) 692553.24 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170801
\20170801_003_1812.002.jsf
● Range to target: 27.20 US ft
● Heading: 238.200 Degrees
● Target Width: 6.57 US ft
● Target Height: 2.97 US ft
● Target Length: 15.61 US ft
● Target Shadow: 5.22 US ft
● Classification1: debris
● Description: possible car
SC-0065 ● RM 4.922
● Sonar Time at Target: 8/1/2017 7:29:55 PM
● Click Position
40° 44.10010'' N 074° 09.67322'' W (WGS84)
(X) 586003.74 (Y) 692837.50 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170801
\20170801_003_1812.002.jsf
● Range to target: 19.52 US ft
● Heading: 315.100 Degrees
● Target Width: 5.34 US ft
● Target Height: 4.63 US ft
● Target Length: 15.78 US ft
● Target Shadow: 8.27 US ft
● Classification1: car
● Description: possible car
SC-0068 ● RM 4.963
● Sonar Time at Target: 7/28/2017 3:58:06 PM
● Click Position
40° 44.11050'' N 074° 09.68234'' W (WGS84)
(X) 585961.37 (Y) 692900.51 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170728
\20170728_004_1550.000.jsf
● Range to target: 6.33 US ft
● Heading: 136.600 Degrees
● Target Width: 9.37 US ft
● Target Height: 3.78 US ft
● Target Length: 15.24 US ft
● Target Shadow: 5.57 US ft
● Classification1: car
● Description: Possible car
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
22 LPROU2-Stage1A Underwater_Rev1_2018-06
Target Image Sonar Target Dimensions and Attributes
SC-0074 ● RM 3.989
● Sonar Time at Target: 7/27/2017 7:52:39 PM
● Click Position
40° 44.15000'' N 074° 08.64893'' W (WGS84)
(X) 590733.20 (Y) 693159.18 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-
jsf\20170727\20170727_1830.002.jsf
● Range to target: 81.12 US ft
● Heading: 206.200 Degrees
● Target Width: 6.75 US ft
● Target Height: 1.88 US ft
● Target Length: 16.57 US ft
● Target Shadow: 7.55 US ft
● Classification1: car
● Description: Rectangular, possible car
amidst debris area
SC-0095 ● RM 5.350
● Sonar Time at Target: 8/1/2017 4:05:33 PM
● Click Position
40° 44.45411'' N 074° 09.80408'' W (WGS84)
(X) 585391.11 (Y) 694984.63 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170801
\20170801_009_1605.000.jsf
● Range to target: 51.40 US ft
● Heading: 336.400 Degrees
● Target Width: 7.60 US ft
● Target Height: 1.37 US ft
● Target Length: 13.37 US ft
● Target Shadow: 5.49 US ft
● Classification1: debris
● Description: Possible car
SC-0155 ● 6.027
● Sonar Time at Target: 7/31/2017 3:59:25 PM
● Click Position
40° 45.02319'' N 074° 09.94702'' W (WGS84)
(X) 584717.88 (Y) 698437.33 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 39.70 US ft
● Heading: 180.800 Degrees
● Target Width: 5.81 US ft
● Target Height: 1.96 US ft
● Target Length: 14.87 US ft
● Target Shadow: 4.67 US ft
● Classification1: car
● Description: possible car
SC-0162 ● RM 6.131
● Sonar Time at Target: 7/31/2017 11:04:15 PM
● Click Position
40° 45.11229'' N 074° 09.93100'' W (WGS84)
(X) 584789.80 (Y) 698978.60 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_2303.000.jsf
● Range to target: 68.08 US ft
● Heading: 175.700 Degrees
● Target Width: 6.07 US ft
● Target Height: 3.00 US ft
● Target Length: 17.23 US ft
● Target Shadow: 10.48 US ft
● Classification1: car
● Description: possible car
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
23 LPROU2-Stage1A Underwater_Rev1_2018-06
Target Image Sonar Target Dimensions and Attributes
SC-0163 ● RM 6.153
● Sonar Time at Target: 7/31/2017 3:57:18 PM
● Click Position
40° 45.13270'' N 074° 09.92703'' W (WGS84)
(X) 584807.62 (Y) 699102.58 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 44.30 US ft
● Heading: 183.200 Degrees
● Target Width: 5.63 US ft
● Target Height: 1.62 US ft
● Target Length: 14.32 US ft
● Target Shadow: 4.30 US ft
● Classification1: car
● Description: possible car
SC-0164 ● RM 6.165
● Sonar Time at Target: 7/31/2017 3:57:09 PM
● Click Position
40° 45.14142'' N 074° 09.92122'' W (WGS84)
(X) 584834.27 (Y) 699155.65 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 26.85 US ft
● Heading: 185.000 Degrees
● Target Width: 6.76 US ft
● Target Height: 4.31 US ft
● Target Length: 13.97 US ft
● Target Shadow: 9.23 US ft
● Classification1: car
● Description: possible car
SC-0174 ● RM 6.297
● Sonar Time at Target: 7/31/2017 3:55:10 PM
● Click Position
40° 45.25662'' N 074° 09.90920'' W (WGS84)
(X) 584887.09 (Y) 699855.30 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 58.11 US ft
● Heading: 184.400 Degrees
● Target Width: 4.81 US ft
● Target Height: 2.45 US ft
● Target Length: 10.53 US ft
● Target Shadow: 8.35 US ft
● Classification1: car
● Description: rectangular object, possible
car
SC-0175 ● RM 6.307
● Sonar Time at Target: 7/31/2017 3:55:01 PM
● Click Position
40° 45.26506'' N 074° 09.90642'' W (WGS84)
(X) 584899.73 (Y) 699906.62 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 58.11 US ft
● Heading: 182.900 Degrees
● Target Width: 5.09 US ft
● Target Height: 1.95 US ft
● Target Length: 15.46 US ft
● Target Shadow: 6.62 US ft
● Classification1: car
● Description: possible car
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
24 LPROU2-Stage1A Underwater_Rev1_2018-06
Target Image Sonar Target Dimensions and Attributes
SC-0183 ● RM 6.403
● Sonar Time at Target: 7/31/2017 3:53:35 PM
● Click Position
40° 45.34863'' N 074° 09.89629'' W (WGS84)
(X) 584944.59 (Y) 700414.18 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 53.89 US ft
● Heading: 177.600 Degrees
● Target Width: 6.14 US ft
● Target Height: 2.49 US ft
● Target Length: 14.07 US ft
● Target Shadow: 8.12 US ft
● Classification1: car
● Description: Amidst scattered debris,
possible car
SC-0184 ● RM 6.409
● Sonar Time at Target: 7/31/2017 3:53:31 PM
● Click Position
40° 45.35324'' N 074° 09.89846'' W (WGS84)
(X) 584934.44 (Y) 700442.13 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 65.59 US ft
● Heading: 178.800 Degrees
● Target Width: 7.17 US ft
● Target Height: 0.97 US ft
● Target Length: 12.57 US ft
● Target Shadow: 3.87 US ft
● Classification1: car
● Description: amidst abundant scattered
debris, possible car
SC-0188 ● RM 6.765
● Sonar Time at Target: 7/31/2017 7:23:20 PM
● Click Position
40° 45.65178'' N 074° 09.77159'' W (WGS84)
(X) 585513.23 (Y) 702257.00 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_005_1850.001.jsf
● Range to target: 9.40 US ft
● Heading: 204.000 Degrees
● Target Width: 7.28 US ft
● Target Height: 2.67 US ft
● Target Length: 16.31 US ft
● Target Shadow: 3.45 US ft
● Classification1: car
● Description: possible car
SC-0191 ● RM 7.042
● Sonar Time at Target: 7/31/2017 4:31:36 PM
● Click Position
40° 45.83254'' N 074° 09.55501'' W (WGS84)
(X) 586508.87 (Y) 703358.36 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_008_1612.000.jsf
● Range to target: 27.04 US ft
● Heading: 36.800 Degrees
● Target Width: 5.54 US ft
● Target Height: 2.56 US ft
● Target Length: 12.75 US ft
● Target Shadow: 5.46 US ft
● Classification1: debris
● Description: possible car
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
25 LPROU2-Stage1A Underwater_Rev1_2018-06
Target Image Sonar Target Dimensions and Attributes
SC-0192 ● RM7.129
● Sonar Time at Target: 7/31/2017 7:58:13 PM
● Click Position
40° 45.89407'' N 074° 09.49617'' W (WGS84)
(X) 586779.04 (Y) 703733.04 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_009_1958.000.jsf
● Range to target: 14.38 US ft
● Heading: 22.800 Degrees
● Target Width: 13.74 US ft
● Target Height: 1.97 US ft
● Target Length: 20.40 US ft
● Target Shadow: 2.91 US ft
● Classification1: debris
● Description: possible car
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
26 LPROU2-Stage1A Underwater_Rev1_2018-06
Table 4. Potentially Significant Sonar Targets – Suspect Boat Wrecks (4)
1) Sonar Target 167
167 ● RM 6.258 ● Sonar Time at Target: 7/31/2017
4:21:45 PM ● Click Position
40° 45.21741'' N 074° 09.85593'' W (WGS84)
(X) 585133.95 (Y) 699618.16 (Projected Coordinates)
● Map Projection: NJ83F ● Located at RM 6.258 ● Acoustic Source File:
\\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_Ri
ver\2000- DSS\SSS-
jsf\20170731 \20170731_008_1612.000.jsf
Dimensions and attributes ● Target Width: 15.77 US ft ● Target Height: 1.17 US ft ● Target Length: 25.20 US ft ● Target Shadow: 6.08 US ft ● Classification1: wreck
● Description: Small upright, square-
ended vessel with associated debris
field
Sonar image of Target 167 is suggestive of small square ended boat hull
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
27 LPROU2-Stage1A Underwater_Rev1_2018-06
2) Sonar Target 194
194 ● RM 7.256 ● Sonar Time at Target: 7/31/2017
7:59:54 PM ● Click Position
40° 45.99403'' N 074° 09.42684'' W (WGS84) (X) 587096.71 (Y) 704341.21 (Projected Coordinates)
● Map Projection: NJ83F ● Located at RM 7.256 ● Acoustic Source File:
\\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_Ri
ver\2000- DSS\SSS-
jsf\20170731 \20170731_009_1958.000.jsf
Dimensions and attributes ● Target Width: 8.72 US ft ● Target Height: 2.90 US ft ● Target Length: 16.07 US ft ● Target Shadow: 13.99 US ft ● Classification1: debris
● Description: Small, upright, round-
ended vessel with associated debris
field. Exposed portion of boat is
approximately 16 feet x nine (9) feet.
This hull has several feet of profile
above the surrounding bottom
surface.
Sonar image of Target 194 is suggestive of small round-ended boat hull.
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
28 LPROU2-Stage1A Underwater_Rev1_2018-06
3) Sonar Target 200A
200A ● RM 7.445 ● Sonar Time at Target: 7/31/2017
3:39:42 PM ● Click Position
40° 46.15653'' N 074° 09.42250'' W (WGS84) (X) 587112.91 (Y) 705327.89 (Projected
Coordinates) ● Map Projection: NJ83F ● Acoustic Source File:
\\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_Ri
ver\2000- DSS\SSS-
jsf\20170731 \20170731_006_1525.000.jsf
Dimensions and attributes ● Target Width: 51.94 US ft ● Target Height: 4.51 US ft ● Target Length: 70.46 US ft ● Target Shadow: 14.40 US ft ● Classification1: wreck ●
● Description: Two, upright, square-
ended vessels with interior framing
exposed were identified at this
location. Vessels are laying close to
bulkhead and limited debris is in
vicinity of the two hulls. Both sites are
partially buried at bow.
Sonar image of Target 200A&B is suggestive of two boat hulls lying next to bulkhead.
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
29 LPROU2-Stage1A Underwater_Rev1_2018-06
4) Sonar Target 200B
200B ● RM 7.446 ● Sonar Time at Target: 7/31/2017
3:39:42 PM ● Click Position
40° 46.15653'' N 074° 09.42250'' W (WGS84) (X) 587112.91 (Y) 705327.89 (Projected
Coordinates) ● Map Projection: NJ83F ● Acoustic Source File:
\\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_Ri
ver\2000- DSS\SSS-
jsf\20170731 \20170731_006_1525.000.jsf
Dimensions and attributes ● Target Width: 51.94 US ft ● Target Height: 4.51 US ft ● Target Length: 70.46 US ft ● Target Shadow: 14.40 US ft ● Classification1: wreck ●
● Description: Two, upright, square-
ended vessels with interior framing
exposed were identified at this
location. Vessels are laying close to
bulkhead and limited debris is in
vicinity of the two hulls. While both
sites are partially buried at bow, this
wreck appears to have a rounded
(bluff) bow.
Sonar image of Target 200A&B is suggestive of two boat hulls lying next to bulkhead.
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
30 LPROU2-Stage1A Underwater_Rev1_2018-06
Table 5. Other Potentially Significant Sonar Targets – Debris Related (8)
Target Image Sonar Target Dimensions and Attributes
SC-0050 ● RM 4.733
● Sonar Time at Target: 7/28/2017 4:01:49 PM
● Click Position
40° 44.02064'' N 074° 09.46423'' W (WGS84)
(X) 586970.83 (Y) 692358.79 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170728
\20170728_004_1550.000.jsf
● Range to target: 82.66 US ft
● Heading: 100.500 Degrees
● Target Width: 73.43 US ft
● Target Height: 0.00 US ft
● Target Length: 92.66 US ft
● Target Shadow: 0.00 US ft
● Classification1: debris area
● Description: Dimensions approximate
for displayed area. Debris items
extend beyond defined area. A
combination of linear and rectangular
features with an associated bottom
scour. Additional u/w archaeological
investigations are recommended.
SC-0059 ● RM 4.241
● Sonar Time at Target: 7/27/2017 8:19:06 PM
● Click Position
40° 44.05539'' N 074° 08.90065'' W (WGS84)
(X) 589572.94 (Y) 692580.11 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-
jsf\20170727\20170727_2015.jsf
● Range to target: 55.42 US ft
● Heading: 79.700 Degrees
● Target Width: 15.49 US ft
● Target Height: 1.91 US ft
● Target Length: 27.97 US ft
● Target Shadow: 11.64 US ft
● Classification1: debris
● Description: Rectangular debris that is
partially buried. Could potentially be part
of a boat hull. Additional u/w
archaeological investigations are
recommended.
SC-0069 ● RM 4.021
● Sonar Time at Target: 7/28/2017 4:14:09 PM
● Click Position
40° 44.12917'' N 074° 08.67802'' W (WGS84)
(X) 590599.37 (Y) 693032.20 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170728
\20170728_004_1550.000.jsf
● Range to target: 67.32 US ft
● Heading: 24.700 Degrees
● Target Width: 48.91 US ft
● Target Height: 4.05 US ft
● Target Length: 66.94 US ft
● Target Shadow: 15.62 US ft
● Classification1: debris area
● Description: Scatter of linear debris that
forms a rectangular feature that is partially
buried. Additional u/w archaeological
investigations are recommended.
SC-0109 ● RM 2.701
● Sonar Time at Target: 7/28/2017 4:34:31 PM
● Click Position
40° 44.50849'' N 074° 07.41189'' W (WGS84)
(X) 596437.04 (Y) 695359.67 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170728
\20170728_004_1550.001.jsf
● Range to target: 39.51 US ft
● Heading: 85.500 Degrees
● Target Width: 23.69 US ft
● Target Height: 2.40 US ft
● Target Length: 53.87 US ft
● Target Shadow: 12.14 US ft
● Classification1: debris area
● Description: two debris features near
dock; target location between two objects.
Dimensions for debris area. Additional u/w
archaeological investigations are
recommended.
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
31 LPROU2-Stage1A Underwater_Rev1_2018-06
Target Image Sonar Target Dimensions and Attributes
SC-0170 ● RM 6.284
● Sonar Time at Target: 7/31/2017 4:22:04 PM
● Click Position
40° 45.23948'' N 074° 09.85589'' W (WGS84)
(X) 585133.63 (Y) 699752.17 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_008_1612.000.jsf
● Range to target: 68.85 US ft
● Heading: 351.000 Degrees
● Target Width: 12.02 US ft
● Target Height: 0.92 US ft
● Target Length: 10.07 US ft
● Target Shadow: 4.07 US ft
● Classification1: debris
● Description: Unusual man-made feature.
Additional u/w archaeological
investigations are recommended.
SC-0182 ● RM 6.379
● Sonar Time at Target: 7/31/2017 3:53:57 PM
● Click Position
40° 45.32612'' N 074° 09.89786'' W (WGS84)
(X) 584937.85 (Y) 700277.51 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_006_1525.001.jsf
● Range to target: 55.42 US ft
● Heading: 174.100 Degrees
● Target Width: 31.57 US ft
● Target Height: 1.65 US ft
● Target Length: 81.67 US ft
● Target Shadow: 5.36 US ft
● Classification1: debris area
● Description: Large rectangular object.
Possible platform or decking or raft.
Additional u/w archaeological
investigations are recommended.
SC-0206 ● RM 7.534
● Sonar Time at Target: 7/31/2017 10:45:39 PM
● Click Position
40° 46.23386'' N 074° 09.38758'' W (WGS84)
(X) 587272.26 (Y) 705798.08 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_007_2232.000.jsf
● Range to target: 29.34 US ft
● Heading: 192.700 Degrees
● Target Width: 16.60 US ft
● Target Height: 1.38 US ft
● Target Length: 32.92 US ft
● Target Shadow: 2.87 US ft
● Classification1: debris
● Description: Large oblong feature that is
resting partially buried in soft bottom.
Additional u/w archaeological
investigations are recommended.
SC-0213 ● RM 7.746
● Sonar Time at Target: 7/31/2017 7:09:20 PM
● Click Position
40° 46.40467'' N 074° 09.28254'' W (WGS84)
(X) 587753.06 (Y) 706837.09 (Projected
Coordinates)
● Map Projection: NJ83F
● Acoustic Source File: \\Tts118fs2\mmgfs2
\Projects\2017_6100_Passaic_River\2000-
DSS\SSS-jsf\20170731
\20170731_005_1850.000.jsf
● Range to target: 69.42 US ft
● Heading: 220.300 Degrees
● Target Width: 25.00 US ft
● Target Height: 0.00 US ft
● Target Length: 60.00 US ft
● Classification1: debris area
● Description: Cluster of debris and
submerged pilings in area ~60-ft x 25-ft.
Additional u/w archaeological
investigations are recommended.
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Figure 7. Side Scan Mosaic and Selected Targets (1 of 5)
Note: There are no selected targets in this portion of the Project APE
Source: Tetra Tech 2017, Appendix E, Figure E-1
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Figure 8. Side Scan Mosaic and Selected Targets (2 of 5)
Source: Tetra Tech 2017, Appendix E, Figure E-1
Potentially Significant Debris Target
109
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Figure 9. Side Scan Mosaic and Selected Targets (3 of 5)
Source: Tetra Tech 2017, Appendix E, Figure E-1
69
Potentially Significant Debris Target
Suspect Car Target
74
53
58
59
50
11
48
Suspect Boat Wreck Target
MBE 52
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Figure 10. Side Scan Mosaic and Selected Targets (4 of 5)
Source: Tetra Tech 2017, Appendix E, Figure E-1
Potentially Significant Debris Target
Suspect Car Target
51
48
50
68 65
95
162
155
163
167
164
Suspect Boat Wreck Target
170
175
174
183
182
184
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Figure 11. Side Scan Mosaic and Selected Targets (5 of 5)
Source: Tetra Tech 2017, Appendix E, Figure E-1
191
188
Potentially Significant Debris Target
Suspect Car Target
Suspect Boat Wreck Target
192
194
200B
200A
213
206
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Figure 12. Aerial Image of Abandoned Conrail Railroad Bridge at Fourth Ave. (RM 6.32)
Note: Seven targets (representing 3 types of targets) are clustered around either side of this former railroad bridge
Yellow = suspect car targets | Blue = potentially significant debris targets | Red = suspect boat wreck targets
167
170
174 & 175
183 & 184
182
N
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Figure 13. Aerial Image (ca. 2010) of Shoreline Adjacent to Targets 200A&B. (RM 7.445) (Source: GoogleEarth)
Note: Various type of recreational boats are visible at small boatyard and along shoreline of property.
Figure 14. Aerial Photograph (ca. 2014) of Shoreline Adjacent to Targets 200A&B. (RM 7.445) (Source: GoogleEarth)
Note: Fewer recreational boats are visible at small boatyard and along shoreline of property.
N
N
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Figure 15. Multibeam Imagery of Target 200A&B. RM 7.445
(Source: Tetra Tech 2017a)
Figure 16. Multibeam Imagery of Target 200A&B – View Offshore. RM 7.445
(Source: Tetra Tech 2017a)
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Figure 17. Aerial Photograph (ca. 2014) of Shoreline Adjacent to Target MBE 52.
Source: GoogleEarth
Note: Suspect converted barge/dock (red arrow) and partially submerged motor vessel (blue arrow) comprise this Target site at RM 2.913.
N
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Figure 18. Multibeam Imagery of Target MBE 52. RM 2.913
Source: Tetra Tech 2017
Figure 19. Multibeam Imagery of Target MBE 52 – View Downstream. RM 2.913
Source: Tetra Tech 2017
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6 CONCLUSIONS AND RECOMMENDATIONS
The maritime history of the Passaic River provided within this report indicates sustained and varied use of
these waters since the middle of the seventeenth century. Commercial and industrial activities were
conducted along the shores of the Passaic River from the time the Puritans from Connecticut settled in the
vicinity in 1666. The maritime history of the Lower Passaic River has always been closely tied to industry.
The Lower Passaic River was a vital transportation artery for the region’s economic development. The banks
of the river were steadily developed throughout the nineteenth and twentieth centuries, effectively becoming
an extension of the Port of New York. Production facilities for petrochemicals, packaged food products, and
sand, gravel, crushed stone, and other construction materials, were built along the Passaic River. Railroads
and eventually, interstates, traversed over and along the Lower Passaic River, linking numerous
transportation lines. Background research has documented transportation activities on the river as well as
alterations of the waterfront for industrial use. The Project APE is certainly affected by all of the above.
In conjunction with the environmental dredging of the lower 8.3 miles of the Lower Passaic River, Stage IA
level underwater archaeological investigations were conducted to identify remote sensing target that were
suggestive of potentially significant submerged cultural resources. Investigations included background
maritime historical research and a review and analysis of remote sensing data sets that were collected during
a comprehensive geophysical survey of the APE conducted in July-August, 2017. The comprehensive
remote sensing survey utilized magnetometry, side scan sonar, multibeam bathymetry and sub bottom
profiling in addition to other remote sensing devices over a six-week period during the summer of 2017.
Analysis of their data sets resulted in the identification of 13 remote sensing targets that are considered to
be suggestive of potentially significant submerged cultural resources. See Table 6 for a complete listing of
the 13 potentially significant targets.
Avoidance of these 13 target locations would normally be recommended. At a minimum, buffer zones of
200 feet from the perimeters of all 13 sites is required to successfully avoid effects to these targets. If
potential impact at any of the 13 locations is unavoidable due to the implementation of the remedial action,
then Stage IB-level underwater archaeological investigations are recommended to identify and evaluate
each of the targets according to NRHP eligibility criteria.
Typically, Stage IB underwater investigations would involve ground-truthing the target locations by divers
qualified in underwater archaeology to determine the nature and characteristics of the material that
generated the remote sensing signatures. The potential activities would be designed to gather sufficient
information and detail about the 13 targets to enable an accurate assessment of the potential historical
significance, or lack thereof, for each target location. After assembling this additional information from the
Stage IB investigations, the targets may either be dismissed from further archaeological actions (if target
source is modern debris or otherwise determined to be not significant); or designated as potentially significant
archaeological sites that warrant Stage II Underwater Archaeological Investigation to determine if they may
be eligible to the NRHP.
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Table 6. Summary of 13 Potentially Significant Targets within Project APE
Target Easting Northing Target Type - Findings/Comments
50 586970 692358 Debris associated target. A combination of linear and rectangular features with an associated bottom scour that extends across an area 73’ x 92’. Located at RM 4.733.
59 589572 692580 Debris associated target. Rectangular debris across an area 15’ x 28’ that becomes partially buried. Could potentially be part of a boat hull. Located at RM 4.241.
69 590599 693032 Debris associated target. A scatter of linear debris that collectively forms a rectangular feature, 49’ x 67’, which is partially buried. Located at RM 4.021.
109 596437 695359 Debris associated target. Two debris features located near NJ Turnpike bridge piers. Located at RM 2.701.
167 585133 699618 Suspect boat wreck target. Small (25’ long) upright, square-ended vessel with associated debris field. Located at RM 6.258.
170 585133 699752 Debris associated target. Hard, unusual, feature, 12’ x 10’, which is partially buried in river bottom sediments. Located at RM 6.284.
182 584937 700277 Debris associated target. Large rectangular feature, comprised of parallel linear components that overall measure 31’ x 82’. Located at RM 6.379.
194 587096 704341 Suspect boat wreck target. Small (16’ long) upright, round-ended vessel with associated debris field. The boat hull extends several feet above the surrounding bottom surface. Located at RM 7.256.
200A 587112 705327 Suspect boat wreck target. Two, upright, square-ended vessels (along with Target 200B) with interior framing exposed were identified at this location. Vessels are laying close to bulkhead and limited debris is in vicinity of the two hulls. Both sites are partially buried at bow. Located at RM 7.445.
200B 587112 705337 Suspect boat wreck target. Two, upright, square-ended vessels (along with Target 200A) with interior framing exposed were identified at this location. Vessels are laying close to bulkhead and limited debris is in vicinity of the two hulls. Both sites are partially buried at bow. Located at RM 7.445.
206 584937 700277 Debris associated target. Large oblong feature, measuring 16’ x 33’, which appears to be more than partially buried. Located at RM 7.534.
213 584937 700277 Debris associated target. Large cluster of debris associated with network of cut-off pilings that appears to have supported a former dock structure. Located at RM 7.746.
MBE 52 595371 695302 Barge-like vessel extends from ascending left shoreline out perpendicular into river. Vessel appears to have been modified and used as a dock. Part of the site includes a partially submerged derelict vessel that is attached to the barge/dock. The barge/dock measures 105’ x 34’ and the motor vessel is 72’ x 18’. Located at RM 2.913.
Note: Easting and Northing coordinates are expressed in New Jersey State Plane Coordinates, NAD83, feet.
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7 REFERENCES CONSULTED
Environmental Protection Agency (EPA). 2016a. Record of Decision for the Lower 8.3 Miles of the Lower
Passaic River Part of the Diamond Alkali Superfund Site. Essex and Hudson Counties, New Jersey.
EPA Region 2. March 3, 2016.
EPA. 2016b. Statement of Work for Pre-Remedial Design and Remedial Design Lower 8.3 Miles of Lower
Passaic River part of the Diamond Alkali Superfund Site. Essex and Hudson Counties, New Jersey.
EPA Region 2. September 26, 206.
Hassler, F.R. and A.D. Bache. 1845. Map of New-York Bay and Harbor and the environs. From a
trigonometrical survey under the direction of F.R. Hassler, Superintendent of the Survey of the
Coast of the United States. Triangulation by James Ferguson and Edmund Blunt, assistants. The
hydrography under the direction of Thomas R. Gedney, Lieutenant, U.S. Navy. The topography by
C. Renard, T.A. Jenkins & B.F. Sands, assists. Published in 1845. A.D. Bache, Superintendent.
Topography engraved by S. Siebert & A. Rolle, views engraved by O.A. Lawson. Engraving
supervised & views of the coast drawn by J. Farley. Hydrography engraved by F. Dankworth,
lettering by F. Dankworth & J. Knight. Electrotype copy no. 5 by G. Mathiot, U.S.C.S. (with logo)
U.S. Coast Survey Depot. David Rumsey Historical Map Collection. https://www.davidrumsey.com
/luna/servlet/detail/RUMSEY~8~1~33352~1170772:New-York-Bay,-Harbor-?sort=pub_list_no
_initialsort%2Cpub_date%2Cpub_list_no%2Cseries_no&qvq=q:newark%2C%2Bnew%2Bjersey;
sort:pub_list_no_initialsort%2Cpub_date%2Cpub_list_no%2Cseries_no;lc:RUMSEY~8~1&mi=7&
trs=18. Accessed 6 November 2017.
Hoppe, H. and K. Watson. 2012. USGS Involvement in the Passaic River Basin. United States Department
of the Interior, U.S. Geological Survey.
http://www.nj.gov/dep/wms/USGS_Flood_Inundation_Mapping.pdf. Accessed 4 November 2017.
Iannuzzi, T.J. and D.F. Ludwig. 2004. Historical and Current Ecology of the Lower Passaic River. Urban
Habitats. December. http://www.urbanhabitats.org/v02n01/passaicriver_full.html. Accessed 5
November 2017.
Jones, T.W. and S.S. Moore. 1802. Road from Philadelphia to New York. Maps 14 and 15. David Rumsey
Historical Map Collection. https://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~2096~
130129:Road-from-Philadelphia-to-New-York-?sort=pub_list_no_initialsort%2Cpub_
date%2Cpub_list_no%2Cseries_no&qvq=q:newark%2C%2Bnew%2Bjersey;sort:pub_list_no_
%2Cpub_date%2Cpub_list_no%2Cseries_no;lc:RUMSEY~8~1&mi=8&trs=18. Accessed 6
November 2017.
Morse and S.C Hill. 1796. New Jersey. Thomas and Andrews, Boston, MA. Historical Maps of New Jersey
http://alabamamaps.ua.edu/historicalmaps/us_states/newjersey/index2.htm. Accessed 3
November 2017.
National Park Service. 2017. Paterson Great Falls National Historic Park, New Jersey. U.S. Department
of the Interior, National Park Service. https://www.nps.gov/pagr/learn/historyculture/index.htm.
Accessed 4 November 2017.
Olsen, Kevin K. 2008. A Great Conveniency: A Maritime History of the Passaic River, Hackensack River
and Newark Bay. American History Imprints, Franklin, TN.
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
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Tetra Tech, Inc. 2017a. Geophysical, Bathymetric, Shoreline, and Debris Survey Report. Remedial Design
– Lower 8.3 Miles of the Lower Passaic River. Operable Unit Two of the Diamond Alkali Superfund
Site. In and About Essex, Hudson and Passaic Counties – New Jersey. Report submitted to Glenn
Springs Holdings, Inc., Houston, TX.
Tetra Tech, Inc. 2017b. Cultural Resources Survey Work Plan (Appendix I to PDI WP): Remedial Design-
Lower 8.3 Miles of the Lower Passaic River Operable Unit Two of the Diamond Alkali Superfund
Site In and About Essex, Hudson, Bergen and Passaic Counties-New Jersey. Prepared for Glenn
Springs Holdings, Inc., Houston, TX by Tetra tech, Parsippany, NJ.
United States Department of Commerce, National Oceanic and Atmospheric Administration, Office of Coast
Survey (NOAA). 2017. Coast Survey’s Wrecks and Obstructions Map Preview.
https://wrecks.nauticalcharts.noaa. gov/viewer/. Accessed 6 November 2017.
Lower 8.3 Miles of the Lower Passaic River Stage 1A Underwater Archaeological Investigation OU 2 of the Diamond Alkali Superfund Site Revision 1, June 2018
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APPENDIX A
RESUME OF KEY INVESTIGATOR
J. LEE COX, M.A., RPA
PRINCIPAL INVESTIGATOR / MARITIME ARCHAEOLOGIST
EDUCATION:
• M.A., Maritime History/Underwater Archaeology, East Carolina University, 1985
B.A., Anthropology/Archaeology, Duke University, 1981
SUMMARY OF EXPERIENCE:
J. Lee Cox is a professional Maritime Archaeologist with 32 years of professional experience in cultural resources
management, historic preservation planning and marine survey. Mr. Cox has participated on more than 150 underwater
archaeological projects in 24 states and Puerto Rico since 1983. He has served as the Principal Investigator on more
than 125 of those projects since 1987. He has obtained a thorough knowledge of Section 110 and Section 106 and of
the National Historic Preservation Act as amended (NHPA) and applying the National Register of Historic Places
(NRHP) eligibility criteria to cultural resources. Mr. Cox has widely recognized in his field and has numerous
professional publications. In addition, Mr. Cox has designed and directed remote sensing projects to locate and
identify underwater debris and utilities for commercial clients in a wide variety of marine environments.
• In 1989, Mr. Cox formed Dolan Research, Inc (DR), where he currently serves as Principal Investigator and
President. DR is an underwater archaeological consulting and remote sensing surveying firm, specializing in the
identification, documentation and evaluation of submerged cultural resources. In addition, DR has the capability to
complete hydrographic and waterfront surveys. Prior to forming Dolan Research, Mr. Cox served as Maritime
Consultant to the Philadelphia Maritime Museum and to the Maritime Historical Institute. He has participated in
numerous NHPA compliance projects and has been a key member of research and planning teams. He has been a
contributing or principal author of more than 125 technical reports.
By profession, Mr. Cox is a trained underwater archaeologist certified in 1988 by the Society of Professional
Archaeologists in underwater archaeology, marine survey, and museology. Mr. Cox is also HazMat certified. Mr.
Cox has a broad knowledge of cultural resource management principals and practices, remote sensing survey,
evaluation, and data recovery methodologies on underwater archaeology projects and has presented research results
within Federal and state agency, academic, and public sector venues. His areas of specialization include:
• Phase I, II and III Underwater Archaeological Investigations
• Acoustic, Magnetic, Sub-bottom, and Bathymetric Remote Sensing
• Identification of underwater debris and utilities
• Navigation and Positioning
• Historic Watercraft and Ship Construction Techniques
• Archival Research, Maritime and Naval Research
SELECTED PROJECT EXPERIENCE:
Principal Investigator. Atlantic Ocean, Ocean County, New Jersey. Phase I and II underwater archaeological
investigation of 11 shipwreck sites and two offshore borrow areas in conjunction with the New
Jersey Beach Renourishment Project. Work conducted for U.S. Army Corps of Engineers,
Philadelphia District.
Principal Investigator. Atlantic Ocean, Cape May County, New Jersey. Phase I and IB underwater archaeological
investigation at Great Egg Harbor Inlet and Cape May Inlet Borrow Areas in conjunction with
the New Jersey Beach Renourishment Project. Work conducted for U.S. Army Corps of
Engineers, Philadelphia District.
Principal Investigator. Atlantic Ocean, Cape May County, New Jersey. Phase I and IB underwater archaeological
investigation at Great Egg Harbor Inlet and Cape May Inlet Borrow Areas in conjunction with
J. Lee Cox
the New Jersey Beach Renourishment Project. Work conducted for U.S. Army Corps of
Engineers, Philadelphia District.
Principal Investigator. Delaware Bay, Sussex County, Delaware. Phase II underwater archaeological investigation
of 18th century shipwreck site off of Lewes Beach. Work was done in conjunction with the Delaware
Beach Beach Renourishment Project. Work conducted for U.S. Army Corps of Engineers,
Philadelphia District.
Principal Investigator, Mark Clark Expressway Project, Stono River. Phase II underwater archaeological
investigation in conjunction with the proposed construction of additional bridge crossing over
the Stono River. Work conducted for the South Carolina DOT.
Principal Investigator, SC 802 Bridge Project over Beaufort River, Beaufort County, SC. Phase I underwater
archaeological investigation in conjunction with the SC-802 Bridge Replacement over the
Beaufort River. Work conducted for South Carolina DOT.
Principal Investigator, Hudson River Utility Project, New York. Phase I underwater archaeological evaluation of
geophysical dataset collected within the proposed path of a submerged power line under a 77
mile long stretch of the Hudson River. Work conducted for New York Office of Parks,
Recreation and Historic Preservation.
Principal Investigator, St. Johns River, Jacksonville, Florida. Served as Principal Investigator for Phase II
underwater archaeological investigation in conjunction with the navigational improvements in
the St. Johns River, Jacksonville, Florida. Work conducted for USACE, Jacksonville District.
Principal Investigator. York River, Yorktown, Va. Phase I underwater archaeological investigation for the York River
Utilities Crossing Study adjacent to the Coleman Bridge, Yorktown and Gloucester Point, VA.
Work was completed in association with Waterway Surveys and Engineering for PreCon
Construction and Cox Cable.
Principal Investigator. James River, Newport News, Va. Phase I underwater archaeological investigation for the
proposed replacement of Pier 9, James River, Newport News, Va. Work was completed for the
Kinder Morgan Company.
Principal Investigator. Chickahominy River, James City County, Va. Phase I underwater archaeological investigation
for the proposed replacement of Rt. 5 Crossing of The Chickahominy River, James City County &
Charles City County, Va. Work was completed for Virginia DOT.
Principal Investigator. Weems Creek, MD.. Phase I underwater archaeological investigation for the proposed
replacement of MD 70 bridge, Anne Arundel County, MD. Work was completed for MD State
Highway Administration.
Principal Investigator. Atlantic Ocean, Cape May and Atlantic Counties, New Jersey. Phase I & II underwater
archaeological investigation in conjunction with the New Jersey Beach Jersey Beach Renourishment
Project. Work conducted for U.S. Army Corps of Engineers, Philadelphia District.
Principal Investigator. Underwater Archaeological Investigation in conjunction with the replacement of the Woodrow
Wilson (I-95) Bridge. Work conducted for Maryland State Highway Administration and the
Virginia DOT.
Principal Investigator. Hampton Roads, Va. Phase I and II underwater archaeological investigation for the Hampton
Roads Third Crossing Study. Work conducted for Virginia Department of Transportation.
Principal Investigator. Choptank River, Talbot County, Md. Phase I remote sensing investigation was conducted at
two locations in the Choptank River, Cambridge, Talbot County, Maryland. The project was
J. Lee Cox
completed in association with planned development of the Eastern Shore Hospital Center Site,
Cambridge, Maryland. Work was completed for the Maryland Department of General Services.
Principal Investigator. Marshyhope Creek, Dorchester County, Md. Phase I underwater archeological investigation in
conjunction with the replacement of Route 392 Bridge, over Marshyhope Creek, Dorchester County,
Maryland. Work was completed for the Maryland State Highway Administration.
Principal Investigator. Back Creek, Solomans Island, Md. Phase I underwater archaeological investigation in
conjunction with the proposed installation of a utility crossing. Work was completed in conjunction
with Waterway Surveys and Engineering for the Southern Maryland Electric Cooperative.
Principal Investigator, Delaware Bay, Lewes, De. Phase II underwater archaeological investigation of 18 th century
shipwreck site at Roosevelt Inlet, Delaware Bay, Lewes, De. Work was completed for the U.S.
Army Corps of Engineers, Philadelphia District.
Principal Investigator. A Phase I underwater archaeological investigation was completed in the Peachblossom and
Trippe Creeks, Talbot County, Maryland, in preparation for the replacement the Route 333 bridges.
Work was completed for the Maryland State Highway Administration.
Principal Investigator. A Phase I underwater archaeological investigation was completed in the Weems Creek, Anne
Arundel County, Maryland, in preparation for the replacement the Route 436 bridge. Work was
completed for the Maryland State Highway Administration.
SELECTED PUBLICATIONS, AWARDS, AND ACCOMPLISHMENTS:
2001 Underwater Archaeological Investigations of the Crosswicks Creek Canal Boat Site, Mercer County, New
Jersey. Bulletin of the Archaeological Society of New Jersey. No. 56. South Orange, New Jersey.
1997 An Early 19th-Century Canal Boat Wreck in the Delaware River. Bulletin of the Archaeological Society of
New Jersey. No. 52. South Orange, New Jersey.
1996 The Wreck of the Side Paddle Wheel Steamboat Excelsior. Bulletin of the Archaeological Society of New
Jersey. No. 51. South Orange, New Jersey.
1990 USS Shipwreck: Underwater Archaeology and U.S. Navy Divers. Underwater Archaeology Proceedings
from the Society for Historical Archaeology Conference. Tuscon, Arizona.
1988 Ironclad Intruder: U.S.S. MONITOR: A collection of essays on the history, symbolism and archaeological
importance of the importance of the U.S.S. MONITOR. Co-edited with Jehle. Philadelphia Maritime
Museum, Philadelphia, PA.
1988 Shipwrecks. The Delaware Estuary: Rediscovering a Forgotten Resource. University of Delaware Seagrant
Program, Newark, DE.
1987 Preliminary Investigation of a Revolutionary War Era Vessel in Crosswicks Creek, Bordentown, New Jersey.
Underwater Archaeology Proceedings from the Society for Historical Archaeology Conference, Savannah,
GA.
PROFESSIONAL AFFILIATIONS:
Society for Historical Archaeology
Society of Professional Archaeologists (certified in museology, marine survey, and underwater archaeology)