Editing East River (section)

==History==
Prior to the arrival of Europeans, the land north of the East River was occupied by the [[Siwanoy]]s, one of many groups of [[Algonquin language|Algonquin]]-speaking [[Lenape]]s in the area. Those of the Lenapes who lived in the northern part of Manhattan Island in a campsite known as [[Konaande Kongh]] used a landing at around the current location of East 119th street to paddle into the river in [[canoe]]s fashioned from tree trunks in order to fish.<ref>Burrows and Wallace, pp.5, 6–8</ref>

Dutch settlement of what became [[New Amsterdam]] began in 1623.<ref name=history /> Some of the earliest of the small settlements in the area were along the west bank of the East River on sites that had previously been Native American settlements. As with the Native Americans, the river was central to their lives for transportation for trading and for fishing.<ref name="living">{{cite web |last=Baard |first=Erik |year=2008 |url=http://www.eastrivernyc.org/content/history/living-on-the-river/index.html |title=East River: Living on the River |url-status=dead |archive-url=https://web.archive.org/web/20170126005915/http://www.eastrivernyc.org/content/history/living-on-the-river/index.html |archive-date=January 26, 2017 |website=East River NYC }}</ref> They gathered marsh grass to feed their cattle, and the East River's tides helped to power mills which ground grain to flour. By 1642 there was a ferry running on the river between Manhattan Island and what is now Brooklyn, and the first pier on the river was built in 1647 at Pearl and Broad Streets. After the British took over the colony in 1664, which was renamed "New York", the development of the waterfront continued, and a [[shipbuilding]] industry grew up once New York started exporting flour. By the end of the 17th century, the Great Dock, located at [[Lower East Side|Corlear's Hook]] on the East River, had been built.<ref name="history">{{cite web |last=Baard |first=Erik |year=2008 |url=http://www.eastrivernyc.org/content/history/history-to-1815/index.html |title=East River: History to 1815 |url-status=dead |archive-url=https://web.archive.org/web/20160408035959/http://www.eastrivernyc.org/content/history/history-to-1815/index.html |archive-date=April 8, 2016 |website=East River NYC }}</ref>

===Narrowing the river===
Historically, the lower portion of the strait, which separates Manhattan from Brooklyn, was one of the busiest and most important channels in the world, particularly during the first three centuries of New York City's history. Because the water along the lower Manhattan shoreline was too shallow for large boats to tie up and unload their goods, from 1686 on{{dash}}after the signing of the [[Dongan Charter]], which allowed intertidal land to be owned and sold{{dash}}the shoreline was "wharfed out" to the high-water mark by constructing retaining walls that were filled in with every conceivable kind of landfill: excrement, dead animals, ships deliberately sunk in place, ship ballast, and muck dredged from the bottom of the river. On the new land were built warehouses and other structures necessary for the burgeoning sea trade. Many of the "water-lot" grants went to the rich and powerful families of the merchant class, although some went to tradesmen. By 1700, the Manhattan bank of the river had been "wharfed-out" up to around [[Whitehall Street]], narrowing the strait of the river.<ref>Steinberg, pp.23–26</ref>
[[File:Birds eye view New York City crop.jpeg|thumb|right|350px|A "bird's-eye" view of New York City from 1859; [[Wallabout Bay]] and the East River are in the foreground, the [[Hudson River]] and [[New York Bay]] in the background.]]

After the signing of the Montgomerie Charter in the late 1720s, another 127 acres of land along the Manhattan shore of the East River was authorized to be filled-in, this time to a point 400 feet beyond the low-water mark; the parts that had already been expanded to the low water mark{{dash}}much of which had been devastated by a coastal storm in the early 1720s and a [[nor'easter]] in 1723{{dash}}were also expanded, narrowing the channel even further. What had been quiet beach land was to become new streets and buildings, and the core of the city's sea-borne trade. This infilling went as far north as [[Lower East Side#Corlears Hook|Corlear's Hook]]. In addition, the city was given control of the western shore of the river from [[Wallabout Bay]] south.<ref>Steinberg, pp.26–28; 34</ref>

===American Revolution===
Expansion of the waterfront halted during the [[American Revolution]], in which the East River played an important role early in the conflict. On August 28, 1776, while British and Hessian troops rested after besting the Americans at the [[Battle of Long Island]], General [[George Washington]] was rounding up all the boats on the east shore of the river, in what is now Brooklyn, and used them to successfully move his troops across the river{{dash}}under cover of night, rain, and fog{{dash}}to Manhattan island, before the British could press their advantage. Thus, though the battle was a victory for the British, the failure of [[William Howe, 5th Viscount Howe|Sir William Howe]] to destroy the Continental Army when he had the opportunity allowed the Americans to continue fighting. Without the stealthy withdrawal across the East River, the American Revolution might have ended much earlier.<ref>Stokesbury, James L. (1991) ''A Short History of the American Revolution'' New York: Morrow. pp.92–95. {{ISBN|0-688-08333-1 }}</ref>

[[Wallabout Bay]] on the River was the site of most of the [[Prisoners of war in the American Revolutionary War|British prison ships]]{{dash}}most notoriously {{HMS|Jersey|1736|6}}{{dash}}where thousands of American [[Prisoners of war in the American Revolutionary War|prisoners of war]] were held in terrible conditions. These prisoners had come into the hands of the British after the fall of New York City on September 15, 1776, after the American loss at the Battle of Long Island and the loss of [[Fort Washington (Manhattan)|Fort Washington]] on November 16. Prisoners began to be housed on the broken-down warships and transports in December; about 24 ships were used in total, but generally only 5 or 6 at a time. Almost twice as many Americans died from neglect in these ships than did from all the battles in the war: as many as 12,000 soldiers, sailors and civilians. The bodies were thrown overboard or were buried in shallow graves on the riverbanks, but their bones{{dash}}some of which were collected when they washed ashore{{dash}}were later relocated and are now inside the [[Prison Ship Martyrs' Monument]] in nearby [[Fort Greene Park]]. The existence of the ships and the conditions the men were held in was widely known at the time through letters, diaries and memoirs, and was a factor not only in the attitude of Americans toward the British, but in the negotiations to formally end the war.<ref name=prison>[[Edwin G. Burrows|Burrows, Edwin G.]] "prison ships" in {{cite enc-nyc2}}, pp.1039–40</ref>

===Development begins again===
After the war, East River waterfront development continued once more. New York State legislation, which in 1807 had authorized what would become the [[Commissioners' Plan of 1811|Commissioners Plan of 1811]], authorized the creation of new land out to 400 feet from the low water mark into the river, and with the advent of gridded streets along the new waterline{{dash}}Joseph Mangin had laid out such a grid in 1803 in his ''A Plan and Regulation of the City of New York'', which was rejected by the city, but established the concept{{dash}}the coastline become regularized at the same time that the strait became even narrower.<ref>Steinberg, pp.57–58; 73</ref>

One result of the narrowing of the East River along the shoreline of Manhattan and, later, Brooklyn{{dash}}which continued until the mid-19th century when the state put a stop to it{{dash}}was an increase in the speed of its current. [[Buttermilk Channel]], the strait that divides [[Governors Island]] from [[Red Hook, Brooklyn|Red Hook]] in Brooklyn, and which is located directly south of the "mouth" of the East River, was in the early 17th century a fordable waterway across which cattle could be driven. Further investigation by Colonel Jonathan Williams determined that the channel was by 1776 three fathoms deep ({{convert|18|feet}}), five fathoms deep ({{convert|30|feet}}) in the same spot by 1798, and when surveyed by Williams in 1807 had deepened to 7 fathoms ({{convert|42|feet}}) at low tide. What had been almost a bridge between two landforms that were once connected had become a fully navigable channel, thanks to the constriction of the East River and the increased flow it caused. Soon, the current in the East River had become so strong that larger ships had to use auxiliary steam power in order to turn.<ref>Steinberg, pp.81–82, 89–90, 107</ref> The continued narrowing of the channel on both side may have been the reasoning behind the suggestion of one New York State Senator, who wanted to fill in the East River and annex Brooklyn, with the cost of doing so being covered by selling the newly made land.<ref>Burrows and Wallace, p.719</ref> Others proposed a dam at Roosevelt Island (then Blackwell's Island) to create a wet basin for shipping.<ref name=unbound127>Steinberg, p.127</ref>
[[File:New York and Vicinity as Proposed to be Remodeled crop.png|thumb|right|375px|James E. Serrell's 1860s plan for an expanded Manhattan and a straightened East River, using canalization and land reclamation]]

===Filling in the river===
Filling in part of the river was also proposed in 1867 by engineer James E. Serrell, later a city surveyor, but with emphasis on solving the problem of Hell Gate. Serrell proposed filling in Hell Gate and building a "New East River" through Queens with an extension to [[Westchester County, New York|Westchester County]].<ref name=unbound127/><ref>[[New York Public Library]] (1901) [https://books.google.com/books?id=MpZJAAAAYAAJ&dq=%22James+E.+Serrell%22+%22East+River%22&pg=PA109 ''Bulletin of the New York Public Library''] {{Webarchive|url=https://web.archive.org/web/20230513024328/https://books.google.com/books?id=MpZJAAAAYAAJ&dq=%22James+E.+Serrell%22+%22East+River%22&pg=PA109 |date=May 13, 2023 }} p.109 Quote: "Plan and description proposing to re model the city of New York and its vicinity By making a New East River filling up Hell Gate and annexing Brooklyn also extending into Westchester County By James E Serrell ... 1869"</ref><ref>[[New York Public Library]] (1913) [https://archive.org/details/selectedlistref00librgoog/page/n11 <!-- pg=7 quote="James E. Serrell" "East River". --> ''Selected List of References Bearing on the City Plan of New York''] p.7 Quote: "Suggestion for removal of rocks in Hell Gate to lessen currents Also to change shape of the boundary on the easterly and westerly side of New York Eleven reasons presented for furtherance of plan. ... A canal 200 ft extending from Long Island sound to 150th street to transport people"</ref> Serrell's plan{{dash}}which he publicized with maps, essay and lectures as well as presentations to the city, state and federal governments{{dash}}would have filled in the river from 14th Street to 125th Street. The New East River through Queens would be about three times the average width of the existing one at an even {{convert|3600|ft|m}} throughout, and would run as straight as an arrow for {{convert|5|mi|spell=in}}. The new land, and the portions of Queens which would become part of Manhattan, adding {{convert|2500|acre|ha}}, would be covered with an extension of the existing street grid of Manhattan.<ref>Koeppel (2015), pp.202–04</ref>

Variations on Serrell's plan would be floated over the years. A pseudonymous "Terra Firma" brought up filling in the East River again in the ''Evening Post'' and ''[[Scientific American]]'' in 1904, and [[Thomas Edison|Thomas Alva Edison]] took it up in 1906. Then Thomas Kennard Thompson, a bridge and railway engineer, proposed in 1913 to fill in the river from Hell Gate to the tip of Manhattan and, as Serrell had suggested, make a new canalized East River, only this time from [[Flushing Bay]] to [[Jamaica Bay]]. He would also expand Brooklyn into the Upper Harbor, put up a dam from Brooklyn to [[Staten Island]], and make extensive landfill in the Lower Bay. At around the same time, in the 1920s, John A. Harriss, New York City's chief traffic engineer, who had developed the first traffic signals in the city, also had plans for the river. Harriss wanted to dam the East River at Hell Gate and the Williamsburg Bridge, then remove the water, put a roof over it on stilts, and build boulevards and pedestrian lanes on the roof along with "majestic structures", with transportation services below. The East River's course would, once again, be shifted to run through Queens, and this time Brooklyn as well, to channel it to the Harbor.<ref>Koeppel (2015), pp.221–226</ref>

===Clearing Hell Gate===
{{main|Removal of Hell Gate rocks}}

Periodically, merchants and other interested parties would try to get something done about the difficulty of navigating through Hell Gate. In 1832, the New York State legislature was presented with a petition for a canal to be built through nearby Hallet's Point, thus avoiding Hell Gate altogether. Instead, the legislature responded by providing ships with pilots trained to navigate the shoals for the next 15 years.<ref name=concrete93>Eldredge & Horenstein (2014), p.93</ref>

In 1849, a French engineer whose specialty was underwater blasting, [[Benjamin Maillefert]], had cleared some of the rocks which, along with the mix of tides, made the Hell Gate stretch of the river so dangerous to navigate. Ebenezer Meriam had organized a subscription to pay Maillefert $6,000 to, for instance, reduce "Pot Rock" to provide {{convert|24|ft}} of depth at low-mean water. While ships continued to run aground (in the 1850s about 2% of ships did so) and petitions continued to call for action, the federal government undertook surveys of the area which ended in 1851 with a detailed and accurate map.<ref name=concrete93 /> By then Maillefert had cleared the rock "Baldheaded Billy", and it was reported that Pot Rock had been reduced to {{convert|20.5|ft}}, which encouraged the [[United States Congress]] to appropriate $20,000 for further clearing of the strait. However, a more accurate survey showed that the depth of Pot Rock was actually a little more than {{convert|18|ft}}, and eventually Congress withdrew its funding.<ref>Steinberg, pp.99–100</ref>

With the main shipping channels through The Narrows into the harbor silting up with sand due to [[Longshore drift|littoral drift]], thus providing ships with less depth, and a new generation of larger ships coming online{{dash}}epitomized by [[Isambard Kingdom Brunel]]'s [[SS Great Eastern|SS ''Great Eastern'']], popularly known as "Leviathan"{{dash}}New York began to be concerned that it would start to lose its status as a great port if a "back door" entrance into the harbor was not created.<ref>Steinberg, pp.105–106</ref> In the 1850s the depth continued to lessen{{dash}}the harbor commission said in 1850 that the mean water low was {{convert|24|ft}} and the extreme water low was {{convert|23|ft}}{{dash}}while the draft required by the new ships continued to increase, meaning it was only safe for them to enter the harbor at high tide.<ref name=concrete9495>Eldredge & Horenstein (2014), pp.94–95</ref>

The U.S. Congress, realizing that the problem needed to be addressed, appropriated $20,000 for the [[United States Army Corps of Engineers|Army Corps of Engineers]] to continue Maillefert's work.<ref name=concrete95>Eldredge & Horenstein (2014), p.95</ref> In 1851, the [[United States Army Corps of Engineers|U.S. Army Corps of Engineers]], "under Lt. Bartlett of the Army Corps of Engineers",<ref>{{cite web |url=https://www.nan.usace.army.mil/Portals/37/docs/history/hellgate.pdf |archive-url=https://web.archive.org/web/20121115104939/http://www.nan.usace.army.mil/Portals/37/docs/history/hellgate.pdf |url-status=dead |archive-date=November 15, 2012 |title=The Conquest of Hell Gate |website=United States Army Corps of Engineers |access-date=February 16, 2024}}</ref> began to do the job, in an operation which was to span 70 years.<ref>{{cite web |url=http://celebrating200years.noaa.gov/new_york_charts/hell_gate.html |title=NOAA 200th Collections: Hell Gate and Its Approaches nautical chart from 1851 |publisher=[[National Oceanic and Atmospheric Administration]] |access-date=April 12, 2009 |archive-date=July 16, 2011 |archive-url=https://web.archive.org/web/20110716233733/http://celebrating200years.noaa.gov/new_york_charts/hell_gate.html |url-status=live }}</ref> The appropriated money was soon spent without appreciable change in the hazards of navigating the strait. An advisory council recommended in 1856 that the strait be cleared of all obstacles, but nothing was done, and the [[American Civil War|Civil War]] soon broke out.<ref name=concrete9495 />

====After the Civil War====
[[File:(King1893NYC) pg944 FLOOD ROCK EXPLOSION AT HELL GATE IN OCTOBER, 1885. RAND DRILL COMPANY'S DRILLS AND EXPLOSIVES.jpg|thumb|upright=1.5|The 1885 explosion]]

In the late 1860s, after the Civil War, Congress realized the military importance of having easily navigable waterways, and charged the Army Corps of Engineers with clearing Hell Gate. Newton estimated that the operation would cost about half as much as the annual losses in shipping. The 2021 book by Thomas Barthel titled ''Opening the East River: John Newton and the Blasting of Hell Gate'' traces Newton's work on this project from 1866 to 1885. On September 24, 1876, the Corps used {{convert|50000|lb|kg}} of explosives to blast the rocks, which was followed by further blasting.<ref>{{cite news |title=Rendering Hell-Gate Rocks; The Submarine Mine Exploded |url=https://query.nytimes.com/gst/abstract.html?res=9D0CE3D81630E53ABC4D51DFBF66838D669FDE |newspaper=The New York Times |date=September 25, 1876 |page=1 |access-date=November 19, 2011 |archive-date=November 9, 2012 |archive-url=https://web.archive.org/web/20121109224725/http://query.nytimes.com/gst/abstract.html?res=9D0CE3D81630E53ABC4D51DFBF66838D669FDE |url-status=live }}</ref> The process was started by excavating under Hallets reef from [[Astoria, Queens|Astoria]]. [[Cornish people|Cornish]] miners, assisted by steam drills, dug galleries under the reef, which were then interconnected. They later drilled holes for explosives. A patent was issued for the detonating device. After the explosion, the rock debris was [[Dredging|dredged]] and dropped into a deep part of the river. This was not repeated at the later Flood Rock explosion.

On October 10, 1885, the Corps carried out the largest explosion in this process, annihilating Flood Rock with {{convert|300000|lb|kg}} of explosives.<ref name=nycgovparks>{{cite web |url=http://www.nycgovparks.org/sub_your_park/historical_signs/hs_historical_sign.php?id=9756 |title=Mill Rock Island |publisher=[[New York City Department of Parks and Recreation]] |date=June 6, 2001 |access-date=April 12, 2009 |archive-date=July 11, 2024 |archive-url=https://web.archive.org/web/20240711080617/https://www.nycgovparks.org/parks/mill-rock-park/history |url-status=live }}</ref> The blast was felt as far away as [[Princeton, New Jersey]] (50 miles).<ref name=nycgovparks/> It sent a [[geyser]] of water {{convert|250|ft|m}} in the air.<ref name=Whitt>{{cite news |url=https://query.nytimes.com/gst/fullpage.html?res=9E0DE3D71631F931A35755C0A9609C8B63 |title=The East River is Cleaner Now. The Water Birds Say So. |work=[[The New York Times]] |date=June 2, 2006 |access-date=April 12, 2009 |last=Whitt |first=Toni |archive-date=November 7, 2012 |archive-url=https://web.archive.org/web/20121107065011/http://query.nytimes.com/gst/fullpage.html?res=9E0DE3D71631F931A35755C0A9609C8B63 |url-status=live }}</ref> The blast has been described as "the largest planned explosion before testing began for the atomic bomb",<ref name=Whitt/> although the detonation at the [[Battle of Messines (1917)|Battle of Messines]] in 1917 was larger. Some of the rubble from the detonation was used in 1890 to fill the gap between Great Mill Rock and Little Mill Rock, merging the two islands into a single island, [[Mill Rock]].<ref name=nycgovparks/>

At the same time that Hell Gate was being cleared, the [[Spuyten Duyvil Creek|Harlem River Ship Canal]] was being planned. When it was completed in 1895, the "back door" to New York's center of ship-borne trade in the docks and warehouses of the East River was open from two directions, through the cleared East River, and from the [[Hudson River]] through the [[Harlem River]] to the East River.<ref>Steinberg, p.140</ref> Ironically, though, while both forks of the northern shipping entrance to the city were now open, modern dredging techniques had cut through the sandbars of the Atlantic Ocean entrance, allowing new, even larger ships to use that traditional passage into New York's docks.<ref>{{cite concrete|page-96 }}</ref>

At the beginning of the 19th century, the East River was the center of New York's shipping industry, but by the end of the century, much of it had moved to the Hudson River, leaving the East River wharves and slips to begin a long process of decay, until the area was finally rehabilitated in the mid-1960s, and the [[South Street Seaport|South Street Seaport Museum]] was opened in 1967.<ref>{{cite naming |page=34 }}</ref>

===A new seawall===
By 1870, the condition of the Port of New York along both the East and Hudson Rivers had so deteriorated that the New York State legislature created the Department of Docks to renovate the port and keep New York competitive with other ports on the American East Coast. The Department of Docks was given the task of creating the master plan for the waterfront, and General [[George B. McClellan]] was engaged to head the project. McClellan held public hearings and invited plans to be submitted, ultimately receiving 70 of them, although in the end he and his successors put his own plan into effect. That plan called for the building of a seawall around Manhattan island from [[List of numbered streets in Manhattan|West 61st Street]] on the Hudson, around [[The Battery (Manhattan)|The Battery]], and up to [[51st Street (Manhattan)|East 51st Street]] on the East River. The area behind the masonry wall (mostly concrete but in some parts granite blocks) would be filled in with landfill, and wide streets would be laid down on the new land. In this way, a new edge for the island (or at least the part of it used as a commercial port) would be created.<ref name=concrete184>Eldredge & Horenstein (2014), pp.184–186</ref>

The department had surveyed {{convert|13,700|ft}} of shoreline by 1878, as well as documenting the currents and tides. By 1900, {{convert|75|mi}} had been surveyed and core samples had been taken to inform the builders of how deep the bedrock was. The work was completed just as [[World War I]] began, allowing the Port of New York to be a major point of embarkation for troops and materiel.<ref name=concrete184 />

The new seawall helps protect Manhattan island from storm surges, although it is only {{convert|5|ft}} above the mean sea level, so that particularly dangerous storms, such as the [[nor'easter]] of 1992 and [[Hurricane Sandy]] in 2012, which hit the city in a way to create surges which are much higher, can still do significant damage. (The Hurricane of September 3, 1821, created the biggest storm surge on record in New York City: a rise of {{convert|13|ft}} in one hour at the Battery, flooding all of lower Manhattan up to [[Canal Street (Manhattan)|Canal Street]].) Still, the new seawall begun in 1871 gave the island a firmer edge, improved the quality of the port, and continues to protect Manhattan from normal storm surges.<ref name=concrete184 />

===Bridges and tunnels===
{{see also|#Crossings}}
The [[Brooklyn Bridge]], completed in 1883, was the first bridge to span the East River, connecting the cities of New York and [[Brooklyn]], and all but replacing the frequent ferry service between them, which did not return until the late 20th century. The bridge offered [[cable car (railway)|cable car]] service across the span. The Brooklyn Bridge was followed by the [[Williamsburg Bridge]] (1903), the [[Queensboro Bridge]] (1909), the [[Manhattan Bridge]] (1912) and the [[Hell Gate Bridge|Hell Gate Railroad Bridge]] (1916). Later would come the [[Triborough Bridge]] (1936), the [[Bronx–Whitestone Bridge|Bronx-Whitestone Bridge]] (1939), the [[Throgs Neck Bridge]] (1961) and the [[Rikers Island|Rikers Island Bridge]] (1966). In addition, numerous rail tunnels pass under the East River{{dash}}most of them part of the [[New York City Subway]] system{{dash}}as does the [[Brooklyn–Battery Tunnel|Brooklyn-Battery Tunnel]] and the [[Queens–Midtown Tunnel|Queens-Midtown Tunnel]]. (See [[#Crossings|Crossings]] below for details.) Also under the river is Water Tunnel #1 of the [[New York City water supply system]], built in 1917 to extend the Manhattan portion of the tunnel to Brooklyn, and via City Tunnel #2 (1936) to Queens; these boroughs became part of New York City after the city's consolidation in 1898.<ref>Burrows and Wallace, p.1229</ref><ref name="water">{{cite web |website=[[New York City Department of Environmental Protection]] |url=http://www.nyc.gov/html/dep/html/dep_projects/cp_city_water_tunnel3.shtml |title=City Water Tunnel #3 |url-status=dead |archive-url=https://web.archive.org/web/20160401173724/http://www.nyc.gov/html/dep/html/dep_projects/cp_city_water_tunnel3.shtml |archive-date=April 1, 2016 }}</ref> City Tunnel #3 will also run under the river, under the northern tip of Roosevelt Island, and is expected to not be completed until at least 2026;<ref>{{cite news |last1=Kensinger |first1=Nathan |title=NYC's Giant Water Tunnel Begins Work On Final Shafts, Following 50 Years Of Construction |url=https://gothamist.com/news/nycs-giant-water-tunnel-begins-work-on-final-shafts-following-50-years-of-construction |access-date=August 11, 2021 |work=Gothamist |date=April 22, 2021 |archive-date=January 22, 2022 |archive-url=https://web.archive.org/web/20220122003757/https://gothamist.com/news/nycs-giant-water-tunnel-begins-work-on-final-shafts-following-50-years-of-construction |url-status=live }}</ref><ref name=big>{{cite news |title=Tunnelers Hit Something Big: A Milestone |url=https://www.nytimes.com/2006/08/10/nyregion/10tunnel.html |quote=It is the biggest public works project in New York City’s history: a $6 billion water tunnel that has claimed 24 lives, endured under six mayors and survived three city fiscal crises, along with the falling and rising fortunes of the metropolis above it. ... |newspaper=[[New York Times]] |date=August 10, 2006 |access-date=December 15, 2011 |archive-date=February 23, 2012 |archive-url=https://web.archive.org/web/20120223231128/http://www.nytimes.com/2006/08/10/nyregion/10tunnel.html |url-status=live }}</ref> the Manhattan portion of the tunnel went into service in 2013.<ref name=water />
[[File:Astoria Park Panorama of Triborough and Hell's Gate Bridges.jpg|thumb|center|750px|A panorama of the suspension section of the [[Triborough Bridge|Robert F. Kennedy Bridge]] (left) and the [[Hell Gate Bridge]] (right), as seen from [[Astoria Park]] in [[Queens]]]]

===20th century===
Philanthropist [[John D. Rockefeller]] founded what is now [[Rockefeller University]] in 1901, between [[List of numbered streets in Manhattan|63rd]] and [[List of numbered streets in Manhattan|64th]] Streets on the river side of [[York Avenue and Sutton Place|York Avenue]], overlooking the river. The university is a research university for doctoral and post-doctoral scholars, primarily in the fields of medicine and biological science. North of it is one of the major medical centers in the city, [[NewYork–Presbyterian Hospital|NewYork Presbyterian / Weill Cornell Medical Center]], which is associated with the medical schools of both [[Columbia University]] and [[Cornell University]]. Although it can trace its history back to 1771, the center on York Avenue, much of which overlooks the river, was built in 1932.<ref>Eldredge & Horenstein (2014), pp.89–90</ref>

[[File:General slocum burning.jpg|thumb|325px|right|Firefighters working to put out the fire on the listing ''General Slocum'']]

The East River was the site of one of the greatest disasters in the history of New York City when, in June 1904, the [[PS General Slocum|PS ''General Slocum'']] sank near North Brother Island due to a fire. It was carrying 1,400 German-Americans to a picnic site on Long Island for an annual outing. There were only [[PS General Slocum#1904 disaster|321 survivors of the disaster]], one of the worst losses of life in the city's long history, and a devastating blow to the [[Little Germany, Manhattan|Little Germany]] neighborhood on the [[Lower East Side]]. The captain of the ship and the managers of the company that owned it were indicted, but only the captain was convicted; he spent {{frac|3|1|2}} years of his 10-year sentence at [[Sing Sing|Sing Sing Prison]] before being released by a federal parole board, and then pardoned by President [[William Howard Taft]].<ref>Jackson, Kenneth T. "General Slocum" in Jackson, p.499</ref><ref>{{cite news |author=Staff |date=December 20, 1912 |title=Van Schaick Pardoned. Captain of the Ill-Fated Slocum Is Restored to Full Citizenship. |work=[[The New York Times]] |url=https://query.nytimes.com/gst/abstract.html?res=9902E0DA1E3AE633A25753C2A9649D946396D6CF |access-date=April 13, 2009 |archive-date=April 13, 2016 |archive-url=https://web.archive.org/web/20160413155214/http://query.nytimes.com/gst/abstract.html?res=9902E0DA1E3AE633A25753C2A9649D946396D6CF |url-status=live }}</ref>

Beginning in 1934, and then again from 1948 to 1966, the Manhattan shore of the river became the location for the limited-access [[FDR Drive|East River Drive]], which was later renamed after [[Franklin D. Roosevelt|Franklin Delano Roosevelt]], and is universally known by New Yorkers as the "FDR Drive". The road is sometimes at grade, sometimes runs under locations such as the site of the [[Headquarters of the United Nations]] and [[Carl Schurz Park]] and [[Gracie Mansion]]{{dash}}the mayor's official residence, and is at time double-decked, because Hell Gate provides no room for more landfill.<ref name=concrete90>Eldredge & Horenstein (2014), p.90</ref> It begins at [[The Battery (Manhattan)|Battery Park]], runs past the Brooklyn, Manhattan, Williamsburg and Queensboro Bridges, and the Ward's Island Footbridge, and terminates just before the Robert F. Kennedy Triboro Bridge when it connects to the [[Harlem River Drive]]. Between most of the FDR Drive and the River is the [[East River Greenway]], part of the [[Manhattan Waterfront Greenway]]. The East River Greenway was primarily built in connection with the building of the FDR Drive, although some portions were built as recently as 2002, and other sections are still incomplete.<ref>{{cite news |author=Staff |date=November 7, 2013 |url=http://ny.curbed.com/2013/11/7/10178406/city-unveils-designs-for-midtowns-east-river-greenway |title=City Unveils Designs For Midtown's East River Greenway |work=[[Curbed|Curbed New York]] |access-date=November 9, 2016 |archive-date=November 9, 2016 |archive-url=https://web.archive.org/web/20161109222218/http://ny.curbed.com/2013/11/7/10178406/city-unveils-designs-for-midtowns-east-river-greenway |url-status=live }}</ref><ref>{{cite news |last=Miller |first=Stephen |date=August 8, 2013 |url=http://www.streetsblog.org/2013/08/08/patchwork-upgrades-move-ahead-as-east-side-waits-for-complete-greenway/ |title=Patchwork Upgrades Move Ahead as East Side Waits for Complete Greenway |url-status=dead |archive-url=https://web.archive.org/web/20161110043410/http://www.streetsblog.org/2013/08/08/patchwork-upgrades-move-ahead-as-east-side-waits-for-complete-greenway/ |archive-date=November 10, 2016 |work=Streetsblog NYC }}</ref><ref>{{cite news |title=Greenway Plan Gets 'Missing Link' |first=Erica |last=Orden |url=https://www.wsj.com/articles/SB10001424052970203476804576613423025143388 |newspaper=[[The Wall Street Journal]] |date=October 6, 2011 |access-date=October 6, 2011 |archive-date=February 10, 2015 |archive-url=https://web.archive.org/web/20150210175849/http://www.wsj.com/articles/SB10001424052970203476804576613423025143388 |url-status=live }}</ref>

In 1963, [[Consolidated Edison|Con Edison]] built the [[Ravenswood Generating Station]] on the [[Long Island City]] shore of the river, on land some of which was once stone quarries which provided granite and marble slabs for Manhattan's buildings. The plant has since been owned by [[KeySpan]]. [[National Grid plc|National Grid]] and [[TC Energy|TransCanada]], the result of deregulation of the electrical power industry. The station, which can generate about 20% of the electrical needs of New York City{{dash}}approximately 2,500 megawatts{{dash}}receives some of its fuel by oil barge.<ref name=concrete89>Eldredge & Horenstein (2014), p.89</ref>

North of the power plant can be found [[Socrates Sculpture Park]], an illegal dumpsite and abandoned landfill that in 1986 was turned into an outdoor museum, exhibition space for artists, and public park by sculptor [[Mark di Suvero]] and local activists. The area also contains Rainey Park, which honors Thomas C. Rainey, who attempted for 40 years to get a bridge built in that location from Manhattan to Queens. The [[Queensboro Bridge]] was eventually built south of this location.<ref name=concrete89 />

===21st century===
In 2011, [[NY Waterway]] started operating its East River Ferry line.<ref name=":10" /> The route was a 7-stop East River service that runs in a loop between [[East 34th Street Ferry Landing|East 34th Street]] and [[Long Island City|Hunters Point]], making two intermediate stops in Brooklyn and three in Queens. The ferry, an alternative to the New York City Subway, cost $4 per one-way ticket.<ref name=":10">{{Cite news |url=https://www.nytimes.com/2011/06/14/nyregion/east-river-ferry-service-begins-with-7-stops.html |archive-url=https://ghostarchive.org/archive/20220101/https://www.nytimes.com/2011/06/14/nyregion/east-river-ferry-service-begins-with-7-stops.html |archive-date=January 1, 2022 |url-access=limited |title=East River Ferry Service Begins |last1=Grynbaum |first1=Michael M. |date=June 13, 2011 |last2=Quinlan |first2=Adriane |newspaper=The New York Times |issn=0362-4331 |access-date=September 23, 2016}}{{cbignore }}</ref> It was instantly popular: from June to November 2011, the ferry saw 350,000 riders, over 250% of the initial ridership forecast of 134,000 riders.<ref>{{Cite news |url=https://www.nytimes.com/2011/10/17/nyregion/east-river-ferry-service-exceeds-expectations.html |archive-url=https://ghostarchive.org/archive/20220101/https://www.nytimes.com/2011/10/17/nyregion/east-river-ferry-service-exceeds-expectations.html |archive-date=January 1, 2022 |url-access=limited |title=East River Ferry Service Exceeds Expectations |last=McGeehan |first=Patrick |date=October 16, 2011 |newspaper=The New York Times |issn=0362-4331 |access-date=September 23, 2016}}{{cbignore }}</ref> In December 2016, in preparation for the start of [[NYC Ferry]] service the next year, [[Hornblower Cruises]] purchased the rights to operate the East River Ferry.<ref>{{cite web |last=Evelly |first=Jeanmarie |title=Citywide Ferry Operator Hornblower Begins Takeover of East River Ferry |website=DNAinfo New York |date=December 19, 2016 |url=https://www.dnainfo.com/new-york/20161219/long-island-city/hornblower-citywide-ferry-system-east-river-ferry |access-date=September 23, 2017 |url-status=dead |archive-url=https://web.archive.org/web/20170924001647/https://www.dnainfo.com/new-york/20161219/long-island-city/hornblower-citywide-ferry-system-east-river-ferry |archive-date=September 24, 2017 }}</ref><ref>{{Cite news |url=http://www.nydailynews.com/new-york/nyc-newly-opened-ferry-service-hit-constant-delays-article-1.3151247 |title=NYC's newly opened ferry service already hit by constant delays |work=NY Daily News |last=Rivoli |first=Dan |date=May 10, 2017 |access-date=September 23, 2017 |language=en |archive-date=September 23, 2017 |archive-url=https://web.archive.org/web/20170923194202/http://www.nydailynews.com/new-york/nyc-newly-opened-ferry-service-hit-constant-delays-article-1.3151247 |url-status=live }}</ref> NYC Ferry started service on May 1, 2017, with the East River Ferry as part of the system.<ref>{{cite web |url=http://www.nydailynews.com/newswires/new-york/nyc-launches-ferry-service-queens-east-river-routes-article-1.3122046 |title=NYC launches ferry service with Queens, East River routes |date=May 1, 2017 |website=NY Daily News |publisher=Associated Press |access-date=May 1, 2017 |url-status=dead |archive-url=https://web.archive.org/web/20170501154444/http://www.nydailynews.com/newswires/new-york/nyc-launches-ferry-service-queens-east-river-routes-article-1.3122046 |archive-date=May 1, 2017 }}</ref><ref>{{Cite news |url=https://www.nytimes.com/2017/05/01/nyregion/new-york-today-citywide-ferry-service-begins.html |archive-url=https://ghostarchive.org/archive/20220101/https://www.nytimes.com/2017/05/01/nyregion/new-york-today-citywide-ferry-service-begins.html |archive-date=January 1, 2022 |url-access=limited |title=New York Today: Our City's New Ferry |last1=Levine |first1=Alexandra S. |date=May 1, 2017 |work=The New York Times |access-date=May 1, 2017 |last2=Wolfe |first2=Jonathan |issn=0362-4331}}{{cbignore }}</ref>

In February 2012 the federal government announced an agreement with [[Verdant Power]] to install 30 [[Tidal power|tidal turbines]] in the channel of the East River. The turbines were projected to begin operations in 2015 and are supposed to produce 1.05 megawatts of power.<ref>{{cite web |title=Turbines Off NYC East River Will Create Enough Energy to Power 9,500 Homes |url=http://energy.gov/articles/turbines-nyc-east-river-will-create-enough-energy-power-9500-homes |author=[[United States Department of Energy]] |access-date=February 13, 2012 |archive-date=February 11, 2012 |archive-url=https://web.archive.org/web/20120211073710/http://energy.gov/articles/turbines-nyc-east-river-will-create-enough-energy-power-9500-homes |url-status=live }}</ref> The strength of the current foiled an earlier effort in 2007 to tap the river for [[tidal power]].<ref>{{cite news |title=East River Turbines Face Upstream Battle |first=Dave |last=Hogarty |url=http://gothamist.com/2007/08/13/east_river_turb.php |newspaper=[[Gothamist]] |date=August 13, 2007 |access-date=July 31, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20110521082250/http://gothamist.com/2007/08/13/east_river_turb.php |archive-date=May 21, 2011 }}</ref>

On May 7, 2017, the catastrophic failure of a [[Consolidated Edison|Con Edison]] substation in Brooklyn caused a spill into the river of over {{convert|5,000|gal|0}} of [[Liquid dielectric|dielectric fluid]], a synthetic mineral oil used to cool electrical equipment and prevent electrical discharges. (See [[#2017 oil spill|below]].)

At the end of 2022, gold miner John Reeves claimed that up to 50 tons of ice age artifacts bound for the [[American Museum of Natural History]], including mammoth remains, had been dumped into the East River near 65th Street. Although the museum denied that any fossils had been dumped into the river, Reeves's allegations prompted commercial divers to search the river for evidence of mammoth bones.<ref>{{cite web |title=Treasure hunters search NYC's East River after claim that mammoth bones were dumped there in the 1940s |website=CBS News |date=January 16, 2023 |url=https://www.cbsnews.com/news/treasure-hunters-east-river-nyc-claim-mammoth-bones-1940s-joe-rogan-podcast/ |access-date=March 22, 2023 |archive-date=March 22, 2023 |archive-url=https://web.archive.org/web/20230322203601/https://www.cbsnews.com/news/treasure-hunters-east-river-nyc-claim-mammoth-bones-1940s-joe-rogan-podcast/ |url-status=live }}</ref><ref>{{Cite news |last=Wilson |first=Michael |date=January 27, 2023 |title=Mammoth Tusks in the East River? How Joe Rogan Started a 'Bone Rush.' |language=en-US |work=The New York Times |url=https://www.nytimes.com/2023/01/27/nyregion/joe-rogan-mammoth-tusks-east-river.html |access-date=March 22, 2023 |issn=0362-4331 |archive-date=March 22, 2023 |archive-url=https://web.archive.org/web/20230322203601/https://www.nytimes.com/2023/01/27/nyregion/joe-rogan-mammoth-tusks-east-river.html |url-status=live }}</ref>