Without.changing the location of this bridge, it appears that the requirements of navigation could best be fulfilled by placing the drawprotection parallel to the current and increasing the draw opening. The bridge lies wholly within the State of Massachusetts. More than $150,000 has been expended by the General Government in improving the river above this bridge. Very respectfully, your obedient servent, The CHIEF OF ENGINEERS, U. S. A. W. R. LIVERMORE, REPORT OF LIEUTENANT-COLONEL HENRY M. ROBERT, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Philadelphia, Pa., June 10, 1887. SIR: Referring to General Orders No. 7, Headquarters Corps of Engineers, U. S. Army, June 2, 1887, I have the honor to state that no change has taken place in the number or construction of the bridges, causways, etc., over navigable streams in this district since my full and detailed report on the subject dated January 7, 1887, made in compliance with General Orders No. 7, series of 1886, from your headquarters, except that in place of the old wooden bridge over the Schuylkill River, at Market street, a new iron bridge is in process of erection. Like the other bridges above Chestnut street, it will have no draw. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. HENRY M. ROBERT, REPORT OF MR. WILLIAM F. SMITH, UNITED STATES AGENT. UNITED STATES ENGINEER Office, GENERAL: In compliance with instructions in General Orders No. 7, Headquarters Corps of Engineers, current series, I have the honor to submit the following report concerning the bridges upon the rivers and harbors in this district that interfere with navigation. A report on this subject was submitted January 10, 1887, and printed in Senate Ex. Doc. No. 105, Forty-ninth Congress, second session. There have been no changes in the construction of the bridges mentioned in that report, and my recommendations are renewed. In addition to that report I submitted, on May 3, 1887, to the Chief of Engineers the following: I have the honor to report that a franchise was granted in 1885 by the legislature of the State of Delaware to the Philadelphia, Wilmington and Baltimore Railroad Company to construct two bridges across the Christiana River, which forms what is called the harbor of Wilmington. Ilearn from good authority that it is the intention of the company to begin to build these bridges at an early day. The upper one is situated 5,700 feet above the Market Street Bridge and is distant on a line on the axis of the current 200 feet below the bridge of the Wilmington and Northern Railroad Company. It makes an angle of about 15 degrees 15 minutes with that bridge. The project adopted by the Board of Engineers (see page 775, Part I, Annual Report of the Chief of Engineers for 1881) is for the improvement of the Christiana River to the Delaware Railroad Company's Bridge, 6,500 feet farther up the river. The nearness and obliquity of the proposed bridge to the Wilmington and Northern Railroad Company's Bridge offer a serious obstacle to free and safe navigation. The second bridge is situated 7,000 feet from the outer end of the jetty and 4,900 feet below the Third Street Bridge. Both of these bridges are required to be made with draws, and the draw of the lower one is required to be worked by the railroad company. Any draw-bridge is an impediment to the free and safe navigation of a river. The degree to which it impedes safe navigation depends of course upon the width of the draw, the facility with which it is worked, and the direction of the draw-pier with reference to the direction of the current. All the commerce of the port of Wilmington will pass through the lower bridge, the draw of which is required to be sufficiently wide to permit the passage of vessels having 100 feet beam. When the present contract for dredging is completed the channel will have a depth of 15 feet and a width of 75 feet. A draw-pier of 25 feet in width if placed in midchannel will leave but 25 feet of channel on either side, which will amount to a practical closing of the river. The approved project for the improvement of the harbor calls for a channel 150 feet in width with 15 feet in depth. Therefore a draw-pier placed entirely on one side of the channel would not fit into the approved project. The line of the bridge as at present laid out is not at right angles to the axis of the current but on the smaller angle is 9 degrees. That would make a serious obstacle to the safe navigation of the river, taking into account a draw-pier of 225 feet in length and making an angle with the current of 81 degrees. A draw-bridge located as it is proposed to locate the one discussed, where all the water commerce of the city passes, it should be worked by steam and be manned night and day. There is no provision of law requiring either of these conditions. I have no information as to the plans for the bridges, and there may therefore be other serious objections which I cannot with present information report. The draw of such a bridge as is proposed should be above mean high water at such a distance that tugs could pass by lowering the smoke stacks. The following are copies of the letter of the Chief of Engineers with which this report was submitted to the Secretary of War and the indorsement of the Secretary of War thereon: OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, SIR: I have the honor to submit herewith a communication of May 30, from Mr. W. F. Smith, United States Agent, reporting that the Philadelphia, Wilmington and Baltimore Railroad Company is about to construct two bridges across Christiana River, under an act of the legislature of Delaware of 1885, which will seriously impair the work in progress by the United States for the improvement of the river. In consideration of the opinion of Attorney-General Garland of May 1, 1886, in the matter of the railroad bridge across the Mississippi River at Saint Paul, which is as follows: "Where, however, the interests of the United States are directly concerned, as, for example, if the structure should threaten injury to, or interfere with, any work of the General Government for the improvement of the river, a civil proceeding to protect such work may be instituted in its behalf in the proper circuit court" (United States v. Duluth, 1 Dill, 469"), it is respectfully submitted whether the matter is not such as should be brought to the notice of the Department of Justice for such action as it may deem proper. Very respectfully, your obedient servant, Hon. Wм. C. ENDICOTT, J. C. DUANE, Brig. Gen., Chief of Engineers. Secretary of War. [First indorsement.] WAR DEPARTMENT, June 8, 1887. Respectfully returned to the Chief of Engineers. It appears that the bridges are to be constructed under the authority of an act of the legislature of the State of Delaware. The War Department is not authorized to take action in the case, except as provided by section 4, river and harbor act approved August 5, 1856. By order of the Secretary of War. Since my report of May 3, 1887, the work of construction of these bridges has begun. At the upper bridge the pivot-pier is to be 36 feet 6 inches in diameter with two draw spans of 78 feet in the clear, and at the lower bridge the pivot-pier will be 36 feet 6 inches in diameter, and two draw-spans 100 feet in the clear. Very respectfully, your obedient servant, WM. F. SMITH, The CHIEF OF ENGINEERS, U. S. A. REPORT OF CAPTAIN F. A. HINMAN, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Norfolk, Va., February 21, 1887. GENERAL: I have the honor to state that on the 24th ultimo I made a report to you upon bridges, causeways, or structures in this district which interfere with free and safe navigation, as provided for in section 4 of the river and harbor act of August 5, 1886, and in General Orders No. 7, Headquarters Corps of Engineers, United States Army, series 1886. I now make the following supplementary report, as the dredging operations in progress in the southern branch portion of Norfolk Harbor, Virginia, have recently disclosed the fact that the two marine railways, belonging to Mr. Jolin L. Thomas and Mr. William B: Thomas, respectively, "will interfere with free and safe navigation" therein as soon as the work of dredging shall have been completed. I transmit herewith a map of the locality in question; a copy of a report, dated the 7th instant, of Mr. H. J. Gielow, assistant engineer, relative to his examination of these structures, and a copy of a communication dated June 20, 1882, from General V. D. Groner, president board of harbor commissioners, to said John L. Thomas, authorizing him to project his railway beyond the port-warden line under certain conditions. On the 20th ultimo I wrote Capt. Charles G. Elliott, president board of harbor commissioners, as follows: The Government is now engaged in improving the Southern Branch by dredging to a depth of not less than 25 feet and a width of at least 500 feet at mean low water. The marine railways of John L. Thomas and William B. Thomas extend beyond the port warden lines and interfere with the foregoing. Please have them removed as soon as possible, that the work of improvement may not be delayed. It is understood that the said board, at its meeting on the 14th instant, authorized the employment of an engineer to define the portwarden lines for the locality under consideration and report on the same. This will take some time, as many of the old marks to which points were referred have disappeared. Mr. Gielow, however, made a close approximation to the location of the port warden line in the vicin ity of the said railways. It appears from the foregoing that the railway of Mr John L. Thomas has been built under the authority of said board (whose jurisdiction. over the matter may be questioned). It is on a pile foundation, and extends 93 feet, more or less, from the port warden line into the chan * Printed in Senate Ex. Doc. No. 105, Forty-ninth Congress, second session. nel. At mean low water there is 13 feet over it at the port warden line and 233 feet at the channel end. The permit calls for "at least 25 feet" at the latter end and "some 16 feet" at the former, presumably at same stage. This structure extends 20 feet, more or less, into the 25-foot channel now being dredged. The railway of Mr. William B. Thomas was built years ago without any known authority. It rests on mud sills on the natural soil, and extends 162 feet, more or less, from the port warden line into the channel, with 6 feet of water over it at the port warden line and 14 feet at the outer end at mean low water. It projects about 100 feet into the 25-foot channel lately dredged, and is a very dangerous obstruction to navigation. No buoys mark the ends of either of these structures, and, if allowed to remain as now, they will be a constant menace to large vessels seeking the navy-yard, etc. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. F. A. HINMAN, Captain of Engineers. (Through Col. William P. Craighill, Corps of Engineers.) REPORT OF MR. H. J. GIELOW, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, CAPTAIN: I have the honor to state that, in compliance with your instructions, I proceeded to locate the port warden line from point T to U in the Southern Branch on the Berkley side. Upon arrival on the spot it was found that, with a single excep tion, all the old landmarks, to which these and adjacent points had been referred, had ceased to exist, and to locate these points correctly would necessitate an extensive survey, requiring a week or ten days for its completion. However, an approximate location of the port warden line was made to-day with a view to obtain certain data relative to the inarine railways of Messrs. John L. Thomas and William B. Thomas, as follows: Mr. John L. Thomas's marine railway is built on a pile foundation; at the port warden line it has 134 feet of water over it; it extends 93 feet into the stream from the port warden line, and has 234 feet of water over it at its outer end. Mr. William B. Thomas's marine railway has no special foundation; it rests on mud sills on the natural soil, having 6 feet of water over it at the port warden line, from which it extends 162 feet into the stream, and at which point it has 14 feet of water over it. All the above depths are referred to mean low water. Capt. F. A. HINMAN, H. J. GIELOW, Corps of Engineers. LETTER OF THE PRESIDENT OF THE BOARD OF HARBOR COMMISSIONERS OF NORFOLK, VIRGINIA. HARBOR COMMISSIONERS' OFFICE, DEAR SIR: In accordance with your application of the 12th of May, 1882, after hearing the advisory board, in due consideration thereof, as a matter of public importance, the board permits your ways to be extended beyond the present port warden's line 100 to 108 feet, to a depth under water of some 16 feet at the port warden's line, running down to at least 25 feet at its extremity, and proper fastening piles to be driven. The Commonwealth's attorney for Norfolk County has been requested to draw up the proper papers in the case, and the work is to be done under the supervision of the committee on wharves and docks appointed by the board, Messrs. J. J. Williams, J. R. Gillett, and Henry Parker. Yours respectfully, etc., V. D. GRONER, REPORT OF COLONEL Q. A. GILLMORE, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, New York, November 7, 1887. SIR: In conformity with General Orders No. 7, Headquarters Corps of Engineers, series 1887, I have the honor to submit the following report upon "bridges, causeways, or structures now erected or in process of erection" that "do or will interfere with free and safe navigation," within the district in my charge. ASHLEY RIVER, SOUTH CAROLINA, The new bridge built across this river at Charleston has a pivot-draw of two openings of 75.6 feet and 75.8 feet, respectively. It is located near the west bank of the river. An obstruction is formed here to the extent that some difficulty is experienced in passing through when tidal currents are strong. It is probable that the passage would be easier if the draw was nearer the center of the river. EDISTO RIVER, SOUTH CAROLINA. (1) The bridge of the South Carolina Railroad near Branchville has no draw. It is a single fixed span wooden bridge. It forms no obstruction at present while navigation is confined to rafting, but will probably do so when the Edisto shall have been improved for light-draught steamboats as contemplated by the existing project. (2) Three county-road bridges, Covner's, Richardson's, and Canady's, cross the stream at reaches to be improved for steamboat navigation. When this improvement shall have been accomplished they will obstruct the passage of steamers. At present they do not interfere with raft navigation. SALKIEHATCHIE RIVER, SOUTH CAROLINA. (1) Toby's Bluff Bridge is too low and one bent is so much in the channel as to interfere with raft navigation. (2) The Charleston and Savannah Railroad Bridge has no draw. The opening is 38 feet. The river is navigable for several miles higher up for light-draught steamers, but their passage is obstructed by the bridge. CHEEHAW RIVER, SOUTH CAROLINA. A schooner, sunk in the river about two years ago, at a point known as the "Public Landing," about 7 miles distant from Green Pond, forms an obstruction to navigation. Funds have recently been allotted for the removal of the wreck. |