Many of the above-named bridges are unnecessary obstructions to navigation, but no action against them is recommended at this pres ent. It is deemed advisable to await the action of Congress on the proposed general bridge law for the government of future bridges over the Muskingum River, which has recently been submitted by a Board of Engineers. There are no "structures" other than bridges which interfere with navigation. BIG SANDY, GUYANDOTTE, LITTLE KANAWHA, AND BUCKHANNON The above-named rivers have been in my charge but a few months, and I therefore submit the following report on the obstructions in these streams, which has been prepared by Mr. B. F. Thom as, assistant engineer, who has been in local charge of the works of improvement on the first and third; there are no artificial obstructions on the portion of the Buckhannon River that is under improvement. REPORT OF MR. B. F. THOMAS, ASSISTANT ENGINEER. BIG SANDY RIVER. The bridge of the Chesapeake and Ohio Railroad, crossing this river 1 mile above its junction with the Ohio, has three spans, respectively 205, 209, and 203 feet, counting from the Kentucky or western side of the river. At the time of the construction of this bridge the river occupied the central span, but it soon changed to the eastern or West Virginia side, where it has been constantly cutting away the shore and endangering the land pier, until the company has been compelled to protect it by piles, cribs, and riprap extending to the water's edge. The former channel-span has filled with sand from 2 to 6 feet in depth, so that in ordinary low water boats have to use the new channel. The second pier from the eastern side, being the one immediately adjoining the new channel, has settled somewhat, and the company in repairing it has left piles and riprap around it extending into the channel and making navigation difficult at low stages, but not dangerous except for tows which rarely run at this stage of water. When there is a towing stage of water the original channel-span can generally be used. The piles and riprap about this pier should be removed, as the clear width of the present low water is only 65 feet. In times of very high water the bridge itself, though 73 feet above low water, prevents boats from making their regular trips for a few days at a time, and it is probable that as soon as the river is locked and dammed and commerce increased, steps will have to be taken to remove this cause of delay. LOUISA FORK, BIG SANDY RIVER. The Chattaroi Railway Bridge crosses this fork, 24 miles above its mouth, at Louisa. It has a channel space of 175 feet, 66 feet above low water. It is not an obstruction to navigation except in extreme high water, and then only for a few hours. With the completion of the dam at Louisa, and the consequent increase of navigation in this pool, it is likely to become a more serious obstruction. TUG FORK, BIG SANDY RIVER. There are no bridges on this stream, but the little mill-dams on the upper part of it have been a source of annoyance and loss to timbermen for years. They have been built without authority from State or nation. Many of them have been modified the present season by order of Major Post, and quite a number destroyed, so that unless they are rebuilt by their owners, a thing highly probable, it is believed that the river can be safely navigated. These dams are constructed of bowlders raked up in the shoals, and any one can have a dam who cares to spend a week in its construction. GUYANDOTTE RIVER. There are two bridges across this stream near its mouth. The suspension bridge, owned by the county, has a clear span between tops of piers of 458 feet, with a height of 54 feet above low water, and an additional span on its upper or eastern end of 131 feet. No steam-boats run on this steam, and the bridge is an obstruction only in times of running ice, when its position, within a few hundred feet of the Ohio River, prevents the use of the Guyandotte for an ice-harbor. The Chesapeake and Ohio Railroad bridge, 1 mile from the Ohio River, has three spans, respectively 155, 156, and 148 feet between centers, commencing at its lower or western end. The channel-span is 57 feet above low water. The axis of the bridge makes an angle of 45 degrees with the course of the stream. As the navigation at present does not include steam-boats, this bridge does not interfere with its safety. The upper part of the river is obstructed somewhat by dams, which, as they were built under State authority, cannot be removed without purchase. LITTLE KANAWHA RIVER. This stream has two bridges crossing it close to its mouth in the city of Parkersburgh, both of which interfere with navigation. The Ohio River Railroad bridge, 400 feet above its junction with the Ohio River, has a channel-span of 300 feet, and is 60 feet above low water. The Wood County wagon bridge has also a channel-span of 300 feet and is 43 feet above low water. The principal objection to both bridges is that they destroy a most excellent and useful ice-harbor for Ohio River steam-boats. The county bridge has the additional objection that it prevents Little Kanawha boats from reaching the Ohio River and the wharf boat during ordinary high water, on account of its small elevation above boating stage. Respectfully submitted. The CHIEF OF ENGINEERS, U. S. A. WM. E. MERRILL, REPORT OF LIEUTENANT-COLONEL O. M. POE, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Detroit, Mich., August 8, 1887. SIR: In compliance with the provisions of section 4 of the river and harbor act approved August 5, 1886, I have the honor to report that there are two cases in this district where "bridges, causeways, or structures now erected or in process of erection do or will interfere with free and safe navigation." First. The railroad bridge now being erected over St. Mary's Falls Canal by the Sault Ste. Marie Bridge Company. There can be no doubt but this bridge will interfere somewhat with the free navigation of the canal, but will probably not render it any more unsafe. The bridge is constructing under authority of an act entitled "An act to authorize the construction of a railroad bridge across the Sainte Marie River," approved July 8, 1882. Although the bridge belongs to a private corporation its operation should be under the sole control of the canal management, with a view to reducing to a minimum the delays both to trains and vessels. Second. A draw-bridge over the river Rouge at the crossing of the river road (Monroe road). This bridge rests upon piles, the draw-span being insufficient to permit free and safe navigation. Moreover the draw-span is so much out of order that it cannot be used. Fortunately it has fallen down, thus rendering available for purposes of navigation the entire width of the opening, but at the same time impassable as a roadway. The responsi bility for the bridge is in dispute between the townships of Spring wells and Ecorse, of which the river forms the common boundary. Each township has posted a notice at its own end of the bridge denying responsibility, and there the matter rests for the present. I am, sir, very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. Lieut. Col. of Engineers, Bet. Brig. Gen., U. S. A. REPORT OF CAPTAIN CARL F. PALFREY, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Oswego, N. Y., November 11, 1887. GENERAL: In compliance with General Orders No. 7, current series, Headquarters Corps of Engineers, I have the honor to report the following structures interfering with free navigation of the harbors under my charge: AT OSWEGO, NEW YORK. During the year 1883 the Delaware, Lackawanna and Western Railroad Company, or other parties, constructed, in the new harbor formed by the west break water, a pier carrying a coal trestle. The pier and trestle is about 1,000 feet in length, extending to within 407 feet of the west break water, and located with its outer end in about 17 feet of water at the lowest stage of the lake. The right to so occupy the harbor was questioned by the United States, and the subject was placed in the hands of the United States district attorney. This office has no further record of action in the matter. It has been frequently reported to me by tug masters that tows easily handled in the broad spaces east and west of the coal trestle gave difficulty in passing around it. AT CHARLOTTE, NEW YORK. A railroad draw-bridge over the Genesee River, built by authority of Congress, now owned and used by the Rome, Watertown and Ogdensburgh Railroad, having one span of 130 feet in deep water and one of 130 feet in shallow water, offers, as usually managed during the season of navigation, as little obstruction to commerce as is consistent with its use. At about the opening of the present navigation season complaints were made to this office of difficulty and delay in consequence of refusal to open the draw. No other structure in any degree interfering with free navigation of the barbors under my charge is known to me. I have the honor to be, very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. REPORT OF COLONEL G. H. MENDELL, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, San Francisco, Cal., June 15, 1887. SIR: The following report is respectfully submitted in regard to Oakland Harbor, the only case coming within the provisions of General Orders No. 7, Headquarters Corps of Engineers, June 2, 1887: There are two bridges over the channel of Oakland Harbor, neither of which at present can be regarded as an interference with free and safe navigation. It is altogether probable, however, that at a future date, when the harbor improvements shall have been considerably advanced, both bridges will be an interference with navigation, which may then be obviated by a sufficient increase of space in the draws. The Webster Street Bridge, bearing a highway and a railroad, has an opening of draw 82 feet in the clear. The Alice Street Bridge has a draw opening of 79 feet. The depth in channel above these bridges admits now only vessels of light draught, which have no difficulty in passing through the draws. When the time shall arrive for passage of large vessels the openings will be found insufficient, and will need to be increased to 150 feet, more or less. The Alice Street Bridge is used for rail traffic solely. Both bridges were built within the past seventeen years, the Alice Street Bridge bearing a date several years later than the Webster Street Bridge. The bridges are of wood, and are not costly structures. the Webster Street Bridge is, however, of iron or steel. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. The draw of G. H. MENDELL, Colonel, Corps of Engineers. REPORT OF MAJOR W. H. H. BENYAURD, CORPS OF ENGINEERS. San Francisco, Cal., August 26, 1887. SIR: In accordance with instructions contained in General Orders No. 7, current series, from Headquarters Corps of Engineers, regarding obstructions in navigable waters, I have the honor to transmit herewith a map of a portion of San Diego Harbor, showing wharves constructed along that front and also proposed constructions. The increase in the commerce of this harbor has caused a demand for additional wharfage facilities, in consequence of which an extensive wharf has been erected by Babcock & Story, and others are projected that will tend to obstruct the free and safe navigation of the harbor. The sketch herewith gives the location of the wharves now built, and, in addition to those marked as projected, others are in contemplation at various points along the city front. The wharves and slips are built in such a manner as to interfere with the free flow of the water, and extend out to a depth greatly in excess of that actually required in the interests of commerce and what can be carried over the bar. Suit was recently brought in a justice's court against Babcock & Story, under a State law, for obstructing navigation, which resulted in a verdict against them and a fine of $100 imposed. This was paid, but no further steps taken to prevent any extension or addition to the structIt is understood that the wharf will be extended as indicated on the map. ure. It is desirable that steps be taken to limit the length of the structures and to prescribe the manner in which they shall be built, to the end that the navigation of the harbor may not be obstructed. I have no survey of this locality that would enable me to report what the actual effect of the wharves already constructed has been, but it is desirable in the interest of navigation that these surveys be made and repeated from time to time to ascertain the changes that take place attributable to these and other constructions. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. W. H. H. BENYAURD, REPORT OF CAPTAIN WILLARD YOUNG, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, SIR: I have the honor to report that the only structures in the engineer district with which I am connected, now erected or in the process |
