CONTENTNIA CREEK, NORTH CAROLINA (UNDER IMPROVEMENT). Between Stantonsburg, the head of present improvement, and Snow Hill, the head of present navigation, there are three county bridges, without draws, but there has as yet been no navigation demanding draws. When needed, the draws will undoubtedly be put in by the county authorities. I therefore recommend that these bridges be permitted, for the present, to remain in their present condition, provided that their owners will insert suitable draws therein whenever needed by steamers. Between Snow Hill, the head of present navigation, and the mouth of the river there are no bridges, as far as I know, that obstruct the navigation of the Contentnia Creek. NEW RIVER, NORTH CAROLINA (UNDER IMPROVEMENT). As far as I know, there are no bridges below the head of presen navigation that obstruct the navigation of the New River. CAPE FEAR RIVER, NORTH CAROLINA (UNDER IMPROVEMENT). As far as I know, there are no bridges below Fayetteville, the present head of navigation, that obstruct navigation. * TOWN CREEK, NORTH CAROLINA (TRIBUTARY OF THE CAPE FEAR RIVER, IMPROVED IN 1882-'83). Three miles above its mouth, this river is reported to be crossed br a county bridge, without a draw, thus obstructing an otherwise 5-foot navigation over nearly 19 miles of river. I therefore recommend that the owners of this bridge be required to insert therein a draw-span of 40 feet clear width. One mile below the present head of navigation is a second bridge. without draw, but not regarded at present as obstructing the present navigation. I therefore recommend that it be permitted, for the presen', to remain in its present condition. Between the head of present navigation and the mouth of the river these two bridges are, as far as I know, the only ones that obstruct the navigation of Town Creek. LILLINGTON RIVER, OR LONG CREEK, NORTH CAROLINA (TRIBUTARY BLACK RIVER, NORTH CAROLINA (UNDER SURVEY). As far as I know, there are no bridges below Point Caswell, the head of present useful navigation, that obstruct the navigation of the Black River. NORTH EAST CAPE FEAR RIVER, NORTH CAROLINA (UNDER EXAM INATION. One mile above Wilmington, this river is crossed by the Wilmington, Columbia and Augusta Railroad, on a through bridge, provided with a suitable draw-span. The free passage of boats on the river side of the draw-pier is rendered extremely difficult by strong cross-currents, by shoals above the bridge, and by the oblique position of the pier; while the free passage on the shore side of the draw-pier is rendered difficult by the absence of suitable fenders next to the shore, and by the presence of an old submerged bridge-pier near the river bank, about 100 yards below the present bridge. This old sunken pier is said to have occupied its present hidden position for over thirty years, and is manifestly an obstruction to the free use of the railroad-draw opening. Its removal would cost, perhaps, $200, but under the circumstances I do not think the present ridge's owner should be held responsible for the old pier's non-removal. recommend that this old sunken pier be removed at the expense of he United States, and that the owners of the railroad bridge be required to provide suitable fenders for 100 feet above and below the ridge, on the shore side of the draw-opening. Eighteen miles above Wilmington, this river is crossed by the Wilnington and Weldon Railroad, on a pier-bridge, without a draw-span. The bottom of the bridge is only about 10 feet above high-water mark, nd seriously obstructs an otherwise clear 6-foot navigation over 60 ailes of river. I therefore recommend that the owners of this bridge be required to provide it with a suitable draw, of span from 40 to 60 eet width. Higher up, the river is crossed, at Kroom's, at Deep Bottom, and at Chinquepin, by county bridges, without draws, but up to present at hese places there has not been any steam navigation demanding draws. therefore recommend that these bridges be permitted, for the present, o remain in their present condition, provided that their owners will inert suitable draws therein whenever needed by steamers. As far as I know, these five bridges are the only ones obstructing the ree navigation of the North East Cape Fear River from its mouth up o Hallsville, the head of present navigation. WACCEMAW RIVER, SOUTH CAROLINA (UNDER IMPROVEMENT). As far as I know, there are no bridges below Conwayboro', the pres nt head of useful navigation, that obstruct the navigation of the Wacemaw River. GREAT PEDEE RIVER, SOUTH CAROLINA (UNDER IMPROVEMENT). About 125 miles above Georgetown, this river is crossed by the Wiluington, Columbia and Augusta Railroad, on a bridge provided with a raw-span of suitable width. Projecting iron work on the piers, swift ross-currents in the river, an improperly arranged piling-fender, comine to subject passing vessels to injury. Several miles above the railroad bridge, the river is also crossed by the toll-bridge of the Society Hill Bridge Company, on a through bridge provided with a draw-span f proper width. Swift and strong cross-currents and the absence of uitable fenders combine to subject passing vessels to injury by the ridge piers. I recommend that the owners of both these bridges be equired to provide strong and suitable fenders at both ends of these raw-openings, these fenders extending 100 feet above and below the ridge, and rising above ordinary high water to within about a foot f the draw-span's lower chord. As far as I know, these two bridges are the only ones that obstruct he navigation of the Great Pedee River. SANTEE RIVER, SOUTH CAROLINA (UNDER IMPROVEMENT). The canal at present being cut through Mosquito Creek, to serve as the outlet of Santee River to Winyaw Bay, is crossed near Winyaw Bay by a county free bridge, without a draw. This bridge, capable of ob structing the future navigation of the canal, is to be replaced by a draw bridge, at the expense of the United States, in accordance with the ap proved projects of 1881, 1882, and 1884. (See letter from office of Chief of Engineers, U. S. Army, dated 25th September, 1884.) About 100 miles above its mouth this river is crossed by the North eastern Railroad, on a bridge provided with a suitable draw-span; bu the projecting iron-work of the bridge-piers, combined with cross-cur rents in the river, are apt to injure passing steamers. I recommend that the openings be provided with suitable fenders on both ends of the span, these fenders to extend about 75 feet above and about 75 feet belo the bridge, and to rise above ordinary high water to within about a foot of the draw-span's bottom chord. As far as I know, these two bridges are the only ones obstructing the navigation of the Santee River. WATEREE RIVER, SOUTH CAROLINA (UNDER IMPROVEMENT). Eight miles above its mouth, in the Santee, this river is crossed by the Camden Branch of the South Carolina Railroad, on a wooden deck bridge, without a draw-span, the bottom of the bridge being 15.3 fee above low water. The use of this bridge without a draw has been spe cially authorized, as far as concerns the State of South Carolina, by State acts passed in 1853 and 1858. Thirteen miles above its mouth the river is also crossed by the Wi mington, Columbia and Augusta Railroad, on a wooden deck bridge. without a draw-span, the bottom of the bridge being about 17 feet above low water. As far as I know, these two are the only bridges obstructing the navigation of the Wateree River. The present improvement will probably be finished next year suff ciently to allow of a tolerably clear 4-foot navigation to steamers of 5. feet width over the whole river from its mouth up to Camden. The current of this river is swift and strong, especially during high-water stages. Both bridges have already proved serious obstructions to a desired navigation. I therefore recommend that the owners of both of these bridges be required to insert suitable draw-spans in their bridges; that the spans be at least 60 feet wide in the clear; that the openings be placed will reference to the deep water and the convenience of navigation; that the openings be provided with strong and suitable fenders on both ends of the span, extending, say, 150 feet above and 80 feet below the bridge: and that these fenders should rise above ordinary high water to within about a foot of the draw-span's lower chord. CONGAREE RIVER, SOUTH CAROLINA, (UNDER SURVEY). At the city of Columbia this river is crossed by a carriage bridge, whose bottom is 36 feet above low water, and whose spans are at least 100 feet in length. Two miles below the city the river is also crossed}. by the Charlotte, Columbia and Augusta Railroad, on an iron-deck bridge, whose lowest portions are about 40 feet above low water, and whose spans are at least 100 feet in length. Neither of these two bridges are provided with draw-openings, but the rapids in the river at this point will probably always compel passing boats to follow a canal near the shore end of the bridges. Passing steamers will probably be few in number, and might justly be forced to make use of hinged smokestacks. Five miles above the mouth of this river, it is crossed by the South Carolina Railroad, on a deck bridge, provided with a draw of 53.5 feet clear width. This draw-span is for the present built solidly into the bridge; but is ready to be suitably mounted upon its revolving plat form as soon as demanded by the interests of navigation. If the nowcontemplated improvement of the river be carried out, this draw should be ready for actual use in 1886. The current of this river at this point is swift and strong, especially at high stages of water. I therefore recommend that this bridge be permitted to remain for the present in its present condition, provided that when navigation is opened, the bridge-owners will suitably finish the mounting of its present drawspan, and that the openings be provided with strong and suitable fenders on both ends of this span extending, say, 75 feet above and below the bridge, and rising above high water to within about a foot of the draw-span's bottom chord. As far as I know, these three bridges are the only ones that obstruct the navigation of the Congaree River. W. H. BIXBY, Captain of Engineers. REPORT OF COLONEL Q. A. GILLMORE, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Savannah, Ga., January 19, 1885. GENERAL: In compliance with the provisions of the second and third clauses of section 2 of the last river and harbor act, promulgated in General Orders, No. 13, Headquarters Corps of Engineers, U. S. Army, Washington, D. C., July 23, 1884, I have the honor to report as follows: First. The Charleston and Savannah Railroad Company is now replacing a wooden bridge over the Ashley River, about 12 miles above the city of Charleston, by an iron structure. It is to be a draw-bridge, and the draw-span is believed to be ample. It is not known by what authority, if any, the wooden bridge was constructed. It is about twelve years old. Second. A highway bridge over the Ashley River at Charleston is contemplated. It is understood that its construction will be commenced very soon. Under what authority, if any, is not known to me. Third. A small wooden bridge at Toby's Bluff, on the Salkehatchie River, is said to interfere in some degree with raft navigation. This is a small matter, but additional information will be collected. Fourth. The Charleston and Savannah Railroad Bridge over the Salkehatchie River has no draw-span; neither has the highway bridge, about one-quarter of a mile below it, over the same stream. These bridges offer no obstruction to raft navigation, and there is no present necessity for a draw in either bridge. Sixth. The Savannah, Florida, and Western Railroad Bridge, over the Altamaha River at Doctor Town, Ga., has no draw. The small steamers plying on this river are built with low pilot-houses, and have hinged chimneys, thus enabling them to pass under the bridge. To pass up this river requires, in the United States snag-boat Toc coa, the removal of mast and smoke-stack, thus causing a delay at the bridge of about one day. I regard this bridge as an obstruction to the navigation of the stream, which obstruction will become greater as the navigation improves. Very respectfully, your obedient servant, Q. A. GILLMORE, General JOHN NEWTON, Chief of Engineers, U. S. A. REPORT OF MAJOR A. N. DAMRELL, CORPS OF ENGINEERS. UNITED STATES ENGINEER Office, Mobile, Ala., July 29, 1881. SIR: In compliance with instructions contained in General Orders No. 13, Headquarters Corps of Engineers, United States Army, Wash ington, D. C., July 23, 1884, calling "attention to sections 2 and 8 of act approved July 5, 1884, making appropriations for the construction, repair, and preservation of certain rivers and harbors, and for other purposes," I have the honor to report that two railroad bridges no erected and crossing the Cahaba River, Alabama, interfere with the free and safe navigation of said stream and with the improvement which has been carried on, and, if not altered, will render the prospective im provement of said river of but little or no value to commerce and navigation. Selma and New Orleans Railroad Bridge, crossing the Cahaba River about 8 miles above its mouth, consists of two spans (Howe truss), rest ing on wooden piles or piers in the center of the river, the shore ends resting on brick piers or abutments on the bank above low water. The foot of the center pier is protected from drift and scour by a sheet-pile coffer-dam. This coffer-dam occupies 28 feet of the river, in a width of 141 feet of water surface at low water. The bridge crosses the river at an angle of about 20 degrees to its flow, and is situated in the center of a long curve or bend; the bottom chord of the bridge is 42.8 feet above the level of low water, May 18, 1883. This bridge is a fixed structure, and is not supplied with any draw-openings, booms, dikes, piers, or other suitable and proper structures for the guidance of any steam-boat, raft, or other water-craft past it. A depth of 6 to 7 feet of water was found under the bridge at low water, May 18, 1883. This bridge is owned by the Selma and New Orleans Railroad Company; is used by them and the Cincinnati, Selma and Mobile Railroad in making their connections between the east and west banks of the Ca haba River. Alabama Central Railroad Bridge, crossing the Cahaba River about 21 miles above its mouth, consists of one long and one short span. The long span is covered in, both being supported by a brick pier standing out in the river, the center of pier being 30 feet from the east bank. The shore end of the short span is supported on the east bank by iron columns, the shore end of long span resting on a brick pier or abutment standing on the west bank about 14 feet from water's edge at low water. |