The Alice Street Bridge is used for rail traffic solely. Both bridges ere built within the past seventeen years, the Alice Street Bridge aring a date several years later than the Webster Street Bridge. The bridges are of wood, and are not costly structures. The draw of e Webster Street Bridge is, however, of iron or steel. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. G. H. MENDELL, Colonel, Corps of Engineers. REPORT OF MAJOR W. H. H. BENYAURD, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, San Francisco, Cal., August 26, 1887. SIR: In accordance with instructions contained in General Orders To. 7, current series, from Headquarters Corps of Engineers, regarding bstructions in navigable waters, I have the honor to transmit herewith map of a portion of San Diego Harbor, showing wharves constructed long that front and also proposed constructions. The increase in the commerce of this harbor has caused a demand for dditional wharfage facilities, in consequence of which an extensive wharf has been erected by Babcock & Story, and others are projected hat will tend to obstruct the free and safe navigation of the harbor. The sketch herewith gives the location of the wharves now built, and, n 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 he 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 erdict against them and a fine of $100 imposed. This was paid, but no further steps taken to prevent any extension or addition to the structure. It is understood that the wharf will be extended as indicated on he map. 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 of erection, which do or will interfere with free and safe navigation are those described in Captain Powell's report on the subject, dated January 7, 1887. The log-boom at Coquille City, Oregon, has been extended by the ad dition of a "catch-boom," and connected with this, at times, is a string of boom-sticks stretching right across the river. The master of the river steamer Little Annie complains, in writing, of this boom, saying that he carries the United States mail, and that he has been stopped as much as two hours trying to get by the boom. The superintendent of the Government work states that cutting of the left bank opposite the boom is recent. Complaint is also made that the boom about 2 miles above Parkersburgh, on the Coquille River, bas been extended out into the channel so as to make it difficult for boats to pass. In this connection it may be well to call attention to the fact that trees have been felled directly into the Coquille River by settlers along its banks, and that, too, quite recently. This practice is to be regretted as it directly tends to destroy existing channels, and thus to interfer with the free and safe navigation of the river. Very respectfully, your obedient servant, W. YOUNG, Captain of Engineers. The CHIEF OF ENGINEERS, U. S. A. REPORT OF CAPTAIN CHARLES F. POWELL, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Portland, Oregon, August 22, 1887. SIR: I have the honor to make the following report concerning cer tain structures, now erected or in process of erection, which interfere or will interfere, with free and safe navigation. The salmon pound-nets near the mouth of the Columbia River and fish-wheels next below the Cascades Canal, described, with statement of their effect on navigation, in my report of January 7, 1887, and pub lished in Senate Ex. Doc. 105, Forty-ninth Congress, first session, are in more extensive use than formerly. It is understood that there are over a hundred pounds in Baker's Bay; they occupy the greater part of that water, leaving only a comparatively narrow passage-way for vessels. A special report of the effect of these structures on the bar channel leading to Fort Canby was submitted January 4, 1887, and a draft of proposed regulations for the location of these and similar structures was prepared in accordance with instructions and forwarded March 10, 1887. Besides interfering with free and safe navigation, the pounds to some degree cause a shoaling; they are, in effect, permeable dikes, which check the current and cause more or less of a fill; they contract the water-way and deflect the current. Wherever the channel is good enough this contraction and deflection are unnecessary and apt to be injurious to navigation. On the other hand, where the channel is not good, the pounds, which are a strong kind of fish-trap, may be arranged to improve it, and at such places be on the whole a benefit to naviga tion. The location of these and similar structures, consequently, ought to be regulated for the protection and amelioration of navigable waters, and preferably by the War Department, which is charged with the xecution and maintenance of works for the objects named, and which as agents in direct supervision of such works. No authority is exercised or delegated by Oregon or Washington erritory in locating or limiting fish-pounds, traps, or wheels. Existing ws concern size of openings and times of use of traps. Structures amed are built as a right of the land-owners, the same as a public harf or landing pier would be. The waters are public property. Bridges and the location of wharves enerally are regulated, but they are for use of the public, while fishraps, of which fish-pounds are one kind, and fish-wheels are wholly rivate. Some of the Cascades fish-wheels are fixed structures of cribs and ough stone walls; others are floating. They are generally located on he low sharp points which help to form the rapids, and all of them have uns, or chutes, and sometimes wings, partly made by building walls of iprap in the river bed. The fish-wheel structures decrease the river cross-sections, and conequently injuriously affect the current at the rapids, although not to a arge degree. The removal of the fish-trap structure from along the hannel shores will be advisable when this part of the river becomes navgated, and be necessary when the work of a radical open-river improvenent is undertaken, as contemplated by the Cascades Canal project. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. CHAS. F. POWELL, REPORT OF MAJOR W. A. JONES, CORPS OF ENGINEERS. DECEMBER 14, 1886. SIR: I have the honor to report as follows upon the bridge now in course of construction across the Willamette River, Portland, Oregon: THE RECORD. With some minor changes which do not materially affect the main proposition as to whether or not it is an obstruction to navigation, this s the same bridge which gave rise to the extensive discussion to be found in Annual Report Chief of Engineers, 1880, Vol. III, p. 2043; also Senate Ex. Doc. 162, Forty-seventh Congress, first session. This discussion shows conclusively that the bridge as then projected would be a serious obstruction to navigation. The pier foundations up to low water were built before the bridge was enjoined, and subsequent events have proved that they alone have practically cut the harbor of Portland in two. The deep-water ship as a rule no longer goes above the line of the piers in place. LOCATION. Inasmuch as the present location is identical with the one before the United States circuit court, and inasmuch as the court therein held, "Upon the evidence and in the very nature of things there can be no doubt that the bridge where and as it is being constructed is a serious obstruction to the navigation of the river," it will not be necessary for me to touch upon the question of location. CHARACTER OF THE PRESENT BRIDGE. The bridge now in course of construction differs from the one before the United States court in this: That the draw openings have been increased to 136 feet at the lowwater line. They were 100 feet in the enjoined bridge. The pivot pi remains the same. The other clear spans and abutment spans ha been changed and are as follows, commencing from the Morrison stret approach: The bridge is a combination truss-pivot draw-bridge. The draw a draw-rest piers are of stone, laid on a pile and grillage foundation: cased in cribs filled with riprap stone. The remaining piers are iron tubes 5 feet in diameter, in pairs, a filled with concrete. These rest on foundations similar to those of draw-piers. I have not the dimensions of these cribs, but they are important factor in any discussion of the effect of the bridge upon t regimen of the river. The clear headway of the bridge is about 8at high water. The character of the bridge trusses is not material the discussion. It will be seen that the short pile bents running from the eastern shore have been replaced with trussed spans of o siderable dimensions. These rest on tubular piers 5 feet in diame The stationary spans are now of sufficient dimensions. The superfla pier foundations have, I understand, been removed, but I am not formed as to whether sufficiently so or not. The width of the draw opening measured parallel to the axis of th bridge is, as stated, 136 feet at low water. But the effective draw op ing for a passing vessel is a function of the direction of the curre through said opening. The chart submitted shows that this direct: is continually varying with changes in the river stages. It shows current direction through the draw at a stage, when the velocity is ve great, that varies from the direction of a line parallel with the piers an angle of 20 degrees. The effective width of the draw opening is width at right angles to the current passing through it. Hence t record shows that the effective width of the draw opening became duced at a season of great commercial activity to 121 and possibly feet, and this when the river velocity was so great as of itself alone! render navigation difficult. No rest piers for the open draw and s sheer booms are provided. There are submitted herewith: Two maps of the river, showing soundings and position of piers. Map showing currents and piers. A projection showing effective width of draw opening at greates angle of current. Very respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. W. A. JONES, Major of Engineers. APPENDIX X X. OCCUPANCY AND INJURY TO PUBLIC WORKS BY CORPORATIONS AND INDIVIDUALS. LETTER OF THE SECRETARY OF WAR. WAR DEPARTMENT, Washington City, February 26, 1885. The Secretary of War has the honor to transmit to the House of Representatives copies of reports of such officers in charge of river and harbor districts as report instances in which piers, breakwaters, or other structures or works built or made by the United States in aid of commerce or navigation are used, occupied, or injured by a corporation or an individual, and the extent and mode of such use, occupation, or injury, and the facts touching the same; said reports being transmitted in compliance with the requirements of section 2 of the river and harbor act of July 5, 1884. ROBERT T. LINCOLN, Secretary of War. The SPEAKER OF THE HOUSE OF REPRESENTATIVES. LETTER OF THE CHIEF OF ENGINEERS. OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., February 24, 1885. SIR: Section 2 of the river and harbor act of July 5, 1884, requires of the Secretary of War that He shall report to Congress, at its next session. all the instances in the United States in which piers, breakwaters, or other structures or works built or made by the United States in aid of commerce or navigation are used, occupied, or injured by a corporation or an individual, and the extent and mode of such use, occupation, or injury, and the facts touching the same. With a view to the collection of data to supply the information de sired, all officers under the direction of this office were instructed to prepare and submit detailed reports covering all facts necessary to enable the Secretary of War to comply with the terms of the extract above |