as 400,000 tons (see Chief of Engineers' Report, 1884, page 756), the aggregate of the items will be 5,418,473 tons, and when the scattered manufactures and industries not included in the above large amounts are added the tons of freight to pass the site of the proposed bridge will approach 5,750,000 or 6,000,000 tons annually. These are actual tons. of freight, and are not the mere tonnage of vessels carrying it, irrespective of whether the vessel is loaded or empty. It exceeds the tonnage of foreign commerce cleared from New York for 1885. The tonnage passing through Detroit River in 1884 (Report of Chief of Engineers, 1885, page 2169) was 19,645,271 tons. This registered tonnage should be reduced 25 or 50 per cent. to give actual freight. The total tonnage of boats and vessels passing over the Falls of the Ohio at Louisville, Ky., in the fiscal year 1884-'85 was 256,015 tous; through canal, 1,217,231 tons; total, 1,473,246 tons. (Report Chief of Engineers, 1885, pages 1809, 1810.) The freight received and shipped at Saint Louis in the year 1884-'85 to and from points on the Upper Mississippi was 281,355 tons. (Chief of Engineers' Report, 1885, page 1665.) It is thus seen that so far as tonnage is concerned this is one of the great water-ways of this country, and indeed of the world. Of the vast amount of freight annually passing through Arthur Kill probably nine-tenths is in tows. These tows contain a varying number of boats, barges, lighters, or other vessels, sometimes reaching seventy, according to Mr. Chase's affidavit. The large tows are usually made up with five vessels abreast and are about eight vessels long. The dimensions of such a solid tow are 100 to 125 feet in width by about 800 feet long, carrying 6,000 or 7,000 tons of freight. When to the length of the tow proper is added the length of the towing line and of the tug, a total length of about 1,500 feet results. Under the plan submitted by the Staten Island Rapid Transit Company, such masses of vessels, 100 feet wide and 800 feet long, and towed in the way described, are to pass through a clear opening between piers about 200 feet wide. The experience at the draw at the mouth of the Raritan River, through which but about one-third as much freight passes as through the Arthur Kill, and which has 207 feet draw-openings, is the best guide in judging whether such a bridge across the Arthur Kill will be an obstruction to navigation. It appears from evidence given to the Board that the tows which come down the Raritan River are but about one-third the size of those which are taken through the Arthur Kill; that these small tows anchor if necessary and wait for slack water to safely pass through the Raritan River draw. In spite of precautions, it seems from the affidavit of Mr. Chase that this draw is a serious obstruction to navigation, and has caused considerable losses from delays and collisions. In one of the latter twenty-one boats were injured and 1,000 tons of freight were sunk. The tows to go north through the Arthur Kill are made up at Perth Amboy or South Amboy, and start at the beginning of flood tide so as to reach New York on that tide. They pass the proposed site of the bridge while the tide is running flood and when any collision would produce great damage. The tows are much larger than those passing through the Raritan draw, and it is impracticable for these large tows to anchor as the smaller one do at the Raritan draw. Hence, in the opinion of the Board, if a bridge were constructed as proposed with a pier in the middle of the Kill it would necessitate a large reduction in the size of tows and the consequent increase in the cost of transportation. The water-way is at present a most important one, and will be of still greater importance in the future. The removal of a natural obstruction so serious as a pier in the middle of the stream would be urgently and rightly demanded even at great cost. The obstruction is not there now, and it should not be placed there to the injury of navigation, in order to save a few hundred thousand dollars to the railroad company. The bridge proposed by the Staten Island Rapid Transit Company is located about 2,900 feet below the mouth of the Elizabeth River, where the Arthur Kill is about 750 feet wide. Starting from the Staten Island side the intervals between the axes of its piers are, in order, 150 feet, 250 feet, 250 feet, 150 feet; the large spans being draw-spans, giving between the pier fenders clear openings of 200 feet. The height of the lowest part of the superstruction is 34 feet 8 inches above mean low water. The main and sufficient objection to this plan is that it places a masonry pier in the middle of a water-way that is none too wide now, and that it will require, after its construction, towing to be done in smaller tows at greater expense. The following table, compiled from data furnished by the railroad company, will give an idea of the heights of smoke stacks at present passing through the Arthur Kill: The heights marked (*) are measured; the others were approximately determined as the vessels passed. The observations extended from August 7 to 21, 1886, and covered about 12 hours daily. Only steam vessels whose names were reported are included in this table; many others passed. It appears that of these 411 passages 57 per cent. would pass under a clear headway of 35 feet, 71 per cent. under 40 feet, and 81 per cent. under 50 feet. The following information as to heights of masts of sail and tow barges is received from Mr. Harrison. Those passing from Philadelphia to New York by the Delaware and Raritan Canal average about 91 feet; those of the Bee Line Transportation Company average about 60 feet. Further details are contained in his appended letter. A bridge across the Arthur Kill which shall not interfere seriously with navigation must give a clear water-way in the channel of the stream as wide as practicable, in order to permit the passage of large tows safely and freely. Where such tows are liable to strike the piers, suitable guides and fenders should be supplied. It should be high enough above the water-surface to allow the great mass of the commerce to go under this wide span without inconvenience. For masted vessels it should have a draw. The Board therefore recommends to the Secretary of War a bridge at the site proposed by the Staten Island Rapid Transit Company, the channel-face of whose east pier shall be on the Staten Island bulkhead or shore line (these coinciding at the site) and whose channel-span shall give a clear opening of 450 feet, whose span next west shall be a drawspan giving 125 feet clear opening; the lowest parts of these spans being 50 feet above mean high water. The foundations of the piers should be so arranged as to admit future deepening of the Kill to 20 feet. Such a bridge will be an obstruction and an inconvenience, but will not in any serious degree increase the cost of transportation. It involves some increases of cost to the railroad company, but no more than it should bear, rather than infringe on the pre-existing rights of navigation. In the opinion of the Board, no plans for a bridge with a pier in or near the middle of the channel should be approved. Buckwheat Island has been proposed as a site for the bridge. The objections to it are that on one side of the island the channel has but 6 feet of water, and on the other the channel is narrower than at the site proposed by the Staten Island Rapid Transit Company, so that the draw-bridge would be impracticable. Respectfully submitted. J. C. DUANE, Col. of Engineers, and Brt. Brig. Gen. Lt. Col. of Engineers, Brt. Brig. Gen. Lt. Col. of Engineers, Bvt. Brig. Gen. Lt. Col. of Engineers, Brt. Colonel. Lt. Col. of Engineers. The Board desires to append to its report the following documents received at the meeting.or otherwise, of which the first six should be printed : 1. A memorandum on Arthur Kill Bridge, submitted by J. R. Cowen, general counsel of Baltimore and Ohio Railroad. *2. Affidavits of Daniel C. Chase and others in the interest of navigation. 3. Abstract of observations upon the passage of vessels through Arthur Kill, August 7 to August 21, 1886, by Charles Ackenbeil, chief engineer, Staten Island Railroad. 4. Statement affecting the foregoing, by John McG. Sterritt. 5. Letter of E. W. Harrison, of August 11, 1886. *6. Affidavit of John P Arnold as to number of vessels passing site of proposed bridge during about six days in July and August, 1886. 7. Survey at Buckwheat Island by Lieutenant Derby. *8. Map of northern portion of Arthur Kill, 1886, by E. W. Harrison. *9. Map showing course of vessels in Arthur Kill, by Charles Achenheil. [Indorsement on the foregoing letter.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, Respectfully submitted to the Secretary of War, with accompanying papers herein designated as appended, together with previous papers in this case. The Board of Engineers, in compliance with instructions from the War Department of July 26, 1886, reports as to what would be a proper and advisable bridge across the Staten Island Sound, known as Arthur Kill, and is of opinion that no plan for a bridge with a pier in or near the middle of the channel should be approved, and further rec ommends, for reasons given, a bridge at the site proposed by the Staten Island Rapid Transit Railroad Company, the channel face of whose east pier shall be on the Staten Island bulkhead or shore-line, and whose channel span shall give a clear opening of 450 feet, and whose span next west shall be a draw spau giving 125 feet clear opening; the lowest part of these spans to be 50 feet above mean high water. The foundations of the piers should be so arranged as to admit of future deepening of the Kill to 20 feet. Such a bridge, in the opinion of the Board, will be an obstruction and an inconvenience, but will not in any serious degree increase the cost of transportation. It involves increase of cost to the railroad company, but no more than it should bear rather than infringe on the pre-existing rights of navigation. Since the conclusions of the Board, resulting from a careful consideration of the subject and of statements made, orally and in writing, by representatives of all interests involved regarding the requirements of the commerce and navigation of this important water-way, demand an * Omitted; printed in Sen. Ex. Doc. No. 17, Forty-ninth Congress, second session. entire modification of the plan for the proposed bridge submitted for approval by the Staten Island Rapid Transit Railroad Company, July 12, 1886, through Thomas M. King, vice-president and managing director, it is recommended that said plan be not approved. JOHN G. PARKE, INDORSEMENTS UPON WRAPPER INCLOSING, FROM J. F. EMMONS, PRESIDENT, MARCH 14, 1887, TRACINGS OF PLAN AND LOCATION OF PROPOSED BRIDGE; EVIDENCE OF INCORPORATION OF THE STATEN ISLAND RAPID TRANSIT RAILROAD COMPANY, AND ACCEPTANCE OF THE CONDITIONS IMPOSED BY THE ACT OF CONGRESS AUTHORIZING THE CONSTRUCTION OF THE BRIDGE. [First indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, March 19, 1887. Respectfully returned to the Secretary of War through the Acting Judge Advocate General, U. S. Army. The accompanying drawings, showing plan and location of the bridge proposed to be erected by the Rapid Transit Railroad Company under the provisions of "An act to authorize the construction of a bridge across the Staten Island Sound, known as Arthur Kill, and to establish the same as a post road," approved June 16, 1886, are believed to be in accordance with the requirements of the act, and are identical with those to which the Secretary has given a conditional approval. The papers submitted by the president of the railroad company seem to meet the requirements of the rule of the Secretary of War dated July 31, 1886, and if this be the case there would appear to be no objection to the plans being finally approved. J. C. DUANE, Brig. Gen., Chief of Engineers. [Second indorsement.] WAR DEPARTMENT, JUDGE-ADVOCATE GENERAL'S OFFICE, Respectfully transmitted to the Secretary of War. The evidence required by the rule of the War Department being complete, and the drawings showing plan and location of the bridge being, in the opinion of the Chief of Engineers, in accordance with the requirements of the act of June 16, 1886, the necessary papers have been drawn up, and are submitted herewith. G. NORMAN LIEBER, Acting Judge-Advocate General. [Third indorsement.] WAR DEPARTMENT, March 29, 1887. Respectfully returned to the Chief of Engineers, to file in his office, the within-retained copy of instrument, the original having been transmitted to Mr. A. B. Boardman by War Department letter of the 26th instant. By order of the Secretary of War. SAM'L HODGKINS, |