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City Document. — No, 19.
CITY OF BOSTON
ANNUAL REPORT
CITY ENGINEER,
FOB THE TEAR
1874,
CITY OF BOSTON.
Office of City Engineer, City Hall,
Boston, Jan. 26, 1875.
To the Honorable City Council : —
In accordance ^\ath the requirements of the sixth section
of the ordinance relating to the Engineer's Department, the
following report of the expenses and operations of the de-
partment for the year 1874 is respectfully submitted.
Statement of engineering expenses from January 1st, 1874,
to January 1st, 1875 : —
Amount expended from department
appropriation for 1873-74 . $6,831 94
Amount expended from department
appropriation for 1874-75 . 18,934 31
Total expended from department ap-
propriations 125,766 25
Amount expended from special and
other appropriations ..... 9,248 06
Total $35,014 31
Condition of department appropriation : —
Amount of appropriation for financial year
1874-5 $30,881 00
Amount expended to January 1st, 1875 . . 18,934 31
Unexpended balance January 1st, 1875 . . $11,946 69
4 City Document. — No. 19.
CLASSIFICATION OF EXPENSES FOR
ENGINEERING.
City Engineer's Office.
Salaries of City Engineer, assistants, *
draughtsmen, rodmen, etc.
Instruments and repairs of same
Drawing paper and materials
Stationery, printing stock, etc.
Reference books, maps and frames
Printing and advertising
Travelling expenses, horse-keeping, etc.
Incidental expenses
Committee expenses
Total
$22,770 00
694
90
571
70
333
56
84
50
49
98
912
98
340
63
8
00
$25,766 25
Temporary branch offices at West Roxbury and Brighton.
Expenses charged to special appropriation, " Water Works,
Wards 13 to 16, and extension to Wards 17 and 19."
West Roxbury Office.
Salaries of assistants, rodmen, etc.
Furniture .......
Surveying and drawing instruments
Drawing paper and materials
Stationery and note books ....
Travelling expenses .....
Gas fixtures . . . . . .
Fuel
Incidental expenses, including care of office and
small supplies ......
Total
$752 50
250
00
204
75
48
13
36
23
30
30
18
00
20
70
38
28
$1,398 89
Keport of City Engineee.
Brighton Office
Salaries of assistants, rodmeii, etc.
$764 50
Furniture .......
250 00
Surveying and drawing instruments
42 75
Drawing paper and materials
78 80
Stationery and note-books . . , .
36 23
Travelling exj)enses .....
11 00
Gas Fixtures ......
40 24
Fuel
20 70
Incidental expenses, including care of office and
small supplies . . . .
28 18
Total
$1,272 40
Parker Hill Eeservoir.*
Pay-roll and incidentals .... $1,866 25
Eastern Avenue and Bridge.*
Pay-roll and incidentals . . . .' $1,89686
Broadway Bridge Foundations.*
Pay-roll and incidentals . . . . $1,10606
*
Northampton-street District.*
Pay-roll and incidentals .... $896 60
West Boston and Canal Bridges.
Pay-roll and incidentals (one half of this amount was paid
by the City of Cambridge) . . . $811 00
The number of persons employed and paid from the de-
partment appropriation, was, on the first of January, 1874
(including the City Engineer), 19. The present number is
* Special appropriations.
6 City Document. — No. 19.
25. Average number during the year, 23. Number at
present employed in Brighton office, five. In West Rox-
bury office, four.
The engineering force engaged upon the work pertaining
to "additional supply," although under the immediate direc-
tion of the City Engineer, is distinct from the force of this
department, and is employed and paid by the Water Board.
The large amount and important character of the work
performed by this department, during the past year, has
necessitated the employment of a considerable number of
temporary assistants, and some additions have been made to
the permanent force. The system of having all work of
any magnitude done under the supervision of competent in-
spectors has relieved the assistants from that constant atten-
tion to the practical details of construction, which formerly
occupied so much of their time. The department force has
by this means been able to accomplish much more work, and
the results obtained have been more satisfactory.
The operations of the department for the past year, to-
gether with such general information relating to the various
works and structures finished and in progress, as is thought
to be of interest, are given in the following statement : —
WATER WORKS.
Lake OocJiituate. — At the beginning of the year the
water in Lake Cochituate stood 9 feet 8| inches above the
bottom of the conduit; January 29th it had risen to 12
feet 61 inches and from that date it was allowed to waste
over the dam, until Fel^ruary 14tli, when it stood at 12 feet
Z\ inches.
During March, April, May and June, it was kept at very
near high-water mark.
Waste has been allowed during the following intervals : —
from January 29th to February 14th, from February 2 2d to
Report of City Engineer. 7
March 3d, from April 23d to May 6th, from May 16th to
May 28th, and from June 6th to Jmic 10th. The total waste
over the dam, for the year, has been 1,145,852,000 gallons,
equal to an average daily supply of 3,139,320 gallons.
June 22d the water stood at high-water mark, and since
that time it has gradually fallen, standing September 1st, 10
feet, 2| inches ; November 1st, 6 feet, 4\ inches, and on
December 31st, 2 feet, 2^ inches above the bottom of the
conduit.
In September, a severe drought began, which has lasted till
the present time. Early in Noveml^er it became evident
that it would soon be necessary to resort to pumping water
irom the lake, in order to keep up a sufficient supply to the
conduit, and on the 11th of that month the Water Board
ordered the pumps and engines to be put in readiness for oper-
ation at as early a day as practical^le. At this time and
during November and a portion of December, the Mystic
works were supplying the city proper with from two to two
and a half million gallons per day, which, as the consump-
tion for those mouths was much below the average, enabled
the conduit, though running but partially full, to slowly in-
crease the depth of water in Chestnut Hill reservoir.
December 3d, the water was drawn from the conduit to
allow stop-planks to be put in at the gate-house. On the
evening of that day, the pumps were started, and have con-
tinued in constant opei'^ation, — with short stoppages for
repair, — till the present time ( January 26 ) , and have
lowered the lake to 6| inches below the bottom of the con-
duit.
Conduit. — A thorough examination of the interior of the
conduit was made December 3d, by Mr. "VVightman and
Mr. Cunningham, the latter passing through from the lake to
Charles river, and the former from the river to the ventilator
near Newton tunnel.
It was found to be in about the same condition as at the
8 City Document — No. 19.
time of the previous examination, April 14th. The springs
spoken of in the last report to the Water Board, found
within 1,500 feet of the lake, seem to have increased some-
what in strength and volume of flow. During the time the
water was drawn ofi", they brought in large quantities of fine
sand. An attempt was made to stop their flow, but it met
with little or no success. To make proper repairs in this
portion of the conduit, considerable time will be required,
as short sections must be dammed oflT, and the water kept
down by Ijailing or pumping.
Consu?nptio7i. — The divisions of the city supplied by the
Cochituate works are : Boston proper, South Boston,
Dorchester, and the greater portion of Roxbury. (A small
portion of Roxbury is supplied by the Jamaica Pond Aque-
duct Co.) Those supplied from the Mystic Works are
Charlestown and East Boston. The West Roxbury and
Brighton divisions are not yet provided with a public supply.
The average daily consumption from the Cochituate works
for each month of the past year has been as follows : —
January
Gallons.
. 16,651,300
July .
Galloas.
. 21,386,200
February
19,103,850
August
. 20,127,800
March
. 17,657,300
September
. 20,022,600
April .
. 15,929,600
October
. 19,320,900
May .
. 16,731,900
November
. 14,319,500
June .
. 19,239,750
December
. 16,407,950
The average daily consumption for the year from the
Cochituate works has been 18,074,900 gallons.
During November and December, 57,191,258 gallons were
supplied to the city proper from the Mystic works ; equiva-
lent to an average daily supply of 1,468,578 gallons in
November, and 423,675 gallons in December, and to an
average daily supply of 156,690 gallons for the year. The
Jamaica Pond Works supply from two to three hundred
Report of City Engineer. 9
thousand gallons per day (say 250,000), to its consumers in
Eoxbury ; hence the average daily consumption for the year,
in the four first-named divisions of the city, has been about
18,482,600 gallons.
High Service.
Parker Hill Reservoir. — At the time of the last annual
report, the work of building a high level reservoir on Park-
er Hill had begun, under a contract with Messrs. Tarbell
and Hayes. On Nov. 2d it was so far completed that
water was let in, and the process of filling commenced.
Since that date it has been in daily use. It is now entirely
finished, except a small amount of work upon the gate-house
and gates, and a small area of bank to be soiled. The work
is of very substantial character, and has been very faithfully
carried out, under the direction of Mr. Wilbur F. Learned,
one of the assistant engineers of this department, by Messrs.
Tarbell and Hayes, contractors for the reservoir proper;
Messrs. J. W. Colburn and Co., contractors for the gate-
house, and the Boston Machine Co., contractors for the
gates.
The reservoir will hold 7,200,000 gallons above a plain,
2^ feet above the bottom of the out-flow pipe. The area of
the water surface, when at high-water mark, is 1.47 acres,
and its elevation is 219 feet above tide marsh level. The
elevation of the top of the bank is 222 feet ; of the bottom
of the out-flow and in-flow pipes, 197.50; of the sills for
the stop-planks, 196.25 ; and of the lower floor of the gate
chamber, 196 feet.
Pumps. — The pumping engines have worked very satis-
factorily during the past year, and are now in good condition.
The average daily quantities of water pumped for each
month of 1874 have been as follows : —
2
10
City Document. — No. 19.
January
Gallons.
1,097,730
July .
Gallons.
. 1,212,880
February
1,312,274
August
1,206,110
March
1,160,748
September
. 1,283,680
April .
1,119,266
October .
1,094,729
May .
1,171,483
November
1,649,481
June .
. 1,253,333
December
1,580,163
During November and a part of December the reservoir
was filling, which fact accounts, in part, for the large aver-
ages of those months.
The average daily quantity pumped for the year has been
1,261,823 gallons, an increase of 23^ per cent, above the
quantity in 1873.
DISTRIBUTING SYSTEM AND PIPE PLANS.
The following extract from the report of Assistant Engi-
neer Dexter Brackett will show the work that has been done
in enlarging and extending the pipe system of distribution,
etc. : —
" Water Pipes. — During the past year important changes
have 1)een made in the distribution of the city proper. The
enlargement of the pipes which was commenced in the Burnt
District in 1873, has this year been extended through
other portions of the city proper.
" The following are among the most important of the
changes : —
Tremont street from Boylston to School, enlarged from 6" to 16"
Cornhill "
Temple place
Sudbury street
Hanover "
Portland "
Merrimack "
Salem "
Court to Devonshire,
Tremont to Washington,
Court to Portland,
Union to Court,
Hanover to Merrimack,
Causeway to Portland,
Hanover to Charter,
6" to 12"
4" to 12"
6" to 8"
6" to 12"
6" to 8"
G" to 12"
6" to 8"
Report of City Engineer.
11
Comm'l street from Prince to Fleet,
North "
Beacon '
Beach '
South '
Lehigh '
Albany '
enlarged from 6" to 12'
" Commercial to Fleet, " '
« 6" to 8"
" Somerset to Joy, " '
' 6" to 12"
" Federal to Harrison av. " '
' 6" to 12"
" Beach to Lehigh, " '
' G" to 12"
" South to Albany, " '
' G" to 12"
" Dover to Way, " '
' 6" to 12"
" Curve to Harvard, " '
' 6" to 12"
"111 South Bostoii the following changes have been
made : —
Dorchester av., from Dorchester street to Seventh, enlarged from 8" to 12"
Seventh street " " " to Dor. av. " " 6" to 12"
Eighth " " " " to L street, " " 6" to 12"
Granite " " Second st. to Mt. Wash'n av. " " 6" to 12"
"lu the City proper 161 Lowry hydrants have been estab-
lished, and 113 hydrants of the old pattern abandoned.
"In South Boston 92 Lowry hydrants have been estab-
lished, and 54 Boston hydrants removed.
" The 24-inch main connecting the force main with Parker
Hill reservoir, and the 20-inqh high-service main through
Pynchon, Tremont, Northampton streets and Columbus
* avenue to Berkelej^ street, with the 12 and 16 inch mains
from thence to Beacon Hill and South Boston, have all been
completed during the past year.
" The 24-inch main in Dorchester has been extended from
Upham's corner to the junction of East street and Dorches-
ter avenue.
" During the year about 27 miles of pipe have been laid,
and 457 Lowry h3^drants established.
"Pipe Plans. — The plans showing the location of the
pipes, gates, and hydrants have been corrected as usual.
" Four plans, showing the pipes in South Boston, on a scale
of 100 feet to an inch, have been made, so that we now have
the entire distribution shown on this scale, with the excep-
tion of that of East Boston.
12 CiTT Document. — No. 19.
"A large plan, showing the entire distribution of the city,
is practically completed.
"Three plans, showing the pipes and hydrants of the city
proper, South and East Boston, have been prepared for the
use of the Fire Commissioners.
" The j)lan belonging to the Mystic Water Board, showing
the water-pipes, gates, and hydrants in Charlestown, has been
corrected."
Survey of West Koxbury and Brighton.
In September surveys to determine the elevation of the
streets and houses in West Roxbury and Brighton were com-
menced, and are now nearly finished. These surveys were
authorized by an order of the City Council, passed June 6th,
and are made with reference to a pipe system of distribution
for these divisions of the city. The work is paid for from a
special appropriation for the Water Department, and is done
by a corps of temporary assistants.
Flax Pond, and Jajviaica Pond Aqueduct Co. — Supply
or Water for West Roxbury and Brighton.
On November 21st, an order passed the City Council di-
recting the City Engineer to make surveys and measure-
ments to ascertain the actual amount of water that can be
furnished from Flax, Sluice and Cedar ponds.
The measurements were taken during December, and a
report was submitted Dec. 21st. (City Doc. No. 110.) The
order grew out of an offer of the Flax-pond Water Co. to
supply East Boston with water.
On December 21st, another report (City Doc. No. 108) was
submitted, in answer to a vote of the Joint Standing Com-
mittee on Water, referring " the petitions of John C. Pratt,
and G. Winthrop Coffin, that the city would purchase
Report of City Engineer. 13
Jamaica pond, to the City Engineer, with request that he
report the tacts as to the vaUie of the property in question,
and the best method of supplying West Roxbury and
Brighton with water."
Additional Supply.
No definite scheme of works for an additional supply of
water has yet been adopted, although several reports, with
estimates of various schemes for bringing water from a num-
ber of sources, have been made and presented to the City
Coimcil during the past year.
The reports of Messrs. Kirkwood, Francis, and Horsford,
upon the quantity and quality of the water to be obtained
from the Mystic valley, together with one from Mr. W. F.
Davis, Water Registrar, upon waste of water (City Doc. No.
134, 1873), were presented by the Water Board in January.
On January 29 two orders were passed, one requiring
the Joint Standing Committee on Water, to " report upon
the possibility and expense of adding to the waters of the
Mystic pond a supply sufficient for the use of the city, by
connecting said pond with Shawshine, Concord, and Mer-
rimac rivers, or either of them ; " the other requiring the
committee " to consider the expediency of making a perma-
nent water connection between Farm pond and Lake Cochit-
uate, build a conduit from Lake Cochituate to Chestnut Hill
reservoir," etc. On February 16, it was ordered, "that the
Joint Standing Committee on Water ascertain, by analysis
or otherwise, the purity of the water of Charles river, at the
most expedient point of taking the same for the use of the
City of Boston ; " and on March 23, it was further ordered
that the same committee " be requested to have accurate sur-
veys made, under the direction of the City Engineer, to as-
certain the water-shed of Mystic pond."
In the latter part of April the committee transmitted to
14 City Document. — No. 19.
the City Council tlie report of the City Engineer upon the
above subjects, and presented with it majority and minority
reports ; also a report of a sub-committee upon mill damages
on the Subdury and Charles rivers. (City Doc. No. 38,
1874.)
In May a preliminary report upon the cost of works to
bring the waters of Charles river to the city was made to
the Committee on Water, by the City Engineer, in obedience
to an order passed by City Council May 4.
On June 15 it was ordered " that the Joint Standing
Committee on the Water Department ascertain and report
whether the present source of our water supply from Lake
Cochituate and Mystic lake combined, can be so utilized as
to give an adequate water supply to the city in a season of
drought," etc. ; and on the 29th of the same mouth it was
ordered that the committee " be requested to examine the
Charles river, and report in print, upon its availability as a
source of supply," etc. The report of the City Engineer
upon these subjects was made Oct. 10th (City Doc. No.
85), and was transmitted to tlie City Council by the commit-
tee in the latter part of that month.
In obedience to an order passed June 15, a report (City Doc.
No. 102) was presented in December to the City Council by
the commission of three physicians, appointed by His Honor
the Mayor " to examine and report upon the comparative de-
sirabilit}^ on sanitary grounds of the Subdury, Mystic,
Shawshine and Charles river waters."
In November an order was passed, requesting His Honor
the Mayor, to petition the Legislature for the right to take a
supply of water from Charles river.
The request of the Water Board, made during the latter
part of 1873, that it be authorized to take land and water
rights, under the provisions of the Sudburj^-river act, was
refused by a vote of the Common Council, December 23d ;
but on December 31st the vote was reconsidered, and the
Report of City Engineer. 15
Board Avas authorized to take the waters of the river, and
also lauds for building storage basius, but was prohibited
from incurring new liabilities for the construction of a
conduit from the river to Chestnut Hill reservoir.
BEIDGES.
The usual annual examination of all the bridges within the
city limits, open to street and foot travel, has been made,
and the results of this examination respecting the condition
of the bridges as to safety and need of renewal or repairs,
are given in the following pages.
Several written reports of special examinations of various
bridges have been made during the year, and transmitted
with such recommendations as were deemed necessary, to
the departments having these bridges in charge.
These reports will be found in the appendix.
The following is a list of the bridges inspected. The
annexation of a portion of Brookline added two to the list
of last year ; one (Athens street) has been built during
the year, one (Eastern Avenue) is partially completed ;
and four over railroads in the portion of Charlestown near
Somerville, were inadvertently omitted from last year's re-
port.
Those marked with an asterisk are over navigable waters,
and are each furnished with a draw.
1st. — Bridges wholly supported by the City.
* Albany street over Eoxbury Canal.
Ashland street, Ward 17, over Boston and Providence R. R.
Athens street over N. Y. and N. E. Railroad.
Berkeley street over Boston and Albany Railroad.
Berkeley street over Boston and Providence Railroad.
* Broadway over Fort Point Channel.
16 City Document. — No. 19.
Brookline avenue over Muddy River, Ward 15.
* Charles River from Boston to Charlestown.
* Chelsea street from East Boston to Chelsea.
Columbus avenue over Boston and Albany Railroad.
* Commercial point or Tenean, Ward 16.
Dartmouth street over Boston and Albany and Boston and
Providence Railroads.
Dorchester street over Old Colony Railroad.
* Dover street over Fort Point Channel.
* Eastern av. over " " ♦ '
* Federal street over " " "
Ferdinand street over Boston and Albany Railroad.
Huntington av. over " " " "
* Maiden bridge from Charlestown to Everett.
* Meridian street from East Boston to Chelsea.
Milldam over Back Bay Sluices.
* Mount Washington avenue over Fort Point Channel.
Newton street over Boston and Providence Railroad.
Public Garden foot-bridge.
Shawmut avenue over Boston and Albany Railroad.
* Warren bridge from Boston to Charlestown.
Winthrop bridge from Breed's island to Winthrop.
2d. — Bridges of which Boston supports the Part
WITHIN ITS LmiTS.
* Cambridge street from Brighton (Ward 19) to Cambridge.
* Chelsea bridge from Charlestown to Chelsea.
* Essex street from Ward 19 (Brookline) to Cambridge.
* Granite bridge from Dorchester (Ward 16) to Milton.
Longwood avenue from Ward 15 to Brookline.
Mattapan from Ward 16 to Milton.
Milton " *' /' "
* Neponset from Ward 16 to Quincy.
* North Beacon street from Ward 19 to Watertown.
* North Harvard street " " " Cambridge.
Report of City Engineer. 17
* Prison point from Charlestown to Cambridge.
Spring street from West Roxbury (Ward 17) to Dedham.
* Western avenue from Ward 19 to Cambridge.
* Western avenue " *' *' Watertown.
3d. — Bridges of which Boston pays a Part of the
Cost of Maintenance.
Albany street over Boston and Albany Railroad.
* Canal bridge from Boston to Cambridge.
* West Boston bridge from Boston to Cambridge.
4th. — Bridges supported by Railway Corporations.
1st. — Boston and Albany Railroad.
Harrison avenue.
Market street, Ward 19.
North Beacon street, Ward 19.
Tremont street.
Washington street.
2d. — Boston and Providence Railroad.
Beech street. Ward 17.
Belle vue avenue. Ward 17.
Bellevue street, " "
Canterbury street, Ward 17.
Centre street or Hog bridge. Ward 15.
Centre and Mt. Vernon streets. Ward 17. ^
Park avenue, Ward 17.
3d. — Boston and Maine Railroad.
Mystic avenue.
Winter Hill road.
4th. — Eastern Railroad.
Mystic avenue.
Winter Hill road.
3
18 City Document. — No. 19.
5th. — New York and New England Railroad.
Broadway.
Dorchester avenue.
Fifth street.
Fourth street.
Harvard street, Ward 16.
Madison " " "
Norfolk '* " "
Norfolk <'<<»'
Second street.
Silver street.
Sixth street.
Third street.
Washington street, Ward 16.
6th. — Old Colony Railroad.
Adams street.
Ashmont street, and Dorchester avenue.
Commercial street.
Savin Hill avenue.
Kecapitulation.
1. Number wholly supported by Boston . . .27
n. Number of which Boston supports the part within
its limits ....... 14
HI. Number of which Boston pays a part of the cost
of maintenance . . . . . . • 3
rV. Number supported by Railway Corporations : —
^ 1. Boston and Albany ...... 5
2. Boston and Providence ..... 7
3. Boston and Maine . . . . . .2
4. Eastern ........ 2
5. New York and New England . . . .13
6. Old Colony 4
Total number . . . . .77
Report of City Engineer. 19
I. — BRIDGES WHOLLY SUPPORTED BY BOSTON.
* Albany st. Bridge (over Roxbury Canal).
The statement iu last year's report of the condition of this
bridge applies with equal force at the present time. The
conclusion of that statement was : " It is now in poor con-
dition, but may be made to do service for a while longer
by frequent repairs." The bulkheads at the ends of the
bridge have given considerable trouble this winter, and one
or both must be rebuilt in the spring.
The cost of repairs on this bridge during the year has
been $287.58.
ASHLAND-ST. BrIDGE (oVER THE BoSTON AND PROVIDENCE
Railroad, Ward 17).
This is a small wooden bridge, 22| feet in width, and 30
feet span, built in compliance with an order of the Norfolk
County Commissioners, dated May 13, 1856. Its abutments,
of dry rubble masonry, are within the location lines of the
Boston and Providence Railroad, and as that corporation has
given notice to the city that it desires the full width of its
location at this point, for the purpose of laying additional
tracks, a new bridge of greater span will be required.
Plans have been prepared for an iron bridge of 70 feet
span, with rubble masonry abutments laid in cement, and, as
the necessary orders for its construction have passed the
City Council, it is probable the work will be commenced
early in the season.
The present bridge is in poor condition, and would re-
quire a considerable outlay for repairs, were it not so soon to
be removed.
20 CiTT Document. — No. 19.
Athens-st. Beidge.
In connection with the laying out of Athens street in
South Boston as a public highway, a bridge has been built
over the New York and New England Eailroad. The rail-
road at this point is in a cut, the sides of which are sustained
by retaining walls, the partial use of which for abutments
has made the building of the bridge practicable at a moderate
expense.
Plans were made in September for an iron bridge with its
abutments ; the work was advertised for proposals, and on
the 6th of October a contract was made with Colby &
Trumbull, the lowest bidders, for doing the work.
The Eoxbury stone retaining wall on the easterly side of
the railroad was not deemed of sufficient strength for use as
an abutnjent ; it was therefore removed, and an abutment
built having a granite face with Roxbury stone backing.
The foundation course of this abutment is 9 feet 6 inches
wide, and 3 feet thick, the bottom being placed 4 feet below
the railroad track. The abutment is 8 feet wide at the base,
and 3 feet 9 inches wide at the top, with bridge-seat of
granite 4 feet 3 inches wide, and 1 foot 6 inches thick.
The retaining wall on the westerly side, being in better
condition than that on the easterly, was used as an abutment
after removing and rebuilding about 4 feet in height of the top.
This abutment was anchored by means of three 1^ inch rods,
to a wall 3 feet 6 inches wide, and 5 feet high, extending
across the street 25 feet from the face of the abutment. The
bridge-seat course has the same dimensions as that on the
easterly abutment. All the stone masonry is laid solid in
cement mortar.
The bridge consists of four wrought-iron girders, 22 inches
high at the centre, and 17 inches at the ends, and each 31
feet long ; they are placed 6 feet 8 inches apart on centres
and tied together with |-inch rods at the top, and 3 X ^^
Eeport of City Engineer. 21
inch bars at the bottom. The roadway timbers are
4 X 14 inches, and 4 X 16 inches, placed 3 feet apart
on centres, fitted between the girders, and resting on the
lower flange, with furring pieces to conform to the crown of
girders. The roadway planking is in two courses, the lower
of 4-iuch creosoted spruce, the upper of 2-inch spruce.
The bridge is 20 feet wide between the fences, the same
width as the street. The roadway is 14 feet, and the side-
walks each 3 feet wide.
Assistant Dexter Brackett has been in charge of the work,
which was completed in December, at a total cost of
$3,133.50 for the bridge and its abutments.
Berkeley-st. Bridge (over B. & A. Railroad).
Attention has been called in former reports to the light
proportions of this structure. The web plates of the trusses
are very thin and badly warped, and the sidewalk floor
timbers are of light section.
The bridge, however, still continues to do its work, and
but little change is noticeable from year to year. It is now
apparently in as good order as it was when reported upon
last year.
Berkeley-st. Bridge (over B. & P. Railroad).
The fences on this bridge are in bad order, the concrete
sidewalk on one side is completely disintegrated, and should
be renewed, and the entire bridge needs painting.
No perceptible change has taken place in the southerly
abutment, which has been cracked for several years.
* Broadway Bridge.
This bridge has been out of use since May 7th, on account
of the rebuilding of the draw and its foundation pier. Ad-
22 City Document. — No. 19.
vantage has been taken of the closing of the bridge to travel,
to repair the section between the Old Colony Railroad and
Foundry street. This section was in very bad condition,
owing to the lateral expansion of the roadway, caused,
probably, by the freezing of the wood pavement when sat-
urated with water. By this expansion the outer longitudinal
beams on each side were so much inclined as to greatly dimin-
tish their supporting power, and from the increase of distance
between the tops of the beams several of the iron roadway
plates had fallen from their places, and the bearing of others
had been rendered insecure. The fences were also thrown
out of line, and their attachments to the bridge broken in
most places.
The several parts of this section have been restored to
their normal j^osition, and an attempt has been made to pre-
vent further lateral expansion by means of wrought-iron rods,
provided with nuts and strong cast-iron washers. These rods
extend across the roadway at short intervals, and pass through
7 X 10 inch longitudinal timbers on each side adjoining the
cast-iron curb and also through the curb itself.
Tlie warped condition of the arched girders of the spans
over Foundry and Lehigh streets has been mentioned in
former reports, but with the exception of the application of
temporary braces, nothing has been done to remedy this
defect. These girders could be relieved of a large portion
of the weight they carry, by the substitution of a burnettized
plank flooring for the cast-iron roadway plates. On the
Foundry-street span the estimated weight of the plates is
about 85,000 lbs; a plank flooring would weigh about
18,000 lbs ; the permanent load on each girder could there-
fore be reduced about 17 tons, and a similar reduction of
permanent load could be efiected on the Lehigh-street span.
Reference lines have been established, for the purpose of noting
any further movement of these girders, and in case of any
change for the worse it will be necessary to relieve them
Report of City Engineer. 23
from tiie unnecessary strain caused by the weight of the
roadway plates.
Some fitting will be required to make a proper joint be-
tween the ends of the fixed spaus and the new draw when
completed ; the gates will need some repairs, and the bridge
should be painted before it is again opened for travel.
The sheet piling of the draw pier has been badly eaten
by worms, and will probably last but a few years longer.
It is so much weakened that a sharp blow, such as it is
at any time liable to receive from a vessel, may break in
a considerable portion of it. In anticipation of the necessity
of soon rebuilding the whole pier, plans have been prepared
for this purpose, and a license to do the work obtained from
the Harbor Commissioners.
The repairs on the fixed portion of the bridge, made under
the dii'ectiou of this department, have cost $2,932.36 for the
year.
Plans and specifications were prepared in the winter and
spring for a new foundation pier, and specifications were
written for a new draw.' s~ ti 0 ^f£t[.
,.>-7Proj)osals for building the pier and for a new draw were
invited in June. The contract for building the pier was
awarded to Messrs. Colby & Trumbull of Lawrence, Mass.,
for the sum of $51,000.
The bid and designs of the Watson Manufacturing Com-
pany of Paterson, N. J., for a new draw were accepted, and
a contract made with it to furnish and erect the draw for
$26,680.
The old draw, with the exception of the parts reserved for
use in the new foundation pier, was sold to Mr. John
Cavauagh, of Boston, for $2,200, and was taken down and
removed by him.
The new foundation pier is now in a forward state of com-
pletion. The novelty of the design and peculiar character
of a portion of the work have delayed its completion beyond
24 City Document. — No. 19.
the time allowed by the contract. It could, however, hardly
be expected that it would progress with the same rapidity as
work with which contractors are more familiar, and the many
difficulties encountered, although successfully overcome and
satisfactory results obtained, have occasioned even more
delay than was anticipated.
The construction of the new foundation pier and draw has
involved many questions of engineering interest, and a full
description of the work will be given in the next annual
report, but is deferred at the present time on account of the
non-completion of the entire structure.
Brookline-ave. Bridge (over Muddy Eiver).
This is a small bridge, in good order. It has been widened
about 8 feet, in connection with the widening of the avenue by
filling it to the full width of its location, and has also been
replanked.
* Charles-river Bridge (from Boston to Charles-
town). , .
This bridge and the "Warren have, by the annexation of
Charlestown, come under the same control as the other city
bridges, but as the Commissioners had charge of them for a
considerable portion of the year, I have requested Mr.
Wightman, Assistant City Engineer, who has acted as
engineer for the Commissioners on these and on the West
Boston and Canal bridges, to report on their condition.
His report will be foimd in the Appendix.
* Chelsea-st. Bridge (from Chelsea to East Boston).
As this bridge was rebuilt, with the exception of the draw,
in 1873, it is in good order.
Report of City Engineer. 25
The draw has been replanked, and slight repairs made upon
it. The Sampson posts are not plumb, but as the draw is not
opened in the winter, no strain of any consequence comes on
them, and they will not require attention till spring.
The cost of repairs, made under the direction of this
department, has been for the year, $321.00.
columbus-ave . bridge (over boston and albany
Railroad) .
A special examination of this bridge has been made by
Mr. Manley, with reference to the expediency of increasing
the permanent load on the main girders by the laying of a
new high-service water-main. His report will be found in
the Appendix.*
The result of this examination was the building of an in-
dependent lattice girder, of sufficient strength to carry safely
the water-pipe Avhen filled with water, and a portion of the
sidewalk load. To prevent injury to the water-pipe from the
vibration of the main bridge under a moving load, the new
girder was connected with one of the sidewalk girders only,
and all connection with the roadway girders was severed.
The bridge has not been relieved from the weight of un-
necessary floor planks, to which attention is called in Mr.
Mauley's report. It would be improved by scraping and
painting the iron work.
The cost of repairs on this bridge, by the Paving Depart-
ment, was $160.()8,_
* CoiiiiViERCiAL Point or Tenean Bridge (Ward 16).
No special repairs have been required on this bridge and
it is in fiir order. The substructure is built. with spruce
piles, and will not probably last many years longer.
It would be desirable when it becomes necessary to re-
4
26 City Document. — No. 19.
build the bridge, which consists of little else than a draw, to
continue the solid causeway across the channel, leaving only
a culvert for the tidal flow. The basin above the bridge Is
seldom used except as a mooring place for yachts, and will
never, in all probability, be used for more important
purposes.
D^^RTMOUTH-ST. BrIDGE (OVER BoSTON AND AlBANY, AND
Boston and Providence Eailroads).
Extensive repairs were made on this structure last year,
and, so far as a supei-ficial examination shows, it is now in
fair condition. The decay of the wood-work of the trusses
doubtless still continues, but as a thorough inspection of it
involves considerable work in tearing up flooring and sheath-
ing, it has been postponed until spring. So shbrt a time has
elapsed since the new work was finished, it is not probable
that any dangerous change has taken place. The auxiliary
trusses erected last year should be painted.
Dorchester-st. Bridge (over Old Colony Railroad).
This is an iron bridge, in good order, and will require only
ordinary repairs to the wood-work.
* DovER-ST. Bridge (over Fort Point Channel).
No material change has been noticeable in this bridge dur-
ing the year. Repairs to serve temporary purposes have
been made, but more extensive ones will be required if the
widening and general reconstruction recommended in the
last annual report should not be commenced this year.
Broadway bridge being closed, the travel over this bridge
has been greatly increased, and the inconvenience resulting
from its narrow width has been more than ever apparent.
The cost of repairs for the year, made under the direction
of this department, has been $1,993.17.
Report of City Engineer. 27
* Eastern-ave. Bridge.
Several designs, with estimates for building this bridge and
its approaches, were presented to the Committee on Streets
last spring. The question of grade and location had been
determined by the committee of the previous year, after
considerable discussion, and the plans submitted were drawn
in accordance with the grade and location decided upon, and
varied only in details of construction.
Of the plans submitted, the one adopted was, — after re-
ceiving the approval of the Harbor Commissioners and the
Governor and Council, as provided in the agreement between
the State and other contracting parties, under which the
bridge is built, — advertised for proposals. Boy nton Bros,
and Freeman of Boston were the successful bidders, and in
July a contract was made with them to build the entire
structure, except the iron draw. The contract amounts to
about $140,000, the price to be paid being dependent upon
the quantities of certain kinds of work required.
Proposals were also invited for an iron draw, designs to be
submitted by the bidders under a general specification similar
to that for the Broadway, and in August a contract was made
with the Phillipsburg Manufacturing Co., of Phillipsburg,
N. J., to build and erect a draw for $19,925.00.
The grade of the bridge at the draw had been established
at 26 feet above mean low water, with slopes, each side, of
14 inches in 100 feet to a grade of 17 feet.
The plans had been drawn and the contracts made on the
basis of this grade ; the work of building had already been
commenced, and considerable progress made, when the grade
was objected to by the Boston Wharf Company. A hearing
before the Committee on Streets was requested by the Com-
pany and granted, after which the committee voted to rec-
ommend to the City Council, the adoption of a lower grade,
provided the city should not thereby be subjected to any
additional expense beyond the contract price.
28 City Document. — No. 19.
As the consent of the Governor and Council, and the
Harbor Commissioners, as well as the consent of the City
Council, were necessary before any change of the grade could
legally be made, work was stopped on all parts of the bridge
affected by the proposed change. The Boston Wharf Com-
pany were to pay all expenses and damages resulting to
the contractors from the stoppage of the work, whether the
grade was lowered or not.
The requisite authorit}^ has been received and all the nec-
essary papers executed for lowering the grade at the draw
to 21 feet above mean low water, with inclines on each side
of 18 inches in 100 feet to a grade of 18 feet.
Work has not as yet been resumed on the bridge, but as
the grade changes proposed did not affect the foundation
pier and draw pier to such an extent as to render a discon-
tinuance of work necessary, the contractors have continued
the construction of them until the recent cold weather made
it advisable for them to stop.
The amount paid the contractors to January 1st is
),389.32.
*Federal-st. Bridge (over Fort Point Channel).
This bridge is in good order.
The plan of making the draw in two parts, opening in op-
posite directions, has proved very successful, and has given
general satisfaction. Only ordinary repairs will be needed
in the year to come unless from accidents.
The amount paid for repairs under the direction
of this department has been . . . $974 69
Amount expended under other direction . . 802 70
Total ^ . $1,777 39
Report of City Engineer. 29
Ferdinand-st. Bridge (over B. & A. Railroad).
A special report by Mr. Manley, which, with my endorse-
ment, will be found in the Appen^lix, gives the result of an
examination of this bridge.
A short time after that report was wi-itten a variety of
plans and estimates were made for a new bridge, and for re-
placing the wooden bulkhead at the side of the street with a
retaining wall. The agitation of the question of the exten-
sion of Broadway, by which either Castle and Ferdinand
streets or Pleasant street would become a portion of this
thoroughfare, was. commenced about this time, and nothing
has been done toward a new bridge. Plans for new wooden
sidewalk trusses were made, but they have not been built.
The bridge remains as it was at the beginning of the year,
with the exception of new floor plank.
Huntington-ave. Bridge (over B. & A. Railroad).
This bridge remains in the state descrilied in the report of
last year. The movement in the abutments continues at
about the rate of the j^ear before ; the greatest movement
being 1^ inches in the northerly abutment, and | of an inch
in the southerly abutment for the year 1874. The iron work
is in need of painting.
Malden Bridge (from Charlestown to Everett).
By Chapter 139, Acts of 1874, the care, support and su-
perintendence of this bridge devolves on the city of Boston.
The bridge was built by the Proprietors of Maiden bridge
in 1787, under authority granted by the Legislature, and was
maintained by these proprietors until April 1, 1859, when it
was laid out as a public highway by an act of the Legislature.
It has since that time until the present year been supported
by assessments levied upon the several cities, towns, and cor-
30 City Document. — No. 19.
1 orations benefited by it, and the care and superintendence
were in charge of the city of Charlestown.
Tiie bridge, with the exception of the draw, is very old, and
is in an unsafe condition. The piles have settled badly, and
many of them are rotten and shattered ; portions of the
flooring are also rotten, and all parts of the bridge are heav-
ily loaded by the mud and gravel covering.
By the settlement of the piles on the centreline of the bridge,
water is held as in a trough, after rains and during thaws, and
the roadway not being paved is usually covered with a deep
layer of mud, or, when the mud dries, of dust, making it one
of the worst highways leading from the city.
The street connecting with the bridge has been paved, and
the bridge itself should be rebuilt and paved the coming
season.
The draw is a new one, built a few years ago by Ross &
Lord, and, although very narrow, is in good condition and
will require only ordinary repairs.
The cost of repairs for the year has been $864.98.
In view of the poor condition of this bridge, the Chelsea
bridge, and Meridian-street draw, it will be necessary to re-
build them as soon as possible, and it is evident that it will
greatly inconvenience the travel from the city to the adjacent
sections of country on the north, if the three bridges should
be closed to travel at one time. I am, therefore, of the
opinion that, as neither can be rebuilt without stopping the
travel over it, it will be better to rebuild the Maiden bridge
and the Meridian-street draw this year, and keep Chelsea
bridge in use a year longer. My reasons for this opinion are
as folloAvs : —
1. Chelsea bridge is a comparatively simple structure,
its weak points are open to inspection, and, from its being
over flats, exposed at low water for a large portion of its
length, all parts of it are easily accessible for repairs, incase
of accident. This is not the case with the Meridian-street
Report of City Engineer. 31
draw, nor the Maiden bridge, as the structure of both is more
complex
2. Chelsea bridge can be temporarily strengthened by
cross-bracing the piers with cheap lumber, and by other inex-
pensive repairs, which will not necessitate closing it to travel,
while the dangerous portions of the other bridges cannot be
rendered safe without practically rebuilding them.
3. The work on either the Meridian-street draw or Maiden
bridge, or on both of them, can certainly be done in one sea-
son, during which such part of the work of filling at Chelsea
bridge as can be accomplished without closing the bridge
may be done.
4. Chelsea bridge being supported by two cities, it is de-
sirable that they should agree upon a plan for widening and
rebuilding it, and that the work should be done by each city
on its ownrportion at the same time, thereby avoiding closing
the bridge but once. These arrangements, and the settle-
ment of the legal complications that will probably arise
between the cities and the abutters and horse railway
company, will take so much time that it is doubtful whether
the work could be commenced in season to complete it this
year.
1^ 0 Cr 2- -^* Meridian-st. Bridge.
The sidewalks on this bridge have been put in good con-
dition ; one section has been relaid with brick, and the re-
mainder coated anew with coal tar concrete.
No other repairs of any amount have been required on the
fixed portion of the bridge, and it is now in good order.
The draw was reported last year as being in an unsafe
condition, and during this year it has been a continual source
of expense to the city, delay and annoyance to the public,
and anxiety and labor to those having the care of it. It was
built in 1856, and has lasted longer than most structures of
32 City Document. — No. 19.
its kind. One of the snspension rods suddenly gave way
last summer, and but for the fact that the draw had not
swung clear of its landings it would probably have been
broken in two.
The Committee on Bridges have given orders for the prep-
aration of plans for a new draw.
Preliminary soundings have been made to determine the
character of the foundation, but legislative action should
be had before the plans can be completed.
The existing openings for vessels are 60 feet Avide, the act
authorizing the building of the bridge requiring them to be
made that width. As these openings are wider by 24 feet
than those in the bridges on Charles river, and 15 feet wider
than in any other of the city bridges, it would seem to be an
unnecessary width, and it is desirable on many accounts to
lessen it.
The cost of repairs on the bridge under the di-
rection of this department has been '. . $1,799 92
Cost of repairs under other direction . 319 06
Total $2,118 98
Mill Dam Bridge (over Back Bay Sluices).
This bridge is in good order.
* Mt. "Washington-ave. Bridge (over Fort Point
Channel) .
Is in good condition, none but ordinary repairs have been
made. The draw pier will require attention soon ; the piles
on its face are too far apart, and passing vessels break and
tear off the plank. The piles have been cut so badly, by the
continual spiking of plank, that special pains have to be
taken to keep them in place.
Eeport of City Engineer. 33
The cost of repairs made under the direction
of this department has been . . . $712 34
Other repairs have cost . . . . . 501 81
Total • $1,214 15
WiNTHROP Bridge (from Breed's Island to Winthrop) .
The phmking on this bridge was patched late in the fall, and
in doing this work it was found that so many of the old
planks are decayed at the bearings, it will be necessary to re-
plauk the whole bridge early in the spring. A freight of
plank can be landed at the bridge, and the work done with-
out closing it to travel.
The cost of repairs has been $229.17.
Newtoit-st. Bridge (over Boston and Providence
Eailroad) .
The northerly abutment of this bridge, as stated in last
year's report, is badly cracked. It is apparently worse than
it was a year ago ; but as no exact measurements have been
taken, the amount of movement is not known.
The bridge is in good order, and no repairs have been
required, as it is but little used.
Public Garden Foot Bridge.
This structure is in good condition.
Shawmut-ave. Bridge (over Boston and Albany
Eailroad) .
This bridge is in good order, except that the parapet needs
repairing.
34 CiTr Document. — No. 19.
* "Waeren Bridge (from Boston to Charlestown) .
Mr. Wightman's report on the condition of this bridge will
be found in the Appendix.
n. — BRIDGES OF WHICH BOSTON SUPPORTS
THE PART WITHIN ITS LIMITS.
* Cambripge-st. Bridge (from Ward 19 to Cam-
abridge) .
This bridge has been rejDlanked duriag the year, and other
repairs of minor importance have been made. It is now in
good condition.
The cost of the work upon it, done under the direction of
this department, has been $349.24.
* Chelsea Bridge (from Charlestoavn to Chelsea).
The total length of this structure is 3,633 feet, of which
Boston maintains 2,000 feet (stated by mistake in the last
report as 2,333 feet) , except that the Lynn and Boston Horse
Railway Corporation is required to plank one half the width,
and to keep in repair the two lines of stringers which carry
its track.
As at the date of the last report, this bridge is in an unsafe
state, though its condition has been somewhat improved
during the year.
The draw has been pretty thoroughly repaired, and is now
in good order. A number of the worst piles have been re-
placed by new ones, and the caps renewed or spliced; the
stringers and planking are in good condition. The piles, as
a whole, are in a dangerous state of wear and decay, and the
cross-bracing is almost entirely gone, leaving the bridge free
to sway with a passing load.
y^As_has been before stated, from 1,200 to 1,500 lineal feet
Eepoet of City Engineer. 35
of the pile work may be replaced by solid filling. The
Mystic-river corporation, and the Boston and Lowell Rail-
road corporation have made propositions to the city to fill
solid those portions which cross their lauds ; but the proposi-
tions have not been accepted.
The legal rights and obligations of the city, in this struc-
tm*e and its location, are not well defined, and a question has
arisen as to the width of location which the city owns across
the lands of these corporations and at other points. Until
this question is settled, or the rival claims are adjusted, by
compromise or otherwise, the Committee on Bridges has not
thought it prudent to take any steps towards rebuilding, as
when rebuilt the bridge should be considerably widened.
The cost of repairs made, under the direction of this de-
partment, has been $1,187.47.
*EssEX-ST. Bridge (from Ward 19 to Cambridge).
This bridge became the property of the City of Boston in
1874, through the annexation of a portion of the town of
Brooldine.
It was ])uilt by the proprietors of the Cambridge and
Brookline Bridge, a company incorporated in 1850. It was
rebuilt a few years ago, and the portion to be maintained by
the city is in good condition ; one leaf of the draw, however,
should have a new counter- weight.
* Granite Bridge (from Dorchester to Milton).
This bridge is in fair condition. It has required no re-
pairs during the past year, but should be planked in the
spring.
Longwood-ave. Bridge (from Ward 15 to Brookline).
A special report upon the condition of this bridge, and the
repairs needed, was made by Mr. Mauley, December 20, 1873.
36 City Document. — No. 19.
(See report for 1873, page 60.) The work there recom-
mended has been doue, and in addition the roadway was re-
planked. These repairs render the bridge secm'e for the
present, but it must be rebuilt at no distant day.
The cost of repairs was $1,500, one half of which was
paid by the town of Brookline.
Mattapan Bridge (from "VYaed 16 to IVIilton),
and
Milton Bridge (from Ward 16 to Milton).
These bridges are in good order.
* Neponset Bridge (from Ward 16 to Quincy).
Designs for rebuilding and widening that portion of the
Neponset bridge, which is maintained by Boston, were fin-
ished early in 1874, and it was expected that the work of
rebuilding would be done last summer ; but an accident to the
draw, which necessitated immediate and rather extensive re-
pairs, made it advisable to repair the bridge as well ; this
was done in such manner that the structure is in fair condi-
tion for the traffic of the coming year.
The cost of repairs has been $1,670.23.
* North Beacon-st. Bridge (from Ward 19 to Water-
tomt^) .
This bridge is in good condition.
* North Haevard-st. Bridge (from Ward 19 to
Cambridge).
Both the roadway and the draw pier of this bridge have
been planked, and a shelter for the draw-tender has been
built.
It is now in g-ood order.
Kepokt of City Engineee. 37
The cost of repairs made under the direction of
this department has been .... $1,017 45
Cost of other repairs . . . . . 481 49
Total $1,498 94
* Prison Point Bridge (from Charlestown to Cam-
bridge).
The condition of this bridge is about the same as at the
date of the last annual report. The draw-tender's house has
been repaired, and a water-pipe has been laid for its supply.
The cost of repairs has been $371.60.
Spring-st. Bridge (from Ward 17 to Dedham).
This bridge is in good condition.
* Western-ave. Bridge (from Ward 19 to
Cambridge) .
The upper works of this bridge, with the exception of the
draw, have been renewed, and a shelter built for the draw-
tender. It is now in good order.
The cost of repairs made under the direc-
tion of this department has been . . $2,403 49
Cost of other repairs .... 483 15
$2,886 64
* Western-ave. Bridge (from Ward 19 to Water-
to wa ) .
This is an old structure, with a badly located draw-way.
The town of Watertowu has given its portion very thorough
repairs during the last season, and the draw pier belonging
to Boston has been rebuilt. The draw is in bad condition,
38 City Document. — No. 19.
and will need repairs or renewal in the spring, and the road-
way of the bridge must be replanked.
The cost of repairs has been $773.52.
III. — BEIDGES OF WHICH BOSTON PAYS A PART
OF THE COST OF MAINTENANCE.
AxBANY-ST. Bridge (over Boston and Albany Railroad).
It was stated in last year's report that this structure was
soon to be removed to make place for one of longer span, to
accommodate improvements in progress by the Boston &
Albany Railroad, and that the change would be made at its
expense.
Nothing has, however, as yet been done by the corporation,
and the bridge and its abutments are in the same condition
as last year.
Canal Bridge (from Boston to Cambridge).
West Boston Bridge (from Boston to Cambridge).
These two bridges are in charge of Commissioners. Mr.
Wightman's report, in the Appendix, will give all requisite
information as to their condition and the proposed or com-
pleted improvements.
IV. - BRIDGES SUPPORTED RY RAILWAY
CORPORATIONS.
The Appendix to la&t^year's report contained a special re-
port by Mr. Manley, on the condition of the bridges of the
Hartford and Erie (New York and New England) Railroad,
which required inspection by this department.
During the past year the condition of many of these
bridges has been greatly improved. Of six bridges reported
unsafe, three have been wholly rebuilt, and the most objec-
Repoet of City Engineer. 39
tionable portion of one other repaired. Two bridges classed
as probably safe, but concerning which doubt existed, on ac-
count of the difficulty of proper inspection, have also been
rebuilt.
Two bridges still remain in an unsafe condition ; the Sixth
street and the Norfolk avenue No. 1. These bridges are de-
ficient in strength by reason of their faulty design, independ-
ent of any question of decay.
Four bridges. Second street. Third street, Broadway and
Fifth street, are old, and the plank and timbers more or less
decayed.
All other bridges within tlie city limits, maintained by
railway corporations, and coming under the inspection of
this department, are in good or fair condition, and require no
special mention in this report.
MISCELLANEOUS WORK AND CONSTRUCTIONS
IN 1874.
NORTHAMPTON-ST. DiSTEICT.
A contract for filling this district was made with Phineas
E. Gay, of Boston, April 15, 1874. He was to receive
$6.40 per square (of eight cubic yards each), for all gravel
delivered on the territory, and in addition to this sum $1.00
jDer square for all filling between grade twelve and such
higher grade as might be established or designated on any
of the streets, ways or places in the district.
By order of the Joint Special Committee on the district,
the City Engineer was directed to measure the banks and
furnish estimates of the amomit of gravel taken therefrom,
and deposited on the district, and also to measure and esti-
mate the amount deposited on the scveial estates and on the
streets and passageways above grade twelve.
The contractor began to deliver gravel July 17, 1874,
40 City Document. — No. 19.
and completed his contract Dec. 9, 1874, having delivered
during that time 21,293 squares, or 170,344 cubic yards.
The bank from which the gravel was taken is located at
Springvale, on the New York and New England Railroad,
about twelve miles from the district.
A measurement of the banks was made before work was
commenced, and every estate, street, and passageway on the
district was levelled over. Monthly estimates have been
made of the amounts taken from the bank, and the total
amount subdivided for purposes of assessment, as ordered
by the committee.
Assistant E. W. Howe has had charge of the measure-
ments, and two tallymen were appointed to keep account of
the number of car-loads that left the bank, the number re-
ceived on the district being kept by Mr. L. W. Knight, the
superintendent of the district. The total number of car-
loads removed from the bank was 39,319. The total num-
ber received on the district, as reported by Mr. Knight,
39,008, — a discrepancy of 311 car-loads, which were lost by
the upsetting of cars, or used b}" the contractor for levelling
up the track.
SwETT-ST. Extension.
Plans have been made for the water-ways or bridges over
the openings required by the Harbor Commissioners to be
left through the solid filling of the extension of this street
across the South Bay. These plans have been submitted to
the Harbor Commissioners, and a license for their construc-
tion granted.
Estimates of the amount of filling required for the street
and for raising the railroad to pass over it, also estimates for
the railroad bridge and abutments, and for building the
water-ways, have been furnished to the Street Commis-
sioners.
Eeport of City Engeneee. 41
Atlantic-ave. Retaining- Wall (near Russia
Wharf) .
Plans for this wall were prepared during the summer, and
a contract made with Daniel Cram, August 25th, 1874, to
build it.
The work consists of short sections of wall across the
heads of two docks, one on each side of Russia Wharf, and
on the line of widening of Atlantic avenue (formerly Broad
street). The wall is 23 feet high, 4 feet thick at the top
and 15 feet at the base, including a projection of 2 feet of
the footing course.
It is built of New Hampshire granite, is well ballasted
with oyster-shells and capped with a granite curb carrying
a wooden fence with wrought-iron standards. The bottom
rests on hard clay 6 feet below mean low water, all soft
material having been removed by dredging.
By arrangement with the abutters, the outer line of the
wall at the top is 20 inches on their land.
The contract price is $5,350 ; amount paid to January 1st
was $3,623.25.
Change of Location of the Eastern and Boston and
Albany Railroads.
By a resolve of the Legislature, approved May 22, 1874,
the petition of the Mayor for a change in the location of
these railroads in East Boston, to prevent the crossing at
grade of important streets, was referred to the Railroad
Commissioners, with instructions to consider and report upon
the various questions relating to the subject as soon as prac-
ticable.
By direction of the Joint Standing Committee on Legisla-
tive Matters, surveys and estimates were made by Mr. J. B.
Cunningham, an engineer of experience in railroad affairs, to
demonstrate the feasibility of the project from an engineer-
6
42 City Document. — No. 19.
ing standpoint, and also to obtain such information as would
be of value to the committee in making, on behalf of the
city, a proper presentation of the subject to the Railroad
Commissioners.
The results of Mr. Cunningham's investigations, with my
comments thereon, are embodied in a report to the committee
(City Doc. No. 86, 1874).
Seaverns-ave. Retaesting-Wall.
Plans and specifications were prepared in June for a re-
taining-wall of Roxbury stone to be located on the northerly
side of Seaverns avenue (Jamaica Plain) .
The contract for building it was awarded, June, 1874, to
Thomas Dolan, for $1,985.00.
The wall is 150 feet long, of an average height of 8 feet,
and provided with a granite cap. It was substantially built
under the supervision of an inspector (Mr. J. W. Coburn),
and was completed August 6, 1874.
Haerison-a ve . Retaining- Wall.
During the fall there was built on the southerly line of
Harrison avenue, between Hunnemau and Northampton
streets, a rubble retainiug-wall with granite coping. The
contractor, Mr. George Coyle, commenced work Sept. 21,
1874, and the final estimate was made Dec. 11, 1874.
This wall has a foundation of oyster shells, 7 feet wide and
3 feet deep, and is 5 feet wide at the bottom and 6 feet high,
with a rough-hammered granite coping 12 X 14 inches. All
the masonry is laid solid in cement mortar, and the wall is bal-
lasted in the rear and for a portion of its height on the front
with oyster-shells. It is in four sections, measuring together
408 lineal feet ; and a wall 300 feet in length, similar in
design, built in 1872, but of which this wall is a continuation,
was capped with a granite coping by the same contractor.
Eeport of City Engineer. 43
The contract price for the work was $8.00 per lineal foot,
for the new wall, and $1.00 per lineal foot for the coping on
the old wall. Mr. Nathan D. Whitman was employed as
inspector.
Yarmouth-st. Retaining-Wall.
This wall is located at the end of Yarmouth street adjoin-
ing the Boston and Providence Railroad.
A contract for building it was made with Messrs. Clapp
and Ballou, Oct. 17, 1874, for the sum of $4,097.00.
The wall is built on piles, alternate rows of which extend
into the street from the back of the wall.' Each row of piles
is girder-capped with two 4 x 12-inch spruce sticks bolted to
each pile. The wall is 91 feet long and 9 feet high, and has
a 20 X 20-inch granite coping, carrying a tight board-fence 5
feet high supported by iron standards.
The work has been thoroughly done under the supervision
of Mr. E. D. Swallow as inspector, and a final estimate upon
it was made Dec. 26, 1874.
Army and Navy Monument.
By the terms of the contract with Mr. Martin Milmore for
the erection of this monument, the City Engineer is required
to make quarterly estimates of the work done and materials
furnished in its construction.
The contract was executed June 2, 1871, but none of the
materials were delivered at the site of the work until early
in October, 1874.
A sub-contract was made Sept. 23, 1874, by Mr. Milmore
with Messrs. Johnson & Richmond of this city, for the erec-
tion of the monument, and by the terms of this contract the
work was to be done to the satisfaction and acceptance of the
superintendent of the work and the City Engineer.
By direction of the Committee on the Army and Navy
44 City Document. — No. 19.
Monument, an inspector, Mr. E. D. Swallow, was appointed
by this department to superintend the work. All the cut
stone delivered were set in October.
The first quarterly estimate was made October 31, 1874,
the amount paid the contractor being $22,500.
Frequent inquiry is made at this office, with regard to the
width of the draw-openings in the bridges over tide-water
in this city. I have recently had all of these openings
measured, and the results, which may be of value to parties
interested, are given in a table in the Appendix.
Respectfully submitted,
JOSEPH P. DAVIS,
City Engineer.
APPENDIX.
Appendix.
47
TABLE
Showing the widths of openings for vessels in all bridges
provided with draws, in the City of Boston.
Name of Bridge.
Boston & Maine R. R
Broadway (Boston side)
Cambridge St. .
Canal
Charles River
Chelsea
Chelsea st. (East Boston side)
" (Chelsea side)
Commercial Point
Dover st
Eastern R. R
Essex st
Federal st
FltchburgR.R
" " (for teaming Freight) .
Grand Junction R.R
Granite , . .
Granite st
Lowell R.R. (Freight)
" (Passenger)
Maiden*
Meridian St. (East Boston side) . . . .
" (Chelsea side)
Mt. Wasihngton ave. (Boston side) . .
" " (So. Boston side)
Neponset
N.York & N. England R.R. (Boston side)
" " (S.Boston side)
North Beacon st
North Harvard st
Old Colony R. R
Prison Point
Warren
West Boston (Boston side)
'• (Cambridge side) ....
Western ave
Location.
Boston to Charlestown
Charlestown
Over Fort Point Channel
Ward 19 to Cambridge
Boston to E.Cambridge
Boston to Charlestown
Charlestown to Chelsea
East Boston to Chelsea
Ward 16
Over Fort Point Channel
Boston to Charlestown
Charlestown
Ward 19 to Cambridge
Over Fort Point Channel
Boston to Charlestown
Ward 19 to Cambridge
East Bo.ston to Chelsea
Ward 16 to Milton . .
South Boston
Boston to E. Cambridge
Charlestown to Everett
East Boston to Chelsea
Over Fort Point Channel
Ward 16 to Quincy . . .
Over Fort Point Channel
Over South Bay . .
Ward 19 to Watertown .
Ward 19 to Cambridge .
Over Fort Point Channel
Ward 16 to Quincy . . .
Charlestown to Camb'dge
Boston to Charlestown .
Boston to Cambridge . .
Ward 19 to Cambridge .
Ward 19 to Watertown .
Number
of
Openings.
Width.
Feet. Inches.
36 3
43
30
36
36
33
33
34
25
32
35
35
31
35
36
36
31
39
31
34
35
36
44
59
59
37
38
29
41
41
30
30
32
32
30
•30
35
30
30
31
29
APPENDIX,
SPECIAL REPORT ON CHARLESTOWN AND CAM-
BRIDGE BRIDGES.
Office of the City Engineer,
Boston, Jan. 1st, 1875.
Jos. P. Davis, City Engineer : —
Sir, — I submit the following report on the Charlestown
and Cambridge Bridges, in accordance with your request.
The annexation of Charlestown to Boston did not cause
any change in the management of the Charles-river and
Warren Bridges, until July 13, 1874, when the City Council,
by the passage of a new ordinance, placed them under the
same control as the other city bridges, and the duties of the
Commissioners ceased.
The West Boston and Canal bridges are still in charge of
Commissioners , for whom I have continued to act as engineer
during the past year.
Charles-river Bridge.
The extensive repairs required on this bridge, which were
stated in detail in my last year's report, have not as yet been
made.
The Commissioners obtained the necessary appropriations ,
but their tenure of office being uncertain, they did not feel
Appendix. 49
authorized to commence the work. The bridge is, therefore,
practically in the same condition as last year, only such re-
pairs as were needed to keep it in running order having been
made.
The easterly end of the draw-pier has been strengthened
b}^ driving and securely fitting ten new oak bearing and fender
piles, and the faces of the draw- way have been replanked
where the old planking was broken or torn off.
The draw has been disabled once during the year by the
breaking of one of the main trucks, but, owing to the precau-
tion of keeping on hand a duplicate truck, travel over the
bridge was interrupted during only a portion of one day.
The reconstruction of the decayed portions of the super-
structure and the other improvements needed should be com-
menced early in the spring ; for although the bridge cannot
be called unsafe for travel (the substructure and main por-
tions of the superstructure being sound) , it is in a discredit-
able condition for one of the main avenues between the City
Proper and Charlestown.
Warren Bridge.
With the exception of the roadway floor-planking, on a
portion of the Boston end, which is rotten at the stringer
bearings, and the fender-guard on the easterly side of the
Charlestown end, which needs new capping and bracing, this
bridge is in good condition, and will require only ordinary
repairs.
In October two of the main bridge stringers, near the
Charlestown end, were found to be unsafe. They had evi-
dently been cracked for some time, as the bridge superin-
tendent had noticed a settlement at this point ; but, by the
recent passage over them of teams loaded with large stone
for the Army and Navy Monument, they had been broken in
such a manner as to render their renewal immediately nec-
essary. The bridge was closed to team travel while new
7
50 City Document. — No. 19.
stringers were beiug put in, and advantage was taken of this
closing to make some repaii's required on other portions of
the superstructure.
Canal Bridge.
During the past year, about 700 feet in length of
this bridge has been entirely rebuilt, and the remainder
widened so that it is now, with the exception of the draw,
of a uniform width of 64 feet from end to end.
All the decayed portions of the old bridge have been re-
newed, a new fender-guard and draw-jjier built, the roadway
paved with small granite blocks, and the sidewalks with
brick, and both sides of the bridge furnished with gas lamps.
A new wooden, centre-pivot, counterbalanced draw has
been constructed, 50 feet in width, and an average length of
129| feet, and a steam engine and machinery provided for
moving it off and on, and for pulling vessels through the'
draw-way.
Travel over the bridge Avas suspended for five months,
and the work was completed on the first of October, 1874, at
acost of $146,598.22.
The Bridge Commissioners, in their report, say: "The
thorough and workmanlike manner in which the whole, work
has been performed is creditable to the several contractors,
and the Commissioners believe that the bridge and its appur-
tenances are as well adapted for the exigencies of travel as
any similar structure leading from the City of Boston."
West Boston Bridge.
The wood pavement in the roadway of this bridge is in bad
condition, and will be replaced with granite blocks in the
spring.
The present draw is an unsafe structure, but is soon to be
removed and a new one substituted of improved construction
Appendix. 51
and longer span, as the draw-ways are to be made 36 instead
of 30 feet in width. In other respects the bridge is in good
condition.
Respectfully submitted,
HENRY M. WIGHTMAN,
Assistant Oity Engineer.
SPECIAL REPORT ON FERDINAND-STREET
BRIDGE.
Office of City Engineer, City Hall,
Boston, May 4, 1874.
Joseph P. Davis, Esq., City Engineer: —
Sir, — I have examined the bridge on Ferdinand street over
the Boston & Albany R. R. , and now make the following
report : —
The plank covering has been wholly removed from the
roadway, and enough from one of the sidewalk trusses to
show its construction.
No decay has been found in the wood-work, and the iron-
work is in fair condition. The main trusses show no signs
of failure that I have discovered. The sidewalk trusseshave
settled somewhat, and lean outward considerably, but not
more than I should expect them to do immediately after
being put in position ; if the bridge be covered with
plank, I have found no reason why it should not be as strong
as it has ever been in the past. There are no slight repairs
that I can suggest which will do much good toward strength-
enino- it.
The bridge has always shown great vibration under a
52 City Document. — No. 19.
heavy load, and even a very light load is sufficient to deflect
the floor beams perceptibly. The cause of this is the very
small depth of the floor beams compared with their span,
and the manner in which they are attached to the main
trusses.
I know of no remedy for this vibration except an entirely
new set of floor beams, of proper depth, attached to the
trusses in a proper manner.
Main Trusses.
The main trusses are compound structures, one element
being an arch and tie, the other a truss with parallel flanges
connected by a web made of concentric circles of bar iron
riveted to each other and to the arch at all intersections.
The chords are also connected by vertical tie rods.
The bridge was designed by Mr. Boles, and built by
Messrs. G. W. & F. Smith, and was erected in 1863.
The tie of the arched member has about one-fourth the
strength of the arch. The only points of attachment to the
arch are the rivets in the circular bracing. The lower chord
is attached to the bow in such a manner that it may act as a
tie, but it is doubtful if the arch adds much strength to the
truss.
The parallel chords are about four-tenths of the strength ■
usual in bridges of this span, width and height of truss, and
the bracing is of such character that it is difficult, if not
impossible, to estimate its strength with certainty ; both
chords and bracing are of uniform cross-section for the
whole length of the truss.
Sidewalk Teusses.
The sidewalk trusses are wooden structures built of
4X4 inches, 2X4 inches, and 1-inch sticks, fastened
AppENDrx. 53
with cut nails, and put together in such a manner as to
make any calculations of strength out of the question.
They have settled 3 or 4 inches below a horizontal line,
and as much or more from the perpendicular.
Floor Beams.
The floor beams are compound structures consisting of
6-inch I-beams, with a wooden beam 31^ X 6 inches
on either side, the whole trussed with a 1-inch rod, with two
struts about 5 inches deep. They are attached to the
main truss in an unusual manner, resting on one flange of
one of the tw^o angle irons which make the lower chord, and
retained there by straps on every third beam, which pass
through the truss and are fastened to the floor beams of the
sidewalk ; these straps hold the roadway to the trusses firmly.
The truss rods of these beams are attached in such a
manner, and the struts are so short, as probably to add no
strength to the beam.
A 6-inch I-beam, 25 feet between bearings, is not very
stifi" with any load : in this case the ends of the beam are
firmly attached to the truss, and the truss is shaken from side
to side by the vibration of the beam.
The remedy for the vibration is a new set of floor beams.
The bridge is now 16 feet above the rails of the railroad, so
that no beam can be put lower than at present. The
present thickness of the floor of the bridge is insufficient to give
the proper depth to floor beams for stifluess, consequently anew
set of floor beams involves the raising of the grade of the
bridge. If the main trusses could be depended upon, it
might be possible to build a beam that would answer without
so doing. In any event it would be necessary to raise the
trusses in order to attach the floor beams properly.
I have no doubt that the general reputation of the bridge
for weakness saves it from many heavy loads, and if a
54 City Document. — No. 19.
stronger floor is fiirnishecl, two consequences follow : first,
heavier loads are to be expected, and, second, the main
trusses become the weak point in the bridge, instead of the
floor beams, and an accident to a main truss will be a more
serious matter than the failure of one or more floor beams.
The sidewalk trusses are of most extraordinary design, and
I cannot answer for their strength to any extent whatever.
In conclusion, I repeat that I know of no slight repairs
that will do much good toward strengthening the bridge,
and, in addition, that such repairs as will make it entirely
safe for public use will amount practically to building a new
bridge.
HENEY MANLEY,
Assistant Engineer in charge of Bridges.
Charles Harris, Esq., Superintendent of Streets : —
Dear Sir, — I herewith transmit, with approval of its
statements, the report of Mr. Manley upon the condition of
the Ferdinand-street brids^e.
The design and construction of the parts of this bridge
are such that it is impossible to estimate what its actual or
safe strength is ; but it can be shown that it is not capable of
bearing more than a certain weight, and that weight is much
less than would be given by a dense crowd. For such a
load the main trusses are themselves weak, and the floor
girders are inadequate for the support of a concentrated
heavy load, such as might be brought upon them by an
unusually heavily loaded team. That they have not failed
heretofore is undoubtedly due to the stiffness of the floor
planks.
While the brido'e has not that streno-th" which should be
possessed by one in its situation, it has withstood the travel
of a number of years without showing signs of failure, or of
Appendix. 55
deterioration, except such as the same length of time would
produce in any structure of the kind ; and if it is not to be
liable to more severe strains in the future than it has already
received, I see no reason why it should not remain service-
able for a number of years longer.
The wooden trusses on the outside of the sidewalks should
be replaced, however, by others of stronger form.
As Mr. Manley remarks, there seems to be no practicable
wav to strensfthen the main structure without in effect
rebuilding it.
JOSEPH P. DAVIS,
City Engineer.
SPECIAL REPOET ON COLUMBUS-AVENUE
BRIDGE.
Office of City Engineer, City Hall,
Boston, June 1, 1874.
Joseph P. Davis, Esq., City Enpineer: —
SiE, — I have examined Cohlmbus-avenue bridge, over
the Boston and Albany Railroad, with reference to its ability
to carry a 20-inch water-main in addition to its present dut}'^,
and report as follows : —
The bridge was built in 1865 by James Tetlow, of Chelsea,
from designs by and under the direction of Clemens Herschel ,
Esq., of Boston, and was paid for by the Boston Water Power
Company. It cost $17,210.00 and came into the possession of
the City of Boston, October 28, 1869, when Columbus
aveiuie was laid out as a highway.
The main and sidewalk trusses were designed to carry a
56 City Document. — No. 19.
load of 40 lbs. per sq. ft. of bridge surface in addition to the
weight of the bridge, wliicli was taken at 35 lbs. per. sq. ft.',
and it was intended that this whole weight should sti-ain the
wrought iron 15,000 lbs. per sq. in.
The bridge was erected substantially in accordance with
the design. I have computed the strength of the trusses, and
my results show that they have the strength intended by the
design, and but little if any in addition, while the weight of
the bridge has been greatly increased ; — from 35 to about
50 lbs. per sq. ft.
The floor beams are relatively much stronger than the
trusses.
The four main trusses are of equal strength, but the two
next the sidcAvalks of com*se carry less weight than the two
others.
ONE MAIN TRUSS IN THE CENTRE,
Designed to carry . . 1,344 lbs. per running foot.
Actually carries . . . 896" " "
Leaving for live load . . 448 " " '*
Or in lbs. per sq. ft. . . 25
ONE MAIN TRUSS NEXT SIDEWALK,
Designed to carry . . 1,344 lbs. per running foot.
Actually carries . . . 656 " " <'
Leaving for live load . . 688 " " "
Or in lbs. per sq. ft. . . 44.4
A 20-inch pipe full of water weighs 344 lbs. per foot.
The part to be carried by the main truss will be 277 lbs.
per running foot, leaving for live load 411 lbs. per running
foot; or in lbs. per square foot, 26^. Showing that with the
water-pipe the outside trusses would carry more dead weight
Appendix. 57
than those in the centre, but there would still remain a
slightly greater margin for live load.
The sidewalk trusses are relatively somewhat stronger
than the main trusses, and the liooring of the sidewalk is
stronger than the truss.
When the bridge was built, one sidewalk truss was blown
down after, being placed in position, and the lattice web was
never returned to its perfect shape.
The northeasterly sidewalk carries a 12-inch water pipe in
addition to any w^eight heretofore referred to.
The nifUn roadway has been raised at the centre so as to
turn the water toward the ends of the span. In so doing an
amount of lumber has been used equal to a thickness of 12
inches over the entire surface. This amount of lumber can be
safely reduced one third, or 10 lbs. per sq. ft., and the same
results obtained as at present.
The answer to the question concerning the 20-inch water
pipe is obvious. No further weight should be put upon the
bridge on any pretence whatever, and, furthermore, it should
be relieved of the extra weight of plank (amounting to more
than twenty tons) that it now carries.
HENRY MANLEY,
Assistant Engineer in charge of Bridges.
Appendix. 57
than those in the centre, but there would still remain a
slightly greater margin for live load.
The sidewalk trusses are relatively somewhat stronger
than the main trusses, and the flooring of the sidewalk is
stronger than the truss.
When the bridge w^as built, one sidewalk truss was blown
down after being placed in position, and the lattice web was
never returned to its perfect shape.
The northeasterly sidewalk carries a 12-inch water pipe in
addition to any w^eight heretofore referred to.
The mrtin roadway has been raised at the centre so as to
turn the water toward the ends of the span. In so doing an
amount of lumber has been used equal to a thickness of 12
inches over the entire surface. This amount of lumber can be
safely reduced one third, or 10 lbs. per sq. ft., and the same
results obtained as at present.
The answer to the question concerning the 20-inch w^ater
pipe is obvious. Xo further weight should be put upon the
bridge on any pretence whatever, and, furthermore, it should
be relieved of the extra weight of plank (amounting to more
than twenty tons) that it now carries.
HENRY MANLEY,
Assistant Engineer in charge of Bridges.
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