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LE
ENGINEERING DEPARTMENT
FORTY-THIRD ANNUAL REPORT
CITY ENGINEER
BOSTON
FOR THE YEAR 1909
CITY OF BOSTON
PRINTING DEPARTMENT
1910
Compliwentfi of
youis |i llomhe,
Actin6 City Engineer.
ENGINEERING DEPARTMENT
FORTY-THIRD ANNUAL REPORT
OF THE
CITY ENGINEER
BOSTON
FOR THE YEAR 1909
CITY OF BOSTON
PRINTING DEPARTMENT
1910
ANNUAL REPORT
OP THE
ENGINEERING DEPARTMENT
FOR THE YEAR 1909-10.
Engineering Department, City Hall,
Boston, February 7, 1910.
Hon. John F. Fitzgerald,
Mayor of the City of Boston:
Sir, — The following report of the expenses and
operation of this department for the year ending Jan-
uary 31, 1910, is submitted.
The duties of the City Engineer include the designing
and superintending of the construction of new bridges,
retaining walls, city wharves and such other public
engineering works as the City Council may authorize;
the making of such survey plans, estimates, statements
and descriptions and taking such levels as the city
government or any of its departments or committees
may require; the custody of all surveys and plans relat-
ing to the laying out, locating anew, altering, widening
or discontinuing of streets, and the new engineering
construction for all departments of the city. He shall
be consulted on all work where the advice of a civil
engineer would be of service. The office of the City
Engineer was established by ordinance on October 31,
1850, and by chapter 449 of the Acts of 1895.
2 City Document No. 14.
The following is a statement of engineering expenses
from February 1, 1909, to January 31, 1910:
Amount of department appropriation for 1909-10,
Amount expended for 1909-10 . . . .
Unexpended balance
$84,000 00
83,950 45
$49 55
$6,000 00
69,824 29
$1,600 00
751 11
Statement of Expenditures, Department Appro-
priation.
(As per Auditor's Report, page 63.)
Salaries :
Engineer, William Jackson .
Assistant engineers, draughtsmen
and assistants
Automobile ....
Repairs, supphes and storage .
Traveling expenses
Instruments, tools and repairs
Printing
Telephone service
Blueprinting and photographing
Horse-keeping ....
Stationery
Books and papers
Washing and small supplies .
Expert services ....
Binding and plans
Furniture and office expenses .
Postage
Typewriting ....
Messenger service
$75,824 29
2,351 11
1,217 14
1,026 99
612 06
571 98
566 03
450 75
343 30
315 58
177 86
147 00
122 08
99 60
60 20
35 28
29 20
$83,950 45
Abolishment of Grade Crossings.
Dorchester Avenue.
Expenditures from February 1, 1909, to January 31, 1910:
Items of expenditure :
Land-taking $1,175 00
Expended previous to 1909 1,056,107 27
$1,057,282 27
Engineering Department.
East Boston.
Expenditures from February 1,
1909,
to January 31
1910:
Items of expenditure :
Land damages
$6,091 15
Expert services
2,067 50
Relocating water pipes
1,492 81
Personal damages .
1,094 58
Expended previous to 1909
$10,746 04
375,225 12
$385,971 16
Freeport, Walnut and other Streets.
Expenditures from February 1, 1909, to January 31,
Items of expenditure :
1910:
Land damages
$2,000 00
Photographs of buildings
96 00
Copying records .
2 63
$2,098 63
Expended previous to 1909
35,855 50
$37,954 13
Chelsea Street Bridge.
Appropriation and revenue
. . $75,018 00
Less amount transferred to
Park
Department May 20, 1909 . 20,000 00
$55,018 00
Expenditures from February ]
L, 1909, to January
31, 1910:
Items of expenditure :
Draw span
. $16,155 43
Draw foundation, etc.
7,767 13
Engineering .
5,076 84
Draw machinery .
3,240 79
East Boston approach
1,737 00
Inspection
1,238 52
Abutment
667 00
Gates
552 50
Drawi;enders' house
535 50
Printing .
79 86
Advertising
77 17
$37,127 74
Expended previous to 1909
10,295 22
47,422 96
Unexpended balance Febn
nary
l,ic
)10 .
$7,595 04
City Document No. 14.
Congress Street Bridge.
Appropriation
. . . $35,000 00
Expenditures from February 1, 1909, to January
31, 1910:
Items of expenditure :
Rebuilding bridge .... $11,727 65
Draw fender pier . .
3,944 79
Draw machinery .
1,006 39
Draw repairs
989 00
Temporary bridge
546 34
Engineering .
145 00
Inspection
66 50
Printing
39 20
Advertising .
37 17
Drawtenders' house
35 22
Expended previous to 1909
$18,537 26
10,208 31
Unexpended balance February 1, 1910
28,745 57
$6,254 43
Huntington Avenue Bridge.
Appropriation
Expenditures from February 1, 1909, to January
31, 1910:
Items of expenditure:
- - ■ ■ $47,802 45
2,756 29
698 60
681 85
57 49
33 08
Rebuilding bridge
Engineering
Inspection
Paving .
Printing
Advertising
Expended previous to 1909
$52,029 76
417 74
Unexpended balance February 1, 1910 .
Massachusetts Avenue Bridge.
Appropriation $40,000 00
Less amount transferred to Park
Department, May 20, 1909 . . 10,000 00
$55,000 00
52,447 50
$2,552 50
$30,000 00
Carried forward $30,000 00
Engineeking Department. 5
Brought forward $30,000 00
Expenditures from February 1, 1909, to January
31, 1910:
Items of expenditure :
Rebuilding bridge .... $4,447 26
Paving
Relocating water pipes
Engineering
Advertising
2,089 83
913 29
110 24
6 50
$7,567 12
Expended previous to 1909 . . 20,492 70
28,059 82
Unexpended balance February 1, 1910 . $1,940 18
Northern Avenue and Sleeper Street.
Expenditures from February 1, 1909, to January 31, 1910:
Items of expenditure :
Paving, fences, etc $35,828 69
Sea wall at docks 2 and 3 11,408 93
Engineering 4,485 82
Draw machinerv 3,112 46
Inspection ." 1,472 04
Draw span 867 04
Rent of office 373 09
Printing 69 27
Drawtenders' house 68 20
Telephone 59 62
Advertising 32 20
Piers and abutment 27 60
$57,804 96
Expended previous to 1909 762,179 69
$819,984 65
Bridges.
The annual inspection of all highway and footbridges
has been made, together with special examinations
when notified by the Street Department of the progress
of repairs.
The management of all the bridges and draws between
Cambridge and Boston, by the Acts of 1898, chapter 467,
is vested in a board of two commissioners, which has
charge of the following seven bridges, viz.: Brookline
Street, Cambridge, Cambridge Street, Harvard, North
Harvard Street, Prison Point and Western Avenue to
6 City Document No. 14.
Cambridge; one-half the cost of the maintenance of
these bridges is paid by each of these cities.
Mt. Washington Avenue Bridge has been removed
during the year and the new bridge at the Charles
River Dam was opened to travel January 27, 1910.
In the list of bridges those marked with a star (*)
are over navigable waters, and are each provided with a
draw, the openings of which are shown in a table in
Appendix A.
I. — Bridges Wholly Supported by Boston.
Agassiz road, in the Fens.
Allston Bridge, over Boston & Albany R. R., Brighton.
Arborway Bridge, in Arborway, over Stony brook.
Ashland street, over Providence Division, N. Y., N. H.
& H. R. R., West Roxbury.
Athens street, over Midland Division, N. Y., N. H. &
H. R. R.
* Atlantic avenue, over Fort Point channel.
Audubon road, over Boston & Albany R. R.
Baker street, at Brook Farm, West Roxbury.
Beacon street, over outlet to the Fens.
Beacon street, over Boston & Albany R. R.
Bennington street, over Boston, Revere Beach & Lynn
R. R., East Boston.
Berkeley street, over Boston & Albany R. R.
Bernier Street Footbridge in the Riverway.
Berwick Park Footbridge, over Providence Division,
N. Y., N. H. & H. R. R.
Blakemore street, over Providence Division, N. Y.,
N. H. & H. R. R., West Roxbury.
Bolton street, over Midland Division, N. Y., N. H. & H.
R. R.
Boylston street, in the Fens.
Boyiston street, over Boston & Albany R. R.
Bridle path, over Muddy river, in the Riverway.
Broadway, over Boston & Albany R. R.
* Broadway, over Fort Point channel.
Brookline avenue, over Boston & Albany R. R.
Brooks street, over Brooks street, Brighton.
Byron street, over Boston, Revere Beach & Lynn R. R.
* Castle Island Footbridge, from Marine Park, South
Boston, to Castle Island.
Charlesgate, over Boston & Albany R. R., in the Fens.
Charlesgate, over Ipswich street, in the Fens.
Engineering Department. 7
* Charlestown Bridge, from Boston to Charlestown.
* Chelsea Bridge South, over South channel, Mystic
river.
* Chelsea street, from East Boston to Chelsea.
Circuit drive, over Scarboro' pond, in Franklin Park.
Columbia road, over Old Colony Division, N. Y., N. H.
& H. R. R.
Columbia road, over Shoreham street.
Columbus avenue, over Boston & Albany R. R.
* Commercial point, or Tenean, Dorchester.
Commonwealth avenue, in the Fens.
* Congress street, over Fort Point channel.
Cottage Farm Bridge, over Boston & Albany R. R.,
Brighton.
Cottage Street Footbridge, over flats, East Boston.
Dartmouth street, over Boston & Albany R. R. and
Providence Division, N. Y., N. H. & H. R. R.
* Dorchester avenue, over Fort Point channel.
* Dover street, over Fort Point channel.
Ellicott arch, in Franklin Park.
Fen Bridge, in the Fens.
Ferdinand street, over Boston & Albany R. R.
Florence street, over Stony brook.
Forest Hills entrance, in Franklin Park.
Gainsborough Street Footbridge, over Providence Divi-
sion, N. Y., N. H. & H. R. R.
Gold street, over Midland Division, N. Y., N. H. & H.
R. R.
Huntington avenue, over Boston & Albany R. R.
Hyde Park avenue, over Stony brook.
Ipswich street, over waterway, in the Fens.
Irvington Street Footbridge, over Providence Division,
N. Y., N. H. & H. R. R.
* L street, over Reserved channel, South Boston.
Leverett Pond Footbridge, in Leverett Park.
* Maiden Bridge, from Charlestown to Everett.
Massachusetts avenue, over Boston & Albany R. R.
Massachusetts avenue, over Providence Division, N. Y.,
N. H. & H. R. R.
* Meridian street, from East Boston to Chelsea.
Neptune road, over Boston, Revere Beach & Lynn R. R.
Newton street, over Providence Division, N. Y., N. H. &
H. R. R.
* Northern avenue, over Fort Point channel.
Public Garden Footbridge.
Scarboro Pond Footbridge, in Franklin Park.
8 City Document No. 14.
Shawmut avenue, over Boston & Albany R. R. and Prov-
idence Division, N. Y., N. H. & H. R. R.
Southampton street, east of Midland Division, N. Y.,
N.H.&H.R.R.
Summer street, over A street, South Boston.
Summer street, over B street. South Boston.
Summer street, over C street, South Boston.
* Summer street, over Fort Point channel.
* Warren Bridge, Boston to Charlestown.
West Rutland Square Footbridge, over Providence Divi-
sion, N. Y., N. H. & H. R. R.
Winthrop Bridge, from Breed's Island to Winthrop.
Wood Island Park Footbridge, over Boston, Revere
Beach & Lynn R. R.
II. — Bridges of which Boston Supports the Part
Within its Limits.
Bellevue street, over Muddy river, in the Riverway.
Bernier Street Footbridge, over Muddy river, in the
Riverway.
Brookline avenue, over Muddy river, in the Riverway.
Central avenue, from Dorchester to Milton.
* Chelsea Bridge North, over North channel. Mystic
river.
* Granite Bridge, from Dorchester to Milton.
Huntington avenue, over Muddy river, in the River-
way.
Longwood avenue, over Muddy river, in the Riverway,
and over Boston & Albany R. R.
Milton Bridge, from Dorchester to Milton.
* Neponset Bridge, from Dorchester to Quincy.
* North Beacon street, from Brighton to Watertown.
Spring street, from West Roxbury to Dedham.
* Western avenue, from Brighton to Watertown.
III. — Bridges of which Boston Pays a Part of the
Cost of Maintenance.
Albany street, over Boston & Albany R. R. freight
tracks.
Ashmont street and Dorchester avenue, over Old Colony
Division, N. Y., N. H. & H. R. R.
Austin street, over Boston & Maine R. R., Charlestown.
Bennington street, over Boston & Albany R. R., East
Boston.
Engineering Department. 9
Blue Hill avenue, over Midland Division, N. Y., N. H.
& H. R. R., Mattapan.
Boston street, over Old Colony Division, N. Y., N. H.
& H. R. R.
Brookline street, over Boston & Albany R. R.
Brookline street, from Brighton to Cambridge.
Cambridge Bridge, from Boston to Cambridge.
* Cambridge street, from Brighton to Cambridge.
Cambridge street, over Boston & Maine and Boston &
Albany Railroads.
Chelsea Bridge, over Boston & Maine R. R., Charlestown.
Curtis street, over Boston & Albany R. R., East Boston.
Dorchester avenue, over Old Colony Division, N. Y.,
N. H. & H. R. R.
Everett street, over Boston & Albany R. R., Brighton.
* Harvard Bridge, from Boston to Cambridge.
Harvard street, over Midland Division, N. Y., N. H.
& H. R. R., Dorchester.
Maverick street, over Boston & Albany R. R., East
Boston.
Norfolk street, over Midland Division, N. Y., N. H. &
H. R. R., near Dorchester station.
Norfolk street, over Midland Division, N. Y., N. H. &
H. R. R., near Blue Hill avenue station.
* North Harvard street, from Brighton to Cambridge.
Oakland street, over Midland Division, N. Y., N. H. &
H. R. R., Mattapan.
Perkins street, over Boston & Maine and Boston &
Albany Railroads, Charlestown.
Porter street, over Boston & Albany R. R., East Boston.
Prescott street, over Boston & Albany R. R., East
Boston.
* Prison Point Bridge, Charlestown to Cambridge.
Saratoga street, over Boston & Albany R. R,, East
Boston.
Southampton street, over Old Colony Division, N. Y.,
N. H. & H. R. R.
Summer street, over freight tracks, N. Y., N. H. & H.
R. R.
Sumner street, over Boston & Albany R. R., East
Boston.
Webster Street Footbridge, over Boston & Albany R. R.,
East Boston.
West Fourth street, over Old Colony Division, N. Y.,
N. H. & H. R. R., South Boston.
* Western avenue, from Brighton to Cambridge.
10 City Document No. 14.
IV. — Bridges Supported by Railroad Corporations.
1st. — Boston & Albany R. R.
Albany street, over passenger tracks.
Harrison avenue.
Market street, Brighton.
Tremont street.
Washington street.
2d. — Boston & Maine and Boston & Albany Railroads.
Main street, Charlestown.
Mystic avenue, Charlestown.
3d. — Boston & Maine R. R., Eastern Division.
Wauwatosa avenue. East Boston.
4th. — Boston, Revere Beach & Lynn R. R.
Everett street. East Boston.
5th. — New York, New Haven & Hartford R. R., Midland
Division.
Broadway.
Dorchester avenue.
Fifth street.
Fourth street.
Morton street, Dorchester.
Second street.
Silver street.
Sixth street.
Third street.
Washington street, Dorchester.
6th. ~ New York, New Haven & Hartford R. R., Old
Colony Division.
Adams street.
Cedar Grove Cemetery.
Freeport street.
Medway street.
Savin Hill avenue.
7th. — New York, New Haven & Hartford R. R., Providence
Division.
Albany street.
Baker street. West Roxbury.
Beech street. West Roxbury.
Bellevue street, West Roxbury.
Engineering Department. 11
Berkeley street.
Broadway.
Canterbury street, West Roxbury.
Castle square.
Centre and Mt. Vernon streets, West Roxbury.
Columbus avenue.
Dartmouth street.
Gardner street. West Roxbury.
Harrison avenue.
Park street. West Roxbury.
Walworth street. West Roxbury.
Washington street.
V. — Bridge Supported by the Metropolitan Park
Commission.
Mattapan Bridge, Dorchester to Milton.
VI. — Bridges Supported by the Charles River
Basin Commission.
* Charles River Dam Bridge.
* Craigie temporary bridge.
Recapitulation of Bridges.
I. Number wholly supported by Boston . . 74
II. Number of which Boston supports that part
within its limits 13
III. Number of which Boston pays a part of the
cost of maintenance 33
IV. Number supported by railroad corporations:
1. Boston & Albany R. R. ... 5
2. Boston & Maine and Boston & Albany
Railroads 2
3. Boston & Maine R. R., Eastern Div., 1
4. Boston, Revere Beach & Lynn R. R., 1
5. N. Y., N. H. & H. R. R., Midland Div., 10
6. N. Y., N. H. & H. R. R., Old Colony
Div 5
7. N. Y., N. H. & H. R. R., Providence
Div . 16
V. Number supported by the Metropolitan Park
Commission 1
VI. Number supported by Charles River Basin
Commission 2
Total 163
12 City Document No. 14.
Agassiz Road Bridge {in the Fens).
This bridge was built in 1887 of brick and stone
masonry. It is maintained by the Park Department
and is in good condition.
Albany Street Bridge {over the Boston & Albany R. R.
Freight Tracks).
The original structure was built in 1856-57, and
rebuilt in 1867-68. The present bridge was built in
1886-87, and is maintained in part by the City of
Boston and in part by the Boston & Albany R. R.
An examination of this bridge made in August, 1909,
showed that the floor beams, including connections, and
the lower chords were in such condition as to be unsafe
for a load covering the full width of the roadway. On
recommendation of this department team travel was
restricted to two roadways, each about 10 feet wide,
adjoining the curb lines, a portion in the center of the
roadway about 7 feet in width being thrown out of
service. Plans are now in preparation for rebuilding
the bridge this year.
Allston Bridge {over the Boston & Albany R.R., Brighton).
This is an iron bridge, built in 1892. The sidewalks
have been rebuilt during the year. The ironwork
above the floor should be painted this year.
Arborway Bridge {over Stony Brook, in Arborway near
Forest Hills Station).
This is a wooden bridge resting on abutments of
vulcanized spruce piles. The stringers and under-
planking are of vulcanized hard pine. When this
bridge was built in 1893 it was assumed that within
ten years the channel of Stony brook would be improved
at this point, and a temporary structure was all that
was deemed necessary. The piles and some of the
stringers are badly decayed and unless a permanent
structure is to be built at once the bridge should be
rebuilt within the next two years. The bridge is main-
tained by the Park Department.
Ashland Street Bridge {over Providence Division, New
York, New Haven & Hartford R. R., West Roxbury).
The present structure is of iron and was built in 1875.
With the exception of one of the fences the bridge is in
fair condition.
Engineering Department. 13
Ashmont Street and Dorchester Avenue Bridge {over Old
Colony Division, New York, New Haven &
Hartford R. R.).
This is a wooden bridge formerly maintained by the
railroad company. It was lengthened on the Boston
side in 1895, and now the city maintains 75 feet of the
northerly part. The deck and sidewalk planking have
been patched. The deck planking and some stringers
should be renewed. The bridge will soon be extended
on the city side. (See page 46.)
Athens Street Bridge (over Midland Division, New York,
New Haven & Hartford R. R.).
This is an iron bridge, built in 1874. The sidewalks
and deck planking should be renewed and the bridge
should be painted.
Atlantic Avenue Bridge {over South Terminal Station
Yard and Fort Point Channel).
The bridge was completed and opened to travel
August 12, 1907. On the Boston approach is a steel
viaduct about 450 feet in length, consisting of a series
of short plate girder and I-beam spans of the deck type.
The bridge over the railroad yard consists of two steel
plate girder spans and two steel truss spans, all except
one plate girder span being through spans. Fort Point
channel is crossed by one truss span, a plate girder span,
an I-beam span and a draw span, all being deck struc-
tures built of steel. The draw span is a swing or turn-
table draw, 184 feet long on center line, operated by
electricity and compressed air. On the approaches and
across Fort Point channel the bridge is 50 feet in width ;
over the railroad yard the width is 60 feet. Some
painting should be done this year, otherwise the bridge
is in good condition. (See page 88, Appendix G.)
Audubon Road Bridge {over the Boston & Albany R. R.).
This is a steel plate girder bridge, built in 1893-94,
and is maintained by the Park Department. A new
flooring for the roadway has been built during the
year and new sidewalk planking laid. It was not
deemed necessary to put in new stringers, although
some of them were soft on upper edges. The top flanges
of girders only were painted but the bridge, especially
over main tracks, should be cleaned and painted this
year. ,
14 City Document No. 14.
Austin Street Bridge {over Boston & Mai?ie R. R.,
Charlestown) .
This is a steel plate girder deck bridge with steel floor
beams supporting a wooden flooring, built under the
decree of the Superior Court abolishing the Austin street
grade crossing. It was built in 1903-07 by the Boston
& Maine Railroad Company and is over the railroad
location. The bridge has fourteen spans resting on
stone piers; it is 50 feet wide and has one 10-foot plank
sidewalk and a roadway 39 feet wide, paved with stone
blocks. Part of this bridge was opened to travel May 6,
1903, being connected to the Cambridge end by tem-
porary structures. The entire bridge was opened to
travel September 17, 1907. The surface of the bridge
is maintained by the city, the remainder by the railroad
company. The fences should be repaired and painted;
otherwise the bridge is in good condition.
Baker Street Bridge {at Brook Farm, West Roxhury).
This is a wooden stringer bridge of about 15 feet span.
It is in fair condition.
Beacon Street Bridge {over Outlet of the Fens) .
This bridge was built in 1880-81, and had up to 1901 a
wooden floor for the roadway. At the latter date a new
floor was built, consisting of 18-inch steel I-beams incased
in Portland cement concrete, and the roadway was paved
with hard pine blocks, treated by the creoresinate pro-
cess. New sidewalks have been laid during the year and
some painting done. The bridge is in good condition.
Beacon Street Bridge {over Boston & Albany R. R.).
This is an iron bridge, built in 1884-85, widened in
1887-88, and the central roadway further widened in
1890 for the convenience and at the expense of the street
railway company. During the year the two side road-
/ ways have been rebuilt, new stringers put in where
necessary and new planking for both courses put in;
new sidewalks have been laid and the ironwork below
the flooring has been cleaned and painted. Within a
few weeks the Boston Elevated Railway Company will
rebuild the flooring of the middle roadway which carries
both of its tracks. When this work is completed the
bridge will be in good condition, excepting the ironwork
above the floor which should be painted this season or
early next.
Engineering Department. 15
Bellevue Street Bridge (over Muddy River, in Riverway).
This is a segmental masonry arch of 44 feet span and 15
feet rise. It was built in 1893 by the park departments
of Boston and Brookline and is maintained jointly by
them.
Bennington Street Bridge {over Boston & Albany R. R.,
East Boston).
This is a steel plate girder bridge built by the railroad
company in 1906 under the decree of the Superior Court
abolishing the grade crossings in East Boston. The sur-
face of the bridge is maintained by the city and the rest
of the structure by the railroad company. The bridge
should be painted, otherwise it is in good condition.
Bennington Street Bridge (over Boston, Revere Beach &
Lynn R. R.).
This bridge is made up of two independent parts; the
old part is of iron, built in 1889; the new part is of steel,
built in 1902. The intown roadway has been replanked
and a small amount of painting has been done. The
bridge should be painted, and the out of town roadway
will soon need redecking. Otherwise the bridge is in
good condition.
Berkeley Street Bridge {over Boston & Albany R. R. and
Providence Division, New York, New Haven & Hartford
R. R.).
The bridge over the tracks of the Boston & Albany
R. R., which is maintained by the city, was originally
built for the Boston Water Power Company, and
accepted by the city in 1869. The present structure
over these tracks is a through plate girder bridge and
was built in 1891.
The bridge over the tracks of the N. Y., N. H. & H.
R. R. was built in 1899 and is maintained by that com-
pany. Work is now in progress under a contract with
the Boston Bridge Works for repairing and strengthening
the bridges over both railroads, the Boston Elevated
Railway Company joining with the city in this work.
The work will be completed early in the spring.
Bernier Street Footbridge {over Bridle Path, in Riverway).
This is a semicircular masonry arch of 38 feet 4 inches
span. It was built in 1893 and is maintained by the Park
Department.
16 City Document No. 14.
Bernier Street Footbridge {over Muddy River).
This is a segmental masonry arch of 52 feet span and 14
feet rise. It was built in 1893 by the park departments
of Boston and Brookline and is maintained jointly by
them.
Berwick Park Footbridge {over Providence Division, New
York, New Haven & Hartford R. R.).
This is an iron footbridge, erected in 1894. The iron
stairs and piers were new, but the trusses and floor beams
were those built for Frankhn street in 1883. New treads
have been put on all the stairways during the year and
the bridge is in good condition.
Blakemore Street Bridge {over Providence Division, New
York, New Haven & Hartford R. R.).
This is an iron bridge, built in 1881-82. The railings
and the trusses above the floor have been painted the
past year. The lower planking is poor and should be
renewed and the ironwork below floor painted.
Blue Hill Avenue Bridge {over Midland Division, New
York, New Haven & Hartford R. R.).
This is a steel bridge, built by the N. Y., N. H. & H.
R. R. in 1903 and is over the railroad location. The
surface of the bridge is maintained by the city, the
remainder by the railroad company. The steel work has
been painted and the bridge is in good condition, excepting
the sidewalk planking, which should be renewed.
Bolton Street Bridge {over Midland Division, New York,
New Haven & Hartford R. R.).
This is a wooden bridge, originally built in 1889 and
rebuilt in 1905. The deck planking needs renewal.
Boston Street Bridge {over Old Colony Division, New
York, New Haven & Hartford R. R.).
This is a plate girder bridge, built in 1900 in connection
with the abohshment of the grade crossing on Dor-
chester avenue. The surface of the bridge is main-
tained by the city and the rest of the structure by the
railroad company. The south sidewalk and the boxing
around the girders need repairing, and the bridge should
be painted. The deck planking should be renewed
within two years.
Engineering Department. 17
Boylston Street Arch Bridge (in the Fens).
This is a stone arch bridge, built in 1881. It is in
good condition, with the exception of coping, which
should be repointed without further delay.
Boylston Street Bridge (over Boston & Albany R. R.).
The first bridge on this location was built in 1886-88
and the present structure in 1907-08. A full descrip-
tion of the new bridge was given in last year's report.
Bridle Path Bridge (over Muddy River, in the Riverway).
This is a masonry bridge of three arches; the central
arch is elliptical in form, with a span of 30 feet and a
rise of 9 feet 6 inches; the side arches are semicircular,
15 feet in diameter. It was built in 1894 and is main-
tained by the Park Department. It is in good con-
dition.
Broadway Bridge {over Fort Point Channel).
The draw was built in 1874-75 and the supports for
the draw landings are iron columns. The rest of the
bridge is built of steel on masonry piers, and was *"^
rebuilt in 1901-04. The steel work over Foundry street,
the plate girder section over the railroad, the gates
and some of the fencing should be painted. The tracks
and wheels below the draw are in poor condition. The
stone piers should be repointed. The planking on the
draw should be renewed and the planking on the water-
way and pier needs repairing. The draw is old and too
light for heavy travel and should be rebuilt within two
years. The main bridge is in good condition except the
painting.
Broadway Bridge {over Boston & Albany R. R.).
The old bridge, built in 1880-81, was replaced in
1900 by the present bridge. The examinations which
have been made from ladders of the under side of this
bridge show that the steel is badly corroded. The
flooring should be stripped off, the steel work thoroughly
cleaned and painted; while this is being done an oppor-
tunity will be afforded for a more careful examination
to be made than is now possible, which may reveal
conditions requiring more extensive repairs. It is
recommended that this work be done early this year.
X
18 City Document No. 14.
Brookline Avenue Bridge (over Boston & Albany R. R.).
This is an iron bridge, built in 1884. With the excep-
tion of the paint the bridge is in fair condition; it should
be painted next year at the latest.
Brookline Avenue Bridge (over Muddy River, in the
Riverway) .
This is a semicircular masonry arch of 15 feet span.
It was built in 1892 by the park departments of Boston
and Brookline and is maintained by them jointly.
Brookline Street Bridge (from Brighton to Cambridge) .
This is a wooden trestle bridge, built on a pile founda-
tion in 1906, and is in care of the Commissioners for
Boston and Cambridge Bridges; the city pays one-half
the cost of maintenance. It was built as a temporary
structure, with the expectation that it would be replaced
by a permanent bridge within ten years. As the bridge
is now three years old the construction of the permanent
bridge should be commenced within a year or two.
Additional scuppers are needed at both ends of the
bridge. It is in good condition.
Brookline Street Bridge (over Boston & Albany R. R.).
This is a steel plate girder bridge, on steel trestles,
with wooden floor and wearing surface, built in 1906.
The surface of the bridge is maintained by the city and
the rest of the structure by the railroad company.
It is in good condition.
Brooks Street Bridge (near Faneuil Statioii, Brighton).
This is a steel bridge with a concrete and asphalt
floor, built in 1902. The bridge should be painted and
the roadway surface should be repaired.
Byron Street Bridge {over Boston, Revere Beach & Lynn
R. R.).
This is a wooden bridge, built in 1889. The stringers
and bulkheads are in poor condition and the bridge
needs a general overhauling.
Cambridge Bridge (from Boston to Cambridge).
The new bridge was completed in the fall of 1907,
the formal dedication having taken place July 31.
Engineering Department. 19
Since December 21, 1907, the bridge has been main-
tained by the Commissioners for the Boston and Cam-
bridge Bridges, and the city pays one-half of the cost
of maintenance. The structure is in good condition
and needs only the yearly cleaning and customary
touching up of the paint, which has been made unsightly
in spots on account of the seepage of water. It is of
the utmost importance that this bridge should be kept
properly painted in order that it may not be deteriorated
by rust.
Cambridge Street Bridge {from Brighton to Cambridge).
This is a wooden pile bridge with a wooden leaf
draw. The Boston end was rebuilt in 1884. The draw
sidewalk on Boston end and the Cambridge end of the
bridge were rebuilt in 1890. The bridge is in the care
of the Commissioners for the Boston and Cambridge
Bridges, and the city pays one-half the cost of main-
tenance. The bridge is in poor condition and should
be extensively repaired this year.
Cambridge Street Bridge {over Boston & Maine and
Boston & Albany Railroads, Charlestown).
This is a through steel truss bridge of four spans, built
in 1901 by the Boston & Maine R. R. The surface is
maintained by the city, the remainder by the railroad
company. The sidewalks have been repaired. The
bridge is very rusty and should be painted.
Castle Island Footbridge {from Marine Park to Castle
Island) .
This is a temporary footbridge, built in 1892, and
is maintained by the Park Department. It connects
Marine Park with Castle Island, and is furnished with a
draw, so that if desired by the United States authorities
the island can be cut off from the mainland. Repairs
have been made on the planking. The fences should be
painted and more planking should be renewed. The
bridge is in fair condition.
Central Avenue Bridge {over Neponset River, Dorchester
Lower Mills).
This is an iron bridge and was built in 1876. The city
maintains the part within its limits. The sidewalk
planking has been repaired, and is in good condition. The
20 City Document No. 14.
roadway planking and some of the stringers are now
being renewed. The fences should be painted. The
ironwork is in good condition.
Charles River Da7n
This is a steel bridge in line with the roadway over
Charles River Dam and is in charge of the Charles
River Basin Commission. It was built in 1906-07 by
the American Bridge Company and consists of a short
fixed span 9 feet 2 inches in length on the westerly side
and a movable portion 63 feet 10 inches in length.
The movable portion is composed of two leaves of the
Scherzer rolling lift type, 18 inches apart, each leaf
having a roadway 30 feet 10 inches wide and a sidewalk
10 feet wide, and being operated by a 35 horse power
electric motor. The bridge was opened to travel
January 27, 1910.
Charlesgate Bridge (over Boston & Albany R. R., in the
Fens).
This is an iron bridge, built in 1881-82, and is main-
tained by the Park Department. The railings have
been repaired and painted, but the whole bridge should
be cleaned and painted this year, and an opportunity
given to make a careful examination of the ironwork.
As the abutments are constantly settling, decreasing the
head room over the railroad, the bridge should be raised
to its former elevation at the time the stripping is done.
Charlesgate Bridge {over Ipswich street, in the Fens).
This is a deck plate girder bridge with a buckle plate
floor built in 1900-01. The roadway is paved with
asphalt and the sidewalks with artificial stone. The
bridge should be painted as the portions under the side-
walks are in very rusty condition.
Charlestown Bridge {from Boston to Charlestown) .
This bridge was opened to public travel November 27,
1899, and superseded the old Charles River Bridge,
which was built in 1785-86.
The present bridge over the river consists of ten spans
of the deck plate type, each 85 feet long, and a swing or
turntable draw 240 feet 6 inches long.
The bridges over Water street and over the railroad
tracks each consist of two spans of steel I-beams, with
brick arches turned between the beams.
Engineering Department. 21
The drawtenders' house has been painted during the
year. The steel work for the whole length of the bridge
should be thoroughly cleaned and painted. The railings
already have been allowed to rust so badly that in some
panels the bottom rail has been eaten entirely through.
The surfaces of both sidewalks are badly worn, that on
the downstream side has now reached a condition which
calls for resurfacing at once.
Chelsea Bridge {over Boston & Maine R. R.).
This is an iron bridge, built by the Boston & Maine
Railroad Company in 1894, and is over the railroad loca-
tion. The surface of the bridge is maintained by the city,
the remainder by the railroad company. Repairs have
/ k.been made on the sidewalk planking. The wheel guard
Ms too low and narrow; the fences and sidewalk planking
need repairing and the bridge needs painting; some of
the track stringers begin to show decay. Otherwise the
bridge is in good condition.
Chelsea Bridge North (over North Channel, Mystic River).
y^ The city maintains the part within its limits. The
j^ original structure was built in 1802-03. The piles
under the main bridge were driven in 1880. The upper
part of the bridge, the draw and draw foundations were
built in 1895. The draw-way was widened to 60 feet in
1900, the draw foundation being enlarged, the draw
lengthened and the draw piers built. The draw has been
strengthened, its flooring has been renewed, and the floor
beams have been painted. The waterway has been
extensively repaired. The upper part of the bridge
should be painted; new machinery should be provided;
several truck wheels need renewing; an additional bear-
ing should be provided at the skew end; the sidewalk
planking should be repaired; the track stringers and the
fences should be repaired; the old fender guards are in
poor condition.
Chelsea Bridge South (over South Channel, Mystic River).
This is a pile bridge with an iron draw. The original
bridge was built in 1802-03. The piles of the present
bridge were driven and the draw was built in 1877.
That part of the bridge above the girder caps was rebuilt
at a higher grade and the draw was raised in 1895. The
landings of the draw have been repaired. Where the
rebuilding of 1895 joins the old work repairs are needed
22 City Document No. 14.
on both sides of the bridge. The draw is too Hght for
the present travel; the bridge should be rebuilt.
Chelsea Street Bridge {from East Boston to Chelsea).
This is a wooden pile bridge with a steel swing draw.
The original bridge was built in 1834. It was rebuilt in
1848, 1873, 1894-95 and in 1908-09. The bridge is 347
feet long, about 100 feet of the Chelsea end was built in
1894-95 and strengthened in 1906; the rest of the bridge,
including the draw, was built in 1908-09 and was opened
to all travel January 3, 1910. (See page 48.)
Circuit Drive Bridge (over Scarboro Pond, in Franklin
Park).
This is an elliptical masonry arch of 30 feet span and
6 feet 3 inches rise. It was built in 1893 and is main-
tained by the Park Department.
Columbia Road Bridge (over Old Colony Division, New
York, New Haven & Hartford R. R., and Old Colony
Avenue).
This is a deck plate girder bridge of two equal spans,
one over the tracks of the N. Y., N. H. & H. R. R.,
and the other over Old Colony avenue, and was built
in 1902. The roadway is paved with Canton brick,
cement grout joints, and laid on hard pine planking.
The sidewalks are badly cracked and should be put in
good condition without further delay. Some painting
has been done, but the whole bridge should be painted,
the portion over the avenue being very rusty.
Columbia Road Bridge {over Shoreham street).
This bridge was built in 1902. It is a two-span steel
beam structure, with brick and concrete arches turned
between the beams; the roadway is paved with Canton
brick laid with cement grout joints. The sidewalks are
of artificial stone. The girders and all the exposed steel
work are rusting badly and should be painted at once
to prevent the further corrosion of the structure.
Columbus Avenue Bridges {over Boston & Albany R. R.
and Providence Division, New York, New Haven &
Hartford R. R.).
The bridge over the Boston & Albany R. R. was
built in 1876-77 and is maintained by the city. In
Engineeeing Department. 23
1899 the bridge was shortened 11 feet at its south end
and a pier built in place of the old south abutment.
In 1907 new plate girders were built on the center side
of each roadway and the roadway floor strengthened.
The bridge is now in good condition, except the side-
walk floor beams which should be strengthened.
The bridge over the tracks of the N. Y., N. H. &
H. R. R. was built in 1899 and is maintained by that
company. The asphalt pavement needs patching.
Commercial Point or Tenean Bridge (Dorchester).
This is a wooden pile bridge with a wooden leaf draw.
The piles were driven in 1875. The draw and upper
part of the bridge were rebuilt in 1901. The fences
should be repaired and painted and the blocking sup-
porting the machinery should be renewed. Otherwise
the bridge is in good condition.
Commonwealth Avenue Bridge (in the Fens).
This is an iron bridge and was built in 1881-82. It
has had an entire new hard pine lower planking put on
during the past year and the sidewalks have been patched.
The railings should be painted, otherwise the bridge is
in good condition. It is maintained by the Park
Department.
Congress Street Bridge (over Fort Point Channel).
This is a wooden pile bridge, with an iron turntable
draw on a stone foundation, and was built in 1874-75.
The part of the bridge above the caps was entirely
rebuilt in 1908 and the machinery of the draw span
put in good order. This year the draw fender pier was
replanked, new stringers put in, new floor built in the
drawtenders'' house and the house painted. The bridge
is now in good condition and can probably be maintained
so for the next ten years.
Cottage Farm Bridge (over Boston & Albany R. R.,
Brighton) .
The present bridge was built in 1895-96. With the
exception of the plate girders on the outside lines of
the bridge and some special construction under the side-
walks, the superstructure is composed of 20-inch steel
24 City Document No. 14.
beams, filled between with brick arches and Portland
cement concrete, on which is a wearing surface of Sicilian
rock asphalt. The bridge should be painted and the
asphalt roadways repaired; otherwise it is in good con-
dition.
Cottage Street Footbridge {over Flats, East Boston).
This is a wooden pile bridge, built in 1889, for foot
travel. It was extensively repaired in 1905. The
sheathing and some of the stringers need renewal and
the fences should be painted.
Craigie Temporary Bridge.
This is a wooden pile bridge, built by the Charles
River Basin Commission to accommodate travel dur-
ing the construction of the Charles River Dam. It
was opened to travel July 2, 1905, and was closed to
travel January 27, 1910, when the traffic was turned
over the roadway at the dam. This bridge will soon
be removed.
Curtis Street Bridge {over Boston & Albany R. R., East
Boston).
This is a through steel plate girder bridge, built by
the railroad company in 1906 under the decree of the
Superior Court abolishing the grade crossings in East
Boston. It was opened to travel December 29, 1906.
The surface of the bridge is maintained by the city and
the rest of the structure by the railroad company. The
bridge should be painted; otherwise it is in good con-
dition.
Dartmouth Street Bridges {over Boston & Albany R. R.
and Providence Division New York, New Haven &
Hartford R. R.).
The bridge over the Boston & Albany R. R. was
built in 1878-79 and is maintained by the city. Very
extensive changes were made in this bridge in 1899 by
the railroad companies, necessitated by the new location
of the tracks of the N. Y., N. H. & H. R. R. leading
to the South Station and the abandoning of the tracks
connecting this road with the Boston & Albany R. R.
Some of the hangers and the bottom flanges of the floor
Engineering Department. 25
beams over the main tracks have been reduced in sec-
tion so materially by the corrosive action of the fumes
from the locomotives that it will be necessary to rebuild
portions of this bridge next year.
The bridge is now in fair condition and can be kept
so the next two years. The question of building a new
structure should, however, be considered this year.
Dorchester Avenue Bridge {over Fort Point Channel).
This is a wooden pile bridge, with a double retractile
iron draw, and was rebuilt in 1891-92. The lower part
of the draw has been painted. The fences and upper
part of the draw should be painted. The sidewalk
planking and a few curb stringers on the draw should
be renewed; the track timbers should be repaired; the
sills and planking on the wharves, waterway and piers
need renewal; some of the spur shores have begun to
decay and should be refitted; the waterway should be
repaired and the wreckage among the piling should be
removed.
Dorchester Avenue Bridge {over Old Colony Division
New York, New Haven & Hartford R. R.).
This is a steel bridge, built in 1900, over the new loca-
tion of the N. Y., N. H. & H. R. R. The surface of the
bridge is maintained by the city and the rest of the
structure by the railroad company. The bridge should
be painted. The deck planking will need renewal
within a couple of years. The bridge is in fair condition.
Dover Street Bridge {over Fort Point Channel).
This was originally a wooden pile bridge, built in
1805, rebuilt in 1858-59, and again in 1876. In 1893-94,
upon the abolition of the grade crossing of the Old
Colony R. R., the present iron structure, resting on
masonry piers, was built. The sidewalks on the draw
have been replanked. The planking on the wharves has
been repaired and miscellaneous repairs have been made.
The bridge should be painted this year; new track is
needed for the draw; the rack should be adjusted in
order that the draw may be reversed; the concrete of
the draw foundation pier should be repaired and the
other piers should be repointed; the end lifts need re-
pairing and the draw should be raised. The waterway
needs repairing. The upstream asphalt sidewalk needs
resurfacing.
26 City Document No. 14.
Ellicott Arch Bridge {in Franklin Park).
This is a semicircular masonry arch of 17 feet 6 inches
span. It was built in 1889 and is maintained by the
Park Department.
Everett Street Bridge {over Boston & Albany R. R.,
Brighton) .
This is an iron bridge, built in 1891 by the Boston &
Albany Railroad Company. The bridge was cleaned
and painted and a new floor built for roadway and side-
walks in 1908. The bridge is now in good condition.
Fens Bridge {in the Fens).
This bridge was built in 1891-93. It is in good
condition.
Ferdinand Street Bridge {over Boston & Albany R. R.).
This is an iron bridge, built in 1892. In 1899 this
bridge was shortened about 3 feet at its southerly end
and the old south abutment replaced by a brick pier.
The bridge is now in fair condition except the fences;
these should be repaired and painted.
Florence Street Bridge {over Stony Brook).
This is a wooden stringer bridge of about 15 feet span,
and is in fair condition.
Forest Hills Entrance Bridge {in Franklin Park).
This bridge was built in 1894-95. It is maintained
by the Park Department and is in good condition.
Gainsborough Street Footbridge {over Providence Division,
New York, New Haven & Hartford R. R.).
This is an iron footbridge, erected in 1904. New
wooden treads have been put in on the stairways the
past year. The bridge is in good condition except the
paint; it is recommended that the bridge be painted this
year.
Gold Street Bridge {over Midland Division, New York,
New Haven & Hartford R. R.).
This is an iron bridge with a wooden flooring and was
built in 1895, replacing a footbridge which was built
in 1890. The sidewalk planking has been repaired.
Engineering Department. 27
The bridge is very rusty and should be painted this year
and the fences should be repaired. The walls need a
small amount of pointing, otherwise the bridge is in
good condition.
Granite Bridge {from Dorchester to Milton).
This is a wooden pile bridge with a wooden leaf draw.
The city maintains the part within its limits. The bridge
was originally built in 1837. The draw and the adjoin-
ing bay were repaired in 1907, and during the past year
the rest of the bridge was entirely rebuilt. Four bents
of oak piles were driven, new hard pine caps, stringers
and lower planking were put in and spruce sheathing
and sidewalk plank laid. The work was done under a
contract with WiUiam H. Ellis at a cost of $2,743. The
abutment was also repaired where the sewer outlet
passes through it.
Harvard Bridge {from Boston to Cambridge) .
This is an iron bridge with an iron turntable draw, and
was built in 1887-91. This bridge is in the care of the
Commissioners for the Boston and Cambridge Bridges,
and the city pays one-half the cost of maintenance.
The roadway of the fixed spans was repaired in 1901-02
and a wooden block paving laid. In 1905 the asphalt
walks were replaced by 3-inch hard pine and the railings
were painted. During the year the draw span has been
thoroughly repaired and raised about 2 inches by the ,
insertion of metal shims between the girders and the^
drum. This raising was necessitated by the gradual
shrinkage and compression of the timber work on which
the draw rests. New hard pine roadway stringers and
new roadway flooring have been laid, the end floor
beams have been strengthened and the apparatus for
lifting the ends of the draw has been thoroughly
repaired. The draw span is now in good condition.
The draw fender pier and the fender guards should be
repaired and the whole bridge painted. It is recom-
mended that this work be done this year.
Harvard Street Bridge {over Midland Division, New York,
New Haven & Hartford R. R., Dorchester).
This is a steel bridge, built in 1904, under an agree-
ment between the city and the N. Y., N. H. & H. R. R.
The steel work is very rusty and should be cleaned and
28 City Document No. 14.
painted this year, and the deck planking should be
renewed within a couple of years. Otherwise the bridge
is in good condition.
Huntington Avenue Bridge {over Boston & Albany R. R.) .
The old bridge built in 1872 has been removed and a
new bridge built during the year. (See page 50.)
Huntington Avenue Bridge (over Muddy River).
This is a semicircular masonry arch of 15 feet span. It
was built in 1893 and is maintained by the park depart-
ments of Boston and Brookhne.
Hyde Park Avenue Bridge (over Stony Brook).
This is a stringer bridge of 19 feet 9 inches clear span
measured at right angles, and was built in 1904. It is in
good condition.
Ipswich Street Bridge (over Waterway, in the Fens).
The bridge was built in 1898, and is in good condition,
except the railings, which should be painted this year.
Irvington Street Footbridge (over Providence Division, New
York, New Haven & Hartford R. R.).
This is a steel footbridge and was built in 1892. It is
in fair condition, but will need painting in another year.
L Street Bridge (over Reserved Channel, South Boston).
This is a wooden pile bridge with an iron retractile
draw. It was built in 1892. A new spruce deck has been
put on the draw, a few stringers have been renewed, part
of the draw has been painted, and some work has been
done on the pier and track stringers. The bridge should
be painted, except the part done last year, the water-
way and planking on the pier and the sidewalks should
be repaired. The piling in the fender guards and under
the 6-foot walk are in poor condition. The planking
under the abutment and wing walls on the South Boston
side is being eaten by the worms and additional gravel
should be deposited about the planking.
Leverett Pond Footbridge (in Leverett Park).
This is a segmental masonry arch of 24 feet span and 5
feet 5 inches rise. It was built in 1894, and is maintained
by the Park Department.
Engineering Department. 29
Longivood Avenue Bridge {over Muddy River and Boston
& Albany R. R.).
The original wooden structure was built in 1857 and
rebuilt in 1877. The present masonrj^ arches were
erected in 1899 by the park departments of Boston and
Brookline, and are maintained jointly by them.
Maiden Bridge {from Charlestown to Everett).
This is a wooden pile bridge, with a retractile steel
draw, and was rebuilt in 1900-01. The planking on the
draw has been repaired and is now in fair condition.
The bridge should be painted, the walks should be resur-
faced, the paving should be repaired and some of the
capsills on the pier should be renewed; about 50 feet
of fence should be built on the wing of the abutment.
Otherwise the bridge is in good condition.
Massachusetts Avenue Bridge {over Boston & Albany R.R.).
The original bridge was built in 1876 and the present
structure in 1908. It is a deck plate girder bridge with
steel floor beams, 6-inch hard pine roadway and 4-inch
sidewalk planking. The roadway is paved with wooden
blocks and the sidewalk with paving brick. It is in
good condition.
Massachusetts Avenue Bridge {over Providence Division
New York, New Haven & Hartford R. R.).
This is an iron bridge built in 1876. The roadways
carrying street cars were strengthened in 1908, and new
sidewalks were built last year. The middle roadway
should be repaired and the whole bridge painted this year.
Mattapan Bridge (from Dorchester to Milton).
This is a three-arch bridge of Melan construction with
granite facing. It was built in 1902 by the Metropolitan
Park Commission and is maintained by it. The arches
are semicircular, two spans being 14 feet and one 50 feet;
the bridge has one 56-foot roadway and two 12-foot
sidewalks. It is in good condition.
Maverick Street Bridge {over the Boston & Albany R. R.,
East Boston).
This is a through steel plate girder bridge, built by the
railroad company in 1906 under the decree of the Superior
30 City Document No. 14.
Court abolishing the grade crossings in East Boston.
The surface of the bridge is maintained by the city and
the rest of the structure by the railroad company. The
fence should be painted. The bridge is in good con-
dition.
Meridian Street Bridge {from East Boston to Chelsea).
This is a wooden pile bridge with a wooden turntable
draw on a pile foundation. The original structure was
built in 1858. It was rebuilt soon afterwards, and was
widened and rebuilt in 1884, excepting the draw, which
was built in 1875-76. The chords of the draw were
rebuilt in 1896. The main part of the bridge was
strengthened for the use of heavy electrics in 1906, and
the draw was repaired and strengthened in 1907. Con-
siderable work has been done on the waterways. The
draw should be adjusted. The roadway planking, the
waterways and the pier are in very poor condition. The
bridge should be rebuilt within two years.
Milton Bridge {from Dorchester to Milton).
The city maintains the part within its limits. The
original structure is very old. It was widened in 1871-
72. The older part of this bridge was built of stone,
and the widening is an iron structure on stone columns.
The westerly sidewalk was rebuilt on new iron girders
and floor beams in 1900. The sidewalks have been
rebuilt and the iron beams and girders painted. The
old planking on the bridge should be uncovered and
examined, and it will probably need renewal. One of the
capstones over the first waterway is cracked.
Mt. Washington Avenue Bridge {over Fort Point Channel).
This bridge was removed during the past year and
the channelway dredged.
Neponset Bridge {from Dorchester to Quincy) .
The city maintains the part within its limits. The
original structure was built in 1802. The steel draw
and the adjoining upper part of the bridge has been
rebuilt. The Boston end of the bridge, built in 1877,
is in poor condition and should be rebuilt; the piers are
in very poor condition.
Engineering Department. 31
Neptune Road Bridge {over Boston, Revere Beach & Lynn
R. R.).
This is an iron bridge, built in 1887-88, and is main-
tained by the Park Department. The sidewalk plank-
ing has been renewed; the bridge should be painted.
Otherwise it is in good condition.
Newton Street Bridge {over Providence Division, New
York, New Haven & Hartford R. R.).
This is an iron bridge, built in 1872. A new lower
planking has been laid this year and such stringers as
were found in poor condition have been replaced by new
timber; new fences have been built and the ironwork
cleaned and painted. This bridge is one of the oldest
in the city, but can probably be maintained in safe con-
dition for two or three years longer if carefully watched
and the deck is kept in good condition.
Norfolk Street Bridge {over Midland Division, New York,
New Haven & Hartford R. R., near Blue Hill
Avenue Station).
This is a through lattice girder bridge, and was built by
the railroad company in 1902. The surface of the bridge
is maintained by the city and the rest of the structure
by the railroad company. The steel work has been
painted and the bridge is in good condition except side-
walk planking, which should be renewed or thoroughly
repaired.
Norfolk Street Bridge {over Midland Division, New
York, New Haven & Hartford R. R., near Dorchester
Station).
This is a steel bridge, built in 1905, under an agreement
between the city and the N. Y., N. H. & H. R. R.
The bridge is very rusty and should be painted and the
boxing at the trusses should be repaired. Otherwise the
bridge is in good condition.
North Beacon Street Bridge {from Brighton to Watertown) .
The city maintains the part within its limits. This
is a wooden pile bridge with a wooden leaf draw. The
original structure was built in 1822, and the present one
in 1884. The bridge is in poor condition. It should
be rebuilt without a draw.
32 City Document No. 14.
North Harvard Street Bridge {from Brighton to Cambridge).
This bridge was originally built in 1662, and was
rebuilt, except the piling, in 1879; the draw was built in
1891. The bridge is in the care of the Commissioners
for the Boston and Cambridge Bridges; the city pays
one-half the cost of maintenance. The bridge is in very
poor condition, and the building of a new bridge should
be commenced at once.
Northern Avenue Bridge {over Fort Point Channel).
(See page 53.)
Oakland Street Bridge {over Midland Division, New
York, New Haven & Hartford R. R.).
This is a new steel plate girder bridge, built by the
railroad company in 1902 under the decree of the Supe-
rior Court abolishing the grade crossing at this point.
The surface of the bridge is maintained by the city and
the rest of the structure by the railroad company. The
steel work has been painted and slight repairs made to
the sidewalks during the year; the planking of both
walks should be renewed this year.
Perkins Street Footbridge {over Boston & Maine R. R.
and Boston & Albany R. R., in Charlestown) .
This bridge was built in 1900 and opened to travel
February 2, 1901. It has two spans of wooden stringers
and one span of steel Pratt trusses. The surface is
maintained by the city, the rest of the structure by
the railroad companies. The fence has been repaired
and painted. The bridge should be painted. The
smoke from locomotives is eating part of the steel of
this bridge rapidly, and it will soon need repairing.
Porter Street Bridge {over Boston & Albany R. R.,
East Boston).
This is a through steel truss bridge, built in 1906-07 by
the railroad company under the decree of the Superior
Court abolishing grade crossings in East Boston. The
surface of the bridge is maintained by the city and the
rest of the structure by the railroad company. It is in
good condition.
Prescott Street Bridge {over Boston & Albany R. R.,
East Boston).
This is a new through steel plate girder bridge, built by
the railroad company in 1906-07 under the decree of the
Engineering Department. 33
Superior Court abolishing grade crossings in East Boston.
The surface of the bridge is maintained by the city and
the rest of the structure by the railroad company. The
bridge should be painted. Otherwise it is in good con-
dition.
Prison Point Bridge {from Charlestown to Cambridge).
This bridge includes a steel draw and its landings and
was built in 1907. The original bridge was built in 1833.
The bridge is in the care of the Commissioners for the
Boston and Cambridge Bridges, and the city pays one-
half the cost of maintenance. The shafting has been
adjusted and the machinery has been housed in. A
drawtenders' house should be provided and part of the
old pier should be rebuilt.
Public Garden Footbridge.
This is an iron bridge and was built in 1867. Some
new wooden floor beams were put in during the year, but
the entire woodwork should be renewed this year, as
recommended in last year's report, if it is proposed to
keep the present structure in service.
Saratoga Street Bridge (over Boston & Albany R. R.,
East Boston).
This is a through steel plate girder bridge, built in 1907
by the railroad company under the decree of the Superior
Court aboHshing grade crossings in East Boston. The
surface of the bridge is maintained by the city and the
rest of the structure by the railroad company. The
bridge should be painted; otherwise it is in good con-
dition.
Scarboro' Pond Footbridge (in Franklin Park).
This is an elliptical masonry arch of 40 feet span and
8 feet 3 inches rise. It was built in 1893 and is main-
tained by the Park Department.
Shawmut Avenue Bridge (over Boston & Albany R. R.
and Providence Division, New York, New Haven
& Hartford R. R.).
The original bridge, built in 1871, was removed and a
new through plate girder bridge erected in 1904. The
bridge is in good condition, but should be painted in a
thorough manner this year.
34 City Document No. 14.
Southampton Street Bridge (over South Bay Sluice).
This is a wooden bridge, built in 1875 as a temporary
structure. It is in very poor condition and should be
rebuilt.
Southampton Street Bridge {over Old Colony Division,
New York, New Haven & Hartford R. R.).
This is a steel plate girder bridge, built in 1901-02.
The surface is maintained by the city, the rest of the
structure by the railroad company. The bridge has
been redecked and the boxing at the girders renewed.
The bridge should be painted.
Spring Street Bridge (from West Roxhury to Dedham).
This is a stone bridge. The city maintains the part
within its limits. The piers and arches were pointed in
1905 and granite copings, surmounted by iron railings,
built on both sides of the bridge. The part within the
city's limits is now in good condition, but the railings
should be painted the coming summer.
Summer Street Bridges {over A, B and C Streets).
These bridges were built in connection with the aboli-
tion of the grade crossing on Congress street and were
opened to travel in 1900. The bridge over A street is a
steel deck plate girder structure, with a paved roadway
of granite blocks and asphalt sidewalks.
The bridge over B street is a through plate girder
structure, with a paved roadway of granite blocks and
asphalt sidewalks.
The bridge over C street is a two-span steel beam
structure, with brick and concrete arches turned between
the beams; the roadway is paved with granite blocks
and the sidewalks with asphalt.
These bridges are in good condition, except that those
over B and C streets should have some painting done on
them.
Summer Street Bridge {over Fort Point Channel) .
This bridge was built in 1899-1900 in connection
with the abohtion of the grade crossing on Congress
street. It is a four-span deck plate girder bridge, resting
on masonry piers, with two retractile draws over a 50-
foot channelway. The roadway of the fixed spans has a
Engineering Department. 35
granite block paving, and the sidewalks have asphalt
wearing surfaces. The whole structure should be
painted this year and the draws and the draw founda-
tions should be replanked.
Summer Street Bridge {over New York, New Haven &
Hartford R. R. Freight Tracks).
This bridge was built in 1900 in connection with the
abolition of the grade crossing on Congress street, and is
maintained by the city and the railroad company, the
former maintaining the wearing surface and the latter
maintaining the rest of the structure. It has four spans,
consisting of three through trusses each, and has a
granite paved roadway and asphalt sidewalks. The
whole bridge is now in good condition with the exception
of the sidewalks. The walks laid on this bridge were
made of an asphalt composition containing but a small
percentage of asphalt; they are now in very poor con-
dition and should be rebuilt or resurfaced this year.
Sumner Street Bridge {over Boston & Albany R. R.,
East Boston).
This is a through steel plate girder bridge, built by
the railroad compan}^ in 1908 under the decree of the
Superior Court abolishing the grade crossings in East
Boston. The bridge was opened to travel of all kinds
June 22, 1908. The surface of the bridge is maintained
by the city and the rest of the structure by the railroad
company. It is in good condition.
Warren Bridge {from Boston to Charlestown).
This is a wooden pile bridge, with a double retrac-
tile iron draw. The present structure was built in
1883-84. The downstream pier and wharf have been
replanked and some stringers have been added ; some of
the deck planking and the downstream corner of the
waterway have been repaired; the lower part of the
draw has been painted and miscellaneous repairs have
been made. The fender guards on the Charlestown
side are in poor condition; the sides of the waterway,
the planking on the upstream wharf and in the draw pit
should be extensively repaired ; the curbing on the draw
should be realigned; the landing shoes need adjustment;
the sidewalk and fencing on the westerly side of the
bridge, city end, should be extended about 20 feet, and
36 City Document No. 14.
the concrete sidewalks should be resurfaced. The mid-
way sections near the gates should be rebuilt; additional
oak sleepers are needed on the track timbers, and a few
sidewalk piles should be strengthened.
Webster Street Footbridge {over Boston & Albany R. R.,
East Boston).
This is a new through steel truss bridge, built by the
railroad company in 1908 under the decree of the Superior
Court abolishing the grade crossings in East Boston.
The surface of the bridge is maintained by the city and
the rest of the structure by the railroad company. It
is in good condition.
West Fourth Street Bridge (over Old Colony Division, New
York, New Haven & Hartford R. R.).
In 1893-94 the grade crossing of the Old Colony R. R.
on this street was abolished, and an iron bridge built,
extending from the end of Dover Street Bridge, at the
South Boston side of Fort Point channel, to the easterly
line of Foundry street. The surface is maintained by
the city, the rest of the structure by the railroad com-
pany. The sidewalk planking has been put in fair con-
dition. Some of the stringers near Dover Street Bridge
and some of the boxing are in poor condition and need
repairing and the bridge should be painted.
West Rutland Square Footbridge (over Providence Division,
New York, New Haven & Hartford R. R.).
This is an iron footbridge, built in 1882. New treads
have been built on all stairways during the past year
and the bridge is now in fair condition.
Western Avenue Bridge (from Brighton to Cambridge).
This bridge is in the care of the Commissioners for
the Boston and Cambridge Bridges, and the city pays
one-half the cost of maintenance. The draw and upper
part of this bridge is now being rebuilt. The bridge
was closed to team travel December 14, 1909, provision
being made for foot travel across the channel by a
temporary bridge. (See page 70.)
Western Avenue Bridge {Brighton to Watertown).
The city maintains the part within its limits. This
is a wooden pile bridge with an iron draw, and was
Engineering Department. 37
rebuilt in 1892-93. Only minor repairs have been made;
the Boston end of the draw should be raised; the draw
should be adjusted and the bearings under the ends of
the girders should be renewed; the planking and capsills
on the piers and along the waterways should be repaired ;
some of the spur shores are broken and should be refitted ;
the sidewalk planking and deck planking on draw and
main bridge need renewal, also some of the planking on
the draw foundation, and the bridge should be painted
this year; some of the piles in the fender guard are in
poor condition.
Winthrop Bridge (from Breed's Island to Winthrop).
This is a pile bridge without a draw. It was origi-
nally built in 1839; it was rebuilt in 1851; exten-
sively repaired in 1870 and has been repaired many
times since. The abutment at the Winthrop end needs
pinning up, as there has been some settlement; the
bulkhead at the Boston end, some of the outside bolsters
and the roadway planking are in very poor condition.
Some of the piles are somewhat eaten by worms; the
piles in deep water should be examined by a diver, and
additional piles may be needed. The waterway should
be partially filled, and the bridge should be rebuilt of a
shorter length. If this bridge is to be kept in service
extensive repairs should be made at once.
Wood Island Park Footbridge.
This is a steel footbridge, built in 1898-99, and con-
nects Prescott street. East Boston, with Wood Island
Park, spanning the tracks of the Boston, Revere Beach
& Lynn R. R. The bridge is in good condition.
Bridges wholly Supported by Railroad Corporations.
Harrison Avenue Bridge, over the Boston & Albany
R. R. is in poor condition and should be rebuilt. The
other highway bridges maintained by the several rail-
road companies are in good or fair condition.
38 City Document No. 14.
SURVEYING DIVISION.
The work of the Surveying Division during the past
year has consisted of the making of such surveys and
plans as have been required by the several city depart-
ments, and giving lines and grades of public streets
when requested by abutters intending to build.
* Forty-two petitions requesting that catch-basins
should be constructed were reported upon to the Sewer
Division.
* One hundred and two plans of streets showing pro-
posed locations of future catch-basins were furnished
on request of the Sewer Division.
* Two hundred and fifty-five catch-basins were staked
out on request of the Sewer Division, and duplicate
sketches showing locations of spikes, ties, etc., were
furnished.
* Measurements have been obtained on twenty-five
streets for the Sewer Division, for the purpose of making
sewer assessments.
* Two hundred and forty-four plans of proposed
underground pipes, conduits, etc., were examined for
the Sewer Division, and locations for proposed future
catch-basins were marked on plans.
Three hundred and forty-two notices of contracts to
lay artificial stone sidewalks were received, lines and
grades were marked, the work measured when com-
pleted and reported upon to the Street Department.
In one hundred and thirty cases the Street Depart-
ment was notified that existing edgestones should be
reset preparatory to the laying of artificial stone.
Seventy notices of the completion of repairs to arti-
ficial stone sidewalks were received, the work measured
and reported upon to the Street Department.
Twenty-nine petitions to make sidewalk openings for
areas, bulkheads, etc., were received from the Street
Department and reported upon.
One hundred and sixty-nine requests for edgestone
were examined and the amount required reported upon
to the Street Department.
* This work was performed jointly by the Engineering and Street Laying-Out Depart-
ments.
Engineering Department.
39
Sidewalk grades for forty-one streets were furnished
engineers and architects for plans of twenty-one new
buildings.
Eleven plans of streets were made for sidewalk assess-
ments on request of the Street Department.
Eighteen hundred and eighty-six orders were attended
to for the Highway Division ; these consisted of staking
out new streets for construction, giving lines and grades
for repairs and reconstruction of old streets, testing
lines and grades after completion of work, and measur-
ing the amount of work performed and making plans
showing quantities to be assessed upon abutting owners.
Estimates for grade, land and building damages and
cost of construction were furnished the Street Commis-
sioners on thirty-one streets.
The hues and grades of twelve streets, for which the
Street Commissioners were petitioned for authority to
open as private ways, were examined and reported upon.
* Six miscellaneous reports were made to the Sewer
Division.
Nineteen miscellaneous reports were made to the
Highway Division.
The following table gives the comparative annual
amounts of paving work measured by the Surveying
Division of the Engineering Department for sixteen
years :
Year Ending
January 31.
s
£.2
1"
J
r
pa
ifi
1895
1896
1897
1898
1899
23,487
129,383
120,158
154,718
76,991
86,354
264,982
245,410
104,133
60,555
30,899
67,114
140,878
52,380
1,743
5,161
12,007
60,472
64,952
100,414
56,541
60,803
161,428
188,041
135,310
65,474
54,455
65,132
101,118
76,216
6,706
2,061
5,175
32,940
24,976
36,658
14,249
17,323
61,356
30,324
5,077
4,815
184
1,264
17,390
3,386
742
944
6,168
68,701
68,178
94,003
43,930
48,946
147,863
131,487
59,051
29,078
16,268
27,544
82,044
30,339
1,423
2,277
3,962
12,296
13,471
13,599
11,652
14,221
16,541
15,565
14,119
12,806
9,906
12,981
20,135
16,635
14,846
21,547
11,738
183
2,971
4,019
1,619
789
489
698
25
248
196
3,551
3,716
1,926
83
23
1,406
1,297
394
27
1900
1901
16
2,377
1902 . .
1903
1904
1905
1906
62
1907
1908
1909
1910
* Thia work was performed jointly by the Engineering and Street Laying-Out Depart-
ments.
40
City Document No. 14.
Table showing the amount of paving work measured by the
Surveying Division for the year ending January 31, 1910, by
districts :
Districts.
•Eg
CO
11
3
1"
If
r
(3 .
¥
3
3
1
1
O
1^
1
Old.
New.
Old.
New.
Old.
New.
Old.
Old.
New.
iVet«.
New.
iVeto.
Old.
72
134
728
523
1,345
487
2,910
12,245
1,720
1,383
Roxbury
2,441
85
137
87
580
l,83i
887
29
97
215
204
21
1,671
684
16
142
8
629
"923
22
1,900
1,104
?3
Totals
1,457
20,090
2,750
2,411
1,228
833
944
1,693
584
166
1,900
1,104
?S
Table showing the amount of paving work measured by the
Surveying Division for the year ending January 31, 1910, by
months :
Months.
II
>HCO
p
3
fi
¥
m
1.
rl
r
1
3
|a
•3
i
!
1909. Old.
New.
Old.
New.
Old.
New.
Old.
Oid.
New.
New.
ATetz;.
ATew.
Old.
March
671
1,041
1,300
6,125
697
2,238
3,420
4,500
98
137
87
1,831
97
215
629
■923
22
1,900
1,104
June
10
July
233
520
56
226
7
415
August
85
29
132
8
November
882
1,559
580
311
576
204
21
567
1,104
584
16
?3
1910.
Totals
1,457
20,090
2,750
2,411
1,228
833
944
1,693
584
166
1,900
1,104
23
Engineering Department. 41
Surveys and plans have been made for the taking of
land for school purposes on Fayette street and Knox
street, city proper, for an addition to the Abraham
Lincoln School lot; on Massachusetts avenue, city
proper, of estate purchased for a girls' industrial school;
on Webster street and Brigham street. East Boston; on
Reed street, Hunneman street and Harrison avenue,
Roxbury; on Ruggles street and Winthrop place,
Roxbury; and on Hutchings street and Brookledge
street, Roxbury.
Plans were made for the Public Buildings Department
of Central square, East Boston, for the proposed erec-
tion of a courthouse; and of the primary schoolhouse
site on Poplar street, West Roxbury, sold at public
auction.
A plan was made for the Water Department, showing
the taking of land for the purpose of laying a water main
from Long Island to Spectacle Island.
A plan was made for the Fire Department of land and
wharf on Lewis street, East Boston.
Plans were made for the revision of grades of four
streets, in connection with the abolition of grade cross-
ings on the line of the Old Colony Railroad, between
Harrison square and Neponset.
Plans were made of Dover street and West Fourth
street, showing revised grades occasioned by the aboli-
tion of the grade crossing with the Old Colony Railroad.
Surveys and plans have been made for the Park
Department of land to be taken for park purposes; on
Boardman street and Saratoga street. East Boston,
for a playground; on West Third street, Bolton street
and B street, South Boston, for a playground; on West
Fifth street and Gold street. South Boston, for a play-
ground; on Norfolk avenue and Proctor street, Roxbury,
for a playground; and of Savin Hill Park, in Dorchester.
A plan of the Dorchester lockup on Miller's lane
was made for the purpose of showing the property con-
veyed by the City of Boston to Walter Baker Company.
Ninety-eight plans of interiors of schoolhouses, to
be used for polling places, were made for the Election
Department.
A plan was made of a portion of Newton, proposed
to be annexed to the City of Boston, embracing the
property of Boston College and others.
Among the more important plans made for the Street
42 City Document No. 14.
Laying-Out Department may be mentioned those
showing the extension of Dix place to Tremont street;
the widening of Hyde Park avenue from Ashland street
to the Hyde Park line ; and studies for the development
of the Park square property.
Petitions for the registration of land in the Land
Court are referred to the Mayor whenever the City of
Boston is an interested party.
These cases are examined by the Law Department
and the Surveying Division of the Engineering Depart-
ment for the purpose of protecting the city's interests.
During the year seventy-five such cases have been
investigated.
There were 109 accident and other plans made for the
Law Department.
In connection with the Surveying Division there
have been 1,242 titles examined, 415 deeds and 353
plans copied from the Registry of Deeds.
Thirty-six hundred and thirty-eight blueprints have
been made during the year.
List of plans of takings for Sewerage Works filed
during the year ending February 1, 1910:
East Boston.
Ashley avenue, from Ashley avenue to Leyden street.
Ashley avenue, from Ashley avenue to Leyden street,
additional.
Luhec street, from Prescott street southwesterly.
ROXBURY.
Lamont street, from Lamont street to Prentiss place.
Marhury terrace, in railroad land at end of.
Vila street, from Longwood avenue to Riverway.
West Roxbury.
Belgrade avenue. Three plans from Belgrade avenue to
Birch street. Wood and Shepard land.
Grew avenue, from Canterbury street to Hyde Park line.
Stony brook, from Morton street northeasterly.
Stony brook, additional at Morton street.
Washington street, from Washington street to Stony
brook.
Wilfret street, from Wilfret street to Linnet street.
Zellar street, from Hewlett street to Selwyn street.
Engineering Department. 43
Dorchester.
Burt street, from elevated car barn to Burt street, rear
of Ashmont street.
Longfellow street, along line of No. 22 Longfellow street.
Oakland Garden branch, from Greenwood street to rail-
road.
Wildwood street, additional taking from Hildreth street
to Wildwood street.
Brighton.
Harvard avenue, in rear of Princeton avenue.
The following sectional plans made under the Board
of Survey Act have been refiled during the year:
T- 77 1
T- 81
T-lOO
U- 90
U- 91
Wr_ 69 '^Dorchester 12
W- 70
X- 22
X- 36
X- 45
Y- 52 J
2- 57 j West Roxbury 2
N- 29 )
N- 30 \ Brighton 3
N- 31 ) —
17
Forty-three assessment plans were made for the
Street Commissioners.
Sixty-one plans and profiles, representing a total
length of seven and one-sixth miles, showing buildings,
property owners' names, established grades, area of
land taken, or to be taken, for street widenings, reloca-
tions, or laying out, were completed for the Street
Laying-Out Department.
44 City Document No. 14.
The following list gives the number of orders attended
to for property owners, builders and the various city
departments from February 1, 1909, to February 1, 1910:
Street lines given 470
Street grades given 318
Street Department, Highway Division .... 1,886
* Street Department, Sewer Division .... 839
Law Department 210
Street Laying-Out Department 184
Engineering Department 80
Schoolhouse Commission 22
Transit Commission 11
Park Department 7
Police Department 7
Charles River Dam Commission 6
Building Department 5
Public Buildings Department 4
Cemetery Department 2
Wire Department 2
Water Department 2
Assessing Department 2
Fire Department 1
Hospital Department 1
Election Department 1
Mayor 1
4,061
* This work was performed jointly by the Engineering and Street Laying-Out
Departments.
Engineering Department. 45
There are on file with the Surveying Division 34,948
indexed plans.
There are also 3,563 lithographed plans in the office
at Old Court House not included in the foregoing list,
viz.:
Lithographed maps of Dorchester, made in 1869 .... 33
« « " " 1880 .... 121
« " West Roxbury, made in 1873 ... 8
« " Fort Hill, made in 1866-69 .... 77
« " Church street district, made in 1868 . 168
" " Washington street widening (parts 1, 2, 3),
made in 1860 1,186
" " Washington street extension, made in 1869 . 324
« " North street, made in 1859 .... 44
" " Stony brook, drainage area .... 10
« " Boston, made in 1866-67 .... 98
« " Boston, made in 1888 30
« " Suffolk street district, made in 1869 . . 3
« " South Boston, made in 1880 .... 60
« " Roxbury, made in 1880 81
« " burnt district 62
« " Mt. Hope Cemetery 19
« " Winthrop Farm 49
* " Hanover avenue 44
" " Muddy river 41
" " Pemberton square, courthouse site . . 195
* " East Newton street, lots on, sold by auction,
made in 1888 42
" " public lands in South Boston, sold by auc-
tion, made in 1885 82
" " public lands in South Boston, sold by auc-
tion, made in 1888 8
" " Boylston street, old Pubhc Library lot . . 17
" " public lands in South Boston, sold by auc-
tion, made in 1882 ..... 136
" " Boston Directory map, made in 1886 . . 60
" " Boston, scale 1,600 feet to an inch, made in
1890 74
" " Boston, scale 800 feet to an inch, made in
1891, colored plans 5
" " Boston proper, scale 500 feet to an inch,
« made in 1894 10
« « Exhibit No. 1, City Surveyor's Report, 1893, 34
" « Exhibit No. 2, City Surveyor's Report, 1893, 63
« « Exhibit No. 3, City Surveyor's Report, 1893, 96
" " High street, pubUc lands sold by auction . 16
" " Beacon Hill, State House site ... 38
* " Harrison avenue. Savage Schoolhouse lot,
auction plan 57
** " Boston proper, showing changes in street
and wharf hues from 1795 to 1895 . . 172
3,563
46 City Document No. 14.
MISCELLANEOUS WORK AND CONSTRUCTION.
Abolishment of Grade Ceossings on the Boston,
Revere Beach & Lynn Railroad.
This matter has been under consideration throughout
the year. Several plans and estimates have been made,
especially those relating to the doing away with the
grade crossing on Saratoga street. Careful surveys,
plans and estimates have been made for the abolish-
ment of this crossing. The subject is now being con-
sidered by the Board of Railroad Commissioners, to
whom it was referred by the Superior Court. Several
hearings have been held but no report has as yet been
made.
AsHMONT Street and Dorchester Avenue Bridge.
In the autumn plans and specifications were prepared
for extending this bridge northerly on the line of the
railroad, and on November 11 a contract was made
with Jones & Meehan for doing the work. Nothing has
been- done upon the ground, but construction will begin
as soon as the weather is favorable.
Boston Common Survey.
During the year, at such times as could be spared from
other work, a topographical survey of the Common has
been in progress and it is nearly completed.
Boston Common Water Pipes.
Plans have been made for a system of piping to supply
water for irrigation. These provide for about 4,500
lineal feet of 6-inch main pipe and 3,200 lineal feet of
4-inch branch pipe for supplying hydrants. There
are to be 34 hydrants, so placed that all parts of the
grounds where there are trees can be reached by lines of
hose not exceeding 125 feet in length.
On December 6 a contract was made with the Florence
Iron Works of Philadelphia, Penn., for furnishing the
pipe required. The pipe has all been delivered on the
Common at a cost of $3,225.68.
Engineering Department. 47
On November 29 a contract was made with the
Lumsden & Van Stone Company of Boston for furnish-
ing special castings for gates, hydrants, bends, etc.
These have all been delivered at a cost of $479.
The small supplies and the shop work on the gates and
hydrants have been furnished by the Boston Water
Department.
On December 1 a contract was made with the Rowe
Contracting Company of Boston for laying the pipe.
Work was begun on December 2 but has not been
completed.
Boston Consumptives' Hospital.
The work of building the service road under the con-
tract with B. F. Carroll of Brookline, dated June 22,
1908, was completed on August 13, and he was paid
$7,404.18.
The work included the completion of the grading of
the road and adjoining slopes, excavation for water
pipe, building drains for surface water and the surfac-
ing of the road. The road is 1,373 feet in length and
15 feet in width except in the rear of the hospital ward
building where it is 25 feet wide. The road extends
from River street along the easterly boundary of the
hospital property to the service entrance to the first
ward building. A paved gutter 3 feet wide is laid on
the easterly side of the road; the remainder of the road
surface is a telford macadam 12 inches thick. Drains
were built for carrying the surface water from the road.
On account of the large area of adjoining land draining
on to the road, pipes varying in size from 12 to 24 inches
in diameter were required; five catch-basins of the
standard size of the Street Department were built; the
drain discharges into a previously existing culvert under
River street; this culvert has an inadequate outlet on
the southerly side of the street and a larger pipe should
be laid from this point to the Neponset river. Where
the road is in excavation 6-inch agricultural tile drains
surrounded by broken stone were laid on the easterly
side of the road to take care of the ground water.
On August 10 a contract was made with J. H. Fer-
guson for doing work around the power house, including
the building of a road from the service road to the coal
pocket of the building, the grading of a road to the boiler
room entrance and tlie building of a concrete area wall
48 City Document No. 14.
and steps at the entrance to the laundry; this contract
also included the grading of the grounds between the
service road and the new ward building. Work under
this contract was completed on December 2 at a cost
of $1,440.43.
Chelsea Street Bridge, East Boston to Chelsea.
The contract with W. H. Ellis for building the draw
foundation and both ends of the bridge, mentioned
in the last annual report, was so far advanced in
May that the completion of the work was delayed until
the new draw, built under another contract, could be
swung into position. The entire work was completed
January 10, 1910.
A contract was made May 7, 1909, with the New
England Structural Company for building a new steel
draw, which was completed December 9, 1909. The new
draw span is of the center bearing swing type, a riveted
steel structure on a pile foundation. It is 30 feet wide
between the centers of the main plate girders and 175
feet in length. The outer ends of the four main girders
are supported by a center tower with eyebar suspension
rods. The floor beams and stringers are steel and the
bridge surfacing, both of the roadway and sidewalk, is
wood. The draw has a roadway 22 feet 2 inches wide
between curbs, and one sidewalk 6 feet in width. It
carries two street car tracks, and is designed for the
heaviest passenger trolley cars used by the Boston
Elevated Railway Company. The draw span is turned
by electricity, the current being furnished, free of cost,
by the street railway company. The ends of the
draw span are raised and supported by steel wedges
operated by hand gearing. The motor, controller and
rheostat for operating the draw were furnished by the
General Electric Company and installed by the Barnes-
Pope Electric Company. The operating machinery was
furnished and installed by the Walworth Construction
and Supply Company, except the gearing, which was
furnished by the Holyoke Machine Company. The
draw was swung into position and opened to foot travel
November 22, 1909, and was fully opened to team travel
January 3, 1910.
Kr' A drawtenders' house has been built on the pier by
W. H. Ellis. The hot-water plant for the house was
furnished by A. B. Franklin.
The total cost of the work to January 31, 1910, was
Engineering Department. 49
$47,422.96, some of the work being still under construc-
tion at the close of the fiscal year.
Deer Island Shore Protection.
Several studies were made to ascertain some method
of preventing further encroachment of the sea upon
that part of the northerly shore of the island between
Shirley Gut and the North Head sea wall. From a
comparison of former surveys with those made recently
it was found that there has been a constant encroach-
ment by the sea upon this part of the island; since
1860 about seven acres have been washed away, the
present high water line on a portion of this shore being
now about 400 feet back of its location in 1860. This
wasting has been partially offset by the deposition of
material by the sea on the Shirley Gut side of the island
to and above high water over a considerable area.
Plans w^ere made for a riprap breakwater and bids
were received on August 2 for its construction, but no
award was made as the bids were considered to be too
high. The matter was further considered and a plan
was made for a concrete sea wall on the shore line.
Alternative bids were advertised for, for a breakwater on
either of two lines or for the concrete wall. A contract
was made on September 22 with J. H. Ferguson for
building the concrete wall. Work was begun on Sep-
tember 29, and about 300 lineal feet of wall was practi-
cally completed before the close of the season.
Fire Station on Walk Hill and Wenham Streets.
Surveys, plans and specifications were made for
grading the grounds and building a retaining wall on
the northerly side of the land upon which a building
for the Fire Department was to be erected, and on June
30 a contract was made with the Coughlan & Sheils
Company for doing the work. The work was finished
on September 7 at a cost of $3,325.
The front part of the lot where the building was to
be placed was graded to a level grade of 73 feet above
city base with slopes of 2 to 1 from this grade up to the
original surface of the rear part of the lot. A retaining
wall of concrete was built just inside of the northerly
property line to support the adjoining estate. The
wall is 111 feet in length, of a height varying from just
above the surface of the ground at the ends to a height
of 14.5 feet above the new grade of the ground in front.
50 City Document No. 14.
The wall is of Portland cement concrete composed of
one part of cement to two parts of sand and four parts
of broken stone or gravel. Ballast of stone chips was
placed in rear of the wall.
Huntington Avenue Bridge over Boston & Albany
Railroad.
A contract for rebuilding Huntington Avenue Bridge
over the Boston & Albany Railroad was made with
the Boston Bridge Works, Incorporated, the lowest
bidder, on June 3, 1909. The work of reconstruction
was begun at the bridge site August 16 and completed
December 12, 1909.
The original bridge was built in 1872, and in its
thirty-seven years' service it had become badly cor-
roded by the action of the locomotive gases. For
several years prior to its removal, the iron girders
carrying the street railway tracks had been supported
at about mid-span upon a timber trestle placed between
the tracks of the Boston & Albany Railroad. Upon
removing the old bridge floor the very serious corrosion
became apparent and the condition of the structure,
as shown in the accompanying views, illustrates in a
striking way the destructive effects of locomotive
gases upon our metal bridges.
While the original Huntington Avenue Bridge was
used for more than thirty years, its long life was due
to the fact that it was made of wrought iron. Experi-
ence shows that steel corrodes much more rapidly under
the action of locomotive gases, and a steel bridge as
ordinarily constructed may be expected to last only
fifteen to twenty years in a location such as this.
A notable feature of the reconstructed bridge is the
use of concrete for the protection of all steel work
beneath the bridge floor; the concrete protection of
the steel work being reinforced by steel in a manner
similar to that used at the Boylston Street Bridge in
1908. It is expected that the concrete protection will
greatly prolong the life of this structure and reduce the
cost of maintenance to almost nothing, so that not-
withstanding the larger first cost this bridge should
show considerable economy over a structure in which
metal work is unprotected.
The new bridge is a deck plate girder structure, 89
feet 2 inches in length between faces of parapets by
100 feet in width, and consists of sixteen heavy steel
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Huntington Avenue Bridge. Tloor Construction and Encasement of Steel.
Engineering Department. 51
girders between which are placed steel floor beams.
The concrete protection of the girders is about 4 inches
in thickness, and the floor beams are encased in, and
protected by, concrete floor arches. The roadway
of the bridge is surfaced with a brick block pavement,
beneath which there is a layer of waterproofing. The
sidewalks have an asphalt surface on a concrete floor.
Provision for water pipes and for structures of public
service corporations is made beneath the bridge. Over
the water pipes, which are beneath the sidewalks, the
concrete floor has been constructed in the form of
removable slabs so that access to the pipes may be had
when occasion requires.
In the middle of the roadway are laid two tracks for
the surface cars of the Boston Elevated Railway Com-
pany. Additional strength was provided in this portion
of the bridge so as to carry street cars of fifty tons
weight instead of the standard highway wagon load of
twenty tons. The parapets of the masonry abutments
were rebuilt and the street approaches on each side
were resurfaced to conform to the slightly altered
grade. Typical features of the bridge are illustrated
by the accompanying photographs and plates.
During the work of reconstruction, street car travel
was maintained at all times, upon one or both tracks
and team travel and foot travel were also provided for.
The reconstructed bridge represents the very latest
type of construction for bridges over steam railroads and
some of the features of the design are unique and, so far
as is known, have not been previously used elsewhere.
The cost of construction was as follows :
The Boston Bridge Works, Incorporated:
Total payments under contract for bridge
superstructure and reconstruction of
abutments and southerly approach . $47,802 45
Simpson Brothers Corporation: Street re-
surfacing 123 45
Warren Brothers Company: Resurfacing
northerly approach 558 40
Engineering and inspection .... 3,810 70
Printing, advertising and incidentals . . 152 50
Total cost of the work . . . $52,447 50
The work was done under sections 23 and 25, part 1,
chapter 463 of the Acts of 1906, as amended by chapter
52 City Document No. 14.
542, Acts of 1908, and further amended by chapter 47,
Acts of 1909, under which it is expected that the Boston
& Albany Railroad and the Boston Elevated Railway
Company will be called upon to share in the expense.
The apportionment of the cost of the work by a special
commission is yet to be made.
Independence Square Walks.
On September 29 a contract was made with the
Warren Brothers Company for replacing about 2,000
square yards of the old coal tar concrete walks with
artificial stone and for repairing the remainder of the
tar concrete walks. Work was begun on October 7
and was completed on December 14 with the exception
of a portion which was damaged by frost. Final pay-
ment has not yet been made.
Northern Avenue and Sleeper Street.
The work of building Northern avenue and Sleeper
street, as required by chapter 381 of the Acts of 1903,
has continued during the year and on February 1, 1910,
the part of the avenue and street required to be built
by the City of Boston was completed and turned over
to the care of the Superintendent of Streets. The portion,
however, from Atlantic avenue across Fort Point
channel and along Sleeper street was opened to public
travel October 26, 1908, as stated in the last report of
this department.
The act of the Legislature authorizing the work, laid
out Northern avenue from Atlantic avenue easterly to
Fort Point channel, thence across the channel and thence
across lands leased by the New York, New Haven &
Hartford Railroad and lands of the Commonwealth ; it
also laid out Sleeper street from Congress street over
the private way known as Sleeper street and over lands
of the above-named railroad company to Northern
avenue. The act further required the City Engineer of
Boston in the name and behalf of the city to construct
the portion of the avenue from Atlantic avenue to the
lands of the Commonwealth and the whole of Sleeper
street as laid out.
As the work authorized by the act of the Legislature
to be done by the city has now been completed, the
following description is given of the entire work. For
convenience this description will be divided into two
g
Engineering Department. 53
parts, one dealing only with the bridge across Fort
Point channel and the other with the approaches from
Atlantic avenue and from Congress street, and the ave-
nue on the South Boston side of the channel.
Northern Avenue Bridge.
The bridge across the channel is 80 feet wide and
consists of two through truss spans, each about 150 feet
long, separated by a swing draw span about 283 feet
long; also a short deck span of plate girders, of an average
length of 55 feet, at the South Boston end. While the
act required that the two channel ways should be "not
less than 60 feet wdde, " as a result of the hearing before
the Harbor and Land Commissioners these ways were
made each 75 feet wide in the clear.
Bridge Foundations. — The building of the substructure
of the bridge began in September, 1905, the plans for
the same having been approved by the Harbor and Land
Commissioners July 18, 1904, and by the Secretary of
War April 11, 1905.
Borings made before the work of construction was
begun showed that the bed of the channel was a layer
of soft black silt, varying in thickness from 3 to 6 feet
and overlaying a stratum of soft blue clay. The top
of this clay was from 20 to 26 feet below city base, and
extended to a depth of more than 60 feet below city
base, gradually becoming harder from the admixture of
sand and gravel until at 90 feet below city base there
was very little clay remaining in the material.
The fixed spans of the bridge are supported on masonry
piers and abutments, the Boston abutment and one pier
on the westerly side of the channel, and the South
Boston abutment and two piers on the easterly side;
the draw span rests on a masonry draw foundation pier
at the middle of the channel. The two channel piers
located on the shore sides of the channel ways are of
the same form and dimensions and similar in design to
those built at the Summer Street Bridge. They consist
of a mass of concrete supported by spruce piles forming
the foundation which extends from city base to an
elevation of 25 feet below that base. Above the founda-
tion the pier is of granite masonry laid solid in cement
mortar, and differs in outline from the usual rectangle
form in the fact that the center line of the pier follows
approximately the arc of the end of the swing draw span
which rests upon it when the draw is in position for
54 City Document No. 14.
travel. A material saving was effected in the amount
of masonry used by the adoption of this design, not
only in the pier itself but also in the foundation; the
load on the piles and underlaying material was also very
much reduced. The width of the foundation of the
pier at elevation minus 25 is 18 feet 2 inches for the
greater portion of its length, the last 1 5 feet at each end
tapering to a width of about 14 feet 6 inches at the
extreme end.
The piles were driven in alternate rows of five and
six piles each, spaced 15 inches on centers; the piles in
the rows were spaced from 27 to 30 inches on centers,
and staggered with the piles in adjoining rows. All piles
except those on the center line of the pier were driven
at an inclination of 1 in 12, spreading outward from the
centers, thus increasing the area of the foundation over
which the piles distribute the load coming on them.
Seven hundred and fifty-four piles were used under each
channel pier.
The order of construction of this pier was substan-
tially as follows: The mud and other material were
excavated to a depth of at least 3 feet below the required
bottom for the concrete; this was done to insure ample
depth for the concrete after the clay had been forced up
by the driving of the piles, clean gravel filling being
deposited where necessary to bring the bottom to the
elevation required for the concrete. The spruce piles
used were not less than 6 inches in diameter at the point
and were driven to a depth not less than 50 feet below
city base. The average length of piles driven in the
channel piers was 32| feet and, as they were driven by
an apparatus which enables the full length of the piles
to be utiUzed, the load on the piers was distributed on the
underlaying clay at a depth of about 54 feet below city
base. As soon as the piles in the pier were driven a
cofferdam made of 6-inch splined hard pine sheeting
was constructed to serve as a mold for the concrete in
the foundation. Owing to the irregular form of the foun-
dation, part of the sheeting was driven plumb and part
at an inclination of 1 in 12, the sheeting being held in
position during driving by double wale pieces attached
to piles driven outside the sheeting for that purpose.
To facihtate the laying of the masonry the top of the
cofferdam was built at about half tide, but on completion
of the work the sheeting was cut off at the top of the
lower wale pieces approximately at mean low water.
Engineering Department. 55
After the cofferdam was in place the space inclosed was
filled with Portland cement concrete composed of one
part Portland cement, two parts of sand and four parts
of sound broken stone or pebbles, all parts by measure.
The concrete was mixed by a machine mixer and deposited
through an iron chute or tube in the same manner as
was followed at Summer Street, Charlestown and Cam-
bridge Bridges, and is fully described in previous reports
of this department.
The piers above the concrete foundation are built of
granite laid solid in Portland cement mortar; the exposed
surfaces are quarry-faced, pitched to line, with no pro-
jection of more than 3 inches. The ends and vertical
joints were dressed to lay |-inch joints. The faces of
the pier under the coping show six courses of 25-inch
rise. The bottom course is composed entirely of
headers approximately 4 feet square, the other courses
being laid with alternate headers and stretchers, the
headers showing a width of 2 feet on the face and extend-
ing half way through the pier and the stretchers varying
in length between 5 and 6 feet, but of a uniform width
of 30 inches. The backing is Portland cement concrete
of the same proportions as used in the foundations;
the coping stones of the piers are 24 inches deep, quarry-
faced on vertical face and pean-hammered on top,
dressed for f-inch joints and laid solid in mortar, the
stones on the ends being doweled to the course below.
All face joints are pointed with mortar composed of
equal parts Portland cement and fine sand.
In cross section the channel piers are 8 feet 6 inches
wide under the coping, increasing in width by a straight
batter on each side to 9 feet 6 inches at the foundation,
except for a length of 9 feet at each end where these
widths are gradually reduced to about 7 feet at the
extreme end. The coping in all cases projects 6 inches
beyond the face of the body of the pier. The face of each
end of the pier was built at right angles to the center
line, and with a curved batter of 4 feet in 12 feet 6
inches.
The lengths of the channel piers measured at right
angles to center line of the bridge are as follows: At
coping 78 feet, under coping 77 feet and at top of founda-
tion 85 feet.
The pier near the abutment at the South Boston side
is the same length as the channel pier, but is rectangular
in form and of the following cross section: 7 feet wide
56 City Document No. 14.
under the coping and 8 feet at top of foundation; the
coping is also 8 feet wide. The quaUty of materials
and workmanship are the same as the channel piers,
all headers, however, extend entirely through the pier
and those of the bottom course are only 30 inches wide.
The foundation of this pier extends to 20 feet below
city base, and is 15 feet 10 inches wide at this elevation
and 12 feet 6 inches wide at the top at city base; the
length is 90 feet at both elevations. The piles were
driven in alternate rows of four and five piles each and
spaced substantially the same as in a channel pier and
driven to the same depths. A total of 320 piles were
driven in this pier.
The westerly abutment on the Boston side of the
channel is a composite masonry structure, consisting
of a front pier whose face is located on the harbor line
and five lines of longitudinal piers extending back to
the face of the old dock wall; on these piers steel I-beams
rest which support concrete arches. The foundation
of the front pier is of Portland cement concrete supported
by piles, the concrete extending to a depth of 20 feet
below city base, the width of the foundation being 11
feet at elevation 0 and 12 feet 8 inches at elevation
minus 20. The piles under the pier were driven in
alternate rows of three and four piles each, the front
piles being driven at an inclination of 1 in 12. The
soft silt was dredged out to a depth of about 3 feet
below the proposed bottom of the concrete and clean
gravel filling was deposited the same as for the piers.
After the piles were driven a cofferdam made of 6-inch
splined sheeting was constructed to serve as a mold for
the concrete foundation, the concrete being the same as
used for the piers and deposited in the same manner.
After the masonry was completed the sheeting was cut
off at city base.
The masonry of this abutment is similar in quality
to that of the piers. In cross section the abutment is
7 feet thick at its base at elevation 0 and 6 feet 6 inches
under the bridge seat at elevation 13. The bridge
seat has a total width of 7 feet, of which 5 feet is pean-
hammered on top to receive the shoe castings under
the ends of the trusses. The parapet is 2 feet wide at
the bridge seat and 12 inches at the top, which for the
roadway is at the underside of the flooring of the bridge
and for the sidewalk is at the surface of the walk. The
face of the parapet and its top are rough pointed,
Engineering Department. 57
except the top at the sidewalk parapet which is pean-
hammered. The upper course of parapet stones are
doweled to course below.
The foundations for the longitudinal walls were carried
down about 5 feet below the surface of the existing
bottom and built in three steps, the portions adjoining
the front pier being at elevation minus 12, the middle
portions at minus 7.5 and the portion near the old wall
at minus 3. In cross section the foundations of the
center and outside walls were 6 feet 6 inches wide and
the other two 5 feet wide, the piles under the former
being in rows of three piles and under the latter in rows
of two piles, all rows being spaced 3 feet 6 inches on
centers. The total number used in the abutment was
348. The driving under the foundation was much
harder than at any other location on the work, the aver-
age length of pile used being about 20 feet. The con-
crete used for these foundations was the same as for
the other work and similar sheeting was used for molds.
The longitudinal walls were carried up to about 17
feet above city base to receive the reinforced concrete
arches for supporting the surface of the street. The
walls on the outside or street line were 4 feet thick,
built of granite rubble masonry with concrete backing
and capped by a granite coping 2 feet square, the top
surface forming the outer edge of the sidewalk; the
other walls were entirely of concrete, the one at the
center of the street being 5 feet thick and the adjoining
ones only 3 feet thick. As these inner faces are not
exposed to the outer air and extreme changes in tempera-
ture it was not deemed necessary to protect them with
granite as was done on the outer faces. The chambers
between the walls were connected with the water of
the channel by 12-inch cast-iron pipes, discharging 3 feet
below city base; this insures a change of water with
each rise and fall of tide. By means of a manhole and
openings through the inner walls provision is made for
an examination of these chambers at any time. The
chambers between the longitudinal walls are spanned by
20-inch steel I-beams, weighing sixty-five pounds per
foot, spaced 4 feet on centers and stayed by |-inch
diameter rods, one every 30 inches; |-inch "Thacher
bars" spaced 6 inches on centers being placed between
the rods. The arches are trapezoidal in form, 14
inches deep at the center and 24 inches deep at the
beams. The beams and rods were surrounded by a
58 City Document No. 14.
Portland cement mortar composed of one part of cement
and two parts sand, the mortar extending 2 inches
below the bottom flange of the beams and held in place
by expanded metal lathing, the rest of the arch being
made of 1-2-4 Portland cement concrete.
The abutment on the easterly or South Boston side
of the channel was built on the location of the old sea
wall which was erected in 1878, the face of the abutment
coinciding substantially with the face of the old wall.
The old wall was built on a pile foundation, the plank
platform being about 12 inches below city base. This
wall, which was built of granite rubble laid dry, was
removed for the width of the bridge and the ballast
and filling back of it was also removed to the level
of the platform. The preliminary design for this abut-
ment provided for increasing the width of the base of
the old wall about seven feet and driving a sufficient
number of new piles, both vertical and inclined, to carry
the increased load and resist the pressure back of the
abutment. It was found, however, that the filling back
of the old wall and below low water was made up
entirely of granite quarry refuse, most of it so large as
to render its removal impossible, except by divers.
As this mass of stone had been in position for more than
thirty years, and only a slight increase in loading was
to be provided for, it was decided to omit the piles and
consolidate the mass by a generous use of concrete and
grout. The abutment as built has a granite face and
cement concrete backing. In section the abutment is 16
feet 3 inches thick at the bottom, which is 20 inches below
city base, 9 feet of this width resting on the pile platform
of the old wall. At the bridge seat, at elevation 13.25,
the abutment is 10 feet 7 inches thick, 8 feet of this being
in front of the parapet, thus providing a very liberal
bridge seat, which was considered advisable as it enabled
the bearings of the girders to be set well back from
the face. Provisions were also made to permit the abut-
ment to move forward, not exceeding 12 inches, without
necessitating any changes in the masonry or the steel
work of the bridge.
The concrete foundation for the draw pier is circular
in form, approximately 69 feet in diameter, and was
carried down 25 feet below city base, the material being
dredged 3 feet lower as for the other piers of the bridge.
The spruce piles were of the same dimensions as other
foundations and were driven in the same manner, 872
Engineering Department. 59
piles being driven within the area covered by the foun-
dation. The wooden curb which served to retain the
concrete was of the same construction as used at the
Charlestown Bridge, and consisted of 3-inch by 10-inch
spruce planks laid flatwise, spiked and treenailed together,
and stiffened, as the laying of the planks progressed,
by vertical hard pine timbers placed about 10 feet apart
inside the curbing and bolted to it. The curbing was
built floating in the water and sunk in position as it
was built. The curbing was 30 feet high and was
carried up to elevation 4 feet above city base and filled
with Portland cement concrete of the same consistency
and deposited in the same manner as for the other
foundations.
As the bottom of the track castings and the center
pivot pedestal was at practically half tide it was neces-
sar}^ to protect the turntable and operating mechanism
by a circular wall carried above extreme high tide. This
wall is 3 feet in thickness and has a granite face and
concrete backing, the concrete being a rich mixture of
one part Portland cement, one and one-half parts sand
and three and one-half parts of sea-washed pebbles, vary-
ing in sizes from I inch to 2^ inches. The concrete was
laid with especial care and a very smooth surface was
obtained on the inside. The face joints in the masonry
were ^ inch thick and were pointed in a very careful man-
ner, the mortar being of equal parts of cement and sand,
with an admixture of about 10 per cent, of very fine clay.
The result obtained was very satisfactory, a practically
water-tight wall having been secured. The wall was
capped by a granite coping 18 inches thick and 3 feet
6 inches wide, laid in cement mortar with |-inch joints,
the top and, back of coping being pean-hammered and the
front quarrj^-faced. Within the pit formed by the circu-
lar wall the foundation for the turntable track and center
pedestal was built. A four-ply waterproofing was laid on
the concrete foundation, extending over the whole area,
terminating at an annular gutter built just inside the
wall, which was designed to collect any water that might
reach this pit. This waterproofing was laid between
tides in the most thorough manner and covered at once
with sufficient concrete to withstand the pressure of the
incoming tide. The bearing stones for the turntable
track set in cement mortar were 21 inches in thickness,
forming a ring 6 feet wide, the center line of which was
40 feet in diameter. The surfaces of these stones were
60 City Document No. 14.
pean-hammered and set very carefully at elevation 5.90
feet above city base. The rest of the floor of this pit
was of concrete of rich proportions, having a smooth
mortar finish 1 inch thick, which pitched from the center
to the annular gutter, drains being provided through
the bearing stones. Two lines of 6-inch cast-iron pipes
with gates were built in the wall through which any
water that might collect in the gutter could be discharged
into the channel; but it is found that the floor of the
bridge prevents rain water from gathering in the pit and
the pipes have been cut out of service.
The draw fender pier is the largest the city has ever
built, its width being 88 feet and its length on the face
of the channel from the center line of the bridge meas-
ured downstream is 290 feet and upstream is 215 feet,
to which should be added the two triangular ends of
44 feet each measured on the center line, making the
total length of the pier 593 feet. It is built of oak piles
in bents at right angles to the channel, the bents being
16 feet apart; the piles are capped with 7-inch by 14-
inch hard pine girder caps, the stringers are 6-inch by
12-inch hard pine, spaced 3 feet on centers, and the
floor is of 3-inch hard pine; the piles are braced with
rough oak or hard pine braces. On the channel faces
the piles are spaced 4 feet on centers, braced with oak
spurshores and capped with 7-inch by 14-inch hard
pine girder caps and 12-inch by 12-inch hard pine
stringers. The face has four lines of 8-inch by 12-inch
hard pine wahngs, which are covered with 4-inch hard
pine plank placed vertically, four additional lines of
walings being used on the faces at the ends of the pier.
The corners are all heavily ironed with f-inch plates
and 26 heavy ringbolts are provided on the pier. The
upstream portion of the pier has an area, in the middle,
60 feet wide and 144 feet long which is not floored over.
Heavy fender guards are built to protect the channel
piers, and the faces on the waterways are built of the
same design as the channel face of the draw fender
pier, the angles at the ends being braced in the most
substantial manner.
Bridge Superstructure. — The bridge was designed to
carry a freight railway track on the center roadway
beside the usual city traffic. Spans 1 and 2 are through
truss spans substantially alike, each having four pin-
connected trusses about 150 feet long, spaced 22 feet
8 inches on centers, supporting three roadways and two
NORTHERN AVENUE
BRIDGE
1905 1908
lklxlxl^rxlxlxiKR?IW
-OTTT"
Engineering Department. 61
overhanging sidewalks; and span 3 is a deck plate
girder span made up of six plate girders spaced 14 feet
9| inches apart, with an average length of about 55 feet,
carrying a freight railway track transversely across the
span near the abutment end.
The draw span is a symmetrical swing draw of the
rim-bearing type, 283 feet long and 79 feet 1| inches
between sidewalk fascias. It is made up of two inde-
pendent spans about 125 feet 2 inches long, supported
on a central tower. The outer trusses are carried by
the inner ones by means of two cross trusses at the
central tower. This tower carries the load to eight
points on a circular drum, 40 feet in diameter, through a
system of distributing girders. The whole draw weighs
about 1,300 tons and rests on fifty-six steel wheels
running between steel-faced tracks.
In all spans the floor beams are of built-up sections
with steel stringers. The roadways of spans 1, 2 and
3 are paved with 6-inch granite blocks laid with pitch
and pebble joints. These rest on 6-inch hard pine
plank which is covered with waterproofing and sand.
The sidewalks are of asphalt 4 inches thick laid on
4-inch plank. The roadway of the draw span is 5-inch
hard pine plank, sheathed with 2-inch spruce plank,
and the sidewalks are of 2-inch hard pine.
The power used for operating the draw is compressed
air at a normal pressure of 200 pounds per square inch.
This is generated by two double-stage air compressors,
each geared to a 50 horse power motor using a 500-volt
direct current. The compressors are arranged to start
and stop by means of an automatic switch board when-
ever the pressure varies 15 pounds from normal. These
compressors pump into eight steel receivers in the power
house, having a combined capacity of 1,500 cubic feet.
From the receivers a 4-inch main carries the air down
the pier through the draw center to a position directly
under the operator's stand on the deck of the draw.
From here it is delivered at 200 pounds pressure to the
end lifts and also, at 70 pounds pressure, to the engines
which turn the draw.
The draw is revolved by two 6^-inch by 10-inch
double-cylinder engines attached with their trains/;;of
gears to the draw, the final pinion of each train acting
on a rack attached to the track on the draw pier.
These two sets of turning apparatus are independent
and either can turn the draw if the other is out of order.
62 City Document No. 14.
There are eight end Hfts, one at the free end of each
truss, operated by air at 200 pounds pressure. Each
consists of a cylinder 16 inches in diameter operating a
lever adapted in length to the load at this point and
using as a fulcrum a cast-iron block on the stone pier.
This mechanism raises the truss end about 5 inches to
allow the bearing blocks to be slid beneath it. The
four blocks at each end of the bridge are connected to
a shaft, which the gateman operates by means of a
lever from the deck of the fixed span. The truss ends
are lowered about a half inch onto the bearing blocks
and the end lifts are released before traffic passes onto
the draw. In this position the span on one side of the
central tower acts independently of the span on the
other.
The operator's stand is between two of the roadways
near the center of the draw. From here he can watch
the street traffic as well as the navigation, and controls
by levers and valves all the turning and lifting mechan-
ism. Automatic signals show the movement of each
lifting lever and sliding block and sights enable him to
close the draw to exact position. Hand apparatus is
provided in case of emergency, both for revolving the
draw and raising the ends.
The Approaches and the Avenue.
The layout of the avenue on the Boston side of the
channel provided a street 80 feet in width with curves
of short radii at the junction with Atlantic avenue,
and covered a taking of 15,171 square feet west of the
harbor line. The old buildings and wharves on this area
were removed and filling deposited to bring the street
to the required grade, concrete walls being built on
both side lines for their entire length to support the
filling. Catch-basins were built on the Atlantic avenue
end and connected with the sewer in that avenue; the
street was paved with granite blocks with gravel joints,
granite edgestones set and the sidewalks paved with
brick. The paved roadway is 64 feet wide, and side-
walks are each 8 feet wide. Substantial board fences
were built on both sides extending from the bridge to
Atlantic avenue.
The approach to Northern avenue from Congress
street, as laid out by act of the Legislature, included a
private way 40 feet wide, known as Sleeper street,
ERRATA FOR ILLUSTRATIONS.
Showing Northern Avenue Bridge, End Lifts.
For " C. Bearing block slid beneath end" read " B,
End raised by lever."
For ''B. End raised by lever" read " C. Bearing
block slid beneath end."
re Z
^ Z
<ti >
Q- <
1
1
II
i
Engineering Department. 63
which extended from Congress street to the railroad
lands, a length of about 635 feet, and which had been
in use for nearly twenty years. The land for this portion
of the street was released to the city by the railroad
company and the Boston Wharf Company without
compensation. The other portion of Sleeper street
was laid out by the act, 50 feet in width, over the lands
of the railroad company for a length of about 433 feet ;
the area of land taken was 21,964 square feet, for
which a payment of $42,055.67 was made to the rail-
road company. The construction work done on Sleeper
street consisted of the repaying of the roadway of the
portion 40 feet wide, and rebuilding the portion 50 feet
wide. The latter portion was graded and paved with
granite blocks, using gravel joints, granite edgestones
were set and sidewalks were paved with brick; catch-
basins were also built and connections laid for dis-
charging the surface water directly into the channel. A
single sidewalk, 7 feet wide, was built on the westerly
side of this portion of the street.
The avenue on the South Boston side of the channel
was laid out by the act to a uniform width of 100 feet
across the lands of the railroad company and the Com-
monwealth, and the city was required to build the street
as far as the division line between the lands of the
Commonwealth and the New York, New Haven &
Hartford Railroad Company, a total length on the
northerly Hne of 2,031.45 feet and on the southerly Une
of 2,042.10 feet, measured easterly from the harbor
line on the west side of Fort Point channel. The area
of land released by the railroad company for this portion
of the avenue was 203,781.50 square feet. While the
original act provided for this release without compensa-
tion by the City of Boston, the New York & New
England Railroad Company made a claim against the
Commonwealth for compensation for a portion of the
land, based on an agreement made in 1882. Under
chapter 229 of the Acts of 1904 an adjustment of the
claim of the railroad company was made by the Board
of Harbor and Land Commissioners by which the Com-
monwealth paid $22,595.60, or at the rate of 20 cents per
square foot for 95,228 square feet of land and 50 cents
per square foot for 7,000 square feet. The total amount
paid the railroad company by the city and the Common-
wealth for land for the avenue and the Sleeper street
approach was $64,651.27.
64 City Document No. 14.
The most difficult feature of the work in connection
with the building of this avenue was the construction
of the sea walls at the ends of the docks of the railroad
company, designated as docks Nos. 1, 2 and 3. At the
first two of these docks it was necessary to provide 30
feet of water at low water, and borings taken at the loca-
tions of these walls showed that the material on which
the}^ must rest was blue clay, extending to a depth of
more than 100 feet below city base, and not until nearly
that depth was reached was there even a small percent-
age of sand found.
The design adopted for the wall at the head of dock
No. 1, and which received the approval of the Harbor
and Land Commissioners, June 21, 1907, provided for a
granite masonry wall on a pile and concrete founda-
tion, with a relieving platform also supported on piles.
The wall, which is 174 feet long, measured on the coping,
was built between the old side walls of the dock. These
walls were of dry rubble masonry, extending to low water,
and rested on spruce piles. As timber wharves were
built in front of these walls, 20 feet wide on the west
side and about 40 feet wide on the east side, it was
necessary to carry the foundation of the new walls 6
feet below city base at the ends, sloping to 30 feet below
at the faces of wharves. Heavy tongued and grooved
sheeting, 8 inches in thickness, was driven, however, to
a depth of 18 feet in front of the old walls, on both
sides, to prevent any disturbance of the filling under
or back of these walls during the construction of the new
wall. The bottom of the dock on the line of the wall
was dredged to 32 feet below city base, for a width
sufficient to maintain a trench 15 feet wide during the
driving of the piles. Spruce piles were then driven in
the same manner as those in the foundation for the
bridge. The piles were driven in alternate rows of six
and seven piles each, the rows being 15 inches on centers
and the piles in adjoining rows being staggered. All
except the four back piles in each row were driven
at an inclination of 1 in 12. Seven hundred and
fifty-five piles were driven for the concrete foundation
of the wall. For the main portion of the wall the width
of the foundation between elevation minus 30 and eleva-
tion minus 15 is 15 feet; at the latter elevation it steps
back to a width of 10 feet and continues at this width to
city base. The mold for holding the concrete was made
of 6-inch hard pine tongued and grooved sheeting at both
Engineering Department. 65
front and back, and was carried up to 5 feet above city base
for the purpose of construction, but finally cut off at about
low water on the completion of the work. When the
concrete had reached about elevation minus 17, a line
of 4-inch hard pine sheeting was placed at the back
to hold the concrete of the upper part of the foundation.
The Portland cement concrete was of the same propor-
tion and deposited in the same manner as that at the
piers of the bridge, and was carried up to elevation 0
city base. The sheeting at the front of the wall was
anchored at the top by 1-inch rods screwed into each
alternate piece of sheeting and bent down into the
concrete.
The wall above the foundation is coursed granite
ashlar masonry, laid solid in cement mortar and backed
with boulder concrete; its width at the foundation is
9 feet 3 inches and the back is carried vertically to
elevation 3.5 to form a step to receive the anchor of
the relieving platform. Above this step the wall is 6
feet 6 inches wide and narrows to a width of 3 feet
under the coping at elevation 15. The coping is 2 feet
deep and 2 feet 6 inches wide, pean-hammered on top,
quarry-faced in front and dressed for f-inch joints. It
is doweled to course below and further secured by
galvanized wrought-iron cramps at each joint.
Back of the wall a relieving platform was built 40
feet wide, supported on spruce piles. The piles were
especially long, ranging from 50 feet in length near the
wall to 35 feet in length at the rear and were carefully
driven in rows 3 feet on centers and spaced 2 feet
6 inches in the rows, the total number driven being 941.
They were capped with 10-inch by 10-inch hard pine
caps, carefully fitted and secured to each pile by 1^-inch
diameter oak treenails, 16 inches long, the caps being
covered with 4-inch spruce plank forming a platform, at
elevation 3 feet above city base, for supporting the
filling back of the wall. The caps were designed to
serve as a tie to anchor the wall to a line of batter
piles driven at the rear of the platform. Batter piles
were driven between the rows of bearing piles of the
platform at an inclination to the perpendicular of 1
to 2, and capped with a special 10-inch hard pine
cap which was notched into the caps of the platform
and securely fastened. At the wall end these caps were
built into the concrete 18 inches and secured by two
1^-inch diameter pins in each cap; these projected 7
66 City Document No. 14.
inches beyond the ends of the caps into the concrete.
Before the planking was placed, the filling under the
platform was deposited very carefully at a uniform
slope of 2 horizontal to 1 vertical, extending from the
under surface of the platform at its rear until it reached
the back of the foundation of the wall.
The filling was of good clean gravel, ashes or other
materials, free from clay, silt or organic matter. After
the wall was completed and ballasted good clean filling
was deposited on the platform and in the portion of
the old dock between the rear of the platform and the
old wall, the material above elevation 14 being clean
dredged gravel with no stones larger than 3 inches in
diameter. A board fence having l§-inch square iron
posts leaded into the coping was built for the full length
of the wall at the head of the dock.
The designs for the walls at the heads of docks Nos.
2 and 3 and the bulkhead connecting them received
the approval of the Harbor and Land Commissioners
on May 1, 1908. Because of the fact that the distance
between the old wall at the head of dock No. 2 and the
new wall was much less than at dock No. 1, and because
of arrangements made with the railroad company by
which the foundation was not carried down so far as
at dock No. 1 and was permitted to project 7 feet out-
side the street line, it was not deemed necessary to
provide a relieving platform for this wall; in all other
respects the designs were very similar. The wall as
built is 217 feet long measured on the street line, the
westerly end connecting with the old side wall of the dock.
As there was a timber wharf 45 feet wide in front of the
old wall the same form of construction was used as at
dock No. 1.
The bottom of dock No. 2 at the location of the wall
was dredged to 27 feet below city base, for such width
as was necessary to maintain a trench 22 feet wide dur-
ing the driving of the piles. The piles were driven the
same as at the other wall, and in rows of 8 piles each,
the rows being 2 feet 3 inches on centers, the two front
piles being driven at an inclination of 1 in 6, the others
being driven vertically; the tops of inclined piles were
left at elevation minus 22 and the others at minus 15.
A total of 711 piles were driven in the foundation of the
wall, no pile being less than 35 feet long when left in
place. Tongued and grooved 6-inch hard pine sheeting
was driven at an inclination of 1 in 6 to form a mold
Engineering Department. 67
for the concrete foundation at the front, and as origi-
nally designed no sheeting was to be provided at the
back until elevation minus 11 should be reached, the
concrete to be deposited without a mold below this
grade. Owing to the fact that a portion of the old wall
became undermined by the waves during a heavy storm
and slid out into the trench dredged for the concrete,
the design was slightly changed, 6-inch sheeting being
driven at the back of the foundation the same as at
the front. As built, the foundation consists of clean
gravel deposited in a trench leaving a finished surface
sloping uniformly at the rate of 2 horizontal to 1 vertical
from elevation minus 25 at the front to elevation
minus 15 at the back, and on this surface the concrete
of the wall rests.
The widths of the foundation at minus 25 and minus
15 are respectively 22 feet and 18^ feet. The concrete
used was of the same quality and deposited in the same
manner as at dock No. 1. At elevation 0 city base,
where the foundation is 10 feet wide, the granite masonry
wall begins and is carried up to elevation 15. The
wall proper is 9 feet 1^ inches wide at base and 4 feet
at top, built of coursed granite laid solid in cement
mortar and backed with cement concrete, the quality
of workmanship and materials being the same as at
dock No. 1. At three locations in the front of the wall
the granite face projects out 18 inches beyond the gen-
eral face of the wall for lengths of 18 feet, forming but-
tresses on which are to rest the steel posts for supporting
the grain conveyor of the railroad company, long rods
being built into these buttresses for anchors for the
posts. It was in consequence of providing these
buttresses that permission was given by the railroad
company to build the foundations outside the street
line. The wall carries a concrete parapet 14 inches
wide and 21 inches high, which forms the back of the
sidewalk and supports a board fence.
The design for the wall at the head of dock No. 3
was substantially the same as the old walls built at
these docks, the only essential difference being the sub-
stitution of a concrete cap for a plank grillage or granite
levelers resting directly on the pile heads. The wall is
171 feet long, 9 feet 6 inches thick at city base and
4 feet 6 inches thick at the top, which is at elevation 14.
It is built of good quality granite quarry stone laid dry,
without pinners on the face, and no open joints of more
68 City Document No. 14.
than 2 inches. The concrete cap is 2 feet deep and 11
feet 6 inches wide, resting on rows of spruce piles spaced
2 feet 6 inches on centers, five piles in each row, the two
front piles being driven on an inclination of one in six.
A concrete parapet and a board fence of same design
as at dock No. 2 are built on top of the wall for the
entire length, except where provision is made for the
railroad track leading to a landing bridge.
Across the end of the location of the proposed pier
No. 3, between the walls built at docks No. 2 and No. 3,
a timber bulkhead was built 184 feet long. The surface
of the ground was practically at city base, and the cap
of the bulkhead at about 16f feet above city base. The
bulkhead consists of a spruce pile and a spurshore
spaced every 9 feet, with two lines of double 6-inch by
12-inch hard pine wales bolted to the piles, one at 4 feet
6 inches above the surface of the ground and the other
within 14 inches of the top of the bulkhead; between
these double wale pieces 6-inch hard pine, tongued
and grooved sheeting was driven to a depth of 5 feet
below the surface and securely bolted to the upper wale
pieces by |-inch diameter screw bolts, one in each alter-
nate piece of sheeting, and to the lower wale pieces by
f-inch spike bolts, one in each piece. A 12-inch by
14-inch hard pine timber was fitted to the top of the
bulkhead and securely bolted, forming a cap to which
a board fence, of same design as those on the walls, was
attached. The bulkhead was anchored back into the
filling by 1 f-inch diameter rods spaced 4^ feet on centers
and secured to anchors made of 3-inch hard pine plank
set vertically in the filling and located about 21 feet
back from the face of the bulkhead.
The act authorizing the building of the avenue
reserved to the railroad company ''the right to lay and
operate at grade two tracks along and others across the
land owned by them included within said Northern ave-
nue and two tracks diagonally across Sleeper street,"
and the Railroad Commissioners were given authority
to determine the location of the tracks and to regulate
the highw^ay traffic and travel on the avenue and street.
Under date of December 16, 1908, the commissioners
approved the location of tracks shown on a plan dated
May 14, 1908, and determined the manner of construct-
ing and operating the railroad tracks. The railroad
company did not build the two longitudinal tracks for
the entire length of the avenue, east of Sleeper street,
Engineeeing Department. 69
as it was authorized to do. It built a single track from
the harbor line on the South Boston side of the channel
across the end of Sleeper street, then a double track
along the avenue as far as pier No. 1, then by a curve
to the right joined the old tracks on the southerly line
of the avenue. It also built all the cross tracks approved
by the commissioners, two across Sleeper street and
fifteen across Northern avenue, one of the latter being
across span 3 of the bridge over Fort Point channel.
The track construction determined by the commissioners
required steel girder rails 9 inches deep laid on cross-ties
and secured by tie rods. The top of the rail coincided
with the finished surface of the street. The granite pave-
ment betw^een the rails and 18 inches outside each rail
was required by the commissioners to be laid by the
railroad company, the blocks and methods of laying
being the same as used by the city in paving the remain-
der of the street.
The filling required to raise the new street at the end
near the channel was done by the railroad company
under contract with the city, gravel being brought in
by train and the tracks raised as the filling progressed.
The cross section of the street provides a single sidewalk
8 feet wide on the water or northerly side of the avenue,
paved with brick and having granite edgestone; the
rest of the street, 82 feet in width, was paved with
granite blocks having gravel joints. At the southerly
side line of the street the paving was dished, forming a
gutter about 3 feet wide, across which easy access may
be had to the railroad freight yards at any desired point.
Surface drains with necessary catch-basins on both
sides of the street have been provided for the entire
length of the new street, the discharge in all cases being
into tide water.
Two lines of water pipe, 16-inch and 20-inch, were
laid by the Water Department on the northerly side of
the avenue and hydrants set in the sidewalks at proper
intervals.
Rainsford Island, Wharf and Bulkhead.
The storm of December 26, 1909, destroyed the bridge
connecting the shore with the head of the wharf, on
which the coal shed stands and badly damaged the bulk-
head on the northerly side of the island and washed
away much of the filling and road surface. The trustees
made contracts with W. H. ElHs for rebuilding the
70 City Document No. 14.
bridge for $3,300 and for repairing the bulkhead and
furnishing fifteen fender piles in the head of the wharf,
at a cost of $2,005.85. The work was supervised by this
department and was completed January 31, 1910.
Western Avenue Bridge to Cambridge.
Plans and specifications were made for repairing this
bridge and the Commissioners for the Boston and Cam-
bridge Bridges made a contract December 8, 1909, with
W. H. Elhs, the lowest bidder, for doing the work. The
draw is to be rebuilt; the roadway is to be uncovered
and the stringers examined, and new stringers will be
put in where required, and the entire bridge will be
replanked. Work was begun December 14, when the
bridge was closed to team travel until the draw and
approaches should be completed. A temporary bridge
was erected across the channel to accommodate foot
travel. About 40 per cent of the work has been done.
Wharf and Pier for Fireboat.
Plans and specifications were made at the request
of the Fire Commissioner for building a wharf and pier
for the fireboat, near the East Boston landing of the
South Ferry. The work was ajvarded to George T.
Rendle, the lowest bidder, for $3,500, and included
dredging the dock to grade — 15 city base; the entire
work was completed May 24, 1909.
1909. — Streets.
Preliminary surveys and plans were made; working
plans and specifications prepared and forwarded to the
Street Department for the construction of twenty-eight
assessment streets, for repaving thirty-nine streets, and
for constructing artificial stone sidewalks in eighteen
streets; surveys have been made, levels taken and pre-
liminary plans prepared for twenty assessment streets
and for repaving ten streets ; the necessary surveys were
made and grades for street railway tracks determined
in twenty-seven streets.
Preliminary estimates have been made of the cost of
repaving thirty-four streets and for constructing forty-
eight streets.
Record plans are now being made of the work done
during the year. The street book, giving the lengths
and areas of pavements in accepted streets and public
Engineering Department. 71
alleys, has been corrected to February 1, 1909, and is
now being brought up to February 1, 1910.
Waterworks.
The past year saw the completion of the improved
low service supply for South Boston, work on which
began in 1904 when the tunnel was built under Fort
Point channel at the draw on Congress street. In
this connection the following work was done during the
past year: The 30-inch main in C street, South Boston,
was extended in C street, C Street Extension, Northern
avenue and Sleeper street to a junction with the 24-
inch main in Congress street, a total distance of about
5,750 feet; the 30-inch main in Congress street, City
Proper, was extended from Atlantic avenue to Fort
Point channel; 24-inch pipe was laid on the trestles
built in 1907 over Fort Point channel from the ends
of the tunnel to the Boston and South Boston shores,
and connection was made with the 30-inch pipe pre-
viously laid in the tunnel, thus completing the line
between the City Proper and South Boston. At the
same time 16-inch high service pipe was laid on the
trestles and connected with the 20-inch high service
pipe in the tunnel in anticipation of future extension
of this service. This new low service line both greatly
strengthens the supply to South Boston and affords
a new "feed" for the city proper.
The Deacon meters were operated to detect waste,
from April 8 until November 24, in the residential
districts of the City Proper, in Charlestown, South
Boston, Roxbury and Jamaica Plain; the saving of
water effected was approximately two and one-half
million gallons per day, or about four gallons per capita
for the entire population of the city. The cost of the
work was S3,546. Of the waste found, 1,720,000 gal-
lons per day was in service pipes in the streets; 430,000
gallons per day in broken main pipe; 206,000 gallons
per day in defective joints in main pipe, and about the
same amount in hydrants and watering posts. The
result represents a part only of the waste existing in
the territory tested, as no inspection was made inside
of buildings, while the outside inspection was incom-
plete, the larger leaks only and those most easily found
being located. Although the saving made was com-
paratively small yet it is an earnest of what might be
accomplished in restricting waste if the Deacon meter
72 City Document No. 14.
readings were followed up by thorough inspection both
outside and inside of buildings. The meter simply
locates waste within certain limits and measures its
amount; to definitely locate that waste is the duty of
the inspector, a duty demanding honest and intelligent
work.
On January 3 of this year a break occurred in the
easterly 30-inch main in Tremont street, opposite Seaver
place, with a large resulting damage to property in
the vicinity. The cause of the break was the rigid
bearing of the pipe at one point upon the concrete
reinforcement of a pipe sewer built by the Transit
Commission in 1897 immediately outside of the wall
of the subway and directly under the water pipe; the
sewer was rigidly supported upon piers extending down
to the bottom of the side wall of the subway, and was
evidently designed with a safe clearance between its
concrete covering and the bottom of the pipe; where
the break occurred this design had not been followed,
the concrete being found hard up against the pipe for
a distance of about six inches. The pipe, laid in 1847,
was found to be in excellent condition, practically the
only deterioration discovered being on the inside under
the tubercles. The following is an analysis of the metal :
Silicon 1 . 70
Sulphur 0.094
Manganese 0.82
Phosphorus 0.79
Combined Carbon 0 . 60
Graphitic Carbon 2 . 98
This is the eighth break which has occurred in the
large water pipes in Tremont street, between Boylston
and Common streets, since the construction of the
subway under them. The apparent cause in each case
was identical with that of the recent break, viz., a
rigid bearing at one point with opportunity for a slight
settlement in the adjacent pipes.
The following is a memorandum of the breaks that
have occurred, with a statement of the condition found
in each case :
1897, May 12. Easterly, 30-inch main opposite Common street. Rigid
bearing on subway roof.
1898, August 11. Westerly, 30-inch main opposite Common street.
Rigid bearing on manhole over subway.
1899, September 1. Easterly, 30-inch main opposite Common street.
Rigid bearing on subway roof.
1900, August 8. Easterly, 30-inch main at Hotel Touraine. Rigid bear-
ing on subway wall.
Engineering Department. 73
1900, September 5. Easterly, 30-inch main at Hollis street. Rigid
bearing on wooden post supported from subway roof.
1904, INIarch 23. Westerly, 30-inch main opposite Common street.
Rigid bearing on subway roof.
1907, May 13. 16-inch main at HolHs street. Rigid bearing on sub-
way roof.
1910, January 3. Easterly, 30-inch main opposite Seaver place. Rigid
bearing on concrete over sewer.
A gauge has been installed in the office of the Engi-
neering Department in City Hall which registers the
pressure in the low service system at a point about
1,200 feet distant; it has not been possible heretofore
to obtain such a record, the City Hall being situated
in the high service area. The operating mechanism
of the gauge is located in the basement of the Post
Office, and consists of a diaphragm connected with the
low service main in Milk street by a small pipe, a lever
and transmitter; the varying pressure on the main is
electrically registered at City Hall, where it is both
indicated on a dial and recorded in permanent form on
a chart.
I renew the following recommendations made in last
year's report, viz., that a standpipe be built on the
northerly portion of the ''double-high" system in West
Roxbury, and that additional storage be provided at
Mt. Bellevue on the same service. That a storage
reservoir or reservoirs be built on the high service
system large enough to hold at least six days' supply
for the entire high service of the city. That a tunnel
be built under the Charles river at Warren Bridge to
insure a safe connection between the large mains in
Boston and Charlestown and to safeguard the high
service supply of Charlestown.
Miscellaneous.
Examinations and reports have been made in reference
to the southwesterly line of the Granary Burial Ground,
the fences at the Bunker Hill Street Cemetery, the Marine
Park pier head, the North End Park piers and the
Thomas Park monument. A plan and specifications
were prepared for a bulkhead at a vacant lot on North-
ampton street, between Tremont street and Columbus
avenue.
Respectfully submitted,
William Jackson,
City Engineer.
74
City Document No. 14.
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Average Monthly Heights
in Feet, Above Boston City Base, to which Water Rose at Different Stations on the Boston Waterworlts
Southern H
iQH Service.
Northern High Service.
,^.
City Hall.
Engine Hou.e
Roxbury.
Engine House
Walnut Street,
Neponset.
Norfo?k Street,
Mattapan.
Engine House
Green Street,
Jamaica Plain.
Engine House
No. 30,
Engine House
Cliestnut Hill
B^IIuTn.
Engine House
Bunlcer Hill
Street,
Engine House
No. 5,
3 a. m.
9 a. m.
3 a. m.
9 a. m.
3 a.m.
9 a.m.
3 a. m.
3 a.m.
9 a.m.
3 a.m.
9 a.m.
3 a.m.
9 a. m.
3 a.m.
9 a.m.
3 a. m.
9 a.m.
3 a.m.
9 a.m.
January
946
239
944
162
233
150
142
231
242
229
241
227
244
237
247
241
247
238
246
244
162
159
154
Ma^•
246
231
242
229
242
227
245
236
248
241
247
238
246
238
246
„,
163
158
156
144
June
247
232
244
231
244
227
246
235
248
240
247
238
247
238
246
„
165
159
156
144
July,
247
232
247
234
244
229
246
237
248
241
247
238
246
238
245
242
163
156
155
142
August.
247
234
248
237
245
231
247
239
248
242
247
239
246
239
245
242
164
158
156
144
September
247
233
249
237
245
232
247
239
248
242
247
239
247
240
247
243
163
157
158
144
October
248
234
250
239
246
233
248
239
249
243
247
240
249
240
247
244
163
156
156
144
November.
248
236
250
240
246
234
248
240
249
244
248
240
249
241
247
241
162
156
156
145
December
247
237
249
240
245
234
247
241
248
244
247
241
247
242
246
244
162
156
154
144
Average Monthly Heights, in Feet, Above Boston City Base, to which Water Rose at Different Stations
Waterworks.
Low Service.
1909.
Chestnut Hill
ISn^
Brigliton.
Engine House
No. 34,
Western
Avenue,
Brighton.
Boston
Common.
Engine House
No. 8,
Salem Street,
City Proper.
EagineHouse
East Street,
City Proper.
Engine House
Congress and
Farnsworth
Streets,
South Boston.
Engine House
No. 2,
Fourth and
0 Streets,
Water Depart-
ment Yard,
710 Albany
Street,
Roibury.
Water Depart-
ment Yard,
Gibson Street,
Dorchester.
3 a.m.
9 a.m.
3 a.m.
9 a.m.
3a,m.
9 a.m.
3 a.m.
9 a.m.
•■■"■1--
3 a.m.
9 a.m.
3 a.m.
9 a.m.
3a.m.
9 a.m.
3 a.m.
9 a.m.
January
141
165
134
136
131
125
126
118
128 121
122
113
122
112
125
119
122
113
February- .
141
166
133
134
131
120
126
113
127
118
121
109
123
109
125
115
124
111
Marcl: . .
141
165
132
134
133
127
129
121
132
124
127
118
130
119
130
124
130
120
April
141
166
131
132
134
127
131
121
133
125
128
119
132
120
130
125
130
120
May
141
165
132
132
137
129
132
124
136
128
131
120
133
121
132
128
132
122
June..
140
165
132
133
137
129
133
124
136
127
131
120
133
120
133
127
131
122
Julj-
141
166
135
136
137
130
133
126
136
128
131
121
133
121
133
129
132
123
August. .
144
166
141
139
142
133
138
127
140
131
134
123
136
124
137
132
135
126
September. .
141
160
139
138
140
134
139
129
139
132
133
124
135
125
141
137
135
126
October
142
158
140
143
141
136
140
130
142
135
135
126
138
127
143
139
137
128
November. ,
145
157
144
141
145
136
141
131
145
135
138
125
141
128
147
138
140
128
December .
141
158
139
141
140
135
136
130
139
134
132
124
134
126
141
139
133
127
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Engineering Department. 75
GENERAL STATISTICS.
Boston Water Department.
Daily average amount used during 1909 (gallons) . . 94,029,900
Daily average amount used through meters during 1909
(gallons) 22,768,700
Number of services February 1, 1910 97,194
Number of meters in service February 1, 1910 . . 12,048
Number of motors under supervision February 1, 1910 . 117
Number of elevators under supervision February 1, 1910, 583
Length of supply and distributing mains in miles Febru-
ary 1, 1910 761.2
Number of public hydrants in use February 1, 1910 . 8,024
Yearly revenue from annual water rates (assessed) . $1,411,156.63
Yearly revenue from metered water (assessed) . . . *$1, 285,477. 63
Percentage of total revenue from metered water . . 47 . 7
Yearly expense of maintenance S654,493.49
* No revenue of any amount was received from the new meters set during the year
1909, all of the services metered during 1909 being assessed on the annual rate. The
number of meters from which this revenue was derived were 5,500.
76 City Document No. 14.
CITY ENGINEERS,
1850-1910.
E. H. CHESBROUGH, M. Am. Soc. C. E.,
November 18, 1850, to October, 1855.
(Died August 18, 1886.)
JAMES SLADE,
October 1, 1855, to April 1, 1863.
(Died August 25, 1882.)
N. HENRY CRAFTS,
April 1, 1863, to November 25, 1872.
(Died June 14, 1908.)
JOSEPH P. DAVIS, M. Am. Soc. C. E.,
November 25, 1872, to March 20, 1880.
(Resigned March 20, 1880.)
HENRY M. WIGHTMAN, M. Am. Soc. C. E.
April 5, 1880, to April 3, 1885.
(Died April 3, 1885.)
WILLIAM JACKSON, M. Am. Soc. C. E.,
April 21, 1885, to the present time.
Engineering Department. 77
APPENDICES.
Appendix A. — Table Showing the Widths of Openings
for Vessels in all Bridges Provided
with Draws in the City of Boston,
January, 1910.
Appendix B. — Engineering Department Property
Schedule.
Appendix C. — Elevations and Datum Planes Referred
to Boston City Base.
Appendix D. — Engineering Department Annual Re-
ports, 1867-1910.
Appendix E. — Engineering Department, Revised Ordi-
nances.
Appendix F. — Meridian Line.
Appendix G. — Atlantic Avenue Extension; History of
Legislation and Official Action.
78
City Document No. 14.
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80
City Document No. 14.
APPENDIX B.
Engineering Department Property Schedule, Main Office.
1 horse.
2 carriages.
1 automobile.
1 sleigh.
2 harnesses.
3 robes.
Instruments for drawing.
Instruments for surveying, as fol-
lows:
2 Temple transits.
7 Buff & Berger transits.
1 Berger & Sons transit.
1 P. & R. Wittstock transit.
8 Gurley transits.
1 Keuffel & Esser level.
2 Temple levels.
4 Buff & Berger levels.
7 Gurley levels.
13 Boston rods.
4 New York rods.
10 Troy rods.
4 Philadelphia rods.
Apparatus for blueprinting.
Cases for plans and books.
Reference Ubrary, 1,572 volumes.
16,044 plans engineering works,
loose.
14 volumes plans engineering works,
bound.
Photographs of engineering works.
1 mercurial barometer.
1 aneroid barometer.
1 holsteric barometer.
1 set hydrometers.
1 hygrometer.
1 pair field glasses.
3 typewriters.
2 dynamometers.
1 pantagraph.
3 calculating machines.
1 volt meter.
1 comptometer.
2 thermophones.
2 cameras.
3 planimeters.
1 Bourdon pressure gauge.
1 Burroughs arithmometer.
1 Steiger calculating machine.
1 EgU calculating machine.
Surveying Division.
2 Temple transits.
2 Moody transits.
2 Buff & Berger transits.
4 Berger & Sons transits.
1 Buff & Buff transit.
1 Stackpole transit.
1 Troughton & Sims transit.
1 P. & R. Wittstock transit.
7 Buff & Berger levels.
1 Moody level.
18 Boston rods.
1 Troy rod.
8 iron rods.
34,948 plans.
3,563 lithographed maps.
1 pantagiaph.
3 planimeters.
1 Federal blueprinting machine,
No. 10.
Engineering Department. 81
APPENDIX C.
Elevations and Datum Planes Referred to Boston City Base.
Feet.
* 0 . 00 Boston city base. This base is used by the
towns of Brookline and Watertown and the
cities of Chelsea, Everett, Maiden, Newton
and Waltham.
— 4 . 98 Cambridge city base.
+0 . 64 Somerville city base.
0 . 00 Metropolitan Park Commission base.
+0.60 Harbor and Land Commission base.
0 . 00 Metropolitan Water Board base.
— 100.00 Metropolitan Sewerage Board base.
— 100.00 Boston Transit Commission base.
— 100.00 Charles River Commission base.
15.62 Highest recorded tide, April 16, 1851.
Charles Harris, Level Book 22 (15. 10 above
mean low water. United States Coast Sur-
vey Chart of Boston Harbor, 1857).
15.45 Old bench mark on coping of old dry dock at
Charlestown Navy Yard.
15.11 New bench mark on coping of old dry dock at
Charlestown Navy Yard, northwest end
over crowfoot.
5 . 00 Piles to be cut off for buildings.
12.00 Minimum cellar bottom grade.
9 . 82 South Boston base. Formerly in use, now
abandoned.
99.40 Charles river flood elevation, at the Brook-
line pumping station, February 13, 1886.
97.50 Charles river flood elevation, March, 1902.
95.66 Charles river average flood elevation, 1886
to 1902, both inclusive.
0.00 Mean low water about 1830. f
+0.34 Mean low water, 1867. f
+0,79 Mean low water, 1902. f
+0.58 Navy yard base, 1902. f
10.63 Mean high water, 1902. f
5.71 Mean sea level, 1902. t
9.84 Mean rise and fall of tide, 1902. f
* Definition of Boston city base: "Boston city base is a datum plane 15 feet above the
average height of the sill of the Charlestown dry dock." (Page 552, report of Committee
on Charles River Dam, 1903.)
t John R. Freeman, civil engineer, in report to Committee on Charles River Dam,
1903, pp. 562, 569, 570.
82
City Document No. 14.
The following tidal records may be of interest :
High Tides.
[Plane of Reference, Boston City Base.]
Feet.
Date.
Where Taken.
By Whom.
15 62
April 16, 1851
April 16. 1851
Nov. 27, 1898
15 74
Navy Yard, staff gauge
Isaac Williams.
14.94
Average of 15 observations.
13 72
Nov 8 1900
Maiden Bridge
F. P. Spalding.
14.19
Nov. 25, 1901
Average of 10 observations.
13.60
Dec. 14,1902
Average of 11 observations.
13 00
Feb 17 1903
North Ferry, Boston
J. H. Edmonds.
14.83
Jan. 25,1905
Average of 34 observations.
14.70
Jan. 25,1905
Inner harbor. 10 observations.
13.00
13 10
April 9,1907
Nov 24 1909
North Ferry Boston
J. H. Edmonds.
North Ferry. Boston
J. H. Edmonds.
Nov. 25, 1909
Nov 27 1909
J. H. Edmonds.
13.10
13.00
15.64
North Ferry Boston
J. H. Edmonds.
Dec. 26, 1909
Average of below, omitting Granite Bridge.
15.70
Dec. 26. 1909
Nut Island, Metropolitan sewer station
S. R. Gauge.
15.75
15.94
Dec. 26, 1909
Dec. 26,1909
Granite Bridge, Dorchester, tide mark
A. N. Colman.
15.79
Dec. 26, 1909
Neponset avenue, No. 451, tide mark
J. H. Edmonds.t
15.82
15.85
15.85
15.60
15.65
15.63
15.50
Dec 26 1909
Neponset Bridge, tide mark
F. P. Spalding.
npp 9fi IQflQ
Old Colony Yacht Club, Savin Hill
Gustav Holmberg.
Deo. 26, 1909
J. E. Murray.
Dec 26 1909
J. F. Kinnaly.
Dec. 26,1909
Mt. Washington avenue, tide mark
J. H. Edmonds.
15.58
Dec. 26, 1909
Dec. 26,1909
Dec. 26, 1909
Dec. 26, 1909
Dec. 26, 1909
Roxbury canal at Massachusetts avenue, tide
J. H. Edmonds.
15.64
15.64
♦15.50
15.50
H. S. Adams.
J. H. Edmonds.
J. H. Edmonds.
H. A. Bolan.
* The observation at the North Ferry, Boston, was an actual reading made at high water on a
staff gauge reading in tenths. ., , , t n- t-. i j
tThe elevations of the tide of December 26. 1909, have been compiled by J. H. Edmonds
principally from points put in by him for that purpose when in the Surveying Division.
Engineering Department.
83
HIGH riHES.— Concluded.
Feet.
Date.
Where Taken.
By Whom.
15.60
Dec. 26, 1909
Charles River Dam
C. R. D. Comm.
15 6''
Dec 26 1909
Navy Yard
S. R. Gauge.
15.70
Dec. 26, 1909
Maiden Bridge
H. H. McNerlin.
15 50
Dec. 26, 1909
Dec. 26, 1909
Meridian Street Bridge
Daniel McFarland.
15.54
North Ferry, East Boston, tide mark
J. H. Edmonds.
15.74
Dec. 26, 1909
South Ferry, East Boston, tide mark
J. H. Edmonds.
W. J. Marshall.
15.65
Dec. 26, 1909
Boston, Revere Beach & Lynn Railroad Station,
East Boston, tide mark ....
J. H. Edmonds.
Dec. 26, 1909
15.75
Dec. 26, 1909
Orient Heights Yacht Club, tide mark
J. H. Edmonds.
15.70
Dec. 26, 1909
Chelsea Street Bridge, East Boston
F. P. Spalding.
15.20
Dec. 26, 1909
Deer Island
S. R. Gauge.
Low Tides.
5.60
Nov. 27, 1898
Deer Island, Metropolitan sewer station
Self-recording gauge.
—3.50
Feb. 1, 1900
Deer Island, Metropolitan sewer station
Self-recording gauge.
—2.94
Feb. 3, 1900
South Boston station, Edison Electric
—3.00
Feb. 4, 1904
Deer Island, Metropolitan sewer station
Self-recording gauge.
—2.70
Mar. 23, 1905
Deer Island, Metropolitan sewer station
Self-recording gauge.
The High Tide of December 26, 1909.
The morning tide of December 26, 1909, attending
the severe storm of this date on the New England coast,
was one of the highest ever recorded in Boston Harbor.
At Boston Light the predicted time of high tide was
10.20 a. m. The wind from the late afternoon of the
25th until nearly noon of the 26th was from the east
and northeast over Boston Harbor and Massachusetts
bay, rapidly increasing in force during the evening of
the 25th to very high velocities soon after midnight,
which continued undiminished through the morning
and day of the 26th. At Cape Cod, Highland Light,
the velocity at 8 a. m. of the 26th was 48 miles north-
east; noon, 72 miles; 2.15 p. m., 84 miles; at 5 p. m.,
66 miles, all from the eastnortheast, and at midnight
84 City Document No. 14.
it was 60 miles north. At Hull, Mass., the hourly
movements on the 26th were as follows: Midnight to
1 a. m., 37 miles; 1 to 2 a. m., 43; 2 to 3 a. m., 46; 3 to
4 a. m., 63; 4 to 5 a. m., 58; 5 to 6 a. m., 60; 6 to 7 a. m.,
56; 7 to 8 a. m., 60; 8 to 9 a. m., 54; 9 to 10 a. m., 65;
10 to 11 a. m., 55; 11 a. m. to noon, 48. During the
afternoon the velocity ranged between 40 and 50 miles
per hour. The maximum velocity at Hull was about
72 miles per hour at 9.35 a. m. At Boston the hourly
movements from midnight to noon of the 26th ranged
between 25 and 39 miles, the hourly maximum rates
between 32 and 45 miles per hour, the latter occurring
at 5.10 a. m. from the northeast. The increasing and
high wind occurring with the rising tide, together with
a high run of tide, caused the water in Boston Harbor
to reach approximately the record height of the tide of
April 16, 1851, which at the United States Navy Yard
was 15 to 15.1 feet, the height of the tide of December
26, 1909, being, at the same station, 14.98 feet. In
general, the tide in Boston Harbor and Massachusetts
bay was approximately 3.5 feet above the predicted
height. The actual height, as given by the United
States Engineers and other reliable authorities at the
following places, was as follows: Newburyport, Mass.,
Harbor, Black Rock Wharf, 12.68 feet; Sandy bay, Rock-
port Harbor, 13.64; Boston Harbor, Deer Island, 14.56;
Plymouth Harbor, 14.8; Barnstable bay, 13.25; Prov-
incetown Harbor, 14.35. The tide at all of these sta-
tions, with the exception of Plymouth and Barnstable,
was approximately 5 feet above mean high water.
The high water caused great damage to water front
and shore property in many places by the flooding of
cellars and by washouts. The greatest damage occurred
in portions of Chelsea and Everett, Mass., where the
breaking of a dike permitted the tide to cover a large
residential section to a depth of several feet, causing the
death of two persons and temporarily driving several
thousand persons from their homes. — J. W. Smith,
District Forecaster. (Climatological Service of the
Weather Bureau. Report for January, 1910.)
Engineering Department.
85
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86 City Document No. 14.
APPENDIX E.
(Revised Ordinances, 1898, Chapter 16.) Engi-
neering Department.
Section 1. The Engineering Department shall be
under the charge of the City Engineer, who shall be
consulted on all matters relating to public improvements
of every kind in respect to which the advice of a civil
engineer or architect would be of service; shall, unless
otherwise specifically provided, take charge of the con-
struction of all public works of the city which properly
come under the direction of a civil engineer; shall make
such surveys, plans, estimates, statements and descrip-
tions, and take such levels and prepare such specifica-
tions and contracts as the mayor, the board of aldermen,
the common council, any committee of the city council
or of either branch thereof, the board of street commis-
sioners, or any officer in charge of a department, may
need in the discharge of its duties; shall, upon being
notified by the superintendent of streets, supervise all
repairs on the bridges of the city used as highways which
affect the safety of the structures, and shall, when
required by the mayor or any officer in charge of a
department, measure the work done by contract for the
city, and certify to the results of such measurement.
Said engineer shall have the custody of all surveys and
plans relating to the laying out, locating anew, altering,
widening and grading of streets; and his office shall be
deemed to be the office of the surveyor of highways.
Sect. 2. Said engineer shall, in his annual report,
include a report upon the safety and completeness of
all ponds, basins and reservoirs under the charge of the
water department, and of all bridges within the city
limits used as highways.
(Stat. 1870, chap. 337; Stat. 1895, chap. 449, par. 21.)
Engineering Department.
87
APPENDIX F.
Meridian Line.
In 1870 an act was passed by the Massachusetts Legislature requiring
each land surveyor in the state at least once in every year to adjust and
verify his compass by the meridian line estabUshed in the county wherein
his surveys were to be made.
A meridian was marked by stone monuments and a book of record kept
by a custodian designated by the County Commissioners.
The law compelling surveyors to test their compasses annually was
modified in 1875, so that surveyors who did not use the compass in turn-
ing angles were reheved from the penalty attaching to the violation of the
original act.
The meridian posts for the County of Suffolk were placed on the south-
erly portion of the "Parade Ground" on Boston Common. They are
granite posts, three in number, placed 200 feet apart, are 18 inches square
at the base, 1 foot square at the top, and 8 feet long, being firmly set in a
bed of concrete with their tops originally just below the surface of the
ground.
A stone curb was placed even with the surface of the ground over the
top of each post, with a metallic composition cover.
The surface of that part of the Common where the posts are set ^yas
raised several feet in 1897, the posts being protected by building a brick
manhole around each stone, the posts being accessible by the removal of
the manhole cover.
As the cover and cap of the manholes are made of iron it is now necessary
to set up the compass in the production of the line marked by the monu-
ment to avoid local attraction. The point selected has been 290 feet north
of the northerly stone.
The following table gives the number of tests for each year, with the
average readings:
Year.
Number
of
Readings.
Average of
Readings
West of
North.
Year.
Number
of
Readings.
Average of
Readings
West of
North.
1871
1872
1873
1874
1875 .
9
8
3
3
3
2
8
13
4
7
I
5
6
8
4
14
3
10-53-46
11-09-47
11-07-53
11-11-40
10-58-33
11-13-00
11-12-35
11-28-56
11-35-15
11-34-53
11-28-23
11-36-18
11-42-04
11-46-13
11-43-12
11-39-58
11-51-54
11-40-57
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908
1909
7
4
1
8
6
8
13
8
4
12
6
8
12
9
11-39-56
11-49-30
12-32-20
1876
1877
1878
1879
1880
12-04-37
12-34-34
1881
1882
1883
1884
1885
12-33-45
12-44-44
12-43-42
12-48-45
1886..
12-56-42
1887 . .
13-19-20
1888
1889
13-16-35
13-27-05
13-30-46
88 City Document No. 14.
APPENDIX G.
Atlantic Avenue Extension Bridge.
History of Legislation and Official Action.
The first legislation authorizing the construction of
the South Union Station, which involved changes in
the existing streets in the vicinity of the proposed sta-
tion, was chapter 516, Acts of 1896, which was approved
June 9, 1896.
This act provided for the widening and extension of
Cove street to Summer street, no mention being made
of the portion of old Cove street, between Kneeland and
Furnace streets; this portion was not an accepted street,
but most of the area was afterwards included in the
extension of Atlantic avenue.
Section 1 1 of the above act provides that the Terminal
Company which was incorporated to carry out the pro-
visions of the Act,
"shall construct a bridge for the accommodation of foot pas-
sengers or a subway from the end of the new Cove street to
meet Dorchester avenue at a convenient place, as determined
by the Railroad Commissioners and Street Commissioners,
sitting jointly, whenever said commissioners deem it necessary."
On January 18, 1897, the Board of Aldermen passed
an order:
"That the City Engineer be hereby requested to prepare
plans and an estimate of the cost of a bridge 50 feet wide,
with a 10-foot sidewalk on one side, from First street to Cove
street, etc."
The City Engineer, in answer to the above order,
reported on February 1 that he had prepared a plan
and estimate for a bridge, and that the estimated expense
for a bridge 60 feet wide was $389,169. On the same
date the Board of Aldermen passed an order :
"That the Chairman of this Board petition the General Court
at its present session for such legislation as may be necessary
to enable the City of Boston to construct a bridge from Cove
Engineering Department. 89
street, City Proper, to a point near First street, South Boston,
. . . said bridge to be 60 feet in width . . . ; also for
authority to borrow, outside the debt limit, the sum of
$390,000 for the construction of said bridge substantially
in accordance with plans prepared by the City Engineer of the
City of Boston."
On February 18, 1897, the Common Council passed
a resolve which the Board of Aldermen concurred in on
February 20, approving of a proposed act of the Legis-
lature to amend chapter 516 of the Acts of 1896, so as
to pro\ide for the extension of Cove street by a bridge
over the tracks of the Terminal Company and Fort
Point channel to old Dorchester avenue, and ordered
that the Mayor be requested to appear before the
Committee on Railroads of the General Court at their
hearing on February 23, and advocate the passage of
the aforesaid bill. At a later date it was stated in
debate in the Common Council that the Mayor failed
to appear in behalf of the bill and an attempt was made
to have the City Engineer instructed to appear at a
subsequent hearing and advocate the bill; this failed of
concurrent action, as, in the meantime, the committee
of the Legislature had reported recommending that the
petitioner have leave to withdraw. The friends of the
bill did not allow the matter to rest, however, and
the result was that chapter 388 of the Acts of 1897
was passed and approved on May 11, 1897.
This last act repealed that portion of section 11 of
chapter 516 of the Acts of 1896, which related to the
construction of a footbridge or a subway from the end
of Cove street to Dorchester avenue, and inserted the
following :
" Cove street shall be extended by a bridge over the tracks of
the Terminal Company and over Fort Point channel to Dorches-
ter avenue at or near West First street in South Boston; and
the said Terminal Company shall pay towards the cost of said
bridge such sum as the Railroad Commissioners may determine
to be equivalent to the cost of constructing for the accommo-
dation of foot passengers a suitable bridge or a suitable sub-
way from the end of the new Cove street, before its extension
as herein provided, to meet Dorchester avenue at a convenient
place: 'provided, however, that the extension of Cove street
to West First street shall not be begun until such time after
the first day of July in the year eighteen hundred and ninety-
eight as may be determined by the Railroad Commissioners
and the Street Commissioners sitting jointly,"
90 City Document No. 14.
On June 27, 1898, the Citizens Association of South
Boston petitioned the Street Commissioners to lay out
the extension of Cove street and to fix a date for begin-
ning the construction of the bridge, as provided for by-
chapter 388 of the Acts of 1897. This matter was taken
up by the two commissions during the autumn of 1898.
On March 8, 1899, a hearing was given by the two
commissions sitting jointly, for determining what action
should be taken by these Boards under chapter 388 of
the Acts of 1897. The Street Commissioners presented
a plan, entitled ''City of Boston, Cove Street Extension,
City Proper, January 20, 1899, Wilham Jackson, City
Engineer," and it was determined that the time when the
extension of Cove street, according to said plan, should be
begun should be the tenth day of March, 1899.
On March 10, 1899, the Street Commissioners issued
an order of notice of their intention to lay out an exten-
sion of Atlantic avenue, formerly Cove street, and
appointed a hearing on March 24, 1899; on that date,
after hearing several parties, including the representatives
of the Boston Terminal Company, who protested against
any action, the Board laid out the street in accordance
with the plan dated January 20, 1899, above mentioned.
An attempt was made to have the General Court of 1899
repeal the Act of 1897, but, instead, a new act was passed,
being chapter 466 of the Acts of 1899, approved June
2, 1899. This act provides that ''Atlantic avenue (for-
merly Cove street), in the City of Boston, as extended
and laid out by the Street Commissioners of said city on
the 24th of March in the year 1899, from Kneeland street
over land and tracks of the Boston Terminal Company,
and with a draw over Fort Point channel and lands of
the Old Colony and New York, New Haven & Hart-
ford Railroad Companies, to Dorchester avenue, at the
width and with the grades and by the method of con-
struction as shown by a plan deposited in the office of
the City Engineer of said city, marked ' City of Boston,
Cove Street Extension, City Proper, January 20, 1899,
Wilham Jackson, City Engineer,' shall, subject to the
approval of the Board of Harbor and Land Commis-
sioners in respect to structures in and over tide water,
forthwith be constructed by the city, acting by its City
Engineer, in accordance with said layout and plan, except
as the same may be changed in details of construction
by the City Engineer of Boston, with the consent of the
Engineering Department. 91
terminal company, and the action of the Street Com-
missioners in laying out and extending said Atlantic
avenue is hereby ratified and confirmed."
Section 2 has the same provision as the previous act,
for the payment by the terminal company of the esti-
mated cost of a structure for the accommodation of foot
passengers, and provides that the city shall pay the bal-
ance of the cost, and that the City Treasurer shall at the
request of the Mayor issue bonds to the amount required.
A preliminary plan was accordingly prepared, dated
June, 1899, for the portion of the bridge across Fort Point
channel. This plan provided for a drawbridge of the
"retractile" form; it was approved by the Harbor and
Land Commissioners and submitted to the War Depart-
ment. Under date of September 11, 1899, the Secretary
of War informed the Mayor that
In view of the protests in this case and the reports of Colonel
Suter and the Chief of Engineers, the plan for the proposed
bridge will not be approved.
On September 21, 1899, the Common Council requested
the City Engineer to prepare plans and specifications for
a bridge to connect Atlantic avenue with Broadway
bridge without crossing tide water.
This last proposition did not prove popular and noth-
ing further was done during 1899. Early in the year 1900
the matter was again taken up, and on February 12 the
Board of Aldermen appointed a committee to consider
the subject and attend a meeting before the Secretary
of War for the purpose of having the matter of the dis-
approval of September 11, 1899, reconsidered. As a
result, on July 10, 1900, the plan of June, 1899, was
approved by the War Department.
On July 26 an order of the City Council was adopted
requesting the Mayor to order the City Engineer to
proceed with the construction of the bridge.
Plans and specifications were prepared for building
the approaches to the bridge and work was begun on
the northerly approach on March 6, 1901. Nothing was
done during this year on that part of the bridge across
the tracks owing to the failure of the city and the ter-
minal company to agree upon the method of doing the
work.
On January 31, 1902, an agreement was made between
the Mayor and the terminal company as to the method
92 City Document No. 14.
of carrying on the work of building the masonry piers
between the railroad tracks. This agreement was rati-
fied and confirmed by chapter 141 of the Acts of the
General Court of 1902, approved March 4, 1902.
A new plan of the part of the bridge across tide water
was prepared, which substituted a pivot draw for a
retractile draw as required by the plan of June, 1899,
and also provided for a channel of 50 feet in width
instead of 42 feet as originally planned; this plan was
dated March 12, 1902, and was approved by the Harbor
and Land Commissioners on March 26, 1902, and by
the War Department on April 18, 1902.
The work of building the masonry foundations for the
bridge continued through 1902 and 1903, being practi-
cally completed in 1903.
Bids were received on July 2, 1903, for the erection
of the steel work of the fixed portions of the bridge, the
specifications leaving the matter of temporary occupancy
of portions of the terminal company's grounds to be
arranged by the contractor; the bidders, not being able
to make such arrangements, made proposals which were
rejected for informality.
On March 12, 1904, an agreement was made between
the Mayor and the terminal company by which the
city was given facilities for the erection of the steel
work; this agreement was ratified and confirmed by
chapter 266 of the Acts of the General Court of 1904,
approved April 25, 1904.
On November 1, 1904, a contract was made for the
erection of the steel work of the north approach and of
all the fixed spans.
No further legal obstacles to the prosecution of the
work were encountered and the construction progressed
during 1905 and 1906 under several different contracts
and was completed, except as to a few minor features,
so that the bridge was opened to all travel on August
12, 1907.
Engineering Department. 93
TABLE OF CONTENTS.
REPORT ENGINEERING DEPARTMENT FOR 1909.
General Index to Contents Engineering Department Reports, 1867-1892, will be
found in Report of February 1, 1892.
P.IGE.
Engineering Department 1
Statement of Expenses, Abolishment of grade crossings :
Dorchester avenue 3
East Boston 3
Freeport, Walnut and other
streets 3
Chelsea Street Bridge 3
Congress Street Bridge 4
Engineering Department 2
Huntington Avenue Bridge 4
Northern avenue and Sleeper street, 5
" " " Massachusetts Avenue Bridge 4
Bridges Inspected 5
" wholly supported by Boston 6
" " " " railroads 37
" of which Boston supports the part within its limits, 8
" " " " pays a part of the cost of main-
tenance 8
" supported bv railroad corporations 10
" B. & A. R. R 10
" B. & M. R. R. and B. & A. R. R. . . . 10
" " " B. & M. R. R., Eastern Div 10
" B., R. B. &L. R. R 10
" N. Y., N. H. & H. R. R., Midland
Div 10
" N. Y., N. H. & H. R. R., Old Colony
Div 10
« N. Y., N. H. & H. R. R., Prov. Div., 10
" " " Metropolitan Park Commission 11
" " " Charles River Basin Commission ... 11
" Total number (163) 11
Bridges 5
Agassiz road, in the Fens 12
Albany street, over B. & A. R. R. freight tracks 12
Allston, over B. & A. R. R 12
Arborway, over Stony brook 12
Ashland street, over Prov. Div. N. Y., N. H. & H. R. R., West
Roxbury 12
Ashmont street and Dorchester avenue, over Old Colony Div.
NYNTT<^^T-rRR 13
Athens street, over Midland Div.N.'Y.,' N.' H.'& H.R. R /. ^ ^ 13
Atlantic Avenue Bridge 13
Audubon road, over B. & A. R. R 13
Austin Street Bridge, over B. & M. R. R., Charlestown 14
Baker street at Brook Farm, West Roxbury 14
Beacon street, over outlet of the Fens 14
Beacon street, over B. & A. R. R 14
94 City Document No. 14.
PAGE.
Bridges, continued.
Bellevue street, over Muddy river, in Riverway .' . 15
Bennington street, over B. & A. R. R., East Boston 15
Bennington street, over B., R. B. & L. R. R 15
Berkeley street, over B. & A. R. R., and Prov. Div. N. Y.,
N. H. & H. R. R 15
Bernier Street Footbridge, over Bridle path, Riverway 15
Bernier Street Footbridge, over Muddy river 16
Berwick Park Footbridge, over Prov. Div. N. Y., N. H. & H.
R. R 16
Blakemore street, over Prov. Div. N. Y., N. H. & H. R. R . . . 16
Blue Hill avenue, over Midland Div. N. Y., N. H. & H. R. R. . . 16
Bolton street, over Midland Div. N. Y., N. H. & H. R.' R 16
Boston street, over Old Colony Div. N. Y., N. H. & H. R. R. . 16
Boylston street. Back Bay Fens 17
Boylston street, B. & A. R. R . 17
Bridle path, over Muddy river, in Riverway 17
Broadway, over Fort Point channel 17
Broadway, over B. & A. R. R 17
Brookline avenue, over B. & A. R. R 18
Brookline avenue, over Muddy river, in Riverway 18
Brookline street to Cambridge 18
Brookline street, over B. & A. R. R 18
Brooks street, Brighton 18
Byron street, B., R. B. & L. R. R 18
Cambridge bridge 18
Cambridge street 19
Cambridge street, over B. & M. and B. & A. R. R., Chs'n 19
Castle Island Footbridge 19
Charles River Dam Bridge 20
Central avenue, over Neponset river 19
Charlesgate, in the Fens, over B. & A. R. R 20
Charlesgate, in the Fens, over Ipswich street 20
Charlestown 20
Chelsea, over B. & M. R. R 21
Chelsea (North) . . . 21
Chelsea (South) 21
Chelsea street 22
Circuit drive, over Scarboro' pond, in Franklin Park 22
Columbia road, over Old Colony Div. N. Y., N. H. & H. R. R., 22
Columbia road, over Shoreham street 22
Columbus avenue, over B. & A. R. R. and Prov. Div. N. Y.,
N. H. & H. R. R 22
Commercial Point, or Tenean 23
Commonwealth avenue, in the Fens 23
Congress street 23
Cottage Farm, over B. & A. R. R 23
Cottage Street Footbridge, East Boston 24
Craigie Temporary Bridge 24
Curtis Street Bridge, over B. & A. R. R., East Boston 24
Dartmouth street, over B. & A. R. R., and Prov. Div. N. Y.,
N. H. &H. R. R 24
Dorchester avenue, over Fort Point channel 25
Dorchester avenue, over Old Colony Div. N. Y., N. H. & H.
R. R 25
Dover street 25
Ellicott arch, in Franklin Park 26
Everett street, over B. & A. R. R 26
Fens Bridge, in the Fens 26
Ferdinand street, over B. & A. R. R 26
Florence Street Bridge, over Stony brook 26
Forest Hills entrance in Franklin Park 26
Engineering Department. 95
Bridges, continued
Gainsborough Street Footbridge, over Prov. Div. N. Y., N. H.
t M R R 26
Gold street, over Midland Div.' N.' Y., N.' H." & H.' rVrV. '. '. '. '. 26
Granite to Milton 27
Harvard to Cambridge 27
Harvard street, over Midland Div. N. Y., N. H. & H. R. R. . 27
Huntington avenue, over B. & A. R. R 28
Huntington avenue, over Muddy river 28
Hyde Park Avenue Bridge, over Stony brook 28
Ipswich street, over waterway in the Fens 28
Irvington Street Footbridge, over Prov. Div. N. Y., N. H. &
H. R. R 28
L Street Bridge 28
Leverett Pond Footbridge, in Leverett Park 28
Longwood avenue, over Muddy river and B. & A. R. R 29
Maiden 29
Massachusetts avenue, over B. & A. R. R 29
Massachusetts avenue, over Prov. Div. N. Y., N. H. & H. R. R., 29
Mattapan to Milton 29
Maverick Street Bridge, over B. & A. R. R., East Boston 29
Meridian street 30
Milton 30
Mt. Washington avenue 30
Neponset 30
Neptune road, over B., R. B. & L. R. R 31
Newton street, over Prov. Div. N. Y., N. H. & H. R. R 31
Norfolk street, over Midland Div. N. Y., N. H. & H. R. R.,
Dorchester 31
Norfolk street, over Midland Div. N. Y., N. H. & H. R. R.,
near Mattapan Station 31
North Beacon street 31
North Harvard street 32
Northern avenue 53
Oakland street, over Midland Div. N. Y., N. H. & H. R. R 32
Perkins Street Footbridge, over B. & M. R, R. and B. & A.
R. R., Charlestown 32
Porter Street Bridge, over B. & A. R. R., East Boston 32
Prescott Street Bridge, over B. & A. R. R., East Boston 32
Prison Point 33
Pubhc Garden Footbridge 33
Saratoga Street Bridge, over B. & A. R. R., East Boston 33
Scarboro' Pond Footbridge, Frankhn Park 33
Shawmut avenue, over B. & A. R. R., and N. Y., N. H. & H.
R. R 33
Southampton Street Bridge, over South bay sluice 34
Southampton street, over Old Colonv Div. N. Y., N. H. &
H. R. R ' 34
Spring street to Dedham 34
Summer street, over A street 34
" B street 34
" " " C street 34
" " " Fort Point channel 34
" N. Y., N. H. & H. R. R. freight tracks. .. 35
Sumner street, over B. & A. R. R., East Boston 35
Warren 35
Webster Street Footbridge, over B. & A. R. R., East Boston . . 36
West Fourth street, over Old Colony Div. N. Y., N. H. & H.
R. R 36
West Rutland Square Footbridge, over Prov. Div. N. Y.,
N. H., & H. R. R 36
Western avenue to Cambridge 36
City Document No. 14.
PAGE.
Bridges, concluded.
Western avenue to Watertown 36
Winthrop 37
Wood Island Park Footbridge 37
Surveying Division 38
Lines and grades given and paving work measured 1909 40
Plans in Surveying Division 45
Miscellaneous Work and Construction in 1909:
Abolishment grade crossings on the B., R. B. & L. R. R 46
Ashmont Street and Dorchester Avenue Bridge 46
Boston Common survey 46
Boston Common water pipes 46
Boston Consumptives' Hospital 47
Chelsea Street Bridge 48
Deer Island shore protection 49
Huntington Avenue Bridge (over B. & A. R. R.) 50
Independence Square walks 52
Northern Avenue Bridge 53
Northern Avenue and Sleeper street 52, 62
Rainsford Island Wharf and bulkhead 69
Western Avenue Bridge to Cambridge 70
Wharf and pier for fireboat 70
Miscellaneous 73
Streets:
Working plans, specifications and forms of contract were pre-
pared and forwarded for assessment streets 70
Water vi'orks:
Extension of mains 71
Table showing monthly rainfall in inches during 1908 at various
places in Eastern Massachusetts 74
General statistics 75
City Engineers, 1850-1909 76
Engineering Department.
97
APPENDICES.
P.VQE.
Appendix A. — Table showing the widths of openings for vessels in
all bridges provided with draws 78
B. — Engineering Department property schedule 80
C. — Elevations referred to Boston city base 81
D. — Engineering Department annual reports, 1867-
1909 85
E. — Engineering Department, Revised Ordinances 86
F.— Meridian hne 87
G. — Atlantic Avenue Extension Bridge — History of
legislation and official action 88
ILLUSTRATIONS.
Chelsea Street Bridge facing page 48
Huntington Avenue Bridge:
Trestle beneath old girders " 49
Corrosion of old girder " 50
Floor construction and encasement of steel (lithograph) . . " 50
Forms for concrete " 50
Erection of new bridge " 51
Reinforcement for concrete " 51
The sidewalk of removable slabs " 52
Northern Avenue Bridge:
General plan and elevation (Uthograph) " 52
View from Congress street " 53
Bird's-eye view, looking south " 58
Draw landing " 59
End Uf ts of draw in operation " 62
Drawtender's house " 63
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