PUBLIC DOCUMENT. No. 11
ANNUAL PEPOKT
OF THB
HAEBOE AND LAND COMMISSIONERS
For the Year 1890.
BOSTON :
WRIGHT & POTTER PRINTING CO., STATE {PRINTERS,
18 Post Office Square.
1891.
c/
v e
TABLE OF CONTENTS.
Commissioners' Report.
PAGE
South Boston Flats, 5
Progress of the Work, 6
Reserved Channel, 7
Congress Street, 8
Provision for Continuing the Work, 9
Charles River, 9
Harbor Lines in Boston Harbor, 13
Legislation by Congress, 14
South Bay, 15
Mystic River Improvement, 16
Gloucester, Essex and Ipswich Boundary Lines, ... 16
Fdsld and Office Work, 19
Miscellaneous Surveys, 19
Licenses Granted during the year 1890, 21
Receipts from Grants of Public Lands, 27
Harbor Improvements by the United States, .... 28
On the Eastern Coast of Massachusetts, 28
On the Southern Coast of Massachusetts, 32
Connecticut River, 34
Protective Works at Hadley, 35
River Banks at West Springfield, 37
Lease of Hangman's Island, . . 38
Appendix.
Establishment of Harbor Lines in Boston Harbor, .... 43
In Charles River, 43
In Mystic River, 48
In Maiden River, 53
In Island End River, 54
In Chelsea Creek, 50, 55
On East Boston shore, 58
In Dorchester Bay, 59
River and Harbor Act of 1890, Sections 4 to 12, . . . . 63
Agreement between the Commonwealth and New England Dredging
Company for widening Channel on South Boston Flats, . . 67
Lease of Hangman's Island, 71
Camm0iifomIt& of gtassatjjwsdts.
HARBOR AND LAND COMMISSIONERS' REPORT.
To the Honorable the Senate and the House of Representatives of the Common-
wealth of Massachusetts.
The Board of Harbor and Land Commissioners, in
accordance with the provisions of law, respectfully submits
its Annual Report for the year 1890.
South Boston Flats.
The work of filling and improving the tide-water lands
of the Commonwealth at South Boston has been continued
without material change in the plan or methods of opera-
tion.
The 100-acre lot, all of which is inclosed and filled, and
on a portion of which the streets have been graded with
gravel, is in substantially the same condition as at the date
of the last report The sewers and other improvements
are in good order. There have been sold from this lot the
past year 21,421.5 square feet of land, lying between Con-
gress and Fargo streets, for $10,710.75. Several parcels
on the northerly or water front, 28,500 square feet in all,
have been leased on such terms as not to interfere with any
permanent disposition of the territory which it may be
desirable to make hereafter. The license which was given
to the city of Boston two years ago for the temporary use
of about 1") acres of this lot for a play ground, lias been
extended, on the1 same conditions, to cover the year ending
December 31, 181U.
6 HARBOR AND LAND COMMISSIONERS. [Jan.
Progress of the Work.
The work of the last year has been mainly expended on
the 75-acre lot, which adjoins the 100-acre lot on the east.
This lot had been inclosed the previous year on its north-
erly and easterly sides by a bulkhead. The sea-wall on
the side toward the reserved channel, which was in proc
of building at the date of the last report, under a contract
with Mr. Charles H. Edwards, was completed and the
work accepted early in July last. This wall. 1,828 feet in
finished length, now extends easterly to a point about 80
feet beyond the line of Congress Street as located across
the reserved channel ; and completes the inclosure of the
7. "»-acre lot, with the exception of temporary gaps left in
the easterly line of bulkhead for the passage of dump-
scows. The sea-wall will serve also as an abutment for
the bridge by which Congress Street will cross the reserved
channel.
Upon the completion of the sea-wall in July, the Eastern
Dredging Company deposited along its front about 6,000
cubic yards of clay dredged at East Boston, at a cost of 22
cents per yard. This was done to cover and strengthen
the foundation of the wall, and to protect the timber in the
foundation from the attacks of worms. In August, the
New England Dredging Company was employed to dredge
out a trench in the rear of the sea-wall, at a distance of
about 40 feet so as not to disturb the stone ballast, and to
place the material taken from the trench against the back
of the wall. This method of tilling immediately behind
the wall was adopted as likely to cause the least out-
ward pressure against the wall. The trench was after-
wards re-filled by dumping from scows other material
dredged from the reserved channel.
A contract, the terms of which were stated in the last
report, was made with the New England Dredging Com-
pany in April, 1889, to receive, elevate and deposit on the
75-acre lot all suitable material which should be offered by
parties engaged in dredging in other parts of the harbor.
There have been deposited under this contract the last
year about 75,000 cubic yards of such material, equivalent
1891.] PUBLIC DOCUMENT — No. 11. 7
to nearly five acres of filled land, and making, with the
work of the previous year, about 18 acres filled under this
contract to date. All of this material has been deposited
on or near the line of Congress Street extended to the
reserved channel. Less than the usual quantity has been
offered and handled under this contract the last vear,
owing to the comparatively small amount of miscellaneous
dredging which has been done in the harbor, either by the
general government or by private parties, excepting that
done by parties who were using the material for filling
their own lands. The funds provided for government
work by the river and harbor act of 1888 had been ex-
hausted, and the act of 1890 was passed too late in the
year for operations to begin the past season. A larger
supply of such material is expected the present year.
In addition to the filling under the above contract, nearly
14,000 cart-loads of ashes and other refuse have been
deposited on the 75-acre lot by the department of sanitary
police of the city of Boston, and over 20,000 cubic yards
of earth and waste material, from excavations for buildings
and the like, by various other parties. The cost of the
former material has been reduced the past year from 12|
to (> cents per load ; and the latter is supplied without any
cost except the wages of a man to superintend the dump-
ing.
Reserved Channel.
In 1889, a channel 60 feet wide and 12 feet deep at mean
low water was dredged from the head of the reserved
channel to Lawley's yacht yard, and thence 65 feet wide
and 8 feet deep to the main ship channel, — as more fully
described in the last report. This channel was found to be
too narrow lor safe and convenient use. In September
last, a contract* was made with the New England
Dredging Company, the lowest bidder, to widen both
sections of the channel 50 feet, so that they should have a
width of 110 and 115 feet respectively, with the same
depths as before. The material taken from the channel
has been used for filling the 75-acre lot. The work of
*See Appendix, C.
8 HARBOR AND LAND COMMISSIONERS. [Jan.
widening will be finished the present month. The channel
will then probably answer the needs of navigation for some
years to come, or until the whole improvement is further
advanced.
Congress Street.
In view of the importance of Congress Street, as being
the most direct and convenient public avenue by which
access is had to the Commonwealth's land. and. when
finished, by far the shortest and best thoroughfare for
business and travel betwreen the centre of the city and
South Boston, much of the work of the last year has been
directed to its early completion.
Congress Street extends across the territory of the
Commomvealth from B Street easterly to the reserved
channel, a distance of more than half a mile, with a width
of 75 feet. All the material required to complete the
filling of the land under and adjacent to the street, to the
line of the sea-wall on the reserved channel, is now in
place ; and that portion of the street which is not already
graded, will be ready for the gravel the coming spring.
It is expected that the graveling will be finished during the
next working season.
The city of Boston is just now making a contract for
the further extension of L Street towards the line of the
reserved channel on the South Boston side. The city
engineer is considering the plans for a bridge across the
channel to connect this street with Congress Street ; and
the mayor has been empowered by the city council to
apply to the legislature at its present session for authority
to raise the funds for its construction. All these facts point
to the conclusion that the opening of this important avenue
across the property of the Commonwealth will not be long
delayed. In the meantime, some effectual remedy must
and doubtless will be found for the dangerous and unwar-
ranted obstruction of Congress Street by the seven freight
tracks of the New York and New England Railroad
Company which now cross it at grade.
1891.] PUBLIC DOCUMENT — No. 11. 9
Provision for Continuing the Work.
The balance in the " Commonwealth's Flats Improve-
ment Fund" on the first day of January, 1890, available
for carrying on the work, was $4,247.23 ; to which there
has been added during the year $3,104.54 income of the
fund, $10,850.79 rents of land and proceeds of land sold,
and $127,000 paid into the fund from the treasury of the
Commonwealth under the provisions of chapter 93 of the
Acts of 1889 and chapter 12 of the Acts of 1890 ; making
a total of $145,202.56 available for the work. Of this sum
there has been expended during the year $44,507.70, leav-
ing an available balance, January 1, 1891, of $100,694.86.
In order to provide for the work now in progress and in
contemplation, it is estimated that it will be necessary to
provide for the payment of $20,000 into the fund the
present year.
Charles River.
The order of the Secretary of War for the alteration of
the four lower highway bridges across Charles River,
which was served on the cities of Boston and Cambridge
in December, 1888, has not resulted in the making of any
changes in these bridges, at least for the present.
At the date of the last report, application had been made
in behalf of the cities to the present Secretary of War to
revoke the order ; and the bridges in question had been
referred by his direction to a board of engineers for con-
sideration. This board made an interesting and exhaustive
report in February last.
As was to be expected from the character and ability of
the board, the idea of a closure of the river to navigation,
which has sometimes been unadvisedly advanced, finds no
encouragement at its hands. After a careful review of
the facts relating to the navigation of the river and the
condition of the bridges, the report says : —
The Charles River, where it traverses the city, still remains an
important tidal reservoir, and a valuable highway for commerce, which
the general government should not only unceasingly protect against
10 HARBOR AND LAND COMMISSIONERS. [Jan.
wanton injury, but foster by increased facilities where such can be
secured with a consistent regard to vested rights.
The conclusion of the report is as follows: —
The Board is of the opinion that, for the present, the draw-openings
through the West Boston and Craigie's (Canal) bridges, although
small, may be retained without material injury to commerce ; but that
the openings through the Charles River and Warren bridges, now .')<;
feet wide, ought to be enlarged, whenever the renewal of the bridges
is taken in hand, to make the navigation through them "free, easy
and unobstructed " for vessels exceeding about 700 tons. The Board
was furnished by bridge-tenders with the names of several vessels
which had applied to pass the bridges, but could not be accommo-
dated because their beams exceeded the width of the draw ; and it is
fair to presume that the known deficient width of the draws prevented
applications from being made by other vessels.
The draw-bridges, although of primitive type, are manoeuvred by
steam power, with good appliances, and the time consumed in closing
and opening the draws is not so great as to detain vessels unneces-
sarily for this reason alone.
The basin between the Charles River and Warren bridges is so
limited in area that only seven to nine vessels can conveniently
anchor there at one time. The only other possible anchorage, so
long as the present bridge system is maintained, lies above the last
railroad bridge. Therefore it may be said in general that there is no
object in a vessel bound to the upper basin endeavoring to go above
the Charles River bridge, unless facilities be given for its passing the
entire bridge system. In practice, vessels lie at anchor below Charles
River bridge, and pass through and above it in numbers corresponding
with the opportunities afforded for going beyond the railroad bridges.
For these reasons, while the Board is of the opinion that the
draws of the Charles River and Warren bridges are not adequately
wide for the largest class of vessels which may navigate the river, and
that in the case of all the city bridges the flow of the water is
excessively and needlessly obstructed, it does not recommend, in
the absence of specific instructions as to the modifications to be
made in the railroad bridges, that the city be required to incur at this
time expenses for alterations in the bridges controlled by them, which
might not conform to the alterations hereafter to be demanded from
the railroad authorities.
It is, however, recommended that when extensive repairs or re-
building of these old city bridges become necessary, they shall be
made to conform to modern practice, as has been done in the case of
the new Harvard bridge just completed. Such a requirement would
1891.] PUBLIC DOCUMENT — No. 11. 11
be far less onerous than the plans outlined by the joint commission,
composed of the Harbor Commissioners and Railroad Commissioners,
to which the subject was referred for report by the legislature of
Massachusetts in 1870.
These recommendations were approved by the Chief of
Engineers, and thereupon Secretary Proctor made the
following order : —
The time fixed in the orders of the Secretary of War of December
6, 1888, requiring the cities of Boston and Cambridge to alter their
bridges by the first of January, 1891, is hereby indefinitely extended,
subject to further action whenever the conditions suggested by the
Board require it.
The board of engineers was embarrassed by the fact that
the railroad bridges, which form one system with the city
bridges, were excluded from its consideration by the terms
of the instructions under which it was acting. The rail-
road bridges, as now maintained, are not only a more
serious obstruction of the river than the city bridges, but
the difficulties in the way of correcting their defects are
more formidable. Although orders had been served on
the railroad corporations at the same time and in the same
terms as on the cities, the manner of altering the railroad
bridges had not been prescribed or determined ; and, until
this harder problem was solved, the board could not deal
intelligently with the city bridges. The proper order of
consideration had obviously been inverted.
In the meantime, the railroad corporations have ap-
parently ignored the orders of the war department. They
have not asked for a revocation or modification of the
orders, and have taken no steps to comply with them.
The prescribed time for making the alterations has now
expired. The case of the Charles River bridges is the
first in the history of the government in which a Secre-
tary of War or other national officer, in the exercise of a
high discretionary power delegated by Congress, has
undertaken to compel the reconstruction in this harbor of
tide-water bridges long established and maintained under
the hitherto unquestioned sanction of State law ; and the
outcome will be awaited with much interest.
12 HARBOR AND LAND COMMISSIONERS. [Jan.
By an act of the Massachusetts Legislature, passed in
1888, the cities of Boston and Cambridge were required to
widen the draws in the four highway bridges which cro
Charles River next above the Harvard bridge, to 36 feet
each. For reasons stated in the last report, there was some
delay in complying with the act. The work has been taken
in hand by the cities the past year, and, in the case of three
of the bridges, the widening is now well under way or
nearly finished.
The new Harvard bridge still remains unopened to travel.
The delay has been due to a contest in the courts respect-
ing the manner of constructing the avenue of approach to
the bridge on the Cambridge side. The supreme judicial
court has just decided that the city of Cambridge had
authority, under the act of 1882, chapter 155, to lay out the
avenue on its own side of Charles River at grade acr*
the Boston and Albany railroad ; that the act did not require
that the city of Boston should concur in or agree to such
lay-out ; and that the board of railroad commissioners had
no authority to order the construction by the city of Cam-
bridge of an overhead crossing over the railroad. This
decision covers all the points in controversy, and there
seems to be no reason for longer delay in the completion
of the avenue and the much-desired opening of the bridge
to the public. As compared with all the other bridges
on the river, it is a model in construction and even in
architectural effect.
The private improvements in Charles River basin have
been pushed vigorously the past year. The Charles River
Embankment Company has extended its sea-wall about o< >< I
feet westerly, and has dredged from the basin over 32,000
cubic yards for filling. The contractors are preparing for
larger operations the present year with improved appli-
ances. On the Boston side, the filling of the Adams estate
is completed, and on the adjoining estate the sea-wall is
finished to Cousens' wharf, and the filling well advanced.
Substantially all the filling has been dredged from the basin,
improving its navigation, its sanitary condition and its
beauty.
1891.] PUBLIC DOCUMENT — No. 11. 13
Harbor Lines in Boston Harbor.
A harbor line board, consisting of General Abbott,
Colonels Gillespie and Mansfield, and Major Livermore,
Corps of Engineers, U. S. Army, was constituted by order
of the Secretary of War in 1888, under section 12 of the
river and harbor act of that year, to consider harbor lines
in Boston harbor. At the date of the last report, lines had
been defined for some of the principal frontages of the
harbor, which were described in that report.
During the past year, the harbor line board has recom-
mended lines for substantially the whole of the harbor and
its estuaries not covered the previous year, and these lines
have been approved by the Secretary of War.
The sections of the harbor treated the past year are a
part of the banks of the Charles River, the Mystic River
and its tributaries, Chelsea Creek, the shore of East Boston
from Jeffrey's Point to Breed's Island, and Dorchester Bay
from South Boston to Moon Island.
In almost every case where the State had previously
established harbor lines, these lines have been adopted
without modification by the harbor line board as the lines
beyond which no structure of any kind shall extend. In
some cases, an inner "bulkhead line," beyond which no
solid filling shall hereafter be permitted, has also been
defined. The lines have in some instances been extended
farther up the rivers or along the shore than had been done
by the State. In other respects, and upon the whole, the
harbor line system already established by the laws of the
State has been approved and confirmed.
Descriptions of the several lines recommended by the har-
bor line board and approved by the Secretary of War during
the last year, are appended to this report.* Copies of two
of the charts, on which the more important lines in the
Charles and Mystic rivers are laid down, are also annexed.
Copies of the charts on which all of the lines are shown,
are on file in this office. For official copies of these charts,
and of the documents containing the descriptions and
* See Appendix, A.
14 HARBOR AND LAND COMMISSIONERS. [Jan.
approval of the several lines, this board has been indebted
to the courtesy of the harbor line board.
Legislation by Congress.
The river and harbor acts of 1884 and 1^*8 had inserted
in them certain sections, in the nature of general laws,
relating to bridges, harbor lines and the removal of wrecks
in navigable waters, the provisions of which have been
stated and explained in previous reports.
In the recent river and harbor act of September K>, I*!1*).
those sections have been amended in some particulars, and
other sections have been inserted extending their scope,
providing severer penalties for their violation, ' and dele-
gating larger discretionary powers to the Secretary of War.
For information and convenience of reference, the sections
of the act of 181)0, 4 to 12 inclusive, are appended to this
report.*
The control of Congress over waters within the limits
a State, whether fresh or tide waters, is incidental to its
power, under the constitution of the United States, "to
regulate commerce with foreign nations and between the
several States." Its right of control is therefore limited to
such waters within the several States as are accessible to
and navigable by vessels engaged in foreign or interstate
commerce. It extends only to such water-ways and water
areas as are suitable and necessary for the convenient
passage and safe anchorage of such vessels. It does not
extend to all the tide waters, any more than to all the fresh
waters, writhin State limits ; nor does it include the regula-
tion of their use and improvement for any other purposes
than those of navigation.
In the absence of legislation by Congress, the questions
that have hitherto arisen have been chiefly those affecting
the extent and limits of the powrers of the States in respect
to the regulation of waters within their confines. Now that
Congress has undertaken to legislate in this direction,
questions are not unlikely to arise touching the extent and
limits of the power of the national government in the reg-
ulation of State waters.
* See Appendix, B.
1891.] PUBLIC DOCUMENT— No. 11. 15
South Ba.y.
This bay has never been regarded of much if any value
as a tidal reservoir of the main harbor, and the project of
filling up the whole of it, as well as Fort Point channel
which is its outlet, was recommended not many years ago
by a committee of the legislature. The commerce in the
bay, and especially along the channel, is now of too much
importance to admit of the serious consideration of such a
scheme.
Harbor lines were established in a portion of the bay as
early as 1847, by chapter 278 of the acts of that year.
These lines were extended around the entire bay by chap-
ter 293 of the acts of 1856, and were slightly modified by
chapter 310 of the acts of 1864.
Since these lines were established, the New York and
New England railroad has been built solid across the bay,
excepting a pile section of about 260 feet, and the part cut
off by the railroad is no longer used or has any real value
for navigation. The natural size of the bay was con-
siderably enlarged some 40 to 50 years ago by digging
away the marshes, to about the level of low water, for
filling elsewhere. This artificial area, and other portions
of the bay which are bare at low tide, are at times offensive
and noisome.
There can be little question that it would be a public
improvement to fill some portions of the bay and to deepen
others. This can be done in such a way as to increase
rather than diminish the present facilities for wharves and
navigation. The harbor lines stand in the way of such
improvement.
An act was passed in 1871, chapter 335, authorizing
changes in the lines with reference to a similar improve-
ment then in contemplation but not carried out. The
present powers of this board under that act, by reason of
subsequent legislation and upon other grounds, are not
clear. It is recommended that such legislation be now had
as will remove any obstacles which the existing harbor
lines present to the improvement of the bay, under proper
guards and limitations, in the direction above indicated.
16 HARBOR AND LAND COMMISSIONERS. [Jan.
Mystic River Improvement.
This work involves the filling and improvement of about
90 acres of land and flats lying between the north and
south channels of Mystic River. The original grant was
to the Mystic River Corporation, in 1855, upon the con-
dition of deepening and improving the river.
The Boston and Maine Railroad, which has acquired
the rights and assumed the obligations of the original
grantee, has completed the past year the bulkhead on the
line of Elm Street extended, and tide water is now
excluded from the whole tract of 90 acres. The platform
along the face of the wharf below Chelsea bridge has been
finished, and also above the bridge to a point about 150 feet
beyond the dock ; and more than half the piles have been
driven for its remaining length.
The dredging the last year has been done in the river
above Chelsea bridge; but only a very small part of the
excavation has been to the required depth. About 280,000
cubic yards of dredged material have been deposited on
the enclosed area, mostly by methods of re-handling which
are new to Boston harbor, and which have worked in a
satisfactory manner.
The amount of filling and of required excavation in the
river which remain to be done, is very much larger than
can be accomplished, by the methods and apparatus now
in use, within the time allowed by statute for the com-
pletion of the whole work, which expires March 1. 1891.
A reasonable extension of the time may properly be
granted.
Gloucester, Essex and Ipswich Boundary Lin
This board was directed, bv chapters 77 and 97 of the
resolves of 1889, to examine and define the boundary lines
in tide water between the city of Gloucester and town of
Ipswich, and between the towns of Essex and Ipswich,
and to report to the next General Court.
A partial report was made to the last legislature. The
survey and map of the territory in dispute, then under
way, have been completed the past year. A copy of the
1891.] PUBLIC DOCUMENT — No. 11. 17
map, much reduced in size, on which the proposed bound-
ary lines as defined by the board are laid down, is annexed
to this report.
The water area in controversy is a tidal bay, about a
mile in diameter and four square miles in extent. Much
the larger part of it is dry at low water. Upon consider-
able portions of the flats, clams are found in abundance.
Each city and town has the right by statute to regulate the
taking of clams within its own limits. Hence arose the
question, which the courts declined to settle, as to the
boundaries in the present case.
The Essex River enters the bay at its south-westerly
corner, and the Castle Neck River at its north-westerly
corner ; and both rivers flow out through the bay, between
Castle Neck in Ipswich and Two Penny Loaf in Gloucester,
to the sea.
No doubt has been felt about the proper location of the
tide-water line for dividing the city of Gloucester from the
towns of Essex and Ipswich. The present land line
between Gloucester and Essex has been extended in the
same course across the bay, and out through its mouth to
the exterior line of the Commonwealth in tide water as
defined by this board under chapter 196 of the acts of
1881. The map is not large enough to show its stretch
beyond the mouth of the bay.
The only difficulty is in regard to the tide-water line
between Ipswich and Essex. The second parish of
Ipswich was set off and incorporated into the town of
Essex by chapter 85 of the acts of 1818. That part
of the boundary line between the old and the new town
which is here concerned, is described in the act as
"running down said brook to the creek, so called; thence
continuing down said creek to the river ; thence down the
channel of said river on the north side of Hog Island
to the sea"
The river referred to is the Castle Neck River ; and if
that river had always kept to one and the same channel,
no question would have arisen as to the boundary between
the towns. On the contrary, the river has had at different
times two very different channels. One, the present
18 HARBOR AND LAND COMMISSIONERS. [Jan.
channel as shown on the map, extends along the shore of
Castle Neck on the north side of the bay. By the other,
the river, after passing Story Island and the thatch banks,
turns south, and runs down on the easterly side of Dilly
Island and the adjoining marsh, and unites with the Ea
River near Cross Island. The southerly portion of the last
described channel is still open, as indicated on the map.
In 1792, as proved by ancient town maps, the river was
flowing in the Castle Neck channel. Before 1830, it had
shifted to the Dilly Island channel. The coast survey map
of 1857 shows that it was then in the Dilly Island channel.
Some six or seven years ago, owing probably to the dam-
ming of ice, it broke through the loose and shifting sand,
and resumed the old channel along Castle Neck, where it
now runs.
The changes from one channel to the other, which are
liable to occur at any time from natural causes, have not been
gradual but more or less sudden , and when one channel
has opened, the other has closed up. If, then, "the
channel of said river" is held to be the boundary line, a
very large body of flats will be found sometimes in the one
town and sometimes in the other.
It has seemed best, therefore, to divide the bay, as fairly
as may be, by lines which are fixed and easy to run out.
A cluster of rocks on the Hats, known as the Black Rocks,
is the only permanent landmark in the bay. A copper
bolt has been placed in the highest point of the main ledge
of these rocks for a monument.
As defined by the board and shown on the map, the
boundary line in tide water between Ipswich and Essex
begins at a point in the line which divides the city of
Gloucester from said towns, which point bears South 40°
East and is distant 435tJq feet from the copper bolt; and
runs thence North 40° West, passing through the copper
bolt, until it comes to the channel of Castle Neck River on
the north side of Choate's (formerly called Hog) Island.
This line gives a larger portion of the flats to Ipswich,
and a larger portion of the best clam-ground to Essex.
The boundary line in tide water which divides the city of
Gloucester from the towns of Essex and Ipswich, as defined
MAP SHOWINGTHE
BOUNDARY LINES IN TIDE WATER
BETWEEN THE CITY OF GLOUCESTER
AND TOWNS OF IPSWICH AND ESSEX
AS DEFINED BYTHE BOARD Of HARBOR AND LAND COMMISSIONERS
UNDER CHAPS.77AND 97 OF RESOLVES OF 1889. *>
DECEMBER, 1890.
SCALE OF FEET
■WO 200 0 100
1-200 1600 i WOO
i
\
1891.] PUBLIC DOCUMENT -No. 11. 19
by the board and shown on the map, begins at a stone
bound near the shore in tne land line between Gloucester
and Essex ; and runs thence North 29° 30' East across the
bay, passing through the south-easterly end of the line
between Ipswich and Essex as above described, and out to
sea until it comes to the exterior line of the Commonwealth
in tide water. This line, as before stated, is an exten-
sion of the present land line between Gloucester and
Essex.
As often as occasion may require, these lines can be run
and staked out across the clam-grounds and flats, from the
copper bolt and stone bound, one or both, by an engineer
or surveyor, without difficulty. The courses as given above
refer to the true meridian, and allowance must be made for
variations of the magnetic needle.
Field and Office Work.
Miscellaneotis Surveys,
The work on the South Boston flats has, as usual,
occupied the larger part of the time of the Engineer and
his assistants.
In February, a survey and plan were made of the
locations of the mooring buoys below Charles River bridge,
for use in the hearing on a complaint that they were
dangerous obstructions to steamers entering and leaving
the Hoosac Tunnel docks.
A survey and plan were also made of the railroad bridge
over Belle Isle Inlet, between Breed's Island and Winthrop,
with reference to the plans for building the metropolitan
sewer across the inlet.
In June, the positions of seventeen stations in the South
Bay were determined by triangulation from the basis of the
harbor re-survey, and the positions calculated and plotted
on plane-table sheets, preparatory to making plans of the
bay as soon as other work permits.
A survey was also made of the section of Fort Point
channel between the New York and New England Railroad
and Congress Street bridges, and between the draw-piers
of the bridges and the wharf of the Boston Electric Light
20 HARBOR AND LAND COMMISSIONERS. [Jan.
Company, and plans and specifications drawn for dredging
this section to the depth of 10 feSt below mean low water.
A survey was also made of Salter's Beach in Plymouth,
for a short distance north of Gurnet Light, to determine to
what extent, if any, the beach had been or would be injured
by the removal of fine drift-gravel, under licenses given to
Mr. Joseph L. Boardman, as authorized by chapter 212 of
the acts of 1881. The comparison of this survey with that
of June, 1889, did not show that any material change in
the beach had taken place.
In July, a plane-table survey was completed and map
made, based on the triangulation done in November, 18v
as stated in the last report, of the bay at the mouth of the
Essex and Castle Neck rivers, for use in defining the
boundary lines in tide water between Gloucester, Ipswich
and Essex, as already described in this report.
In October, an examination was made of the banks of
the Connecticut River at Springfield and West Springfield,
to ascertain the extent of the giving away and exposure of
the banks on the West Springfield side, and of the en-
croachments on the Springfield side.
In October and November, a survey was made of the
section of the Merrimac River and its banks lying between
Haverhill and Bradford. Twenty-two triangulation points
were established and connected with the work of the coast
survey through the work of Professor Quimby in the
determination of the state line between Massachusetts and
New Hampshire. Based on these points, two plane-table
sheets were made, on a scale of ^ oVo' showing the river
from the Boston and Maine railroad bridge down to a little
below the junction of Water and Groveland streets in
Haverhill, — a distance of 1| miles. The sheets include
the river and its shores between Washington, Merrimack
and Water Streets on the Haverhill side, and the George-
town Branch railroad on the Bradford side. There remains
a few days' work on the Bradford side to complete the
lower sheet.
This survey is preparatory to the establishment of
harbor lines on the Haverhill and Bradford banks of the
river, one or both.
1891.] PUBLIC DOCUMENT — No. 11. 21
Licenses Granted During the Year 1890.
The following licenses, eighty-one in number, have
been granted the last year. The licenses which are
required under recent statutes for structures in the Connec-
ticut River and in great ponds, as well as those in tide
waters, are included in the list.
Noe.
1226. Petition of the American Powder Mills for license to place
a mooring for one of its powder-boats on the South
Boston flats in Boston harbor. Granted January 23,
1890.
1227. Petition of the*Boston, Revere Beach and Lynn Railroad
. Company for license to build a ferry-slip at its Boston
terminus in Boston harbor. Granted January 30, 1890.
1228. Petition of the Boston Land Company for license to fill
solid in Chelsea Creek at Breed's Island in East Boston.
Granted January 30, 1890.
1229. Petition of Selina C. Washburn for license to fill a dock
adjoining her wharf on Maiden River in the city of
Maiden. Granted February 20, 1890.
1230. Petition of the Old Colony Railroad Company for
license to fill solid the pile bridge of the Nantasket
Beach railroad across an arm of Hingham Bay, near
Point Allerton, in the town of Hull. Granted February
20, 1890.
1231. Petition of William Minot, Jr., for license to drive piles
at his wharf on Charles River in the city of Boston.
Granted February 27, 1890.
1232. Petition of the Boston and Maine Railroad for license to
rebuild and widen the pile platform at Mystic wharf on
the south channel of Mystic River in the city of Boston.
Granted February 27, 1890.
1233. Petition of the city of Boston for license to dump snow
and ice into the rivers and tide waters in and around said
city. Granted March 0, 1890.
1234. Petition of the city of Salem for license to build stone
piers to support water and gas pipes at North Street
bridge on North River in the city of Salem. Granted
March G, 1890.
1235. Petition of the North Packing and Provision Company for
license to build a wharf and well on Miller's River in the
city of Somerville. Granted March (5, 1890.
22 HARBOR AXD LAND COMMISSIONERS. [Jan.
Nos.
1236. Petition of Colcord Upton for license to build a wharf at
Raker's Island in Massachusetts Bay in the city of
Salem. Granted March 6, 1890.
1237. Petition of Simon P. Humphrey for license to build a pile
wharf in Onset Bay in the town of Wareham. Granted
March 13, 1890.
12§8. Petition of Annie H. Litchfield for license to build a
sea-wall or bulkhead and fill solid in Hull Bay in the
town of Hull. Granted March 13, 1890.
1239. Petition of the Central Railroad of New Jersey for
license to widen and extend Phillips wharf, on piles, in
Salem harbor in the city of Salem. Granted March 13,
1890.
12 10. Petition of Joseph H. Burgess for license to build a wharf,
partly solid and partly on piles, in Onset Bay in the
town of Wareham. Granted March 20, 1890.
1241. Petition of Daniel H. J. Holmes and Mary F. Gaff for
approval of plans for building a bridge across Centre-
ville River in the town of Barnstable, as authorized by
chapter 30 of the acts of 1890. Approved March £0,
1890.
1242. Petition of the Bunker Hill Yacht Club for license to
build a club-house, on piles, near the south draw of
Chelsea bridge on Mystic River in the city of Boston.
Granted March 25, 1890.
1243. Petition of the city of Lynn for license to build an outfall
sewer in Lynn harbor in the city of Lynn. Granted
March 27, 1890.
1244. Petition of the East Boston Dry Dock Company for
license to build a marine railway, and to widen and ex-
tend its northerly pier, on piles, in Boston harbor at East
Boston. Granted April 10, 18
1245. Petition of the city of Newburyport for approval of plans
for building a sewer outfall in Merrimack River in the
city of Newburyport, as authorized by chapter 233 of
the acts of 1889. Approved April 17. 1-
1246. Petition of the Boston and Albany Railroad Company for
license to rebuild the bridge on its Grand Junction
branch railroad across Mystic River in the city of Som-
erville and town of Everett. Granted April 17.
124 7. Petition of James H. Winchell & Company for license to
build stone piers for the support of a building on Little
River in the city of Haverhill. Granted April 24, 1890.
1891.] PUBLIC DOCUMENT — No. 11. . 23
Nob.
1 248. Petition of F. A. Merriam & Company for license to build a
pile platform, fill solid, and dredge a channel in Dorches-
ter Bay in the city of Boston. Granted April 24, 1890.
1249. Petition of Isaac Pratt, Jr., for license to fill solid at
the McKay wharf in Boston harbor at East Boston.
Granted May 1, 1890.
1250. Petition of James N. Cowin for license to widen and
extend his wharf by filling solid on Mystic River in the
town of Medford. Granted May 8, 1890.
1251. Petition of Charles Bassett for license to build a dike with
a tide-gate therein across Buck's Creek in the town of
Chatham. Granted May 15, 1890.
1252. Petition of John C. Haynes for license to widen a portion
of Liverpool wharf, on piles, on Fort Point channel in
the city of Boston. Granted May 15, 1890.
1253. Petition of Ezra B. Whittier for license to build a pile
pier in Winthrop harbor in the town of Winthrop.
Granted May 22, 1890.
1254. Petition of Wilhelmina C. Clifford for license to build a
timber wharf in Buzzard's Bay in the town of Dartmouth.
Granted May 22, 1890.
1255. Petition of the King Philip Boat Club for license to build
a boat-house in Mount Hope Bay in the city of Fall
River. Granted May 22, 1890.
1256. Petition of the Lincoln Boat Club for license to build a
boat-house in Sandy Pond in the town of Lincoln.
Granted May 22, 1890.
1257. Petition of George R. Bradford for license to extend his
wharf, on piles, in Gloucester harbor in the city of
Gloucester. Granted May 22, 1890.
1258. Petition of the Lockwood Manufacturing Company for
license to extend its wharf by filling solid in Boston
harbor at East Boston. Granted May 29, 1890.
1259. Petition of the city of Gloucester for license to build a
catch-basin in Gloucester harbor in the city of Glouces-
ter. Granted May 29, 1890.
1 2G0. Petition of the Chelsea Yacht Club for approval of plans for
building a club-house, on piles, jiear Chelsea bridge on
Mystic River in the city of Chelsea, as authorized by chap-
ter 311 of the acts of 1890. Approved May 29, 1890.
1261. Petition of the Simpson's Patent Dry Dock Company for
license to extend its dry dock No. 1 in Boston harbor
at East Boston. Granted May 29, 189C,
24 HARBOR AND LAND COMMISSIONERS. [Jan.
Nob.
12G2. Petition of the Commercial Wharf Company for license to
extend the south pier of Commercial wharf, on piles,
in Boston harbor in the city of Boston. Granted May
29, 1890.
12G3. Petition of William H. Swift & Company for license to
extend their wharf by filling solid on Chelsea Creek at
East Boston. Granted June 5, 1890.
12G4. Petition of the Constitution Wharf Company for license to
drive piles at Constitution wharf in Boston harbor in the
city of Boston. Granted June 5, 180".
12G5. Petition of Emma J. Goodnow for license to build a wharf,
partly solid and partly on piles, in Lake Quinsigamond
in the city of Worcester. Granted June 12, 1890. ,
12G6. Petition of Augustus T. Crashing and others for license to
build a pile wharf and float in Town River Bay in the
town of Weymouth. Granted June 12, 1890.
1267. Petition of the city of Boston for license to rebuild
Federal Street bridge on Fort Point channel in Boston
harbor. Granted June 19, 180".
1268. Petition of James A. Norcross for license to build a pile
wharf at Monument Beach in the town of Bourne.
Granted June 19, 1890.
12G9. Petition of the Gloucester Lighterage Company for license
to build a wharf, partly solid and partly on piles, in
Gloucester harbor in the city of Gloucester. Granted
June 19, 1890.
1270. Petition of John Girdler for license to widen his wharf,
partly solid and partly on piles, in Beverly harbor in
the town of Beverly. Granted June 26, 1890.
1271. Petition of the board of Park Commissioners of the city
of Boston for approval of plans for tilling solid in
Boston harbor at South Boston Point in said city,
as authorized by chapter 438 of the acts of 1889.
Approved June 26, 1890.
1272. Petition of William O. Cutter for license to build a pile
wharf and float-stage in Onset Bay in the town of
Wareham. Granted July 3, 1890.
1273. Petition of Isarac Pratt, Jr., for license to build a pile
platform at the McKay wharf in Boston harbor at East
Boston. Granted July 10, 1890.
1274. Petition of the Gardner Boat Club for license to build a
boat-house in Crystal Lake in the town of Gardner.
Granted July 10, 1890.
1891.] PUBLIC DOCUMENT — No. 11. 25
Nos.
1275. Petition of William B. Nelson for license to extend his
wharf in Mattapoisett harbor in the town of Matta-
poisett. Granted July 17, 1890.
1276. Petition of Charles H. Heath, trustee, and the Riverbank
Improvement Company for license to build a sea-wall
and fill solid on Charles River in the city of Boston.
Granted July 17, 1890.
1277. Petition of Edward Kendall & Sons for license to extend
their wharf, partly solid and partly on piles, on Charles
River in the city of Cambridge. Granted July 17,
1890.
1278. Petition of the Brookline Gas Light Company for license
to build a sea-wall and pile platform and to fill solid on
Charles River in the city of Boston. Granted July 17,
1890.
1279. Petition of John M. Brooks for license to drive piles for
launch-ways and for other purposes in Boston harbor
at East Boston. Granted July 24, 1890.
1280. Petition of the Lockwood Manufacturing Company for
license to widen and extend its wharf, on piles, in
Boston harbor at East Boston. Granted July 24,
1890.
1281. Petition of William B. Thorn & Company for license to
build a stone wharf on Merrimack River in the city of
Haverhill. Granted August 7, 1890.
1282. Petition of the Haverhill Iron Works for license to build
a stone wharf on Merrimack River in the city of Haver-
hill. Granted August 7, 1890.
1283. Petition of the city of Cambridge for license to rebuild
and widen its portion of River Street bridge on Charles
River in the city of Cambridge. Granted August 22,
1890.
1284. Petition of the city of Boston for license to widen its
portion of River Street bridge on Charles River in the
city of Boston. Granted August 22, 1890.
1285. Petition of the Haverhill Electric Light Company for
license to extend its wharf by filling solid on Merri-
mack River in the city of Haverhill. Granted Septem-
ber 4, 1890.
128G. Petition of the Boston and Maine Railroad for license to
excavate a channel and build a culvert with a tide-gate
therein on Diamond Creek in the town of Revere.
Granted September 4, 1890.
26 HARBOR AND LAND COMMISSIONERS. [Jan.
Nop.
1287. Petition of the city of Boston for license to widen the
passage-way for vessels in North Harvard Street brt
on Charles River in the city of Boston. Grunted
September 11, 1890.
1288. Petition of the board of Metropolitan Sewerage Com-
missioners for approval of plans for rebuilding the tidal
culvert crossing Saratoga Street in East Boston, as
authorized by chapter 139 of the acts of 18
Approved September 18, 189<>.
1289. Petition of the board of* Metropolitan Sewerage Com-
missioners for approval of plans for building a portion
of section 9 of a main sewer in Chelsea Creek, within
the location of Addison Street at East Boston,
authorized by chapter 439 of the acts of 1880.
Approved September 18, 189<>.
1290. Petition of the board of Metropolitan Sewerage Com-
missioners for approval of plans for building a pile
wharf in Boston harbor at Deer Island, as authorized
by chapter 439 of the acts of 1889. Approved
September 18, 1890.
1291. Petition of the town of Winthrop for license to widen
Shirley Street in Boston harbor near Cottage Hill
in the town of Winthrop. Granted September 25,
1890.
1292. Petition of William Campbell and Wilson Campbell for
license to fill flats in Charles River in the city of Cam-
bridge. Granted September 25, 189<».
1293. Petition of Josiah C. Bennett for license to build sea-
walls and fill flats in Lynn harbor in the city of Lynn.
Granted October 2, 1890.
1294. Petition of the city of Boston for license to extend L
Street in Boston harbor at South Boston. Granted
October 2, 1890.
1295. Petition of Leavitt T. Bobbins for license to extend his
wharf by filling solid in Plymouth harbor in the town of
Plymouth. Granted October 2. 1890.
1296. Petition of Roswell C. Downer for license to build a stone
breakwater at Nye's Neck in the town of Falmouth.
Granted October 16, 1890.
1297. Petitiou of the city of Boston for license to widen the
passage-way for vessels in Essex Street bridge on Charles
River in the cities of Boston and Cambridge. Granted
October 23, 1890.
1891.] PUBLIC DOCUMENT — No. 11. 27
Nos.
1298. Petition of the board of County Commissioners of
Hampden County for approval of plans for building a
bridge across Connecticut River between the city of
Holyoke and the town of Chicopee, as authorized by
chapter 350 of the acts of 1881). Approved October
30, 1890.
1299. Petition of the board of County Commissioners of Essex
County for approval of plans for building abridge across
Powow River in the town of Amesbury, as authorized
by chapter 6Q of the acts of 1890. Approved October
30, 1890.
1300. Petition of George A. Hall for license to build a wharf
by filling solid on Merrimack River in the city of Haver-
hill. Granted November 6, 1890.
1301. Petition of Choate Burnham for license to widen and
extend his wharf, on piles, in Old Harbor Bay in the
city of Boston. Granted November 6, 1890.
1302. Petition of Albin M. Richards for license to extend his
wharf by filling solid on Mystic River in the city of
Boston. Granted November 25, 1890.
1303. Petition of the Riverside Boat Club for license to build a
boat-house, on piles, on Charles River in the city of
Cambridge. Granted November 25, 1890.
1304. Petition of the West End Street Railway Company for
license to dump snow and ice from bridges and wharves
into tide waters in the cities of Boston, Cambridge and
Chelsea,- and the town of Medford. Granted December
4, 1890.
1305. Petition of the city of Boston for license to build a pile
pier at the north ferry in Boston harbor at East Boston.
Granted December 4, 1890.
1306. Petition of the West End Street Railway Company for
license to build a pile wharf in South Bay in the city of
Boston. Granted December 4, 1890.
Receipts from Grants of Public Lands.
The amount received during the past year for grants of
rights and privileges in lands of the Commonwealth, under
licenses of this board for filling and for the erection of
wharves and other structures in and over tide waters and
great ponds, is $14,330.24. Other like assessments for a
considerable amount have been made during the year, for
28 HARBOR AND LAND COMMISSIONERS. [Jan.
which the money has not yet been paid into the treasury.
Payment for such grants was first required by chapter 284
of the acts of 1874, now chapter 19, section 10, of the
Public Statutes. Since the passage of that act, the total
amount so received and paid into the State treasury 1
been $274,894.60.
Harbor Improvements by the United States.
The works of the national government for the preserva-
tion and improvement of the rivers and harbors on the coast
of Massachusetts, have remained under the supervision of
the same able and efficient officers of the Corps of Engineers,
U. S. A., who had charge of them at the date of the la&t
report, — those on the Eastern section of the coast in charge
of Lieut. Col. Samuel M. Mansfield, who is stationed at
Boston, and those on the Southern section in charge of
Maj. William R. Livermore, whose headquarters are at
Newport.
To both of these gentlemen, as to their predecessors,
this board is indebted for courteous cooperation, and the
public for valuable service.
Improvements on the Eastern Coast of Massachusetts.
At the request of the board, Colonel Mansfield has
kindly furnished the following condensed report of the
work done in the rivers and harbors under his charge
during the year 1890 : —
United States Engineer Office,
Boston, Mass., December 22, 1890.
The Board of Harbor and Land Commissioners of Massachusetts.
Gentlemen: — In accordance with your request of this day. I
have the honor to furnish the following summary of the work
clone by the general government, during the year, in those rivers
and harbors of Massachusetts which are under my charge : —
1. Newburyport Harbor.
The general project for the improvement of this harbor has not
been changed.
No active operations have been in progress, and the condition
1891.] PUBLIC DOCUMENT — No. 11. 21)
of the several works of improvement remains essentially as stated
in the report for last year.
The entranee channel over the bar has straightened and deep-
ened, as shown by the survey of June, 1890.
The funds provided for this work by the act of September 19,
1890, $25,000, will be expended during the next working season
in extending the full section of the north jetty.
2. Harbor of Refuge, Sandy Bay, Rockport.
No change has been made in the project.
During the year 40,039 tons of rubble-stone were deposited in
the breakwater, and its sub-structure is now essentially completed
between cross ranges 140 and 3,540.
The present available funds will deposit, approximately, 185,000
tons of stone in the sub-structure, and will extend it about 750
feet.
3. Gloucester Harbor.
The condition of the improvement remains as stated in the
report for last year, no work having been done.
The sum of $15,000 now available will be expended in widening
the channels in Harbor Cove 100 feet, and in completing the
proposed improvement of the main harbor from its entrance to
the steamboat wharf.
4. Manchester Harbor.
No change has occurred in the condition of this improvement.
During the next working season, a channel 40 feet wide, and 4
feet deep at mean low water, will be dredged from the entrance
qf the harbor to the railroad bridge.
5. Salem Harbor.
The funds provided for this harbor by the act of September
19, 1890, will be expended in dredging a channel 50 feet wide
from deep water off Derby wharf light to the head of navigation
in South River. This channel will be 8 feet deep at mean low
water to near the inner end of Derby wharf, and thence 6 feet
deep.
6. Lynn Harbor.
No change has taken place in the condition of this improvement
since the date of the last report. The present available funds
will be expended in completing the anchorage basin and in widen-
ing the inner channel.
30 HARBOR AND LAND COMMISSIONERS. [Jan.
7. Winthrop Harbor.
The funds now available for this harbor will be expended in
dredging a channel 3 feet deep at mean low water, and 35 t
wide, from the entrance to Rice's wharf.
8. Boston Harbor.
No change has been made in the general project for the
improvement of this harbor. During the year the ledges uncovered
by dredging at the Upper Middle were removed, and repairs were
made to the north head sea-wall at Deer Island.
A detailed survey of the west end of Brewster spit showed
that the main ship-channel had decreased in width, since it \
dredged in 1874, to such an extent that the 23-foot curves, at
mean low water, were but 475 feet apart.
The funds now available for this harbor will be expended in
widening the main ship-channel, at the west end of Brewster spit,
to the full projected width, 625 feet; in extending the Gallop's
Island sea-wall about 300 feet to the south-east ; in repairing
the sea-wall at Great Brewster ; in extending the rip-rap shore
protection at Long Island ; in widening and deepening the channel
between Nix's Mate and Long Island so that it will be 300 feet
wide, 15 feet deep at mean low water ; in widening the channel
leading to Nantasket beach so that it will be 150 feet wide. 9£
feet deep at mean low water ; in extending the main ship-channel
from Grand Junction wharf towards Jeffrey's Point, approxi-
mately 300 feet wide, 18 feet deep between Grand Junction
wharf and the most eastern dry dock, thence gradually shoaling
to a junction with 15 feet depth off Jeffrey's Point ; in continuing
the improvement of Charles River when the draws in the upper,
bridges shall have been altered ; and for such other dredging,
blasting, or repairs of sea-walls as may be found necessary.
9. Hingham Harbor.
No change has occurred in the condition of this improvement.
The funds now available will be expended in deepening the
channel to 10 feet at mean low water.
10. Scituate Harbor.
The project for the improvement of this harbor has not been
changed. During the next working season the present available
funds will be applied in widening and deepening the channel
connecting the anchorage basin with the town wharves, so that it
will be 100 feet wide, 3 feet deep at mean low water.
1891. PUBLIC DOCUMENT — No. 11 31
11. Plymouth Harbor.
No change has occurred during the year. The funds provided
by the act of September 19, 1890, will be expended in completing
the basin, and in widening the channel of approach to 130 feet.
12. WelJfleet Harbor.
The general project of improvement remains unaltered.
No work has been done during the year, nor is any expected
immediately, as the funds provided for this harbor by the last
river and harbor act are not sufficient to effect any appreciable
benefit to commerce.
13. Provincetown Harbor.
No work was done during the year. A bulkhead about 2,000
feet long will be built, during the coming working season, on the
inside of Long Point to cover its weakest section, about -\ mile
north-west of Wood End Light.
14. Merrimack River.
No work has been done during the year, and the funds now
available are specifically appropriated for the improvement of
Mitchell's Falls.
15. Powoiv River.
i
No action by the town authorities of Amesbury, in the matter
of the drawbridge, has as yet been reported to this office, which
will warrant the expenditure of the funds now available.
16. Ipswich River.
No change in the condition of this improvement has occurred.
The funds now available are not sufficient to complete the present
project.
17. Weymouth Fore River.
The general project for the improvement of this river is to widen
and deepen the natural channel, so that six feet depth at mean
low water can be carried to the head of navigation. The projected
channel will be 100 feet wide to near the wharves at Weymouth
Landing, thence to Braintree bridge 80 feet wide, and above the
bridge 50 feet wide.
The present available funds will be applied in dredging a
channel of the full projected depth, 40 feet wide to Braintree
bridge, and 25 feet wide above this bridge.
32 HARBOR AND LAND COMMISSIONERS. (Jan.
During the year surveys have been made, and project
improvement are being considered, for the following localities :
Kingston harbor, Weymouth Back River, Town River, Chatham
harbor, Essex River, Mystic and Maiden rivers.
It will be noticed that but little progress has been made in □
of the improvements during the year. This is owing to the ex-
haustion of the funds provided by the act of 18S8, and the very
late date during the present year when additional funds were
provided.
Very respectfully, your obedient servant,
8. M. Mansfield,
Lieutenant Colonel of Engineers.
Improvements on the Southern Coast of Massachusetts.
The board is indebted to the courtesy of Major Liver-
more for a copy of the official report of the work done in
the rivers and harbors under his charge during the year
ending June 30, 1890, from which the following facts arc-
taken : —
1. Hyannis Harbor.
No work was done during the year ending June 30, 1889.
During the last year the work of dredging in the 15^-foot anchor-
age ground protected by the breakwater, was resumed with dredge,
tug#and scows belonging to the general government. The execu-
tion of the project of deepening this anchorage area will be
continued.
The amount available for the work, including an appropriation
of $8,000 by the river and harbor act of September 1(J, 1890, is
$9,916.00.
2. Nantucket Harbor.
During the last year 6,055 tons of stone have been placed in
the eastern jetty under a contract, and 830 tons with plant
belonging to the United States.
It was reported in May, 1890, that the steam-boat running to
Nantucket had difficulty in entering the harbor on account of the
shoaling of the channel. A survey in June showed that the
7J-foot channel still existed, but that it was to the eastward of
the course followed by the steam-boats, and about in the same
position as the preceding November.
It is proposed to continue the construction of the eastern jetty
as far as the funds will permit. The amount available, including
1891.] PUBLIC DOCUMENT — No. 11. 33
$25,000 appropriated by the river and harbor act of 1890, is
$25,048.70.
3. Vineyard Haven Harbor.
The plan of improvement contemplates the protection of the
chops at the mouth of the harbor from the action of storm waves,
by jetties and other works along the shore.
A temporary wharf and three jetties, 150 feet, 80 feet, and 100
feet long, were completed on the West Chop the last year. The
work of protection will be continued, beginning at the East Chop.
The amount available, including $i 0,000 appropriated by the
river and harbor act of 1890, is $11,661.00.
4. Wareham Harbor.
The dredging of the southern half of Reach No. 8 to a width of
175 feet and depth of 10 feet was completed, and the Middle
Ground, a shoal in mid-channel of Reach No. 9, was removed,
during the last year.
The amount available for continuing the improvement, including
an appropriation of $5,000 by the river and harbor act of 1890,
is $5,031.47, which will be applied to the completion of the
channel and the further building up of Long Beach.
5. New Bedford Harbor.
During the last year, 43,665 cubic yards of mud, sand and
gravel were dredged in excavating a channel, 100 feet wide and
18 feet deep at mean low water, from the deep water of Buzzard's
Bay, near the 11-foot bank, to the vicinity of the New Bedford
wharves.
The work of dredging in the new channel will be continued with
the funds available, $10,033.98, including an appropriation of
$10,000 by the river and harbor act of 1890.
6. Edgartown Harbor.
The sum of $2,000 was appropriated by the river and harbor
act of 1890 for improving the inner harbor by dredging, and will
be expended for that purpose.
7. Taunton River.
No work was done in this river the last year. The sum of
$7,012.78 now available, including an appropriation of $7,000 by
the recent river and harbor act, will be applied in completing the
34 HARBOR AND LAND COMMISSIONERS. [Jan.
widening and deepening of the channel at a few points above
Berkley bridge, and in the removal of a small amount of ledge
rock uncovered in dredging below the bridge.
Vessels of 11 feet draught can now reach Taunton at the head
of navigation.
Connecticut River.
The " general care and supervision of the Connecticut
River within the confines of this Commonwealth, and of
the banks thereof, and of all structures therein," were
committed to this board by chapter 344 of the acts of 1885.
This was done " in order to prevent and remove un-
authorized encroachments and causes of every kind which
may in any way injure the said river, and in order to
protect and develop the rights and property of the public
therein.'"
As a means of securing these ends, it was provided in
the act that all persons authorized by the general court to
build any structures in the river, should first obtain from
this board its approval of the plans and mode of peforming
the work ; and the board was further empowered to license
the building of structures in the river upon such terms as
it should prescribe. The provisions of chapter 19 of the
Public Statutes applicable to structures in tide waters,
were in general made applicable to structures in this river.
Since the passage of this statute, the board has not
infrequently been called upon to approve and license new
structures, or to investigate cases of actual injury or
threatened danger from the natural action of the river, or
from structures built and encroachments made by riparian
owners and others. There is evident need of the regula-
tion and protection which the act was designed to secure,
and its provisions will prove more useful as they come tp
be better known and understood.
In order, however, that the statute may fully accomplish
the desired results, there should be a more prompt and
effectual remedy than it now provides for the prevention
and abatement of unauthorized and injurious works.
It is provided in chapter 19, section 17, of the Public
Statutes, that every erection and work made or done in
tide water without authority from the general court or from
1891.] PUBLIC DOCUMENT — No. 11. 35
this board, or in a manner not sanctioned by the board
where its approval or license is required, shall be deemed
a public nuisance, and be liable to indictment as such ; and
that the board may order suits on behalf of the Common-
wealth to prevent or stop any such nuisance by injunction
or otherwise ; and that the attorney-general and district
attorneys within their districts shall conduct such suits.
The same provision is found in chapter 318, section 6, of
the acts of 1888, for the protection of great ponds. It is
recommended that similar provision be made for the more
effectual protection of the Connecticut River.
Protective Works at Hadley.
The work authorized by the General Court to be done
under the direction of this board " to prevent the further
inroads of the Connecticut River upon the northerly side of
the town of Hadley, and the destruction of the principal
streets in said town," has been completed. The necessity
for undertaking the work, and the methods of conducting
it, have been explained in previous reports.
The operations of the last year, and the success of the
work so far as its results can now be known or foreseen,
are detailed in the following report of Mr. Emory C. Davis
of Northampton, who has been the engineer in immediate
charge of the work from the beginning, conducting it with
much skill and good judgment, and to the entire satisfaction
of the board : —
To the Board of Harbor and Land Commissioners of Massachusetts.
Gentlemen: — The following is a report upon the work done
the past year for the protection of the town of Hadley against
the further encroachments of the Connecticut River upon said
town, as provided for by chapter 9fj of the resolves of 1888, and
chapter 17 of the resolves of 1889, of the legislature of Massa-
chusetts.
The work done during the summer and fall of 1889, in sloping
the banks of the river and laying mats and riprapping thereon,
was set the past spring with young willows, and these have made
a satisfactory growth during the summer, and will serve as a
support for the riprap work after the decay of the mats above the
water line. •
36 HARBOR AND LAND COMMISSIONERS. [Jan.
Soundings were taken in June last, on the same lines across
the river as in previous years, to ascertain what changes, if any,
bad taken place in the general character and profile of the river
bottom since the commencement of the protective works in lh~
These soundings are shown on the accompanying profiles of the
river bottom. The black lines indicate the contour of the bottom
on the different lines across the river in June, 1888, before the
protective works were commenced ; the red lines, the contour on
the same lines across the river in June, 1889 ; and the green lines,
the contour in June, 1890.
The soundings of June last show a decided shoaling of the
water against the protective works, and a corresponding scouring
on the bottom of the river and increase in depth of water on the
opposite side ; and, so far as can be ascertained, the works are
accomplishing in a highly satisfactory manner the results antici-
pated at the commencement of the work.
The work done the past season has been confined principally
to completing and securing the work at the head of Front Street,
where left in an unfinished condition at the close of operations in
1889, consequent upon the usual fall freshets. Mats and riprap
work have also been laid in places on the bauk of the river for a
distance of 400 feet below Front Street, where there were indica-
tions of scouring and weakness in the bauks.
Judging from all present appearances, and from the general
conduct of the river against these works, the town of Hadley is
effectually protected from further encroachments of the river on
its lands within the limits of these works.
The total cost of the work done and material furnished the
past season is $613.04, including the cost of setting willows and
other work done in the spring. All bills incurred in the prosecu-
tion of the work have been paid, and all claims presented by
parties for damage to crops, brush taken, etc., have been satis-
factorily adjusted and paid, with the exception of that of Mr.
Thaddeus Graves of Hatfield, for a small lot of brush taken in
1889, of which mention was made in my report for that year.
Respectfully submitted,
E. C. Davis,
Northampton, Mass., December 20, 1890. Superintendent.
The whole amount which has been appropriated for the
protective work at Hadley, is $30,000. The total cost has
been $29,581.55, leaving a balance of $418.45 uncalled for
in the treasury.
1891.] PUBLIC DOCUMENT — No. 11. 37
River Banks at West Springfield.
In September last, the board was petitioned by the select-
men of West Springfield to investigate the condition of the
banks of the river in that town, which, it was alleged,
were wearing away and caving in, and thus undermining
a dike which had been built along the bank for the pro-
tection of the public highways of the town, and the
private property of a large number of its inhabitants, in
times of freshet.
The locality was visited in October, and such examina-
tions were made by the engineer of the board and his
assistant as the high stage of the water at that season of
the year would permit. It was found that the bank was
caving and receding in several places on the West Spring-
field shore, and at some points quite rapidly. The greatest
wearing was in the vicinity of the Boston and Albany
railroad bridge; and, about 70 feet below the bridge, it
had reached to within 8 to 12 feet of the foot of the slope of
the dike.
It was also found that at various places on the opposite
bank, in the city of Springfield, retaining walls and other
structures had been built by the railroad companies and
others below the high-water line, and that, in some places,
the dumping of a considerable or large amount of ashes>
cinders and other material, outside or beyond the line of
the walls, was going on. These encroachments tend to
direct the force of the current against the West Springfield
bank, and, by narrowing the width of the river channel, to
increase the height of the water in times of freshet ; and
they are likely to be especially injurious when made on
that section of the river opposite the dike.
This dike appears to have been built under the direction
of the county commissioners, pursuant to the provisions of
chapter 80 of the acts of 1868, the cost being apportioned to
the town and the several owners of land benefited. It is to
be maintained, repaired or rebuilt by the town, the expense
to be divided in like proportions by the selectmen, as pro-
vided in chapter 389 of the acts of 1869.
For the distance of about 100 feet immediately below the
38 HARBOR AND LAND COMMISSIONERS. [Jan.
railroad bridge, the dike was most in need of immediate
repair. A temporary bulkhead had been built by the
town authorities, which would probably be of little use unless
backed by earth and rubble. But there appears to be
ample statute provision for the maintenance of the dike, and
the emergency and cost do not at present seem to be beyond
the reasonable ability of those most directly concerned to
provide for.
But the unauthorized and injurious encroachments on
the Springfield side of the river ought not to continue. If
these are prevented, expedients maybe adopted to arrest the
wearing of the opposite bank now going on. It is the
intention of the board to make further investigations when
the season of low water in the river arrives.
Lease of Hangman's Island.
All lands and waters within the territorial limits of the
Commonwealth, to which no individual or body corporate
shows or can show title, are the property of the Common-
wealth. It is to be presumed in such cases either that the
State and its predecessors, the Colony and Province, have
never granted the original title derived from the crown of
England, or else that the title has revested in the State by
escheat or otherwise.
The State not only has jurisdiction or dominion, as the
sovereign power, over such lands and waters, but is the
owner of the fee, and may convey or lease them as pro-
prietor.
Outside of the public domain in tide waters and great
ponds, and the Province lands in the town of Provincetown.
it is not known or supposed that there are any considerable
tracts of territory to which the State holds title as above.
There are, however, parcels of such land. Quite a
number, in the form of islands in tide waters and great
ponds, have come to the knowledge of the board during
the last few years ; and leases of some of them have been
given in the name of the Commonwealth.
The board is authorized, with the approval of the gov-
ernor and council, to lease public lands for periods not
1891."" PUBLIC DOCUMENT — No. 11. 39
j
exceeding five years. Such a lease (see Appendix, D)
has been given the last year of Hangman's Island in Boston
harbor.
This island, less than an acre in extent, is within the
tide-water limits of the city of Quincy ; but neither that
city nor any other municipality or person has shown or
claimed the ownership of it. The island has been occupied
for some years by a small colony of industrious and thrifty
fishermen, who desired to acquire a legal right of possession
and improvement, and to have the power to exclude persons
making it a place of irregular resort. The lease has been
given to a trustee for their common use and benefit.
The foregoing Report is respectfully submitted.
JOHN E. SANFORD.
JOHN I. BAKER.
CHARLES H. HOWLAND.
Boston, January I, 1891.
APPENDIX.
APPENDIX.
[A-]
[See page 13 of this Report, ante.]
Establishment of Harbor Lines in Boston Harbor, as recom-
mended by the Harbor Line Board and approved by the
Secretary of War, during the year 1890.*
I. Charles River.
Left Bank of Charles River from Grand Junction Railroad Bridge
to the Navy- Yard — Pier and Bulkhead Lines.
The State of Massachusetts has never fixed bulkhead as distin-
guished from pier-head lines. The Board has deemed it best
to, do so, and the accompanying maps sufficiently indicate the
proposed location of the bulkhead lines, beyond which it is under-
stood that no solid constructions shall hereafter be extended.
On the left bank of the Charles River basin, between Grand
Junction Railroad bridge and Craigie's bridge, the pier and bulk-
head line has been drawn to coincide with the line established by
the State legislature.
The tidal prism of the Charles River basin has already been
unadvisedly reduced, and this line contemplates a still further
reduction ; moreover, the forest of piles driven in the water-way
below interferes with the current at the mouth of the river. A
comparison of the survey of 1888 with that of 1861 shows a
shoaling below the bridges of 712,415 cubic yards, reducing the
average depth by 3.66 feet over an area of more than 120 acres.
Several Boards and all the officers of the Corps of Engineers,
who for many years have discussed and reported upon this
subject, have insisted upon the preservation of the Charles River
* The following explanations and descriptions of the several Harbor Lines as
approved by the'Secretary of War, are taken from the Reports of the Harbor Line
Board recommending their adoption.
44 HARBOR AND LAND COMMISSIONERS. [J*n.
basin as a tidal reservoir for the maintenance of the channels of
the harbor. But heretofore the General Government has never
exercised the right to control and direct this matter, although the
fact of these encroachments has been officially placed on record.
Meanwhile the State of Massachusetts has authorized the filling
up of this basin to the line above mentioned without a corre-
sponding enlargement of the tidal prism in other places, and baa
granted privileges involving a great outlay of capital. To move
the pier and bulkhead line back as would be desirable for the
" protection and preservation of the harbor," would therefore
interfere with vested rights of great value. In granting these
privileges the State of Massachusetts has virtually assumed the
responsibility for any injury to the harbor that has accrued or may
accrue from this cause, and the Board therefore recommends for
the approval of the Secretary of War the lines above indicated.
From Craigie's bridge to the navy-yard at Charlestown. the
Board has deemed it expedient for the " preservation and protec-
tion of the harbor" to establish a bulkhead line, as well as a pier-
head line. These two lines coincide as far as Warren bridge, and
up to the Eastern Railroad bridge conform to the existing harbor
line enacted by State law. Beyond the Eastern Railroad bridge
the State harbor line is abandoned, and the new lines, located
coincidently, assume a new direction, closer to the original shore
line, as far as Warren bridge. Eastward of Warren bridge the
pier-head line coincides with the State harbor line as far as the
navy-yard, while the bulkhead line follows a nearly parallel course
to the northward, at a distance of 600 feet, approximately. The
State line and the proposed lines are delineated upon accompany-
ing charts.
The harbor lines which are recommended for adoption are
defined as follows : —
Beginning at a point on the northerly side of West Boston Bridge at
its intersection with the face of the wharf, and marked by a copper tack
through an iron plate on the cap outside of the brick sidewalk, and
indicated on the plan by the letter A ; thence running southwesterly on
a curve of 951.34: feet radius (tangent to a line to be hereafter described
running between West Boston and Craigie's bridges) for a distance of
503.01 feet: thence continuing southwesterlv on a straight line tangent
to said curve for a distance of 6,838.19 feet; thence westerly on a cufve
of 1,200 feet radius tangent to the last named line, for a distance of
496.97 feet; thence westerly on a straight line tangent to the last named
curve to the Grand Junction Railroad Bridge. Again beginning at the
point on the northerly side of West Boston Bridge marked A (previously
described) ; thence northeasterly to point B, which is on the southerly
side of Craigie's Bridge at its intersection with the face of the wharf,
1891.] PUBLIC DOCUMENT — Xo. 11. 45
and is marked by a copper tack through an iron plate on the cap outside
of the sidewalk, and is referred to point B/ which is at the southeasterly
corner of the Boston and Lowell machine-shop; distance from B to W i
73.39 feet; bearing from B to B', 224° 46' 19" ; thence northeasterly to
point C at the southerly side of the Boston and Lowell Railroad passen-
ger bridge at its intersection with the face of the wharf, and marked
on the cap-sill of the bridge by a copper tack through an iron plate;
thence the line continues northeastwardly to the point O.
The point O is 58 feet southerly (measuring along the face of the
solid bulkhead) from the intersection of the line B C (just described)
prolonged to an intersection with the solid bulkhead of the Fitch tfurg
Railroad Bridge ; C is 853 feet approximately northeasterly from C.
From C the line follows the faces of the solid bulkhead of the Fitch-
burg Railroad in an easterly direction to the point D', which is at the
intersection of said solid bu khead with the westerly side of Warren
Bridge.
At the point D' the pier and bulkhead lines separate. The pier-head
line lies in the west face of Warren Bridge to the point D, which is
about 66 feet southerly from the outer face of the wharf on the same
westerly side of Warren Bridge, and is marked by a copper tack through
an iron plate ; thence the pier-head line extends to the point E, which is
at the easterly side of Charles River Bridge, about 80 feet southerly
from the outer face of Tudor's Wharf on the same easterly side of said
Charles River Bridge, and is marked by a copper tack through an iron
plate ; thence northeasterly to the point F, which is about 80 feet south-
easterly from the southwesterly corner of Hittinger's Wharf, and nearly
in the alignment of the westerly side of said Hittinger's Wharf produced,
and is referred to point E ; distance from point F to point E, 379 feet;
bearing from point F to point E is 59° 6' 27" ; thence northeasterly to
point G, which is at the southwesterly corner of the navy-yard shears
wharf, and is referred to point G\ which is near the same southwesterly
corner of the said navy -yard shears wharf, and is marked by a copper
tack through an iron plate; distance from G to G7, 1.40 feet; bearing
from G to G', 150° 35'.
From the point D' the bulkhead line runs northeasterly in a straight
line (parallel to the pier-head line F G) 1,470 feet approximately to an
intersection with the boundary wall of the navy-yard.
[Approved by the Secretary of War, February 13, 1890.]
Charles River from near Brookline Street Bridge to Market Street
Bridge.
The State of Massachusetts has never established lines upon
this portion of the river, but the Board has deemed it necessary to
do so. The lines recommended are indicated upon the chart and
described as follows :
The line on the north side of Charles River begins at the Grand
Junction Railroad Bridge, at the intersection of the east side of the
46 HARBOR AND LAND COMMISSIONERS. [Jan
bridge and the harbor line approved by the Secretary of War, February
18, 1890 ; thence in a straight line, making an angle with the harbor line
above referred to of 166° 20', measuring from a northeasterly to a north-
westerly direction, 1,020 feet approximately to the point B, which is
situated on a line parallel to and 600 feet north of the northeastern rail
of the main line of the Boston and Albany Railroad; thence parallel to
said rail 675 feet to the point C ; thence to the point D by the arc of a
circle of 860 feet radius, tangent to the line last described, said arc sub-
tending an angle at the center of 64° 4.0', measuring from a southwesterly
to a westerly direction ; thence, on a tangent to the last described circle,
850 feet to the point E; said tangent on the line D E, if produced,
will intersect the east side of River Street Bridge produced 155 feet
northeastward from the face of the easterly stone abutment of said
bridge ; thence to the point F at the southeast corner of said abutment :
thence, following the face of said abutment and the faces of the stone
wharf of the Riverside Press Company, to the point G at the northv
corner of said stone wharf ; thence to the point H, which is at the north-
west corner of the solid abutment of Western Avenue Bridge on the
Cambridge side ; thence to the point I, which is in the line of the south
side of the first street north of Sands street (Cambridge) extended
westerly 320 feet from the west side of B inks street ; thence to the point
J, which is 400 feet from the west side of Banks street, measuring
westerly along the south side of the second street north of Sands street :
thence to the point K, which is at the southeast corner of the wharf at
the foot of Otter street; thence to the northwest corner of said wharf:
thence to the southeast corner of Wellington's Wharf ; thence to the
southwest corner of said wharf ; thence to the west corner of College
Wharf; thence to the east corner of the solid abutment of the Brighton
Street Bridge on the Cambridge side ; thence to the point L, which is in
the line of the west side of that part of Murray street which runs south-
westerly, extended southwesterly 760 feet from the south side of Lyman
street; thence to the point M, which is in the line of the north side of
that part of Murray street which runs southeasterly, extended north-
westerly 830 feet from the wrest side of Brighton street ; thence to the
southeast corner of the Cambridge Gas Company's Wharf ; thence to the
point X, which is in the line of the east side of Willard street extended
southerly 180 feet from the north side of Mount Auburn street : thence
to the point O, which is 115 feet from the north side of Mouut Auburn
street, measuring at right angles therewith from a point 155 feet west
of the west corner of Willard street; thence parallel to Mount Auburn
street 315 feet to the point P; thence to the southeast corner of the
Monument Wharf, marked Q on the tracing.
The line on the south side of Charles River begins at the northeast
corner of the solid part of Abbot's Wharf, near Brookline Street Bridge
and at the end of the harbor line approved by the Secretary of War
July 27, 1889 ; thence in a straight line 980 feet to the point B', which is
120 feet distant from the northerly rail of the Boston and Albany main
track ; thence parallel to said rail 830 feet to the point C ; thence to the
point D' by the arc of a circle of 1,200 feet radius tangent to the line
1891.] PUBLIC DOCUMENT — No. 11. 47
last described, said arc subtending an angle of 66° 12' at the center,
measuring from a southwesterly to a westerly direction ; thence, tangent
to the circle last described, 915 feet to the point E' ; said tangent if
produced will intersect the east side of River Street Bridge 65 feet, more
or less, northeast from the solid abutment of the bridge on the Boston
side ; thence to the point F' at the north corner of the solid abutment of
Western Avenue Bridge on the Boston side; thence, parallel to the line
HI on the opposite side of the river, 500 feet to the point G' ; thence to
the point H', which is 315 feet distant from the opposite point J, measur-
ing on a line at right angles to the line IJ at J; thence to the point I',
which is 280 feet distant from the opposite point K, measuring on a line
perpendicular to the face of the wharf at K; i hence to the point J',
which is 300 feet from the northwest corner of the opposite wharf,
measuring perpendicular to the face of the wharf at said corner ; thence
to the point K', which is 300 feet from the east corner of Wellington's
Wharf, measuring on a line perpendicular to the face of said wharf at
said corner; thence to the point L/, which is 320 feet from the west
corner of College Wharf, measuring on a line perpendicular at said
corner to the line joining said corner with the west corner of Wellington's
Wharf ; thence to the east corner of the solid wharf east of Brighton
Street Bridge ; thence along the faces of said stone wharf to the abut-
ment of the Brighton Street Bridge and the face of the stone wharf
west of said bridge, and continuing in said line 280 feet from west
side of bridge to a point marked Mf ; the line last described makes an
angle of 76° 26' approximately with the west side of Brighton Street
Bridge, measuring from a southwesterly to a westerly direction ; thence
to the point N', which is 340 feet from the opposite point L, measuring
on a line bisecting the angle at L ; thence to the point O', which is 3±U
feet from the opposite point M, measuring on a line perpendicular to
the line joining the point M with the southeast corner of the gas wharf;
thence to the point P', which is 240 feet from the southeast corner of
said wharf, measuring on a line perpendicular to the face of said wharf
at this corner ; thence to the point Q', which is in the east line of Willard
street extended southward 420 feet from the north side of Mount
Auburn street; thence to the point R', which is 320 feet from the north
side of Mount Auburn Street, measuring on a line perpendicular thereto
through the opposite point O ; thence to the point S', which is distant 210
feet from the opposite point P, measuring on a line bisecting the angle
at P ; thence to the point T', which is 200 feet distant from the east
corner of Monument wharf, marked Q on tracing, measuring on a line
perpendicular to the line joining said corner with the point P.
Above the points Q and T the lines follow the meanderings of the
river as laid down on the map. They are parallel and 200 feet apart
to the northwestern corner of Cassidy's Wharf near Arsenal Street
Bridge ; thence they gradually narrow to 140 feet at the bridge, and
preserve this width to Market Street Bridge.
[Approved March 17, 1890.]
48 HARBOR AND LAND COMMISSIONERS. [Jan.
II. Mv-tk; River.
From the Mouth of the River to Medford Street Brjix
South side of South Channel of Mystic River — Pier and Bulk-
head Lines.
The pier and bulkhead lines are coincident, beginning at the north-
westerly corner of the sea-wall of the United States navy-yard, and run
westerly in a straight line to the present northwesterly corner of
Holmes1 Wharf; thence continue westerly in a straight line to the
present northeasterly corner of Stone's Wharf; thence continue west-
erly, following and coinciding with the northerly face of said Stone's
Wharf, and continue in the same direction to the present northeasterly
corner of Clark & Smith's Wharf ; thence continue westerly in a straight
line to a point in the northeasterly line of Elm street produced northerly
at the westerly end of said South Channel, and distant 1 .00 feet southerly
froni the northwesterly corner of said channel as said channel is defined
in chapter 481 of the acts of the general court of Massachusetts of the
year 1855. This line coincides with the line established by the State in
chapter 302, acts of 1874.
South side of Mystic River — Pier and Bulkhead Lines.
Beginning at the point where the southeasterly line of Johnson's
"Wharf extended to the North Channel intersects a line drawn from the
northeasterly corner of Tuft's mill-pond to a point on Chelsea Bridge
700 feet northerly from the northerly side of the south draw in said
bridge, the line runs easterly 820 feet by an arc of a circle curving
northerly, and having a radius of 3,500 feet ; thence continues easterly
bv a straight line tangent to said arc, and in such a direction that it shall
pass through a point on the northwesterly side of said bridge 770 feet
southerly of the southerly side of the north draw in said bridge, running
by said straight line to a point 341 feet westerly of the westerly side of
said bridge ; thence running southeasterly by an arc of a circle turning
southerly, and having a radius of 675 feet, said arc to be continued
until a straight line drawn tangent to said arc would, if continued,
pass through the northeasterly corner of the timber dock of the navy
yard of the United States, said line tangent to be continued to the north-
erly side of the South Channel to a point 500 feet distant from said
corner of said dock, and 817 feet distant from the easterly side of
Chelsea Bridge bv a line drawn at rig-tit angles with said bridge ; thence
running westerly by a straight line which extended would strike the
line of the northeasterly s&de of Elm street produced 500 feet from the
northerly side of Medford stree'' measured on said northeasterly side of
Elm street, to a point 320 feet easterly from said northeasterly side of
Elm street produced ; thent rfnning southwesterly by an arc of a circle
1891.] PUBLIC DOCUMENT — No. 11. 49
turning southerly, and having a radius of 600 feet, to a point on said
easterly line of Elm street extended northerly 375 feet from the north-
erly side of Medford street. This line coincides with the line established
by the State in chapter 481, acts of 1855, and chapter 150, acts of 1867.
The portion of the line thus described between its point of beginning
and where it first intersects the easterly line of Elm street produced
northerly to the channel, and a straight line drawn from this point of
beginning to the northeasterly corner of Tuft's mill-pond, is to be
considered a pier-head line beyond which no pile structure shall be
extended ; and the remainder of the Hue above described is to be con-
sidered a bulkhead line beyond which solid filling shall not hereafter
be permitted.
Beginning again at the point where the line above described first
intersects the northeasterly line of Elm street produced northerly to the
channel, the bulkhead line follows the line of the northeasterly line of
Elm street produced northerly, in a southerly direction to a point 600
feet distant from the pier-head line measured on a line at right angles
thereto ; thence runs westerly, in a line parallel to and 600 feet inside of
the pier-head line, to the easterly face of the wall bounding Tuft's mill-
pond on the east ; thence along the face of this wall to the northeasterly
corner thereof ; thence the pier and bulkhead lines are coincident, and
follow the channel-face of Tuft's mill-pond wall to the southerly
abutment of the Maiden Bridge ; thence along this solid abutment and
its northeasterly face to the north corner thereof ; thence in a straight
line which, if produced, will strike the easterly corner of the solid
filling of the Boston and Maine Railroad Company's coal dock above the
Eastern Railroad bridge, to the easterly face of the Eastern Railroad
bridge ; thence along the easterly face of this bridge to a point distant
375 feet northeasterly from the northeasterly corner of the solid abut-
ment of said last-named bridge on the southerly side of the channel ;
thence the pier-head line runs northwesterly to a point on the easterly
side of the bridge of the Boston and Maine Railroad, distant 625 feet
northerly from the northeasterly corner of the solid abutment of said
last-named bridge on the southerly side of the channel ; and the bulk-
head line between the Eastern Railroad Bridge and the Boston and
Maine Railroad Bridge is parallel to and 30 feet within said pier-head
line.
The pier-head line so described between the Eastern and Boston and
Maine Railroad bridges coincides with the line established by the State
in chapter 231 of the acts of 1873.
The line of the channel wall of Tuft's mill-pond was established as a
harbor line by chapter 293 of the acts of 1856. Between the south-
easterly line of Johnson's Wharf prolonged and Tuft's mill-pond, and
between the Maiden and Eastern Railroad bridges, the State has estab-
lished no harbor line.
Beginning again at the point of intersection o. the bulkhead lines of
the northerly side of the South Channel **d Main Channel, said point
being 500 feet in a northerly direction from the east comer of the timber
dock of the United States navy-yard, the ] ad line coincides w ith
50 HARBOR AND LAND COMMISSIONERS. [Jan.
the bulkhead line of the Main Channel for a distance of 005 feet ; thence
runs northerly in a straight line to a point which is distant 385 feet
easterly from the easterly side line of said avenue;, measuring at right
angles to said avenue from a point in the said easterly side line, which
latter point is distant 100 feet southerly from the top face of the north-
erly abutment of said avenue, measuring said latter distance on said
easterly side line; thence turning and running northwesterly in a
straight line to a point in the easterly side line of said avenue extended
northerly, which point is distant 65 feet northerly from the top face of
the abutment aforesaid, measuring on said easterly side line so extended.
Then beginning again at a point in the westerly side line of said avenue
extended northerly, which point is distant 65 feet northerly from the top
face of the abutment aforesaid, measuring on said westerly side line so
extended ; thence running westerly in a straight line to -a point which is
distant 30 feet northerly from the northwesterly angle of the sea-wall
of said corporation as now built ; thence turning a little and running
still westerly in a straight line parallel to and 30 feet distant northerly
from the top face of the northerh- sea-wall of said corporation as the
same is now authorized to be built, until the said straight line inter-
the easterly side line of Elm street extended northeasterly ; thence
southerly along said line of Elm street to the bulkhead line.
Said pier-head line coincides with the line established by the State in
chapter 272 of the acts of 1**5.
The pier-head line on the north side of the South Channel is parallel
to the bulkhead line and 35 feet outside of it, as established by the State
in chapter 19 of the acts of 1859.
Chelsea Side of Mystic River and Chelsea Creek between Chelsea
Bridge and Meridian Street Bridge — Pier ayid Bulkhead Lines.
The pier-head line coincides with the line established by the State in
chapter 344 of the acts of 1887, and is as follows : Beginning at a point
on the southeasterly side of Chelsea Bridge at the southeasterly corner
of the solid portion of said bridge, as now built, at the Chelsea end
thereof; thence running southeasterly down Mystic River, making an
angle of 73° 6' taken from a southwesterly to a southeasterly direction
with the southerly side of said bridge, and passing through the south-
westerly corner of Black's Wharf, 697.57 feet to a point at or near the
angle of junction of Chelsea Creek with Mystic River : thence turning
7SJ 58' 1 1" to the east and north and running northeasterly up Chelsea
Creek, passing through the southeasterly corners of Gerrish*s Wharf and
Bisbee's Wharf, 1,196.03 feet to a point on the westerly side of Meridian
Street Bridge, marked by an iron plate and copper tack, and distant 23.3
feet southerly from the abutment of said bridge at the Chelsea end
thereof.
The bulkhead line is parallel to and 300 feet within the pier-head
line.
1891.] PUBLIC DOCUMENT — Xo. 11. 51
North side of Mystic River betiveen Chelsea Bridge and Boston and
Maine Railroad Bridge — Pier and Bulkhead Lines.
Beginning at a point where a line drawn on the north side of the
channel, parallel to and 1,200 feet distant from the bulkhead line on the
south side of the channel, intersects the westerly line of the north abut-
ment of Chelsea Bridge, marked M on Boston Harbor Line Board Sheet
" J," the pier-head line runs westerly in said parallel line 2,000 feet to a
point marked N. Beginning again at a point marked O in said parallel
line, at the point of its intersection with the easterly line of Elm street
produced across the river, and running westerly in said parallel line
2,475 feet to a point marked P ; thence in the arc of a circle curving
west and north, and tangent to said line at said point P, with a radius of
1,600 feet, to its intersection with the westerly line of the Maiden Bridge
abutment ; thence northwesterly in a straight line to a point at the mouth
of the Maiden River marked Q, said point being 710 feet from the
easterly side of the Boston and Maine Railroad Bridge, measuring at
right angles thereto from a point 570 feet northerly of the south end of
the north abutment of said bridge.
The bulkhead line is coincident with the pier-head line between the
points M and X. Between Island End and Maiden Rivers, the bulkhead
line is 600 feet within and parallel to the pier-head line, terminating in
Island End River in the northeasterly line of Elm street produced north-
erly, and in Maiden River in the line hereafter described for the left
bank of that river.
The harbor lines upon the north side of the river established by the
State in chapter 293 of the acts of 1856, and chapter 302 of the acts of
1874, are indicated upon sheet J.
South Side of Mystic River above Boston and Maine Railroad
Bridge — Pier and Bulkhead Lines.
Beginning at the northeast corner of the south abutment of the Boston
and Maine Railroad Bridge, the bulkhead and pier-head lines are coin-
cident, and follow the north face of said abutment to the west corner
thereof ; thence run southerly along the westerly face of the said
abutment a distance of 700 feet; thence continue northwesterly 1,200
feet on a line which if prolonged would pass through the northeasterly
corner of the south abutment of the Middlesex Avenue Bridge ; thence,
turning westerly through an angle of 135° measured from a southeast-
erly to a southwesterly direction, continue in a straight line for a
distance of 300 feet ; thence turning northwesterly continue in a straight
line to the northeasterly corner of the south abutment of Middlesex
Avenue Bridge ; thence along the northerly face of said abutment to the
northwest corner thereof; thence, by an angle of 62° with the west face
of Middlesex Avenue Bridge, continue northwesterly in a straight line
for a distance of 525 feet; thence, by the arc of a circle with a radius
of 510 feet tangent thereto, measuring about 64° 30' from an easterly to
52 HARBOR AND LAND COMMISSIONERS. [Jan.
a westerly direction, and by a tangent which extended would strike the
southerly line of Mystic avenue at a point 1,420 feel westerly of the
southwest corner of Mystic avenue and Taylor street, to a point 250 feet
northeasterly from the south side of Mystic avenue, measured along said
tangent ; thence northwesterly, by a Straight line making an angle of
with said tangent, to the line of the northerly side of Mystic avenue at
a point marked X.
North side of Mystic River above Boston and Maine Railroad Bridge
— Pier and Bulkhead Lines,
Beginning at the easterlv corner of the north abutment of the B
and Maine Railroad Bridge, the bulkhead and pier-head lines are coin-
cident, and follow the southerly face of said abutment to the south \\
corner thereof; thence the westerly face of the said abutment for a
distance of 400 feet; thence northwesterly, by a straight line making an
angle of 40° with said line and said abutment, a distance of -T
thence northwesterly, by a straight line which prolonged would strike the
easterlv side of^liddlesex Avenue Bridge at a point 290 feet northerly
of the end of the draw opening on the north side, a distance of 1.
feet; thence northwesterly to a point in the westerly side of Middles
Avenue Bridge 425 feet distant from the southwesterly end of the draw
opening in the north side; thence turning westerly and southerly by the
arc of a circle of 1,915 feet radius (the center of said circle being in the
west face of Middlesex Avenue Bridge prolonged) through about I
thence southwesterly, by a tangent to said arc which prolonged would
strike the southerly side of Mystic Avenue prolonged at a point 1.725
feet westerly of the southwest corner of Mystic avenue and Taylor
street, to a point 560 feet from jfe intersection with the south side of
Mystic avenue measured in said tangent; thence, by the arc of a circle
turning from a southeasterly to a southwesterly direction and tangent
to said last tangent line with a radius of 340 feet, to a line tangent
thereto and 275 feet distant from and parallel to Mystic avenue at a
point marked Y.
Above the points X and Y the lines are coincident, and follow the
meanderings of the river, with a variable distance apart as indicated
upon Harbor Line Board Sheet L, to the Med ford Street Bridge in the
town of Medford.
The State has established no lines on the river above the Boston and
Maine Railroad Bridge.
[Approved June 20, 1890.]
1891.] PUBLIC DOCUMENT — No. 11. 53
III. Malden River.
From the Mouth of the River to the Dam in Maiden — Pier and
Bulkhead Lines.
Beginning at the point Q in the pier-head line on the north side of
Mystic River, the pier-head line runs in the arc of a circle of a radius
of 600 feet through 69°, turning in a northerly direction ; thence by
a tangent to this arc to an intersection with the bulkhead line on the
north side of Mystic River prolonged northwesterly, which point is
marked R.
Beginning again at the southeasterly corner of the north abutment of
the Boston and Maine Railroad Bridge, the pier and bulkhead lines
are coincident, and follow the easterly side of said bridge abutment a
distance of 570 feet ; thence in a straight line to a point easterly of and
170 feet distant from the easterly rail of the Boston and Maine Railroad,
measured at right angles thereto from a point on said rail 1,010 feet
north of the south end of the north abutment of said railroad company's
bridge ; thence runs more easterly in a straight line to a point 460 feet
distant from the easterly rail of the Boston and Maine Railroad, meas-
ured at right angles thereto from a point on said rail 1,355 feet north
of the south end of the north abutment of said railroad company's
bridge ; thence runs still more easterly to a point 815 feet distant from
the easterly rail of the Boston and Maine Railroad, measured at right
angles thereto from a point on said rail 1,615 feet north of the south
end of the north abutment of said railroad company's bridge, which
point is marked S.
The distance between the points R and S is about 400 feet. Above
these points the bulkhead lines follow the meanderings of the river, and
converge gradually to a distance apart of 150 feet opposite the switch
of the Medford branch of the Boston and Maine Railroad ; thence, in a
distance of about 600 feet, they approach to 100 feet of each other and
preserve this distance apart of 100 feet to a point about 200 feet below
the second bridge near the rubber works ; thence they converge to a
distance apart of 50 feet at said bridge.
Above the points R and S, pile structures may be authorized to extend
beyond the bulkhead lines to the line of mean low water.
The State has established no lines for this river.
[Approved June 20, 1890.]
54 HARBOR AND LAND COMMISSIONERS. [Jan.
IV. Island End River.
Pier and Bulkhead Lines.
Beginning at the point O in the pier-head line on the north side of
Mystic River, the bulkhead line runs northerly in the line of the easterly
side of Elm street produced across the Mystic River to its intersection
with the bulkhead line at the point marked X on the north side of
Mystic River; thence turning easterly by an angle of 10°, measured
from a northeasterly to an easterly direction from the line of Elm street
produced, it continues straight till it intersects the line of the north-
easterly side of Beachem street produced southeasterly at the point
marked Y ; thence in a straight line to the point marked Z, which point
is 500 feet distant from the northwesterly face of the powder magazine
on the opposite side of the river, measured in the line of the north-
easterly side of the powder magazine wharf.
Beginning again at the point N in the harbor line on the north side of
Mystic River, the bulkhead line runs northwesterly at an angle of 1 2
with the line M N, measured in a northerly and westerly direction, a
distance of about 430 feet; thence turning at an angle of 119 , measured
from a southeasterly to a northeasterly direction, it continues north-
easterly about 625 feet till it intersects a line drawn parallel to the line
Y Z on the opposite side of the river, from a point in the northerly side
of the powder magazine wharf 100 feet distant from the westerly face
of the powder magazine.
Above the powder magazine wharf, the bulkhead lines follow the
meanderings of the river, gradually converging to a distance apart of
300 feet just below the fork of the river ; thence the lines preserve a
distance apart of 200 feet in the main river up to the solid dike, and in
the branch a distance apart of 100 feet up to the mill-dam.
The lines thus described are bulkhead lines between which no solid
filling shall be hereafter permitted, but pile wharves may be authorized
to extend to the mean low water line.
The State has established no lines for this river.
[Approved June 20, 1890.]
1891.] PUBLIC DOCUMENT — No. 11. 55
V. Chelsea Creek.
East Boston side of Chelsea Creek between Meridian Street Bridge
and Chelsea Street Bridge — Pier and Bulkhead Lines.
Beginning at the point A of the pier-head line in the westerly face of
Meridian Street Bridge, adopted by the Secretary of War July 27, 1889,
the pier-head line runs southeasterly to a point 945 feet northerly of
Condor street, measured on a line at right angles thereto from a point in
the northerly line of said street 840 feet east of its intersection with the
easterly line of Meridian street ; thence continues southeasterly to the
northwest corner of the Glendon Soiling Mills Wharf; thence south-
easterly along the face of said wharf to the northeast corner thereof ;
thence easterly about 460 feet to a point marked H situated 814 feet
from the northerly side of Eagle street, measuring northerly and at
right angles thereto from a point in said side of said street 460 feet
westerly from the intersection therewith of the westerly side of Chelsea
street; thence northeasterly about 415 feet to a point marked I situate
685 feet from the westerly side of Chelsea street, measuring north-
westerly and at right angles thereto from a point in said side of said
street 685 feet northerly from the intersection therewith of the northerly
side of Eagle street; thence northeasterly again about 1,015 feet to a
point marked K on the west side of Chelsea Street Bridge, said point
being 158 feet northerly from the face of the south abutment of said
bridge.
This line varies slightly from the line established by the State in
chapter 204, acts of 1849, and delineated upon the chart.
The bulkhead line commences at the termination of the bulkhead line
in the west face of Meridian Street Bridge, adopted by the Secretary
of War, July 27, 1889, and runs northerly to a point in the west face
of said Meridian Street Bridge distant 515 feet from the north side of
Condor street ; thence easterly to a point 500 feet northerly of Condor
street, measured on a line at right angles thereto from a point in the
northerly line of said street 840 feet east of its intersection with the
easterly line of Meridian street ; thence continues southeasterly to
the intersection of the northerly line of Condor street with the easterly
line of Knox street ; thence easterly in the line of the northerly side of
Condor street produced easterly about 1,038 feet to the westerly face
of the East Boston Gas Company's solid wharf; thence northeasterly
about 640 feet to a point 275 feet northwesterly of the northwesterly
side of Chelsea street, measured on a line at right angles thereto from
a point 830 feet northeasterly from the intersection of said side of said
street with the northerly side of Eagle street; thence northeasterly
about 820 feet to a point 120 feet southeasterly from the face of the
south abutment of the Chelsea Street Bridge, measured in the line of
the southwesterly face of the bridge ; thence to the point K in the pier-
head line.
56 HARBOR AND LAND COMMISSIONERS. [Jan.
Chelsea side of Chelsea Creek between Meridian Street Bridge and
Chelsea Street Bridge — Pier and Bulkhead Lines.
The pier-head line coincides with the line established by the State in
chapter 204 of the acts of 1849, with a slight variation near its termina-
tion in Meridian Street Bridge, and is as folio \\
Commencing at a point on the west side of Chelsea Street Bridge,
situated 202 feet southerly from the intersection of the same with the
souther!}' line of Marginal street in the city of Chelsea, said point
being marked L on the plan ; thence running southwesterly about 955
feet to a point marked M, situate 306 feet from the south line of Mar-
ginal street, measuring southerly and at right angles thereto from a
point in said side of said street 15 feet easterly from the first bend
therein west of Chelsea Street Bridge aforesaid ; thence again south-
westerly about 317 feet to a point marked N, situate 394 feet from the
southerly side of Marginal street, measuring southerly and at right
angles thereto from a point in said side of said street 60 feet westerly
from the afore-mentioned bend therein ; thence westerly about 386 feet
to a point marked O, situate 455 feet from the southerly side of Marginal
street, measuring southerly and at right angles thereto from a point in
said side of said street 440 feet westerly from the afore-mentioned bend
therein; thence again westerly about 210 feet to a point marked P,
being the southwesterly corner of the^Glendon Rolling Mills Compan
pier on the Chelsea Flats, situate in the division line of the Winnisimmet
Company's water lots numbered 21 and 22, and 465 feet from the
southerly side of Marginal street, measuring southerly and at right
angles thereto; thence again westerly about 1,330 feet to a point
marked Q, situate in the division line between Austin and Carruth's
wharves, and 248 feet from the southerly side of Marginal street, meas-
uring southerly and at right angles thereto ; thence again westerly
about 740 feet to a point marked It, situate in the line of the southerly
side of Hawes' Wharf continued, and 300 feet from the southerly side of
Marginal street, measuring southerly and at right angles thereto ; thence
again westerly about 640 feet to a point in the westerly side of
Meridian Street Bridge marked by an iron plate and copper tack, and
distant 23.3 feet southerly from the abutment of said bridge at the
Chelsea end thereof.
The bulkhead line is in rear of the pier-head line, and follows the
southeasterly side of Marginal street from Chelsea street to the corner
of Pearl and Williams streets.
Chelsea side of Chelsea Creek above Chelsea Street Bridge — Pier
and Bulkhead Lines.
Beginning at a point in the easterly side of Eastern avenue, at its
intersection with the stone wharf on the southerly side of Bass Creek,
the pier-head line follows the northerly face of said stone wharf and its
1891.] PUBLIC DOCUMENT — No. 11. 57
prolongation easterly for a distance of 560 feet ; thence by an arc of a
circle of 400 feet radius turning easterly and southerly, and by a tangent
to said arc, to the point L of the pier-head line in the westerly face of
Chelsea Street Bridge, previously described.
Beginning again at the point in the easterly side of Eastern avenue,
above described, the pier-head line follows the easterly side of said
avenue northerly a distance of 80 feet; thence turns easterly and runs
parallel to the line on the southerly side of Bass Creek till it intersects
with the westerly side of Marginal street ; thence turning easterly and
northerly by the arc of a circle of 530 feet radius and a tangent thereto to
a point in the south side of Willoughby street extended easterly 530 feet
from the southwest corner of Willoughby and Marginal streets ; thence
to a point in the north side of Dana street extended easterly 800 feet
from the east side of Marginal street ; thence to a point in the north
side of Bancroft street extended easterly 900 feet from the east side of
Marginal street; thence to a point in the south side of Louis street
extended easterly 1,100 feet from the east side of Marginal street;
thence to a point 580 feet southeasterly from the east side of
the abutment of the Eastern Railroad Bridge over Chelsea Creek,
measuring in a line perpendicular thereto at a point 50 feet southwest
from the northeast corner of said abutment ; thence by the arc of a
circle of 200 feet radius turning northerly and westerly through an
angle of about 141° ; thence in a tangent to said circle to the point 50
feet southwest of the abutment above referred to ; thence to the north-
east corner of said abutment; thence along the face of the abutment to
the northwest corner ; thence in a straight line, making an angle of 65
degrees with the western face of said abutment, to the dam of Slade's
tide-mill.
Bulkhead Line. — Beginning at the intersection of the south side of
Marginal street with the west side of Chelsea Street Bridge, the line
follows the southerly side of said Marginal street and its prolongation
northeasterly to the easterly side of the Grand Junction Railroad Bridge ;
thence northeasterly by line parallel to the pier-head line about 970 feet,
and by an arc of a circle of 325 feet radius turning westerly to an inter-
section with the pier-head line on the south side of Bass Creek ; thence
it is coincident with the pier-head line to and along the easterly side of
Eastern avenue and the northerly side of Bass Creek to the west side of
Marginal street ; thence the bulkhead line turns easterly and northerly
by the arc of a circle of 315 feet radius and a tangent thereto to a point
in the side of Willoughby street produced easterly, distant 210 feet from
the west side of Marginal street ; thence by a straight line to the north
side of Dana street 470 feet easterty from the east side of Marginal
street ; thence to a point in the south side of Louis street 615 feet east-
erly from the east side of Marginal street ; thence follows the southerly
side of Louis street prolonged to its intersection with the pier-head line ;
thence the bulkhead line is coincident with the pier-head line to Slade's
mill-dam.
58 HARBOR AND LAND COMMISSIONERS. [Jan.
Easterly side of Chelsea Creek above Chelsea Street Bridge — Pier
and Bulkhead Lines,
Beginning at the point K of the pier-head line in the westerly side of
Chelsea Street Bridge, before described, the pier-head and bulkhead
lines are coincident, and follow the high-water lines and the westerly
side of the railroad embankment and trestle to Slade's mill-dam, as
delineated on the chart.
[Approved June 20, 1890.]
VI. Shore of East Boston.
From Jeffrey's Point to Breed's Island — Pier and Bulkhead Lines.
The legal line from the point A near Jeffrey's Point, East Boston, to
the point B at Breed's Island, established by section 5, chapter 293, acts
of the Commonwealth of Massachusetts of 1856, is recommended for
adoption as the pier-head line, beyond which no pile structure shall
extend.
Said point A "is in the southwesterly line of Sumner street extended
southeastward^, and 800 feet from the southeasterly line of Jeffr
street; thence the line runs easterly to a point in the northeasterly line
of Everett street continued southeasterly, and distant 1,010 feet from
the southeasterly line of Jeffrey's street ; thence the line runs northerl y
to a point in the line of the northeasterly side of Xeptune street
continued southeastwardly, and distant 1.500 feet from the southeasterly
line of Shirley street ; thence the line runs straight northeastwardly to
the point B on the southwesterly shore of Breed's Island, distant 1.
feet from the southeasterly line of Saratoga street extended northt
wardly, measuring at right angles therewith from a point distant 1,300
feet from the southwesterly line of Trumbull street "
A parallel line 600 feet in rear thereof is recommended for adoption
as the bulkhead line, beyond which no solid filling shall hereafter be
permitted.
[Approved June 2, 1890.]
1891.] PUBLIC DOCUMENT — No. 11. 59
VII. Dorchester Bay.
From South Boston to Moon Island.
For Dorchester Bay, between a point C at City Point and a
point Y on Neponset River, the pier-head lines coincide with the
lines now fixed by the laws of Massachusetts in chapters 293 of
the acts of 1856, 351 of the acts of 1872, and 332 of the acts of
1873.
On the right bank of the Neponset, between the Neponset
Avenue Bridge and the mouth, the pier-head line recommended
follows the line established by the State in its general features,
but modified to give a gradual increase of width to the water-way
near the mouth, in accordance with the best modern practice in the
case of tidal streams.
0
Between the mouth of the Neponset River and the sewerage
outlet. on Moon Island, the State has never defined harbor lines.
This has been done by the Board, after several public meetings
and full consultation with the riparian proprietors, in a manner
which it is believed will protect the general interests of the harbor
and serve the local needs of the district in question.
The lines which are recommended for adoption are defined as
follows :
1. Pier- Head Lines.
The pier-head line commences at a point marked C, which is in the
westerly line of P street, South Boston, extended southwardly, and 530
feet from the southerly line of Sixth street ; thence southwestwardly
again to the point D in the easterly line of M street extended south-
wardly, and 1,300 feet from the southerly line of Eighth street; thence
westwardly, parallel with Eighth street, to the point E in the easterly
line of Old Harbor street extended southwardly ; thence southwardly
1,400 feet to the point F in the easterly line of Old Harbor street
extended southwardly; thence eastwardly, making an angle of 104°
(taken from a northerly to an easterly direction) with the line last
described, to the point G in the easterly line of M street extended
southwardly ; thence 3,200 feet to the point H in the easterly line of
M street extended southwardly; thence southwestwardly 2,320 feet,
making an angle of 124° (taken from a northeastwardly to a southwest-
wardly direction) with the line last described, to a point marked X' ;
thence continuing 1,900 feet westwardly a little more southwardly,
making an angle of 5° 15' with the line last described extended, to the
point marked P ; thence westwardly in a straight line which, extended,
would strike the east side of the embankment of the Old Colony
Railroad 515 feet northwardly from the north side of the present
60 HARBOR AND LAND COMMISSIONERS. [Jan.
water-way through said embankment, to a point 500 feet <
wardly from the east side of said embankment, marked J*; thence
southwardly 590 feet parallel to the east side of said embankment to a
point marked K2; thence southeastwardly in a straight line to the point
marked L, which is distant 200 feet from the northeasterly corner of
Ranstead, Dearborn & Company's Wharf (as built in 1856), measuring
at right angles with the northeasterly end of said wharf ; thence south-
wardly to the point M, distant 1,350 feet from the northeasterly rail of
the Old Colony Railroad, measuring at right angles therewith from a
point distant 4,000 feet northwestwardly from the draw in its bridge
over Neponset River; thence southeastwardly to the point X. di-tant
1/200 feet from said rail, measuring at right angles therewith from
a point distant 3,300 feet northwestwardly from said draw ; thence
southeasterly to the point O, which is distant 1,460 feet from the said
rail, measuring at right angles therewith from a point distant 2,070 feet
northwestwardly from the said draw : thence southea-t wardly again to
the point P, distant 1,030 feet from said rail, measuring at right angles
therewith from a point distant 2,150 feet northwestwardly from said
draw; thence southeastwardly again to the point Q, distant 1.700 feet
northeastwardly from said rail, measuring at right angles therewith
from a point distant 1,600 feet northwestwardly from said draw : thence
southeastwardly again to the point R, distant 1,590 feet northeastwardly
from said rail, measuring at right angles therewith from a point 1,090
feet northwestwardly from said draw ; thence southeastwardly to the
point S, distant 1,340 feet northeastwardly from said rail, measuring at
right angles therewith from a point distant 630 feet northwestwardly
from said draw; thence southerly to the point T, distant 1,140 feet
northeastwardly from said rail, measuring at right angles therewith
from a point distant 380 feet northwestwardly from said draw ; thence
southwestwardly to the point U, distant 850 feet northeastwardly from
said rail, measuring at right angles therewith from a point distant 270
feet northwestwardly from said draw ; thence southwestwardly again to
the point W on the southeastwardly corner of James Jenkins's Wharf,
formerly so called ; thence southwestwardly again to the point X on
the southeasterly corner of W. R. Chamberlin's Wharf, formerly so
called ; thence continuing southwestwardly, along the southeast wardly
ends of said Chamberlin's Wharf and of Edward Preston's Wharf,
formerly so called, to the point Y on the eastwardly side of the
Neponset Bridge.
On the easterly side of Neponset River, the line begins at the point A'
on the easterly side of the Neponset Bridge, and 400 feet southerly from
the point Y on the west side of the river ; thence in a straight line to the
point B' on the northeasterly side of the Old Colony Railroad Bridge,
distant 400 feet southeastwardly from the line W X on the opposite
side of the river between the points W and X, measuring at right
angles from said line ; thence northeastwardly, parallel to the line W U
on the opposite side of the river, to the point C, distant 400 feet south-
eastwardly from the point U, measuring at right angles to the line
W U ; thence northeastwardly again to the point D', distant 450 feet
1891.] PUBLIC DOCUMENT — No. 11. 61
southeastwardly from the opposite point T, measuring on a line bisect-
ing the angle at said point T ; thence northwardly to the point E', distant
450 feet eastwardly from the opposite point S, measuring on a line
bisecting the angle at said point S ; thence north a little westerly to the
point ¥', distant 450 feet eastwardly from the opposite point R, measur-
ing on a line bisecting the angle at said point R ; thence northerly a little
more westerly to the point G', distant 500 feet easterly from the opposite
point Q, measuring on a line bisecting the angle at said point Q ; thence
northwesterly to the point IP, distant 650 feet northeasterly from the
opposite point P, measuring on a line bisecting the angle at said point
P ; thence northwesterly to the point F, distant 700 feet northeasterly
from the opposite point O, measuring on a line bisecting the angle at O ;
thence northwesterly to the point J', distant 900 feet northeasterly
from the opposite point N, measuring on a line bisecting the angle at
N ; thence northwesterly to the point K', distant 900 feet easterly from
the point M, measuring on a line bisecting the angle at M ; thence
northeasterly to the point L/, distant 1,000 feet from the point L on the
west side of the river, measuring on a line perpendicular at L to the
line L M ; thence to the point M', which is in the easterly side of M
street, South Boston, prolonged southwardly 3,150 feet from the point
H near the west shaft of the sewer tunnel ; thence due east to the point
N7, which is 3,000 feet due west from Squantum Coast Survey Point ;
thence easterly to the point O', which is 500 feet clue north from
Squantum Coast Surve}' Point ; thence due east 4,000 feet to the point
P' : thence to the north corner of the sewerage outlet at Moon Head.
2. Bulkhead Lines.
The bulkhead line is coincident with the pier-head line from the point
C to the point F.
From F it runs southwardly in a straight line to the point I, which is
on the line which bisects the angle at G of the pier-head line and 600
feet west of the line G H of the pier-head line ; thence, parallel to the
pier-head line G H and 600 feet within it, to a point on the line bisecting
the angle at H of the pier-head line ; thence parallel to the pier-head
line H X' for a distance of 1,300 feet; thence turning by an angle of
105°, measuring from an easterly to a northerly direction, and running
2,000. feet; thence turning by an angle of 105°, measuring from a
southerly to a westerly direction, and running 600 feet ; thence turning
by an angle of 86°, measuring from an easterly to a southerly direction,
and running 1,965 feet; thence turning an angle of 91° 15', measuring
from a northerly to a westerly direction, and running 1,600 feet to a
point marked II, which is at the intersection of two lines, one a line
parallel to the pier-head line X1 12 and 600 feet within it, and the other
parallel to the pier-head line I2 J2 and 400 feet within it ; thence parallel
to the line I2 J2 and 400 feet from it inland, to the easterly side of the
Old Colony Railroad embankment; thence along the easterl}' side of
said embankment to a point 160 feet southward of the draw-opening;
thence eastwardly, parallel to K2 L of the pier-head line, to the point III.
62 HARBOR AND LAND COMMISSIONERS. [Jan.
The point ITI is in the line last described (parallel to K2 L) at its inter-
section with the north face of the Boston Gas Company's Wharf
prolonged 920 feet westerly from the northeastern corner of said
wharf; thence the line follows the faces of said wharf to an intersection
with the pier-head line L M 250 feet southerly from L ; thence the bulk-
head and pier-head lines are coincident to the point IV, which is 1,000
feet southward from the point L ; thence in a straight line parallel to
South Street, and 200 feet from the south side of said street, to a point on
the eastern side of Commercial Street Bridge ; thence along the east side
of Commercial Street Bridge 750 feet; thence to the point V, which u
distant 900 feet northeastwardly from the northeastern rail of the Old
Colony Railroad, measuring at right angles therewith from a point
distant 3,300 feet northwestwardly from the draw in the bridge over
the Neponset River; thence to the point VI, which is distant 1,350 feet
northeastwardly from said rail, measuring at right angles therewith from
a point distant 2,150 feet northwestwardly from said draw ; thence to a
point distant 1,400 feet northeastwardly from said rail, measuring at
right angles therewith from a point distant 1,600 feet from said draw ;
thence to a point distant 1,250 feet northeasterly from said rail, measuring
at right angles therewith from a point distant 1,090 feet northwesterly
from said draw ; thence to the northeast corner of the sea-wall of
Stearns1 lumber wharf : thence to a point 155 feet northwesterly from
the point W of the pier-head line, measuring along the northeastern
face of said wharf; thence the bulkhead line is parallel to and 155 feet
distant from the pier-head lines, to the city highway bridge over
Neponset River.
On the easterly side of Neponset River, the bulkhead line starts at a
point on the east side of the highway bridge over Neponset River 750
feet southeast from the point Y, measuring along the east side of said
bridge, and runs in a straight line to a point in the east side of the Old
Colon}r Railroad Bridge 350 feet southeastward from the point B' of the
pier-head line, measuring along the east side of said bridge ; thence to
the point VII, which is 350 feet distant from the point O of the pier-head
line, measuring on a perpendicular to the pier-head line B' O at C ;
thence to the point VIII, which is 350 feet distant from the point D' of
the pier-head line, measuring on a perpendicular to the pier-head line
C D' at D' ; thence to the point IX, which is in the pier-head line B' O
extended eastwardly 1,050 feet from C ; thence to the point X, which is
distant 2,420 feet from the northeasterly rail of the Old Colony Railroad,
measuring perpendicular thereto from a point 1,090 feet from the draw
in the bridge over the Neponset River; thence to the point XI, which is
distant 2,775 feet northeasterly from said rail, measuring at right
angles therewith from a point distant 3,300 feet from said draw ; thence
the bulkhead line is parallel to the pier-head line, and 600 feet within it,
to the point XI 1, which is at its intersection with the loot of the outfall
sewerage embankment, near point P' of the pier-head line ; thence
along said foot of the embankment to the north corner of the sewerage
outlet, where the bulkhead and pier-head lines meet.
[Approved February 13, 1890 ]
1891.] PUBLIC DOCUMENT — No. 11. 63
[B.]
[See page 14 of this Report, ante.]
Sections 4 to 12 of the River and Harbor Act of September
19, 1890, RELATING TO BRIDGES AND OTHER OBSTRUCTIONS IN
Navigable Waters, to Harbor Lines, etc.
Be it enacted by the Senate and House of Representatives of the
United States of America in Congress assembled, * * * *
Section 4. That section nine of the river and harbor act of
August eleventh, eighteen hundred and eighty-eight, be amended
and reenacted so as to read as follows :
That whenever the Secretary of War shall have good reason to
believe that any railroad or other bridge now constructed, or which
may hereafter be constructed, over any of the navigable water-ways
of the United States, is an unreasonable obstruction to the free
navigation of such waters on account of insufficient height, width
of span, or otherwise, or where there is difficulty in passing the
draw-opening or the draw-span of such bridge by rafts, steam
boats, or other water-craft, it shall be the duty of the said Sec-
retary, first giving the parties reasonable opportunity to be heard,
to give notice to the persons or corporations owning or controlling
such bridge so to alter the same as to render navigation through
or under it reasonably free, easy, and unobstructed ; and in giving
such notice he shall specify the changes required to be made, and
shall prescribe in each case a reasonable time in which to make
them. If at the end of such time the alteration has not been
made, the Secretary of War shall forthwith notify the United
States district attorney for the district in which such bridge is
situated, to the end that the criminal proceedings mentioned in
the succeeding section may be taken.
Section 5. That section ten of the river and harbor act of
August eleventh, eighteen hundred and eighty-eight, be amended
and reen acted so as to read as follows :
That if the persons, corporation, or association owning or con-
trolling any railroad or other bridge, shall, after receiving notice to
that effect as herein before required from the Secretary of War
and within the time prescribed by him, willfully fail or refuse to
remove the same, or to comply with the lawful order of the Sec-
retary of War in the premises, such persons, corporation or asso-
64 HARBOR AND LAND COMMISSIONERS. [Jan.
ciation shall be deemed guilty of a misdemeanor, and, on conviction
thereof, shall be punished by a fine not exceeding five thousand
dollars ; and every month such persons, corporation, or association
shall remain in default in respect to the removal or alteration of
such bridge shall be deemed a new offense, and subject the per-
sons, corporation, or association so offending to the penalties
above prescribed.
Section 6. That it shall not be lawful to cast, throw, empty,
or unlade, or cause, suffer, or procure to be cast, thrown, emptied,
or unladen, either from or out of any ship, vessel, lighter, barge,
boat, or other craft, or from the shore, pier, wharf, furnace, man-
ufacturing establishments, or mills of any kind whatever, any
ballast, stone, slate, gravel, earth, rubbish, wreck, filth, slabs,
edgings, sawdust, slag, cinders, ashes, refuse, or other waste of
any kind, into any port, road, roadstead, harbor, haven, navigable
river, or navigable waters of the United States, which shall tend
to impede or obstruct navigation ; or to deposit or place, or cause,
suffer, or procure to be deposited or placed, any ballast, stone,
slate, gravel, earth, rubbish, wreck, filth, slabs, edgings, sawdust,
or other waste, in any place or situation on the bank of any navi-
gable waters where the same shall be liable to be washed into such
navigable waters, either by ordinary or high tides, or by storms
or floods, or otherwise, whereby navigation shall or may be im-
peded or obstructed : Provided, That nothing herein contained
shall extend or be construed to extend to the casting out, unlad-
ing, or throwing out of any ship or vessel, lighter, barge, boat, or
other craft, any stones, rocks, bricks, lime, or other materials
used, or to be used, in or toward the building, repairing, or keep-
ing in repair any quay, pier, wharf, weir, bridge, building, or
other work lawfully erected or to be erected on the banks or sides
of any port, harbor, haven, channel, or navigable river ; or to the
casting out, unlading, or depositing of any material excavated for
the improvement of navigable waters, into such places and in such
manner as may be deemed by the United States officer supervising
said improvement most judicious and practicable and for the best
interests of such improvements ; or to prevent the depositing of
any substance above mentioned under a permit from the Sec-
retary of War, which he is hereby authorized to grant, in any
place designated by him where navigation will not be obstructed
thereby.
Section 7. That it shall not be lawful to build any wharf, pier,
dolphin, boom, dam, weir, breakwater, bulkhead, jetty, or struct-
ure of any kind, outside established harbor lines, or in any navi-
gable waters of the United States where no harbor lines are or
1891.] PUBLIC DOCUMENT — No. 11. 65
may be established, without the permission of the Secretary of
War, in any port, roadstead, haven, harbor, navigable river, or
other waters of the United States, in such manner as shall ob-
struct or impair navigation, commerce, or anchorage of said waters ;
and it shall not be lawful hereafter to commence the construction
of any bridge, bridge-draw, bridge piers and abutments, cause-
way or other works, over or in any port, road, roadstead, haven,
harbor, navigable river, or navigable waters of the United States,
under any act of the legislative assembly of any State, until the
location and plan of such bridge or other works have been sub-
mitted to and approved by the Secretary of War ; or to excavate
or fill, or in any manner to alter or modify the course, location,
condition, or capacity of the channel of said navigable water of
the United States, unless approved and authorized by the Sec-
retary of War : Provided, That this section shall not apply to any
bridge, bridge-draw, bridge piers and abutments the construction
of which has been heretofore duly authorized by law, or be so
construed as to authorize the construction of any bridge, draw
bridge, bridge piers and abutments, or other works, under an act
of the legislature of any State, over or in any stream, port,
roadstead, haven or harbor, or other navigable water not wholly
within the limits of such State.
Section 8. That all wrecks of vessels and other obstructions
to the navigation of any port, roadstead, harbor, or navigable
river, or other navigable waters of the United States, which may
have been permitted by the owners thereof or the parties by
whom they were caused, to remain to the injury of commerce and
navigation for a longer period than two months, shall be subject
to be broken up and removed by the Secretary of War, without
liability for any damage to the owners of the same.
Section 9. That it shall not be lawful for any person or per-
sons to take possession of or make use for any exclusive purpose,
or build upon, alter, deface, destroy, injure, obstruct, or in any
other manner impair the usefulness of any sea-wall, bulkhead,
jetty, dike, levee, wharf, pier, or other work built by the United
States in whole or in part, for the preservation and improvement
of any of its navigable waters, or to prevent floods, or as boun-
dary marks, tide-gauges, surveying-stations, buoys, or other estab-
lished marks ; nor remove for ballast or other purposes any stone
or other material composing such works.
Section 10. That the creation of any obstruction, not affirm-
atively authorized by law, to the navigable capacity of any waters
in respect of which the United States has jurisdiction, is hereby
prohibited. The continuance of any such obstruction, except
6Q HARBOR AND LAND COMMISSIONERS. [Jan.
bridges, piers, clocks and wharves, and similar structures erected
for business purposes, whether heretofore or hereafter created,
shall constitute an offense ; and each week's continuance of any
such obstruction shall be deemed a separate offense. Every per-
son and every corporation which shall be guilty of creating or
continuing any such unlawful obstruction in this act mentioned, or
who shall violate the provisions of the last four preceding sections
of this act, shall be deemed guilty of a misdemeanor, and, on con-
viction thereof, shall be punished by a fine not exceeding five thou-
sand dollars, or by imprisonment (in the case of a natural person)
not exceeding one year, or by both such punishments, in the dis-
cretion of the court. The creating or continuing of any unlaw-
ful obstruction in this act mentioned may be prevented, and such
obstruction may be caused to be removed, by the injunction of any
circuit court exercising jurisdiction in anv district in which such
obstruction may be threatened or may exist ; and proper proceed-
ings in equity to this end may be instituted under the direction of
the attorney-general of the United States.
Section 11. That it shall be the duty of officers and agents
having the supervision, on the part of the United States, of the
works in progress for the preservation and improvement of said
navigable waters, and, in their absence, of the United States
collectors of customs and other revenue officers, to enforce the
provisions of this act by giving information to the district
attorney of the United States for the district in which any viola-
tion of anv provision of this act shall have been committed :
Provided, That the provisions of this act shall not apply to Torch
Lake, Houghton County, Michigan.
Section 12. That section twelve of the river and harbor act
of August eleventh, eighteen hundred and eightv-eight, be
amended and re-enacted so as to read as follows :
Where it is made manifest to the Secretary of War that the
establishment of harbor lines is essential to the preservation and
protection of harbors, he may, and is hereby authorized, to cause
such lines to be established, beyond which no piers, wharves,
bulk-heads or other works shall be extended or deposits made,
except under such regulations as may be prescribed from time
to time by him ; and any person who shall willfully violate the
provisions of this section, or any rule or regulation made by the
Secretary of War in pursuance of this section, shall be deemed
guilty of a misdemeanor, and, on conviction thereof, shall be
punished by a fine not exceeding one thousand dollars, or
imprisonment not exceeding one year, at the discretion of the
court, for each offense.
1891.] PUBLIC DOCUMENT — No. 11. 67
[C]
[See page 7 of this Report, ante.]
Articles of Agreement, made this Twenty-Fifth Day of Sep-
tember, IN THE YEAR EIGHTEEN HUNDRED AND NlNETY, BY AND
between the commonwealth of massachusetts, acting by its
Board of Harbor and Land Commissioners, Party of the
First Part, and the New England Dredging Company, a
corporation duly established under the laws of said com-
MONWEALTH, Party of the Second Part.
The said party of the second part hereby covenants and agrees
with the said party of the first part, to do and complete all the
wTork specified and described in the following specifications for
widening a channel on South Boston flats, all of said work to be
done and completed in the manner, and in accordance with and
subject to the terms and conditions, in said specifications set
forth : —
Specifications.
The party of the second part is to furnish all the plant, tools,
appliances and labor necessary to widen, by dredging, a channel
about 5,400 feet long on South Boston flats.
The location and dimensions of the channel, and the widening
required, are more exactly shown on a plan on file in the office of
the Board of Harbor and Land Commissioners, entitled " Plan for
widening channel on South Boston flats, September, 1890. Scale
2*0"$*" ^aid P^an *s referred to and made a part of these specifi-
cations.
The channel is to be widened, on its southeasterly side, so as to
have the following dimensions, — that is to say, so as to be, after
68 HARBOR AND LAND COMMISSIONERS. [Jan.
the work is completed, 12 feet deep at mean low water and 110
feet wide on the bottom, with slopes 2 to 1 on each side, for a
distance of 4,100 feet from its westerly end, and the remainder
of the distance 8 feet deep at mean low water and 115 feet wide
on the bottom, with slopes 2 to 1 on each side.
The amount of material to be removed to widen the channel as
above described, is about 69,000 cubic yards.
The least present depth of water on the above area is 0.9 feet
at mean low water, and the average depth is about 3 feet.
The whole channel to have throughout, when the work is com-
pleted, the depth of water, width and side slopes described above
and shown on said Plan ; but no dredging to be required in that
part of the channel already excavated to the depths above
specified, except to remove such material as may be forced or
dropped into it in the work of widening.
No extra payment or allowance to be made for any excavation
below the required depth or outside the prescribed limits of the
channel.
All ledges and bowlders and other obstructions which may be
found, and which can be removed by dredging, to be removed as
part of the contract without extra payment or allowance; but if
any ledges or bowlders are found which cannot be removed by
dredging, the covering material to be dredged away, and the ledges
and bowlders left bare to the depth aforesaid ; and the Engineer
of said Board to be the sole judge to determine whether any ledge
or bowlder can be removed by dredging or not.
All of the material dredged to be deposited on the South Boston
flats, at such places on said flats as may from time to time be
directed by said Engineer ; and all dumping of such material to be
clone within one hour and one-half before or after high water. If
dumped at the elevating station of the New England Dredging
Company, the rules established by said company to govern such
dumping, and the instructions of its authorized agent in charge of
said station to be observed and followed.
The said party of the second part to fill, with part of the ma-
terial excavated, the trench in rear of the sea-wall on the north-
erly side of the reserved channel on said flats, to as high a grade
as practicable, and to furnish suitable scows or other appliances
for doing this to the best advantage, and to the satisfaction of
said Engineer.
The aforesaid Plan, and the surveys and calculations based
thereon, are believed to be correct; but said party of the second
part must examine for itself, as no allowance will be made for
an}7 errors or inaccuracies which may be found therein.
1891.] PUBLIC DOCUMENT — No. 11. 69
In all questions which may arise concerning measurements,
lines and grades, the decision of said Engineer to be final.
All necessary aid and materials for giving or indicating lines
and grades, to be furnished by said party of the second part at
its own expense ; and convenient facilities for the inspection of
the work to be furnished whenever requested.
All instructions and directions of said Engineer to be strictly
observed and followed.
All of the work to be done to the satisfaction of said Engineer,
and with such machinery and appliances, and by such methods, as
shall be approved by him, and to the acceptance of said Board.
The work to be commenced at once, and to be prosecuted
vigorously in all suitable weather until completion ; and to be
fully completed on or before the thirty-first day of December,
1890.
Estimates to be made by said Engineer of the amount of work
done up to the end of each calendar month, and payment to be
made thereon of 75 per centum of the proportional part of the
whole contract price applicable to such work, as computed by said
Engineer ; and the remaining 25 per centum to be paid upon the
final completion and acceptance of the whole work.
If said party of the second part refuses or neglects to prosecute
the work, or in any other respect fails to carry out the provisions
of the contract, said Board may annul the same, and contract
anew with other parties, without prejudice to its claim for damages
arising from breach thereof.
The word "Engineer," as used herein, means the Engineer of
said Board of Harbor and Land Commissioners, or his authorized
assistant in immediate charge of the work.
And the said party of the first part, in consideration of the per-
formance and completion of all of said work in the manner and in
accordance with the terms and conditions aforesaid, hereby cov-
enants and agrees to pay the said party of the second part the sum
of nine thousand nine hundred and fifty dollars ($9,950), said
sum to be in full therefor, and to be paid at the times, and in the
manner, and upon the terms and conditions, set forth in the fore-
going specifications.
In witness whereof, on the day and year first above written,
the said Commonwealth of Massachusetts, acting by its said Board
of Harbor and Land Commissioners, has caused these presents to
be signed and delivered in its name and behalf, and the seal of
the Commonwealth to be hereunto affixed, and has also caused
these presents to be approved by its Governor and Council ; and
the said New England Dredging Company, by Charles H. Souther,
70 HARBOR AND LAND COMMISSIONERS. [Jan.
its president and treasurer, thereunto duly authorized, I. -<-<!
these presents to be signed and delivered in its name and behalf,
and its corporate seal to be hereunto affixed.
THE COMMONWEALTH OF MASSACHUSETTS,
By J<»iin E. Sam OBD, ,
T T ,. / Harbor and Land
John I. Baker, >
n ti tt \ Coin in
Chas. H. IIoWl AM). .)
NEW ENGLAND DREDGING COMPANY.
By Charles H. Souther, c™£5« and
President and Treasurer.
In Council, October 1, 1890. Approved.
nwealth.
Henry B. Peirce, Secretary.
Witness the Seal of the Commonwealth. JSK££*!5L]
1891.] PUBLIC DOCUMENT — No. 11. 71
[D.]
[See page 39 of this Report, ante.]
Lease of Hangman's Island.
This Indenture, made this first day of January, in the year
eighteen hundred and ninety, between the Commonwealth of
Massachusetts, acting by its Board of Harbor and Land Commis-
sioners, and 8. Albert Freeman, of Boston, in the County of
Suffolk and Commonwealth aforesaid,
Witnesseth, that the said Commonwealth doth hereby lease unto
the said S. Albert Freeman, that tract of land in Boston Harbor
known as Hangman's Island, to hold for the term of three years
from the date hereof, in trust, nevertheless, for the uses and
purposes, and upon the terms and conditions, hereinafter set
forth, that is to say ;
That, Whereas, said island is now occupied by Lawrence
Hogan, Owen Hogan, Nathan S. Brown, James E. Hassett,
William E. Greenfield, John R. Putnam, James Powers, Joseph
Powers, and Thomas McKinley, fishermen, as a fishing station ;
and whereas said 8. Albert Freeman, although not a fisherman,
is the owner and interested in the ownership of certain personal
property situated on said island, and used by said fishermen in the
prosecution of their said business ;
Now, therefore, the said S. Albert Freeman, trustee as afore-
said, is to hold said leased premises in trust for himself and the
above named Lawrence and Owen Hogan, Nathan S. Brown,
James E. Hassett, William E. Greenfield, John R. Putnam,
James and Joseph Powers, and Thomas McKinley, and all of
said persons are to have the same and equal privileges upon said
island and in the occupancy thereof ; and the use and occupancy
thereof shall, during said term, be and continue substantially the
same as heretofore, and all of the persons aforesaid shall have
12 HARBOR AND LAND COMMISSIONERS. [Jan.
and enjoy an equal .share in the control and management of said
premises, and shall contribute to said Freeman in equal propor-
tions the rental thereof, which is to be paid as hereinafter set
forth.
And it is expressly provided as one of the terms and conditions
of this lease and of occupancy under the same, that no intoxicat-
ing liquors of any kind shall be stored, kept or sold on said
island ; and it is further understood that in case any person
named as beneficiary herein shall for the space of one year
neglect or refuse, upon demand in writing by said Freeman, to
pay to said Freeman his proportion of the rental herein specified,
then and in that case his rights herein shall terminate and cease :
and in case said Freeman shall neglect to pay promptly to the
Commonwealth the rent herein reserved, such neglect shall be and
operate as a resignation of said trust and as a surrender of all
his interest herein, and such other person may be designated
trustee hereunder as may be in writing agreed upon by the parties
hereto. But nothing herein contained shall be construed to excuse
said trustee from the prompt payment of the rent herein reserved
at the time the same becomes due as herein set forth, or to prevent
a forfeiture of this lease in case of non-payment of rent.
And the said Freeman, trustee as aforesaid, agrees to pay to
said Commonwealth the sum of fifty dollars as rent for each and
every year during the term hereof, the same to be payable on
the first day of July annually, and not to lease or underlet the
premises or any part thereof, and not to sell or assign this Leas
and at the end of said term to quit and deliver up to said lessor
or its agents or servants, said premises peaceably and quietly.
And it is expressly understood that no alteration in the shores
or surface of said island shall be made, and no structure built
below high water mark, without the written consent and license
of the Board of Harbor and Land Commissioners ; and that all
persons in danger by perils of the sea. or from stress of weather,
or otherwise, shall have full and free right to land upon said
island. And said Board of Harbor and Land Commissioners, and
such other servants and agents of the Commonwealth as may be
designated for that purpose, may at all times enter upon any part
of said premises, and may at any time expel said lessee and any
other persons claiming under this lease, if he or they shall fail to
pay the rent as aforesaid, or shall fail to keep any of the terms
and conditions of this lease.
In ivitness whereof, the said Commonwealth, acting by its
Board of Harbor and Land Commissioners, has caused these
presents to be executed in its name and behalf, and to be approved
1891.]
PUBLIC DOCUMENT — No. 11.
73
by its Governor and Council, and its seal to be hereto affixed ;
and the said S. Albert Freeman, trustee as aforesaid, has here
unto set his hand and seal, the year and day first above written.
THE COMMONWEALTH OF MASSACHUSETTS,
By John E. Sanford, ") Harbor and
John I. Baker,
Chas. H. Howland,
S. ALBERT FREEMAN.
Witness ) John A. Noonan to S. A. F.
In Council, March 19, 1890. Approved.
Witness the Seal of the Commonwealth.
Land
Commissioners.
[SBAE.]
[SEAL OF THE
COMMON WEALTH.]
Henry B. Peirce,
Secretary of the Commonwealth.
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