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PUBLIC  DOCUMENT.  No.  11. 


ANNUAL    REPORT 


OF   THE 


HARBOR  AND  LAND  COMMISSIONERS 


FOR  THE  TEAR  1880. 


BOSTON: 
Eanti,  a&erg,  &  Co.,  printers  to  tje  Ccmmonfoealtf), 

117  Franklin  Street. 
1881. 


(Hommontocctitl)  of  iHcissacbusctts. 


HABBOR  AND  LAND  COMISSKMBS'  REPORT. 


To  the  Honorable  the  Senate  and  the  House  of  Representatives  of  the  Com- 
monwealth of  Massachusetts. 

The  Board  of  Harbor  and  Land  Commissioners,  in  accord- 
ance with  the  provisions  of  law,  respectfully  submit  their 
annual  report  for  the  year  1880. 

South  Boston  Flats. 

The  total  cost  of  this  land  to  Dec.  31,  1830,  has  been,    $1,148,847  69 

The  receipts  have  been.  — 
From  Boston  and  Albany  Railroad,  for  land.    8330,000  00 
From  New  York  and  Xew  England  Railroad, 

for  land 1,108,165  00 

From  Xew  York  and  Xew  England  Railroad, 

for  rent 10.500  00 

From  Boston  Wharf  Company,  for  land       .  1.354  20 

1,450.019  20 


Showing,  exclusive  of  interest,  a  profit  to  the  Common- 
wealth, to  Dec.  31,  1830,  of §301.171  51 

From  this  statement  it  appears  that  the  aggregate  amount 
of  sales,  and  the  amount  received  for  rents,  &c,  of  the  South 
Boston  lands,  already  exceeds  by  the  sum  of  6301.171.51 
the  whole  amount  expended  by  the  State  at  South  Boston. 
And  there  is  still  a  large  sum  clue  from  the  Boston  and 
Albany  Railroad,  for  its  purchase  of  fifty  acres,  besides  dam- 
ages for  non-fulfilment  of  contract. 


4       HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

The  sales  above  reported  cover  all  the  filled  land  at  South 
Boston,  and  leave  belonging  to  the  Commonwealth  some 
seven  hundred  acres  of  flats,  upon  a  very  small  portion  of 
which  has  money  been  expended  for  reclamation;  and,  with 
active  work,  it  will  take  two  years  to  prepare  for  use  a  single 
dock  and  the  adjoining  piers. 

On  the  28th  of  August  last,  a  contract,  of .  which  a  copy 
will  be  found  in  the  Appendix,  was  made '  with  Thomas 
Potter  for  dredging  three  hundred  thousand  yards  of  mate- 
rial from  the  flats  beyond  the  line  of  the  proposed  outer 
wall,  and  placing  the  same  upon  the  flats  proposed  to  be 
filled,  the  whole  work  to  be  completed  by  the  1st  of  Jan- 
uary, 1883.  This  contract  has  been  duly  approved  by  the 
Governor  and  Council.  It  exhausts  the  appropriations  al- 
ready made;  and  a  further  appropriation  will  be  necessary  in 
order  to  complete  retaining-walls,  and  walls  for  the  required 
dock,  so  that  the  work  upon  the  walls  may  be  prosecuted 
simultaneously  with  the  filling.  By  the  Act  of  1878,  Chap. 
237,  the  fund  called  the  Commonwealth's  Plats  Improve- 
ment Fund  is  established ;  and  by  the  same  act  it  is  provided 
that  proceeds  of  land  at  South  Boston,  when  sold,  shall  be 
placed  in  this  fund.  From  this  fund  an  appropriation  was 
made  by  the  same  act ;  and  it  is  now  asked  that  a  further 
appropriation  may  be  made  from  the  said  fund,  sufficient 
for  the  purposes  named,  so  that  without  further  delay  the 
necessary  additional  contracts  may  be  made. 

After  the  sale  of  the  filled  land  was  made,  it  was  deemed 
advisable  that  the  commission  should  obtain  such  knowledge 
of  the  construction,  arrangement,  and  management  of  docks 
in  Europe,  as  would  enable  it  to  make  that  use  of  the  South 
Boston  Flats  which  would  conduce  most  to  the  advantage 
of  trade,  and  meet  its  requirements,  at  the  same  time  having 
due  regard  to  the  interests  of  the  State.  His  Excellency 
concurred  in  this  view ;  and  one  of  the  commission  has  vis- 
ited Europe  for  these  purposes,  and  has  submitted  to  the 
Board  a  report  of  his  examinations  as  follows :  — 

To  the  Board  of  Harbor  and  Land  Commissioners. 

Gentlemen, — Deputed  by  the  Board,  with  the  approval  of  his  Ex- 
cellency, to  visit  Europe  for  the  inspection  of  docks  and  their  connections 
with  railroads,  and  especially  to  examine  their  systems  of  organization 
and  management,  I  have  the  honor  of  submitting  my  report. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  5 

The  first  thing- which  attracted  my  attention,  as  I  inquired  about  docks 
in  Europe,  was  the  great  amount  of  work  on  docks  which  was  in  prog- 
ress, contemplated,  or  just  completed,  in  almost  every  port,  whether 
great  or  small,  throughout  Great  Britain,  France,  Belgium,  Holland,  and 
Germany.     This  work  is  to  be  attributed  to  two  causes,  — 

1.  The  necessity  of  docks  suited  to  the  change  of  vessels  from  sail  to 
steam;  the  latter  requiring  greater  length  of  quayage,  with  wide  sheds 
and  broad  landings,  and  a  greater  depth  of  water. 

2.  The  necessity  of  preparing  all  ports  which  exported  their  special 
products  to  the  ports  of  America,  for  the  reception  of  the  steamers  which 
bring  American  produce  or  merchandise,  because,  with  vessels  such  as 
are  fitted  for  the  Atlantic  trade,  it  is  impossible  for  them  to  discharge  at 
one  port  and  load  at  another.  The  models  of  the  ships  which  do  not 
permit  their  moving  about,  as  sailing  ships  did,  with  swept  holds  or 
lightly  ballasted,  the  long  detention  and  double  port  charges,  prevent 
and  make  it  too  costly.  Therefore,  for  such  ports  it  is  necessary,  in  order 
to  secure  cheap  and  reasonable  freights  upon  their  exported  products,  to 
be  able  to  accommodate  with  proper  docks  and  railroad  connections,  all 
ships  which  may  bring  imported  goods  to  the  port.  And  so  by  being 
able  to  receive  inward  cargoes,  ships  are  secured  at  the  port  for  outward 
cargoes.  In  other  words,  such  a  port  with  good  docks  and  railroad  con- 
nections may  establish  a  line  of  steamers  to  America  which  will  be  sure 
of  cargoes  both  ways. 

That  the  trade  with  America  is  of  great  importance,  is  shown  by  the 
fact  that  while  the  receipts  of  the  Mersey  Dock  and  Harbor  Board  for 
dock  rates  and  tonnage  rates  during  the  year  ending  July  1,  1880,  were 
£740,000  sterling,  £360,000  sterling  were  collected  from  the  United 
States  trade,  and  £60,000  sterling  more  from  the  trade  with  the  British 
North  American  provinces;  or,  nearly  57  per  cent  of  these  receipts  were 
from  the  trade  with  North  America. 

In  Great  Britain  one  finds  docks  fitted  for  this  trade,  either  jnst  com- 
pleted or  in  progress,  in  the  ports  of  London,  Liverpool,  Hull,  Newcas- 
tle, Hartlepool,  Leith,  Glasgow,  Barrow,  Fleetwood,  Belfast,  Bristol, 
Swansea,  Cardiff,  Newport,  Plymouth,  Southampton,  and  perhaps  other 
places.  In  France,  at  Dunkirk,  Havre,  Bordeaux,  and  Marseilles.  In 
Belgium,  at  Antwerp.  In  Holland,  at  Amsterdam  and  Rotterdam.  In 
Germany,  at  Bremerhaven  and  Hamburg.  The  amount  expended  and 
to  be  expended  is  many  millions  in  sterling. 

In  Amsterdam  a  canal  fifteen  miles  long  has  been  cut  through  to  the 
North  Sea,  so  that  the  port  is  no  longer  entered  round  the  Texel  and  through 
the  shallow  Zuyder  Zee,  but  is  now  a  deep-water  harbor,  and  twenty- 
four  hours  nearer  the  Atlantic  trade  than  before.  The  canal  is  said  to 
have  cost  five  million  dollars,  and  the  docks  being  constructed  will  cost 
as  much  more.  In  Rotterdam  docks,  wThere  the  steamers  in  the  Ameri- 
can trade  discharge  and  receive  their  cargoes,  twenty-one  millions  of 
guilders,  or  over  eight  millions  of  dollars,  have  been  expended.  In  Ant- 
werp, a  city  which  has  lain  almost  dormant  for  three  centuries,  the  docks 
built  by  Napoleon  have  been  enlarged,  deepened,  and  re-modelled,  new 
docks  are  being  built,  and  the  whole  water-front  of  the  city  changed  to 


6       HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

insure  deep  water  and  regularity  in  the  tidal  flow,  at  a  cost  of  many 
millions  of:  dollars;  and  the  city  with  its  lines  of  steamers,  and  immense 
number  of  sailing  vessels  in  the  American  trade,  has  become  to-day  the 
third  or  fourth  commercial  city  of  Europe.  In  Hamburg  and  Bremen 
large  sums  have  been  expended,  and  lines  of  steamers  to  America  estab- 
lished. These  five  ports  are  to-day  in  competition  for  the  great  trade 
between  America  and  Germany. 

The  four  ports  of  France  put  the  various  portions  of  that  great  nation 
into  direct  communication  with  America;  and  their  docks,  their  conven- 
iences, and  their  cost  are  on  the  same  scale  as  the  docks  in  Germany, 
Holland,  and  Belgium.  Indeed,  it  is  a  point  very  difficult  to  decide,  as 
to  which  has  the  best,  or  which  has  expended  the  most.  But  all  look  to 
the  American  trade  for  their  greatest  revenue. 

The  ports  of  Great  Britain  are  familiar  to  you  by  name.  London  and 
Liverpool  are  general  ports,  while  most  of  the  others  are  special  ports. 
In  most  of  the  special  ports  there  must  have  been  expended  a  million  of 
pounds  sterling,  and  in  some  of  them  more.  In  the  River  Clyde,  which  fifty 
years  ago  was  not  navigable  to  Glasgow  by  ships  of  one  hundred  tons, 
there  is  now  twenty-five  feet  of  water,  and  there  are  ample  docks,  two  or 
three  lines  of  steamers  to  America,  and  the  great  ship-yards  where  are 
built  a  large  proportion  of  the  steamers  now  engaged  in  the  American 
trade.  The  cost  of  making  such  a  port,  as  Glasgow  now  is,  has  been 
many  millions. 

And  so  the  various  other  ports  might  be  described;  but  the  plans  of 
their  docks,  which  you  now  have,  will  afford  you  ample  information  in 
regard  to  their  plans  and  construction. 

In  London  the  great  Victoria  and  Albert  Dock,  two  miles  long,  has  cut 
off  abend  in  the  river,  which  it  enters  at  either  end;  and  here  may  be 
found  the  great  steamers  running  to  Boston  and  New  York.  So  far  as 
possible,  every  improvement  has  been  introduced,  and  both  here  and  at 
the  East  and  West  India  Docks,  every  attempt  has  been  made  to  facili- 
tate business  and  to  lessen  charges  in  the  handling  of  goods. 

When  I  landed  at  Liverpool,  the  engineer  of  the  Mersey  Docks,  Mr. 
Lyster,  told  me  that  in  the  handling  of  goods  America  had  little  to  learn 
in  Europe,  and  that  he  had  sent  his  assistant  to  America,  last  year,  to 
examine  our  system  of  handling  goods  in  order  that  he  might  introduce 
in  his  new  docks  and  warehouses  now  building  in  Liverpool  all  American 
improvements.  Still  he  said  there  was  one  thing  in  which  Europe  was  in 
advance  of  America,  and  that  was  the  use  of  hydraulic  machinery.  This 
I  found  to  be  true,  and  no  dock  visited  was  found  without  large  hydraulic 
engines  and  hydraulic  cranes.  But  it  was  laughable  at  times  to  see 
how  goods  were  handled  so  carefully,  so  easily,  and  so  cheaply,  by  this 
splendid  machinery,  and  then  to  see  the  whole  saving  wasted.  For 
instance,  at  Antwerp  a  vessel  with  broken  pig-iron  was  being  discharged 
by  one  of  the  beautiful  hydraulic  swinging  cranes  of  Sir  William  Arm- 
strong. The  iron  was  hoisted  from  the  hold  in  a  large  tub,  which,  instead 
of  being  swung  over  to  the  car  standing  upon  the  track  only  fifteen  feet 
away,  and  then  dumped,  was  lowered  to  the  deck,  and  then  the  iron  was 
handled  piece  by  piece,  and  placed  in  a  basket,  the  basket  placed  upon  a 


1881.]  PUBLIC    DOCUMENT  — No.  11.  7 

man's  shoulder,  and  the  man  walked  down  a  plank  to  the  dock,  up  another 
plank  on  the  further  side  of  the  car,  and  then  dumped  his  basket  into  the 
car.  It  was  in  vain  to  ask  why  the  tub  was  not  swung  and  then  dumped, 
—  they  never  did  it  so. 

In  London,  with  a  hydraulic  crane  lying  idle  alongside  the  ship,  bale 
goods  were  rolled  from  the  car  down  to  the  pier,  and  then  rolled  up  again 
to  the  vessel's  deck.  To  the  question  "  Why  do  you  do  so?  "  the  answer 
was,  "  We  always  have." 

In  Liverpool,  where  grain  is  raised  by  hydraulic  power  to  the  highest 
story  of  the  magnificent  grain  warehouse,  and  carried  by  a  horizontal 
belt,  moved  by  hydraulic  machinery,  at  the  rate  of  fourteen  feet  in  a  sec- 
ond, eighty  tons  of  it  in  an  hour, — with  a  railroad  station  two  hundred 
feet  away,  the  grain  is  lowered  to  the  lowest  floor,  shovelled  into  a  sack, 
the  sack  carried  to  a  truck,  and  by  the  truck  carried  to  an  open  car,  upon 
which  it  is  loaded,  covered  with  a  tarpaulin,  and  transported  to  the  coun- 
try. Mr.  Lyster  has  tried  in  vain  to  extend  his  belt  to  the  station.  The 
railroad  company  says  No,  and  grain  is  handled  as  it  has  always  been. 
Thus,  while  science  shows  the  way,  and  engineers  desire  to  use  the  im- 
provements which  they  have  constructed,  prejudice  and  custom  say  No, 
and  absorb  the  saving  of  improved  machinery.  But  in  other  places  where 
they  deal  with  their  own  products,  prejudice  and  custom  do  not  always 
interfere  with  science.  In  Newport  there  is  a  dock  two  thousand  five 
hundred  feet  long,  one  side  of  which  is  devoted  to  coal  shipments.  Here 
science  has  had  full  sway.  Parallel  to  the  dock,  and  three  or  four  hun- 
dred feet  away  from  it,  is  the  railroad  track,  elevated  seven  feet  above  the 
capsill  Upon  this  track  the  loaded  cars  come  in,  each  car  of  four  wheels 
holding  eight  tons  of  coal.  At  intervals  of  three  or  four  hundred  feet, 
there  are  switches  from  which  curved  tracks  run  to  the  capsill  of  the  dock, 
on  a  descending  grade.  Upon  these  curved  tracks  the  loaded  cars  are 
switched  off.  At  the  end  of  each  track  is  a  hydraulic  lift,  upon  which 
the  loaded  cars  are  placed  one  at  a  time.  One  man  handles  the  cars,  and 
one  man  tends  the  lift.  Every  two  minutes  a  car  is  raised  fourteen  feet, 
dumped  by  an  opening  at  the  end,  tipped  back  on  to  a  descending  track 
which  runs  back  on  a  curved  line  to  the  main  track;  and  so,  with  only  two 
men,  coal  is  loaded  into  a  single  hatch  of  a  vessel,  at  the  rate  of  four  tons 
to  the  minute,  —  an  example  of  the  rapidity  and  cheapness  with  which 
goods  are  handled  when  men  will  use  the  appliances  which  science  fur- 
nishes. 

This  use  of  hydraulic  machinery  and  gravitation  was  the  most  notice- 
able thing  in  connection  with  the  handling  of  goods.  Its  simplicity  and 
cheapness  should  attract  attention,  and  wherever  the  two  powers  can  be 
combined  they  should  be  used.  But  it  is  not  merely  for  the  handling  of 
goods  that  hydraulic  machinery  is  used  in  Europe.  The  docks  there  are 
mostly  docks  into  which  vessels  can  come  only  at  high  water,  owing  to 
the  great  rise  and  fall  of  the  tide.  At  high  water  the  gates  are  opened, 
and  vessels  pass  in  and  out.  Then  the  gates  are  closed,  and  high-water 
mark  is  retained  inside  the  docks  all  the  time,  so  that  vessels  lie  con- 
stantly afloat,  with  their  rails  always  at  the  same  distance  from  the 
capsill  of  the  dock.     And  it  is  to  open  and  shut  these  great  gates  requir- 


8       HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

ing  immense  power,  that  hydraulic  machinery  is  used.  It  is  also  used  to 
pump  out  the  graving  docks  which  are  found  inside  all  first- class  docks 
in  Europe.  The  modern  graving  dock  is  over  five  hundred  feet  long,  sixty 
feet  wide,  with  twenty-five  to  thirty  feet  water  over  the  sill.  Such  a 
dock  as  this  is  pumped  dry  in  Liverpool  by  hydraulic  machinery  in  less 
than  an  hour;  and  one  of  the  largest  steamers,  the  '■  Scythia,"  entered  this 
dock,  and  went  out  in  eleven  hours,  having  been  painted  and  cleaned  in 
the  interval, — the  eleven  hours  being  in  the  night,  so  that  no  time  was 
lost.  At  the  dock  electric  lights  are  used,  so  that  men  can  work  as  well 
by  night  as  by  day. 

The  other  noticeable  thing  in  regard  to  docks  is  their  common  use  by 
all  on  equal  terms.  There,  railroad  companies  do  not  own  and  control 
docks,  charging  other  railroads  for  their  use,  but  in  all  cases  the  railroad 
tracks  upon  the  docks  and  to  the  junction  with  railroads  are  owned  by 
the  dock  company,  which  loads  the  cars  and  carries  them  to  the  junction, 
or  receives  them  at  the  junction  and  unloads  them,  the  charge  to  all  rail- 
roads being  the  same.  This  is  exemplified  by  the  following  advertise- 
ment of  the  Royal  Victoria  Docks  at  London :  — 

Import  Goods.  —  There  is  no  extra  charge  for  delivery  to  railway  trucks. 
The  following  railway  companies  have  goods  depots  within  the  Victoria 
Docks,  and  the  trucks  run  alongside  the  warehouses,  viz.:  Great  Eastern, 
Great  Northern,  London  and  North-western,  Midland,  and,  by  special  ar- 
rangement, the  Great  "Western.  Grain,  flour,  guano,  provisions,  and  goods 
of  every  description,  handed  to  above  companies,  as  a  rule  arrive  at,  destina- 
tion the  following  morning,  thus  saving  much  time  and  risk;  and  no  expenses 
for  cartage  or  lighterage  are  incurred. 

This  list  of  railroads  covers  the  principal  companies  in  Great  Britain. 
To  each  of  these  railroads  cargo  from  any  vessel  in  those  docks  can  be 
delivered,  and  from  each  of  these  railroads  any  vessel  in  the  docks  can 
receive  goods,  at  precisely  the  same  cost  per  ton.  In  Liverpool  it  is  the 
same.  The  three  railroads  there,  the  North-western,  the  Midland,  and 
Great  Western,  have  equal  privileges.  And  so  it  is  all  over  Europe.  To 
whichever  dock  in  whichever  port  a  vessel  goes,  her  cargo  goes  on  equal 
terms  to  every  railroad  which  has  a  track  within  the  limits  of  the  port, 
and  from  every  railroad  in  the  port  cargo  can  be  received  on  equal  terms. 
In  this  country  no  such  custom  prevails.  The  great  termini  are  owned 
by  railroad  corporations.  Not  to  every  railroad  are  allowed  equal  terms, 
but  only  to  every  railroad  other  than  the  owner.  Thus  vessels  which  in 
this  country  lie  at  a  railroad  terminus  cannot  receive  cargo  from,  nor 
deliver  cargo  to,  all  railroads  upon  equal  terms.  The  rate  to  all  other 
railroads  is  different  from  the  rate  to  the  railroad  at  whose  terminus  the 
vessel  lies.  Freight  to  other  railroads  pays  a  terminal  charge  to  the  rail- 
road owning  the  terminus,  and  a  general  cargo  for  different  destinations 
must  pay  a  charge  or  be  sent  over  the  road  which  owns  the  terminus. 
This  may  work  well  for  the  railroad,  but  it  is  against  the  public  interest, 
and  is  injurious  to  the  port.  In  Europe,  if  two  railroads  compete  with 
each  other,  they  bear  the  loss  of  the  competition.  Here,  if  they  compete, 
the  importer  of  goods  does  not  get  the  whole  benefit,  because  of  the  ter- 
minal charge  to  other  railroads. 


1831.]  PUBLIC   DOCUMENT  — No.  11.  9 

A  merchant  of  Boston  whose  goods  are  at  the  Grand  Junction  Wharf 
cannot  send  his  goods  West  by  the  Fitchburg  or  Lowell  except  by  pay- 
ing a  terminal  charge;  nor  can  a  vessel  at  either  Constitution  or  the 
Lowell  Wharf  send  goods  West  by  any  railroad  except  the  railroad  own- 
ing the  terminus,  unless  he  pays  a  terminal  charge.  This  detracts  from 
the  advantage  of  Boston  as  a  port.  If  the  European  system  were  adopted 
here,  and  ships  lying  in  a  foreign  port  could  take  freight  for  Boston  to  be 
sent  thence  by  all  railroads  upon  equal  terms,  the  advantages  of  Boston 
would  be  more  fully  appreciated.  Then  steamers  could  come  here  as- 
sured that,  at  whatever  dock  they  unloaded,  they  could  at  the  same  dock 
load  from  any  railroad  or  from  several  railroads  upon  the  same  terms. 
Now  a  vessel  coming  to  either  wharf  must  load  at  the  same  wharf  with 
such  cargo  as  the  railroad  can  furnish,  or  must  haul  to  the  wharf  of 
another  railroad  to  take  the  cargo  which  that  road  can  furnish,  or  else 
the  terminal  charge  comes  in.  Here  it  is,  "  Haul  your  vessel,  or  load  with 
what  we  can  give  you  by  our  cars."  In  Europe  it  is,  "  Stay  where  you 
are.  Goods  by  all  railroads  will  be  brought  to  you  on  equal  terms." 
Whether  the  system  here  can  be  changed,  is  worthy  the  consideration  of 
both  the  legislature  and  the  business  men  of  Boston. 

Liverpool  Docks. 

But,  while  in  so  many  ports  in  Europe  there  are  docks  which  attract 
attention  by  their  extent  and  convenience,  it  is  in  Liverpool  that  the 
most  complete  system  of  docks  is  to  be  found  ;  and  here  is  found  also  a 
form  of  management  which  secures  uniformity  of  rates  in  the  whole  port, 
and  to  the  business  community  the  advantage  derived  from  doing  a  large 
business.  Here  is  found  an  inducement  to  extend  business,  so  that  the 
cost  of  doing  it  may  be  reduced  ;  and  here  is  found  an  immense  corpora- 
tion, without  stockholders  and  without  capital,  managed  and  controlled 
by  the  men  who  contribute  to  its  revenue  ;  a  corporation  consisting  of  a 
large  property,  paid  for  by  notes  and  bonds  amounting  to  sixteen  million 
pounds  sterling  ;  secured,  not  by  a  lien  upon  the  property,  but  only  on 
its  income,  and  from  the  payment  of  which  only  one  hundred  thousand 
pounds  sterling  can  be  set  aside  annually  from  surplus  receipts,  if  the 
surplus  receipts  amount  to  so  much.  This  loan,  though  representing  the 
cost  of  improvements,  is  really  a  loan,  based  solely  upon  the  continued 
prosperity  of  the  port,  and  bears  interest  at  rates  varying  from  three  per 
cent  per  annum,  to  four  and  one-half  per  cent.  The  sinking-fund  with 
its  accumulations  amounts  to  one  million  two  hundred  thousand  pounds 
sterling. 

The  first  dock  in  Liverpool  was  of  three  acres,  1,890  yards  in  extent, 
and  was  opened  in  1715.  In  1800  the  dock  area  had  reached  27  acres 
and  1,912  yards.  In  1825  there  were  46  acres  and  3,179  yards.  In  1840 
there  were  95  acres  and  1,954  yards.  In  1850  there  were  152  acres  and 
381  yards.  In  1857  there  were  192  acres  and  129  yards.  Up  to  this  date, 
all  works  had  been  constructed  by  the  town  of  Liverpool,  under  authority 
of  Parliament,  and  from  time  to  time  there  had  been  built  upon  the  Bir- 
kenhead side  of  the  Mersey  several  docks,  which  on  the  1st  of  January, 
1858,  had  an  area  of  seven  acres  and  360  yards  ;  so  that  the  total  area  of 


10     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

docks  upon  both  sides  of  the  Mersey  was  199  acres  and  489  yards.  At 
this  time  was  passed  the  Consolidation  Act,  by  which  all  the  docks  upon 
both  sides  of  the  Mersey  were  placed  in  the  hands  of  the  Mersey  Dock 
and  Harbor  Board,  as  perpetual  trustees.  To  the  town  of  Liverpool  was 
allowed  the  sum  of  one  million  five  hundred  thousand  pounds  sterling  for 
the  surrender  of  certain  rights  transferred  to  the  new  Board,  and  such 
further  sum  as  the  town  had  expended,  and  to  the  Birkenhead  Dock 
Company,  a  sum  to  be  settled  as  provided  by  law. 

The  directors  consist  of  twenty-eight  members  —  eight  elected  each 
year,  whose  term  of  office  is  three  years  —  and  four  members  appointed  by 
the  Mersey  Conservancy  Board.  The  twenty-four  members  of  the  Board 
are  chosen  from  those  who,  residing  within  ten  miles  of  Liverpool,  have 
paid  dock  rates  to  the  extent  of  twenty-five  pounds  sterling  during  the 
previous  year,  by  those  persons  who  have  the  same  qualifications.  In 
this  Board  are  vested  the  whole  care  of  the  docks,  the  duties  of  pilot  com- 
missioners for  the  River  Mersey,  the  duties  of  harbor  commissioners  for 
the  river,  the  exclusive  right  to  build  docks,  the  right  to  build  railroads 
and  to  operate  them  within  their  own  property,  and  the  right  to  build 
across  (over  or  under)  streets,  to  discontinue  streets,  and  to  make  new 
streets,  subject  to  approval  of  the  town  of  Liverpool,  and  to  extend  rail- 
road tracks  to  connection  with  other  railroads  ;  and  many  other  rights 
properly  guarded  as  may  be*  found  necessary,  and  to  fix  all  dock  and 
tonnage  rates,  harbor  and  light  dues,  and  rates  for  pilotage.  But  they 
must  apply  to  Parliament  for  authority  to  borrow  money  for  further 
improvements,  and  must  fix  the  dock  rates  at  such  sum  as  will  pay  cost 
of  maintenance,  management,  operation,  interest,  and  the  one  hundred 
thousand  pounds  sterling  for  the  sinking  fund  ;  no  portion  of  the  receipts 
beyond  the  one  hundred  thousand  pounds  sterling  per  annum  being  appli- 
cable either  to  a  reduction  of  the  debt  or  further  improvements.  No 
member  of  the  Board  can  receive  any  compensation  for  his  services,  but 
all  employes  are  paid.  Thus  it  will  be  seen,  that,  with  increased  busi- 
ness, rates  must  be  lessened  to  the  advantage  of  those  doing  business  in 
Liverpool. 

This  is  the  corporation  which  now  manages  and  controls  all  the  docks 
upon  the  Mersey.  In  1860  its  dock  area  was  334  acres,  1,189  yards;  in 
1870,  383  acres,  811  yards,  and  in  1880,  433  acres,  4,823  yards.  And 
there  are  now  very  great  improvements  in  progress,  both  at  the  North 
and  South  Ends,  the  most  important  of  which  is  the  great  steam  dock 
at  the  North  End,  upon  which  have  been  expended  one  million  eight  hun- 
dred and  thirty-six  thousand  pounds  sterling  (three  hundred  and  forty- 
six  thousand  pounds  of  it  in  the  year  ending  July  1,  1880).  In  this 
dock  there  will  be  three  piers  or  quays,  each  fifteen  hundred  feet  long, 
and  three  hundred  feet  wide,  separated  by  docks  of  three  hundred  feet 
wide.  Upon  each  quay  will  be  two  sheds  upon  the  edge  of  the  docks, 
each  one  hundred  feet  wide,  with  a  street  for  teams  and  railroad  tracks 
between  them  of  one  hundred  feet  in  width.  These  quays  will  add  nine 
thousand  feet  to  the  length  of  quayage,  and  will  be  used  for  the  steam- 
ers in  the  American  trade,  eighteen  of  the  largest  of  which  can  be 
accommodated   at   one    time.      Upon   these  quays  will  be  the  hydraulic 


1881.] 


PUBLIC   DOCUMENT  — No.  11. 


11 


cranes,  and  every  other  known  appliance  for  the  prompt  and  cheap  hand- 
ling of  goods.     They  are  expected  to  be  ready  for  use  in  1881. 

In  the  same  dock  basin  will  be  graving  docks,  so  that  steamers  can  be 
repaired  promptly,  and  without  moving  out  of  the  basin  in  which  they 
lie  to  discharge  and  receive  cargo. 

At  the  South  End,  also,  are  extensive  docks  in  the  course  of  con- 
struction, upon  which  the  sum  of  three  hundred  and  twelve  thousand 
pounds  sterling  has  been  expended,  eighty-two  thousand  pounds  of  it 
during  the  year. 

It  will  be  noticed  that  Liverpool  has  in  construction  new  docks  which 
have  already  cost  over  two  million  one  hundred  and  fifty  thousand 
pounds  sterling,  to  be  added  to  her  present  capacity  of  four  hundred  and 
thirty-four  acres.  The  length  of  dock  front  upon  the  Liverpool  side  of 
the  river  is  six  and  one-half  miles  ;  and  upon  the  Birkenhead  side  some 
one  and  one-fourth  miles,  and  back  from  the  river  about  two  miles.  The 
total  amount  expended  to  1st  July,  1880,  has  been:  — 

At  Liverpool £10,727,627    12    7 

Birkenhead 5,949,333      6    8 

£16,676,960    19    3 
And  the  debt  outstanding  is 15,951,248      3    5 

So  that  only .        .         .        .  £725,712     15  10 

of  the  cost,  or  about  .0435  per  cent,  has  been  paid  for. 

The  rest  has  been  borrowed  upon  the  security  of  the  rates  hereafter 
to  be  collected.  The  first  dock  was  opened  in  1715,  so  that  in  one  hun- 
dred and  sixty-five  years  the  payments  for  the  cost  have  averaged  less 
than  forty-four  hundred  pounds  sterling  per  year. 

The  dock  receipts  were,  in  — 


Vessels. 

Tonnage. 

£ 

s. 

d. 

1752 

— 

1,776 

8 

2 

— 

1775  . 

2,291 

5,384 

4 

9 

— 

1800  . 

4,746 

23,379 

13 

6 

450.060 

1825  . 

10,837 

128,691 

19 

8 

1 ,223  820 

1840  . 

15,998 

178,196 

14 

0 

2,445.708 

1850  . 

20,457 

211,743 

7 

7 

3,536.337 

1860  . 

21,136 

397.315 

12 

11 

4,697.238 

1870  . 

19,429 

-511,703 

9 

8 

5,728.504 

1880  . 

20,070 

706,449 

12 

8 

7,524.533 

The  above  table  shows  the  constant  increase  of  trade  at  Liverpool, 
and  also  shows  the  effect  of  the  introduction  of  steam  vessels  upon  their 
size,  the  number  of  vessels  in  1850  being  greater  than  in  1880,  while  in 
1880  the  tonnage  had  more  than  doubled.  The  dock  area  had  also  in- 
creased 200  per  cent. 

Thus  I  have  described  the  docks  at  Liverpool,  and  their  system  of 
management.     Such  system  exists  nowhere  else,  I  believe.     In  London, 


12     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

two  great  companies,  not  railroad  corporations,  but  each  owning  its  own 
tracks  to  the  junction  with  the  great  railways,  control  three  hundred  and 
fifty-two  acres  of  dock  basins,  of  which  the  East  and  West  India  Dock 
Company  own  and  occupy  one  hundred  and  twenty-seven  acres,  and  the 
London  and  St.  Katharine  Dock  Company  two  hundred  and  twenty-five 
acres.  With  each  other  these  companies  compete  for  business,  and,  in 
order  to  secure  business,  each  arranges  to  deliver  goods  to  all  the  rail- 
ways upon  equal  terms.  Upon  the  Continent,  the  docks  are  generally 
under  government  or  municipal  control,  but  in  all  of  the  Continental 
docks  opportunity  is  afforded  to  all  railroads  to  connect  with  the  dock 
tracks  upon  equal  terms. 

So  much  I  have  learned  by  my  visit  abroad;  and  now  you  will  ask  me 
to  apply  it  to  Boston,  and  especially  to  the  property  of  the  State  which 
is  in  control  of  the  Board. 

In  the  first  place,  then,  let  me  say  that,  with  the  immense  trade  be- 
tween Europe  and  America,  Boston  can  have  as  much  of  it  as  she  will 
prepare  herself  to  accommodate,  and  that  if  she  will  secure  to  herself,  as 
she  can  if  she  will,  better  facilities  and  lower  rates  than  at  other  ports, 
the  business  will  pour  in  upon  her  much  faster  than  she  can  prepare 
herself  for  it.  Already,  with  her  imperfect  arrangements,  and  her 
unfortunate  system,  there  are  more  steamers  in  the  port  than  can  be 
accommodated,  while  the  work  of  proper  preparation  will  take  much 
time.  Let  then,  for  the  present,  every  facility  be  granted  to  every  appli- 
cant for  increased  wharf  accommodation.  Induce,  if  you  can,  adjoining 
wharf  proprietors  to  unite  and  make  wharves  suitable  for  steamers. 
Arrange,  if  possible,  for  the  connection  by  rail  of  every  wharf  where  a 
steamer  can  be  placed  with  every  railroad  leading  to  places  from  which 
goods  destined  for  the  European  market  are  brought,  or  to  which  they 
are  carried. 

The  value  of  the  property  at  South  Boston,  and  the  value  of  other 
wharf -property,  will  be  increased  and  not  diminished  by  the  increase  of 
business,  whether  that  business  be  done  either  at  the  Mystic,  at  Charles- 
town,  at  East  Boston,  the  city  proper,  or  at  South  Boston;  and  at  which- 
ever point  the  greatest  facilities  can  be  furnished  at  the  lowest  charge, 
there  will  be  the  greatest  business.  It  is  a  business  of  which  there  is 
enough  for  all,  and  there  should  be  no  rivalry  except  to  excel  among  the 
wharf-owners  of  Boston.  The  aim  should  be  to  make  the  port  of  Boston, 
not  East  or  South  Boston  only,  but  the  whole  port,  superior  to  every 
other  port  in  its  accommodations,  and  possessed  of  greater  facilities  for 
distributing  and  collecting  cargo,  which  shall  be  handled  always  at  lower 
rates.  The  Commonwealth  can  have  no  rivalry  with  other  wharf-owners. 
It  will  take  years  to  put  her  property  in  condition  to  receive  steamers  or 
cargoes.  Tf,  in  the  mean  while,  business  is  not  accommodated  here,  some 
other  port  will  take  it.  If  business  continues  to  be  done  here,  it  will 
increase,  so  that,  when  the  State  can  get  docks  upon  her  property,  they 
will  all  be  needed,  and  needed,  too,  more  rapidly  than  they  can  be  sup- 
plied. Clearly,  then,  it  is  not  only  the  interest  of  the  State,  but  the 
duty  of  the  Board,  to  facilitate  in  every  possible  way  the  building  of 
wharves  and  docks  which  will  accommodate  steamers  of  the  largest  size. 


1881.]  PUBLIC    DOCUMENT'— No.  11.  13 

In  other  ports  of  the  world  it  has  been  found  necessary  to  make  radical 
changes  in  the  size  and  depth  of  docks,  and  in  the  arrangements  of  the 
piers  and  the  buildings  therein,  so  as  to  accommodate  the  necessities  of 
steam  navigation;  and  Boston  must  do  the  same  thing  if  she  desires  to  be 
a  port  of  large  trade  with  steamers.  None  of  the  cities  in  the  Old  World 
have  escaped  this,  and  the  works  now  in  progress  in  New  York  show  how 
she  is  meeting  the  necessity.  Let,  then,  the  wharf-owners  commence 
their  work,  and  I  am  sure  that  the  Board  will  aid  them  to  the  extent  of 
its  powers.  Co-operation  is  the  only  thing  which  will  change  the  present 
harbor  front  of  the  city  proper  into  a  series  of  piers  and  docks  suitable 
for  steamer's  use.  This  co-operation  should  not  be  delayed.  With  it 
much  can  be  done  during  the  next  summer  to  increase  the  facilities  of 
Boston,  and  to  make  wharves,  which  to-day  are  of  little  value,  very  valu- 
able in  themselves,  and  of  great  assistance  in  increasing  Boston's  impor- 
tance as  a  seaport.  In  East  Boston,  in  South  Boston,  at  Charlestown, 
both  on  the  Charles  and  the  Mystic,  various  parties  are  doing  work  which 
should  be  pushed  forward  without  delay.  With  all  these  completed,  still 
more  room  will  be  required,  some  of  which,  at  least,  must  be  found  on 
the  State's  property  at  South  Boston.  To  properly  improve  this,  is,  as  I 
have  said,  a  work  of  some  years,  and  none  of  it  can  be  made  ready  as 
soon  as  it  is  wanted. 

And  it  is  in  connection  with  this  property  especially  that  my  visit  to 
Europe  was  made,  and  for  the  proper  development  of  it  that  I  have  so 
closely  examined  and  so  fully  reported  the  present  management  of  the 
docks  at  Liverpool. 

•  The  property  at  South  Boston  belonging  to  the  Commonwealth  con- 
sists of  some  seven  hundred  acres  of  unfilled  flats,  of  which  perhaps  one- 
half  is  especially  fitted  for  railroad  and  shipping  purposes.  Under  the 
existing  laws  this  Board  has  the  right,  with  the  approval  of  the  Governor 
and  Council,  to  make  "contracts  for  the  improvement,  filling,  sale,  use, 
or  other  disposition,"  of  these  flats;  and  an  appropriation  was  made  in 
1878  for  certain  expenditures  which  existing  contracts  will  absorb.  An 
act  authorizing  the  building  of  a  junction  railroad  to  the  flats  is  also  in 
force;  but  as  there  is  now  nothing  belonging  to  the  Commonwealth  at 
South  Boston  except  partially  filled  flats,  which  it  will  take  much  longer 
to  prepare  for  use  than  it  will  to  build  a  railroad,  it  is  hardly  probable 
that  a  railroad  will  be  built  until  the  lands  are  more  nearly  in  condition 
for  use.  To  the  further  loan  of  the  State  credit,  even  for  improvements, 
there  are  strong  and  well-founded  objections;  and  to  the  grant  of  even  a 
portion  of  the  land  to  parties  who  might  make  a  large  profit  upon  it 
there  is  also  a  strong  objection.  Yet  the  land  remains,  and,  that  there 
will  be  a  demand  for  it  as  soon  as  it  can  be  made  ready  for  use,  seems 
beyond  question.  If  any  corporation  now  authorized  could  be  made  a 
perpetual  trustee,  or  if,  in  the  absence  of  such  corporation,  a  trust  could 
be  created,  which  should  be  authorized,  the  fee  of  the  land  remaining 
in  the  State,  to  borrow  money  upon  improvements  which  should  always 
be  devoted  to  commerce,  somewhat  upon  the  basis  of  the  Mersey  Docks, 
and  the  management,  like  that  of  the  Mersey  Docks,  to  be  in  the  hands 
of  those  who  contribute  to  its  revenues,  and  with  such  other  provisions 


14     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

as  would  insure  the  reduction  of  charges  as  business  increased,  with  no 
interest  to  be  earned  upon  the  cost  or  value  of  the  land,  but  only  revenue 
enough  to  pay  the  interest  upon  the  cost  of  the  improvements  made,  and 
the  necessary  expenses  for  operating  and  maintenance,  the  required 
improvements  could  be  made  without  a  donation  of  land,  without  the 
further  issue  of  the  State's  credit,  and  without  appropriations  from  the 
State  treasury,  provided  the  money  for  the  proposed  improvements  could 
be  obtained  upon  the  same  kind  of  security  for  improvements  in  Boston, 
as  money  is  now  and  for  many  years  has  been  obtained  for  improve- 
ments in  Liverpool.  This  security  is  nominally  the  rentals  of  docks  and 
piers,  and  the  amount  loaned  is  their  cost;  but  the  real  security  is  the 
continuance  of  the  great  commercial  trade  of  the  port.  While  Liverpool 
continues  a  commercial  port,  there  is  confidence  that  a  rental  will  be 
received,  sufficient,  at  rates  which  will  retain  commerce  against  all  com- 
petition, to  pay  the  cost  of  maintaining  and  operating  the  docks  there 
in  addition  to  the  interest  upon  their  immense  cost  of  nearly  one  hundred 
millions  of  dollars.  If  the  same  confidence  exists  as  to  the  permanency 
of  Boston's  increasing  commerce,  there  would  seem  to  be  no  question  of 
the  ability  of  docks  and  piers,  which  pay  no  interest  upon  the  cost  of  the 
land,  paying  an  interest  upon  the  cost  of  the  improvements  thereon,  in 
competition  with  other  docks  and  piers  which  must  earn  an  interest  upon 
the  cost  of  both  the  land  and  the  improvements,  and  therefore  but  little 
question  as  to  the  possibility  of  borrowing  money  in  this  country  for  all 
improvements  which  might  be  required  from  time  to  time.  But,  if  there 
should  be  doubt  about  the  loan  being  made  here,  I  have  good  reason  to 
believe  that  the  money  could  be  had  in  Great  Britain,  and  probably  at  a 
low  rate.  There  are  two  special  advantages  in  this  plan,  besides  those 
named:  first,  it  devotes  to  trade  permanently  a  large  tract  which  can  be 
utilized  at  the  lowest  possible  rate  for  all  time,  and  is  therefore  a  benefit 
to  both  city  and  State;  and,  second,  it  will  make  the  rest  of  the  State 
property  at  South  Boston  of   largely  increased  value. 

Sometimes  it  is  said  that  business  passing  through  a  place  as  it  does 
through  Liverpool,  and  will  through  Boston,  is  of  no  material  benefit. 
Still,  in  Liverpool  the  Dock  Board  employ  many  thousand  men,  represent- 
ing probably  thirty  thousand  inhabitants  of  the  city,  who  are  paid  directly 
from  the  revenue  of  the  docks,  besides  which  are  the  many  men  employed 
by  the  railroads  in  handling  the  merchandise  received  from  or  carried  to 
the  docks,  which  together  represent  a  population  occupying  many  houses, 
and  requiring  many  tradesmen  to  supply  their  various  needs ;  all  of  which 
business,  besides  the  employment  of  the  many  men  connected  with  the 
shipping,  which,  in  its  turn,  employs  many  tradesmen,  mechanics,  mer- 
chants, and  bankers,  may  be  traced  directly  to  the  docks. 

Such  are  the  benefits  of  the  adoption  of  the  Mersey  system  in  Liver- 
pool; and,  if  my  suggestions  shall  meet  the  views  of  the  Board,  I  trust 
that  such  legislation  may  be  recommended  and  secured  as  may  enable 
work  to  be  commenced  and  carried  forward  at  South  Boston  upon  a  basis 
which,  while  it  increases  the  value  of  the  property  of  the  State,  will 
secure  to  Boston  all  the  business  which  it  can  do  with  ships,  and  will 
enable  her  also,  for  all  time,  to  do  it  at  the  lowest  possible  rates.     If 


1881.]  PUBLIC   DOCUMENT  — No.  11.  15 

this  can  be  accomplished,  even  in  a  small  degree,  I  shall  feel  that  the 
time  spent  upon  my  trip  has  not  been  wholly  wasted. 

In  conclusion,  I  desire  to  express  my  thanks  especially  to  Messrs. 
George  Warren  &  Co.  of  Liverpool,  who  were  untiring  in  their  efforts  to 
secure  to  me  all  the  information  I  desired  ;  to  Mr.  Lyster,  the  engineer 
of  the  Mersey  Docks,  for  his  many  courtesies,  and  for  the  time,  informa- 
tion, and  introductions  which  he  secured  to  me;  to  Mr.  Gittins,  the 
secretary  of  the  Liverpool  Docks,  for  the  valuable  collection  of  documents 
furnished  to  me  ;  to  Mr.  Forrest,  the  secretary  of  the  Society  of  Civil 
Engineers  in  Europe,  for  his  many  courtesies,  and  especially  for  his 
letters  of  introduction  to  the  engineers  of  the  several  ports  which  I 
visited;  to  the  resident  engineers  of  these  several  ports,  for  their  kind- 
ness in  furnishing  me  with  every  desired  information;  and  to  the  various 
commercial  houses  and  government  officials  who  assisted  me  so  much  in 
my  many  inquiries. 

WILLARD    P.   PHILLIPS. 
Boston,  December,  1880. 

From  this  report,  it  is  evident  that  many  of  the  principal 
ports  in  Europe  are  actively  at  work  in  preparing  docks 
suited  to  the  requirements  of  the  large  steamers  engaged  in 
the  American  trade,  the  extent  of  which  is  shown  in  part 
by  the  large  proportion  of  the  whole  trade  at  Liverpool ;  and 
the  returns  from  the  Liverpool  docks  show  how  largely  the 
average  size  of  ships  has  increased  since  the  introduction  of 
steam.  All  docks,  therefore,  which  are  intended  for  steamers 
should  probably  be  at  least  as  wide,  and  the  piers  as  commo- 
dious, as  those  now  building  at  Liverpool. 

We  agree  with  the  views  expressed  in  the  report  as  to  the 
probable  extent  of  the  trade  in  Boston  if  the  proper  facilities 
are  furnished.  We  agree,  too,  in  the  suggestion  that  wharf- 
owners  in  Boston  should  secure,  by  co-operation  and  without 
delay,  wharves  suited  for  the  accommodation  of  steamers. 
We  agree,  too,  that  the  Board  should  aid  by  every  means  in 
its  power  the  construction  of  new  and  the  enlargement  of 
old  wharves.  And  we  believe  that  all  this  will  but  add  to 
the  necessity  of  the  rapid  development  of  the  property  at 
South  Boston. 

We  join,  too,  in  the  recommendation  of  the  report  that  the 
attention  of  both  the  legislature  and  the  merchants  of  Boston 
should  be  directed  to  the  necessity  of  providing  for  the  con- 
nection of  all  railroads  with  both  the  existing  docks  and 
with  all  new  docks  built,  so  as  to  add  to  the  advantages  and 
facilities  of  the  port. 


16     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

We  have  been  especially  interested  in  the  report  of  the  sys- 
tem of  management  of  the  Liverpool  clocks.  It  is  a  system 
which  secures  to  commerce  the  lowest  possible  charges,  every 
requisite  convenience,  and  permanency.  If  it  could  be  adopt- 
ed here,  it  would  place  the  control  of  business  in  the  hands 
of  the  merchants  themselves,  and  could  not  bat  add  materially 
to  the  value  of  the  Commonwealth's  property  at  South  Bos- 
ton, even  if  one-half  of  it  should  be  placed  in  a  perpetual 
trust  for  the  benefit  of  trade  which  it  would  constantly 
increase  and  develop.  It  would  also  avoid  the  use  of  the 
State's  credit,  and  would  make  unnecessary  any  further 
appropriations.  And  we  recommend  such  legislation  as  may 
be  needed  to  make  a  perpetual  trust,  in  whose  hands  should 
be  placed  such  portion  of  the  South  Boston  Flats  as  may  be 
required  and  suitable  for  dock  purposes,  and  that  to  such  trust 
should  be  given  such  powers  to  borrow  money  for  improve- 
ments, as  the  legislature  may  from  time  to  time  authorize, 
with  the  farther  authority  to  issue  bonds  secured  by  future 
rentals,  with  all  necessary  and  proper  restrictions.  In  the 
trust  the  State  should  be  represented,  as  is  the  Conservancy 
of  the  Mersey  in  the  Liverpool  trust.  The  qualification  of 
members  of  the  board  of  directors  should  also  be  properly 
guarded.  In  the  framing  of  such  a  bill  very  great  care 
should  be  used,  and  it  is  very  probable  that  even  with  all 
this  care  there  would  be  some  alteration  or  additional  provis- 
ion required  before  the  lenders  of  money  would  be  fully  sat- 
isfied. This  might  cause  the  delay  of  a  year,  and  cannot  be 
afforded.  Time  is  too  valuable.  While  therefore  we  recom- 
mend such  legislation,  and  most  heartily  approve  of  it,  we 
also  recommend  further  appropriations  for  the  energetic  con- 
tinuance of  work  at  South  Boston.  If  the  trust  shall  be 
created,  and  shall  assume  control  of  the  South  Boston  prop- 
erty, the  money  expended  by  the  State  in  improvements 
would  be  reimbursed  from  the  proceeds  of  the  first  bonds 
issued ;  and  that  should  be  one  of  the  conditions  precedent  of 
the  trust.  If  these  recommendations  shall  be  followed,  there 
need  be  no  delay  either  in  the  formation  of  the  trust  or  in 
the  progress  of  the  work  of  reclamation,  and  every  thing  will 
have  been  done  which  can  be  to  prepare  the  State's  property 
for  the  great  business  which  will  pour  in  upon  it  if  it  is  sea- 
sonably prepared  to  receive  it. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  17 


Back  Bay  Lands. 


FEET. 


In  1S57  there  belonged  to  the  Commonwealth,  in  the 

Back  Bay,  so  called 4,723,998 

Of  which  there  have  been  donated  or  transferred,  — 
as  per  last  report  .         .         .      314,740 

In  1880 48,568 


363,308 

Devoted  to  streets  and  passage-ways,  as 

per  last  report 2,037,068.6 

Sold,  as  per  last  report     .      2,084,931.6 
in  1880    .         .        .  110,857.45 


2,195,7S9.05 

Remaining  on  hand  Dec.  31,  1880     .         .  127,832.35 


4,723,998 


The  gross  proceeds  of  land  sold  have  been 

as  per  last  report $4,307,722  17 

In  1880 315,364  85 


Rights  in  Parker  Street  sold  as  per  last 

report $2,200  00 

In  1880 100  00 


$4,623,087  02 


— 2,300  00 

$4,625,387  02 
Cost  of  filling,  grading,  &c,  as  per  last 

report $1,626,008  71 

auction  sales,  as  per  last  report    .  14,291  78 

— ~  1,640,300  49 

Net  proceeds  to  Dec.  31,  1880 $2,985,086  53 

Of  the  whole  land  belonging  to  the  State  in  1857,  only 
46.48  per  cent  has  been  sold ;  the  remainder,  except  127,832.- 
35  feet  (2.706  per  cent),  having  been  given  away  or  used  in 
streets.  The  State  has  already  received  a  net  profit  of  63.19 
cents  for  every  square  foot  owned  by  it  in  1857 ;  and  the 
2,195,789.05  feet  already  sold  have  averaged  $2.1054  per 
square  foot  gross ;  and,  after  deducting  all  the  expenses 
of  filling,  the  4,723,998  feet  have  yielded  a  net  profit  of 
12,985,086.53,  or  $1.3594  per  square  foot  sold. 

The  land  sold  during  the  year,  and  its  location,  is  as 
follows  •-  — 


18     HARBOR  AND   LAND   COMMISSIONERS.     [Jan. 


Area  in  sq.  ft. 

Location. 

Amount. 

2,800. 
25,345.6      . 

9,810.6     . 

9,773.25   . 
14,224. 

5,152. 
10,752. 
33,000. 

Marlborough  Street,  north  side    . 
Marlborough  Street,  south  side    . 
Commonwealth  Avenue,  north  side 
Commonwealth  Avenue,  south  side 
Newbury  Street,  north  side 
Newbury  Street,  south  side 
Boylston  Street,  north  side  . 
Boylston  Street,  south  side  . 

$9,800  00 
69,700  40 
44,147  70 
37,536  75 
29,120  00 
10,304  00 
32,256  00 
82,500  00 

110,857.45 

square  feet,  at  an  average  of  $2.8447 
Lowest  price,  $2:  highest  price,  $5. 

• 

$315,364  85 

The  prices  show  a  general  improvement  upon  the  prices 
obtained  last  year ;  and,  with  the  continued  advance  in  the 
value  of  the  land,  it  is  expected  that  still  higher  prices  will 
be  obtained  for  the  remainder. 

Upon  the  sales  of  the  land  there  was  no  charge  of .  broker- 
age, the  Commissioners  having  made  the  sales  directly  to  the 
purchasers. 

The  land  donated  in  1880  was,  — 


FEET. 


To   the   city  of  Boston,  for  Public  Library  on  Boylston  Street, 

corner  Dartmouth  . 33,000 

To  the   State  Normal  Art  School,  Newbury  Street,  corner  of 

Exeter 15,568 


The  value  of  which  was  at  least  $150,000. 


48,568 


The  land   still  unsold  is  all  beyond   Dartmouth,  and   is 
located  as  follows,  viz. :  — 

Marlborough  Street  (north  side)    . 
Commonwealth  Avenue  (south  side) 
Newbury  Street  (north  side) 
"  "       (south  side)  . 

Boylston  Street  (north  side)   . 
"  u      (south  side)  . 


.                • 

FEET. 

19,577.6 

. 

6,411.75 

31,584 

26,208 

57,792 

36,176 

7,875 

44,051 

Total  square  feet 


127,832.35 


The  value  of  this  remaining  land  must  be  over  $300,000. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  19 

Received  from  Tide  Lands. 

There  has  been  received  during  the  year,  under  Chap.  284 
of  the  Acts  of  1874,  for  land  of  the  Commonwealth  occupied 
by  wharves  or  other  structures  in  tide-water,  the  sum  of 
$27,484.82;  and  one  or  more  licenses  are  pending,  wherein 
the  amount  to  be  paid  is  not  yet  determined. 

Charles  River  Basin. 

In  view  of  the  various  projects  for  encroachment  upon 
Charles  River  Basin,  and  the  fact  that  the  harbor-line  on 
the  Cambridge  side  had  been  the  subject  of  careful  revision 
in  1878,  it  was  deemed  inexpedient  to  include  that  area  in 
the  re-statement  of  harbor-lines  made  last  year.  There  are, 
however,  many  reasons  why  the  policy  which  is  to  govern 
the  treatment  of  this  portion  of  the  harbor  should  be  defi- 
nitely determined.  The  city  of  Boston  has  asked,  and  its 
application  is  now  pending  before  the  legislature,  for  a  strip 
two  hundred  feet  wide  on  the  Boston  side,  extending  from 
Cragie's  Bridge  to  a  point  nearly  opposite  the  junction  of 
Brookline  Avenue  with  Beacon  Street,  to  be  occupied  for 
park  purposes.  The  owners  of  flats  on  the  Cambridge  side 
desire  to  occupy  to  the  present  harbor-line  for  building  pur- 
poses, and  to  enhance  the  value,  of  their  land  within  the  line, 
by  improving  a  strip  outside  the  line  two  hundred  feet  wide 
for  park  purposes,  in  harmony  with  the  plans  of  the  Park 
Commissioners  on  the  Boston  side.  Chap.  25  of  the  Resolves 
of  1878  gave  certain  powers  to  the  Land  Commissioners  which 
plainly  contemplated  reclaiming  a  part  of  the  Common- 
wealth's portion  of  the  basin  for  sale  as  land.  Every  con- 
sideration affecting  navigation,  health,  or  the  comfort  and 
beauty  of  the  locality,  demands  that  so  much  of  the  basin  as 
is  not  to  be  reclaimed  should  be  deepened ;  and,  that  no 
work  to  this  end  may  be  wasted,  it  is  important  to  know 
just  what  is  to  remain  open.  The  area  between  West 
Boston  Bridge  and  Brookline,  which  forms  the  upper  basin, 
comprises  about  six  hundred  and  fort}^-six  acres ;  of  which 
two  hundred  and  forty-nine  acres  are  the  property  of  the 
Commonwealth,  about  three  hundred  and  thirty-four  acres 
belong  to  riparian  owners  on  the  Cambridge  side,  and  the 
remaining  sixty-three  acres  to  private  parties  on  the  Boston 


20     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

side.  The  average  width  opposite  the  Mill-Dam  is  about 
thirty-four  hundred  feet.  If  filling  is  permitted  to  the 
present  harbor-lines  and  no  encroachment  permitted  beyond 
those  lines,  the  open  basin  will  then  contain  about  four 
hundred  and  thirty  acres,  or  two-thirds  the  present  area,  of 
which  the  Commonwealth  will  still  own  two  hundred  and 
forty-nine  acres,  the  riparian  owners  on  the  Cambridge  side 
one  hundred  and  fifty-five  acres,  and  the  riparian  owners  on 
the  Boston  side  twent}~-six  acres.  The  basin  would  then  be 
about  twenty-three  hundred  feet  wide,  measuring  opposite 
Fairfield  Street. 

All  private  ownership  in  the  land  covered  by  the  basin, 
except  in  a  few  instances  on  the  Boston,  side  where  rights 
to  fill  have  already  been  granted,  is  subject  to  the  public 
right  of  flowage  by  tide-water ;  and  there  is  no  obligation 
to  relinquish  this  right  of  flowage  save  as  the  public  inter- 
ests may  be  served  thereby.  This  is  true  of  the  area  within 
the  harbor-lines,  as  well  as  of  the  area  without  those  lines. 

Encroachment  upon  the  area  of  tide-water,  which  could 
not  be  permitted  for  the  purpose  of  promoting  private  gain, 
may  sometimes  be  wisely  allowed  for  public  purposes,  as  for 
the  promotion  of  the  public  health,  or  facilitating  public 
travel.  Gain  to  the  public  treasury  is  a  public  benefit 
which  it  is  legitimate  to  weigh  against  public  advantages 
surrendered.  As  a  large  expenditure  of  public  money 
would  be  unwise  to  secure  a  small  advantage  to  the  harbor, 
so  a  large  gain  to  the  public  treasury  may  be  wisely  secured 
by  concessions  which  involve  but  slight  disadvantage.  To 
justify  encroachment  upon  a  natural  provision  for  one  public 
purpose,  to  secure  another  public  object,  it  should,  however, 
be  very  clear  that  the  advantage  to  be  secured  outweighs  the 
disadvantage  involved;  and  all  presumptions  in  case  of  doubt 
should  be  in  favor  of  preserving  natural  advantages. 

If  the  cost  of  converting  a  strip  two  hundred  feet  wide 
on  the  Boston  side  of  the  basin  into  a  satisfactory  park  will 
equal  the  value  of  such  park  when  constructed,  then  there 
is  no  gain  to  the  public  from  such  encroachment.  Nearly 
one-half  the  sea-wall  which  would  be  required  to  retain  the 
proposed  embankment  in  the  upper  basin  must  be  built  in 
deep  water,  in  the  main  channel,  at  large  cost;  and  a  consid- 
erable part  of  the  filling  occasioned  would  be  in  the  deepest 


1881.]  PUBLIC    DOCUMENT  —  No.  11.  21 

part  of  the  basin.  Whether  the  money  required  to  construct 
the  embankment,  even  if  the  land  were  given,  would  not  do 
more  for  park  purposes  in  the  purchase  of  land  requiring  less 
change  to  adapt  it  to  such  use,  is  a  question  for  the  city  only, 
except  so  far  as  it  may  assist  us  to  determine  the  importance 
of  the  public  benefit  to  be  secured  by  surrendering  this  por- 
tion of  the  basin  for  such  use.  It  ought  to  be  stated,  that 
the  portion  in  question  is  not  now,  or  likely  to  become,  a 
nuisance :  nearly  one-half  of  what  lies  in  the  upper  basin  is 
now  deep  water,  and  the  remainder  is  that,  the  deepening 
of  which  will  be  most  readily  secured;  while  in  the  lower 
basin,  all  the  area  which  it  is  proposed  to  occupy  for  the 
embankment  is  covered  by  a  fair  depth  of  water  at  all 
stages  of  the  tide. 

It  would  be  difficult  to  estimate  very  closely  what  might 
be  realized  to  the  public  treasury  by  reclaiming  a  portion  of 
the  Commonwealth's  land  on  the  Boston  side  of  the  basin 
for  sale  as  land.  The  Board  recognize  that  it  is  as  incum- 
bent upon  them  to  study  the  property  interest  which  the 
State  has  in  the  basin,  as  it  is  to  ascertain  the  advantage 
or  disadvantage  to  the  harbor  which  may  follow  changes 
therein.  If  the  reclamation  of  a  single  row  of  building-lots, 
extending  from  Arlington  Street  to  the  western  end  of  the 
Mill-Dam,  could  be  effected  in  connection  with  the  park  occu- 
pation, making  the  embankment  perhaps  three  hundred  and 
ten  feet  outside  the  present  harbor-line  instead  of  two  hun- 
dred feet,  it  would  not  be  unreasonable  to  anticipate  a  profit 
to  the  treasury  of  from  seven  hundred  and  fifty  thousand 
dollars  to  one  million  dollars,  according  to  the  prices  which 
should  be  obtained  for  the  land  sold.  If  the  reclamation 
were  made  independent  of  co-operation  by  the  city,  sufficient 
land  being  filled  for  one  row  of  lots,  with  a  wide  ornamented 
street  in  front,  on  the  border  of  the  basin,  the  profit  would 
not  be  large ;  and  in  view  of  the  depth  of  water,  and  the  large 
cost  of  the  sea-wall,  it  is  not  certain  that  such  independent 
reclamation  could  be  advantageously  undertaken,  aside-  from 
the  question  of  its  effect  upon  the  harbor. 

The  filling  which  the  riparian  owners  on  the  Cambridge 
side  desire  to  make,  is  upon  flats  of  which  they  own  the  fee. 
No  grant  of  land  is  involved ;  but  the  surrender  of  the  right 
of  flowage  might  be  as  important  to  the  public  as  a  grant  of 


22     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

land,  and  cannot  be  made  thoughtlessly.  The  authority  to 
fill  would  hardly  be  granted,  and  probably  would  not  be 
asked,  without  compensation  in  some  form  for  the  tide-water 
to  be  displaced.  It  is  proposed  that  compensation  be  made 
by  filling  with  material  dredged  from  the  basin.  The  mate- 
rial forming  the  bed  of  the  basin  is  believed  to  be  in  large 
part  equal  to  gravel  from  the  country,  and  it  is  probably 
practicable  to  make  the  entire  filling  with  dredged  material ; 
but,  making  some  allowance  for  inequality  of  depths,  which 
may  be  necessary  to  secure  the  required  quantity  of  the  best 
materia],  it  is  more  prudent  to  estimate  that  only  the  amount 
of  material  needed  to  raise  the  reclaimed  land  to  grade  ten 
can  be  counted  effective  for  securing  a  uniform  depth  in  the 
basin.  On  this  basis,  if  the  Cambridge  flats  are  reclaimed 
to  the  harbor-line,  and  no  encroachment  on  the  Boston  side 
is  permitted  beyond  the  existing  harbor-line,  the  bed  of  the 
basin  remaining  will  be  dredged  to  grade  four  below  mean 
low  water,  thus  giving  at  ordinary  low  water  a  minimum 
depth  of  four  feet,  and  at  low  water  of  extreme  spring  .tides 
a  minimum  depth  of  two  feet,  with  considerable  portions 
of  the  basin  much  deeper.  This  is  probably  sufficient  to 
remove  all  danger  to  health,  and  all  annoyance  from  offen- 
sive odors ;  and  opportunity  would  be  likely  to  occur  from 
time  to  time  to  obtain  other  dredging.  The  Board  would 
hope  that  a  depth  of  twelve  feet  might  be  eventually  ob- 
tained. No  legislation  is  required  to  authorize  filling  to  the 
harbor-line,  as  the  general  laws  are  sufficient ;  but  the  pro- 
prietors say  that  the  proper  development  of  their  land  will 
require  the  devotion  of  a  part  of  it  on  the  border  of  the  basin 
to  ornamental  purposes,  and  that  the  cost  of  reclamation  is 
so  large,  that  the  amount  of  land  available  for  sale  will  not 
be  sufficient  to  make  it  certain  that  their  enterprise  would 
result  advantageously.  They  also  say  that  a  strip  two  hun- 
dred feet  wide  beyond  the  harbor-line  can  be  enclosed  with 
ho  increase  of  expense  for  the  sea-wall,  and  that  if  they  can 
be  allowed  to  occupy  such  strip  solely  for  park  purposes,  in 
harmony  with  the  plans  of  the  Park  Commissioners  on  the 
Boston  side,  it  would  materially  aid  their  enterprise.  It 
would  in  no  case  be  admissible  to  permit  such  occupation 
in  the  narrow  neck  of  the  basin,  immediately  below  Brook- 
line  Bridge ;  but,  if  it  were  permitted  from  the  point  where 


1881.]  PUBLIC   DOCUMENT  — No.  11.  23 

the  space  between  the  harbor-lines  begins  to  widen  mate- 
rially to  West  Boston  Bridge,  the  area  of  the  basin  which 
would  then  remain  would  be  about  three  hundred  and 
ninety-six  acres,  and  the  minimum  depth  of  water  would 
be  increased  about  eighteen  inches,  making  five  feet  six 
inches  at  ordinary  low  water.  The  park  gained  by  such 
extension  would  have  this  advantage  over  that  proposed  on 
the  Boston  side,  that  it  would  be  secured  to  the  public  with 
no  expenditure  of  public  money  at  the  outset  in  its  construc- 
tion, and  it  would  occupy  what  is  now  the  shoal  part  of  the 
basin,  instead  of  what  is  the  deepest.  If  this  extension  is 
granted,  it  will  render  much  more  objectionable  that  pro- 
posed on  the  Boston  side.  If  the  park  embankment  on  the 
Boston  side  is  permitted,  and  that  on  the  Cambridge  side 
refused,  the  area  of  the  upper  basin,  which  would  then 
remain,  would  be  about  three  hundred  and  ninety  acres, 
and  the  minimum  depth  would  be  increased  about  two  feet, 
giving  six  feet  at  ordinary  low  water.  If  both  were  per- 
mitted, the  width  of  the  basin  would  be  reduced  to  nine- 
teen hundred  feet  opposite  Fairfield  Street,  its  area  to  about 
three  hundred  and  fifty-six  acres,  and  its  minimum  depth 
increased  to  nearly  eight  feet  at  ordinary  low  water.  It  is 
of  course  assumed  that  no  filling  will  be  permitted  unless 
dredging  is  required  in  connection  with  it. 

The  relative  importance  of  the  different  public  interests 
involved  must  be  determined  by  the  legislature;  but  on 
a  careful  study  of  the  interests  of  the  harbor,  which  it  is 
the  province  of  this  Board  to  protect,  it  does  not  seem 
admissible  to  permit  any  encroachment  upon  the  area  of 
either  basin  beyond  the  present  harbor-line,  except  as  already 
provided  by  statute,  to  abate  a  nuisance  at  the  abrupt  angle 
in  the  line  on  the  Boston  side.  If  the  desired  deepening  of 
the  whole  basin  could  be  secured  within  a  reasonable  time, 
the  Board  would  incline  to  preserve  it  intact ;  but  it  is  not 
clear  that  this  could  be  accomplished  within  the  time  which 
the  public  would  be  willing  to  endure  the  flats  in  their  pres- 
ent condition.  If  the  Board  were  re-stating  the  harbor-line 
on  the  Boston  side,  they  would  make  a  curve  at  one  point 
where  now  there  is  an  abrupt  angle  ;  but  the  only  purpose 
of  making  such  change  is  fully  answered  by  Chap.  247  of 
the  Acts  of  1866,  which  permits  the  city  of  Boston  to  oc- 


24    HAEBOR  AND   LAND   COMMISSIONERS.     [Jan. 

cupy  in  said  angle  to  a  curve  therein  described,  and  to  appro- 
priate the  land  so  reclaimed  for  ornamental  grounds  or  for 
a  street,  and  otherwise  they  would  advise  no  change  in  the 
line  on  either  side. 

The  Board  do  not  wish  to  exaggerate  the  effect  upon  the 
harbor  to  be  anticipated  from  filling  any  part  of  these  basins. 
It  is  easy  to  overstate  the  mischief  that  would  follow,  and  it 
is  quite  possible  that  it  has  been  overstated  in  the  earlier  dis- 
cussion of  the  value  and  functions  of  the  interior  basins  of 
Boston  Harbor ;  but,  after  making  all  reasonable  concession 
for  over-statement  and  zeal  on  the  part  of  advocates  of  special 
scientific  theories,  the  sober  judgment  of  all  who  are  familiar 
with  the  discussion  and  with  the  experience  in  the  important 
harbors  of  the  Old  World  must  be,  that  the  value  of  these 
interior  basins  is  ver}^  great,  and  their  preservation  very  im- 
portant. At  no  time  in  the  history  of  Boston  has  the  impor- 
tance of  its  harbor  to  its  future  growth,  and  through  its  growth 
to  the  growth  of  the  State,  been  more  apparent  than  now. 
The  magnitude  of  the  foreign  commerce  which  the  country 
is  certain,  to  have,  and  the  share  of  it  which  Boston  may 
reasonably  expect  to  obtain,  is  but  just  beginning  to  be  out- 
lined ;  but  enough  is  already  seen  by  all  who  have  given  the 
subject  attention  to  make  it  clear  that  we  cannot  wisely  be 
indifferent  to  any  causes  which  may  impair,  in  even  a  slight 
degree,  the  excellence  of  its  harbor.  The  value  of  tidal  reser- 
voirs as  aids  in  securing  and  maintaining  the  desired  depth 
of  water  at  points  below  such  reservoirs  is  receiving  increased 
attention  in  the  ports  of  the  world  which  are  now  making 
the  largest  expenditure  to  meet  the  demands  of  modern  com- 
merce ;  and  there  should  be  great  caution  in  relinquishing 
'any  advantage  which  the  harbor  of  Boston  possesses  in  this 
direction.  The  basins  of  the  Charles  River  are  the  most 
valuable  of  the  reservoirs  which  remain.  A  large  reservoir 
capacity  at  Prison  Point  Bay  has  been  surrendered  for  the 
abatement  of  a  nuisance  to  the  public  health,  and  it  seems 
the  more  desirable  to  retain  all  of  that  which  remains  which 
it  is  possible  to  retain.  The  filling  which  may  be  authorized 
in  the  upper  basin  within  the  existing  harbor-lines  will  reduce 
its  capacity  as  a  tidal  reservoir  2,319,140  cubic  yards;  the 
strip  which  the  Cambridge  proprietors  desire  to  improve  out- 
side the  line,  not  continued  into  the  neck  of  the  basin,  would 


1881.]  PUBLIC    DOCUMENT  — No.  11.  25 

reduce  it  further  550,865  cubic  yards;  and  the  embankment 
desired  by  the  Park  Commissioners  on  the  Boston  side  would 
effect  a  reduction  of  643,000  cubic  yards.  It  should  be  re- 
membered that  these  quantities  do  not  fully  measure  the  loss, 
as  the  tide-water  which  lies  at  the  highest  plane  here  is  the 
most  effective  in  its  work  below,  and  the  loss  which  will  follow 
these  encroachments,  particularly  upon  the  Cambridge  side, 
is  of  tidal  volume  which  lies  at  the  higher  plane,  while  the 
partial  compensation  made  by  dredging  is  of  tidal  volume  at 
a  lower  plane.  The  obstructions  of  the  outlet  to  these  basins 
have  seriously  impaired  the  value  of  the  reservoirs  in  ques- 
tion, and  complicate  the  problem  of  their  treatment ;  but  it 
is  not  impossible  that  these  obstructions  may  be  much  modi- 
fied in  the  future,  so  that  the  power  of  the  tidal  flow  may  be 
more  fully  realized.  It  should  increase  the  caution  with 
which  any  portion  of  the  interior  reservoirs  are  given  up, 
that  the  dredging  in  the  harbor  below  has  very  much  in- 
creased the  area  of  channel  depth  to  be  maintained,  and  this 
will  be  still  further  increased  in  future.  As  the  work  which 
the  flow  of  the  tides  is  expected  to  perform  is  increased,  there 
should  be  care  taken  that  their  volume  is  increased  rather 
than  diminished. 

The  proprietors  on  the  Cambridge  side  desire  that  they 
may  be  authorized  to  build  a  bridge  to  the  Boston  side  be- 
tween the  Brookline  and  West  Boston  Bridges.  It  is  probable 
that  a  bridge  at  this  locality  will  be  required,  and  authority 
has  once  been  given  to  the  two  cities  to  build  one  by  Chap. 
314  of  the  Acts  of  1874 ;  but  this  authority  has  expired.  If 
it  is  thought  wise  to  renew  the  authority,  or  to  give  it  to 
other  parties,  or  to  allow  this  Board  to  do  so,  legislation  would 
be  necessary. 

The  opinion  of  Professor  Henry  L.  Whiting  upon  the 
physical  consequences  of  the  proposed  encroachments  was 
sought  by  the  Board  in  its  study  of  the  question ;  and  his 
report  will  be  found  in  the  Appendix. 

Harbor-Lines  at  East  Boston. 

The  harbor-line  at  East  Boston  was  established  by  Chap.  35 
of  the  Acts  of  1840,  and  from  time  to  time  parties  were 
authorized  to  extend  their  wharves  to  the  harbor-line.  Prior 
to  1866  there  was  no  Board  to  supervise  the  construction  of 

4 


26     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

the  wharves  authorized,  and  each  party  ascertained  the  posi- 
tion of  the  harbor-line  for  himself.  It  has  resulted  that  a 
number  of  wharves,  now  ancient,  are  in  fact  beyond  the 
harbor-line  ;  and  some  which  the  owners  desire  to  extend  to 
the  line  of  the  wharves  upon  either  side  of  them  cannot  be  so 
extended,  because  the  harbor-line  is  in  fact  within  the  line 
which  has  been  acted  upon  as  the  true  line.  The  extensive 
plans  for  development  of  the  more  easterly  part  of  the  East 
Boston  frontage  which  were  known  to  be  in  progress  led  the 
Board  to  delay  a  re-statement  of  the  line  upon  that  side  of 
the  harbor,  in  connection  with  that  established  upon  the  front- 
age of  the  city  proper  by  the  Act  of  1880.  The  Board  are 
still  unprepared  to  recommend  a  line  for  the  whole  frontage  ; 
but  the  difficulties  which  have  recently  come  to  their  knowl- 
edge, in  connection  with  the  position  of  old  wharves  in  rela- 
tion to  the  existing  line,  has  led  them  to  consider  whether  it 
might  not  be  wise  to  repeal  the  existing  line,  and  leave  that 
frontage  without  a  harbor-line  till  the  studies  are  ripe  for  a 
comprehensive  treatment  of  the  whole.  The  practical  effect 
would  not  be  as  serious  as  formerly,  as  under  existing  laws 
licenses  for  structures  may  be  given  where  there  is  no  harbor- 
line  ;  but,  in  lieu  of  the  restriction  of  the  established  line, 
such  licenses  must  have  the  approval  of  the  Governor  and 
Council. 

The  Boston  and  Albany  Railroad  Company  desire  to  extend 
piers  beyond  the  present  harbor-line  to  a  point  in  line  with 
the  other  piers  at  their  terminal  grounds.  Such  extension 
would  cross  a  channel  by  which  wharves  lying  easterly  are 
now  approached ;  but  the  railroad  compan}^  are  willing  to 
excavate  a  channel  of  equal  capacity  through  the  shoal  lying 
outside,  and  the  Board  are  advised  by  experts  that  the  cur- 
rents are  not  such  at  this  point  that  any  physical  injury  to 
the  harbor  would  result  from  turning  the  channel  as  desired. 
The  extension  would  furnish  accommodation  much  needed, 
and  the  Board  desire  to  grant  it  if  upon  full  study  there  shall 
appear  no  insuperable  obstacles.  If  the  entire  harbor-line  at 
East  Boston  should  be  repealed,  as  above  suggested,  no  other 
legislation  would  be  requisite  to  permit  this  extension  ;  but 
if  the  line  should  remain  as  now  established,  the  Board  rec- 
ommend the  passage  of  the  bill  for  this  purpose,  given  in  the 
Appendix. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  27 

Re-survey  of  Boston  Upper  Harbor. 

In  addition  to  the  points  of  triangulation  determined  by 
the  work  of  Mr.  Francis  Blake,  jun.,  of  the  United  States 
Coast  and  Geodetic  Survey,  and  given  in  a  list  of  geographi- 
cal positions,  together  with  his  report  in  the  Appendix  of  the 
Report  of  the  Board  for  1875,  a  further  determination  by 
triangulation  has  been  made,  under  the  direction  of  the 
Board,  by  Mr.  William  E.  McClintock,  of  the  initial  points 
in  the  harbor-line  of  so  much  of  the  frontage  as  has  been 
included  in  the  topographical  survey.  A  list  of  these  geo- 
graphical positions  will  be  found  in  the  Appendix  in  the  form 
heretofore  presented,  which  is  uniform  with  that  adopted  by 
the  Coast  Survey.  All  additional  data  for  determining  the- 
relative  positions  of  wharves  in  reference  to  the  established 
harbor-line  will  be  furnished,  on  application,  from  the  archives 
of  the  Board. 

Compensation  of  the  Board. 

The  members  of  the  Board  feel  very  strongly  that  the 
provision  of  law  for  their  compensation  is  inadequate  for  the 
service  which  the  position  requires.  With  the  consolidation 
of  work  formerly  in  charge  of  separate  boards,  the  duties 
have  ceased  to  be  occasional,  and  demand  daily  attention 
from  all  the  members.  While  it  was  not  expected  that 
the  entire  time  should  be  given,  it  is  found  practically  that 
there  is  very  little  time  that  can  be  given  to  private  busi- 
ness which  is  not  subject  to  frequent  interruption  from  the 
necessary  demands  of  the  public  work.  If  the  per  diem 
measure  of  the  service  was  best  while  the  work  was  in 
large  degree  experimental,  it  has  ceased  to  be  even  approxi- 
mately just.  The  time  and  character  of  service  vary  from 
attention  to  pure  routine  work  for  two  or  three  hours,  to  the 
closest  application  to  matters  responsible  and  exhausting, 
continued  through  the  entire  day  and  late  into  the  night. 
Whatever  is  deemed  the  proper  compensation  of  the  Board, 
it  would  seem  more  just  and  fitting  that  it  should  be  meas- 
ured by  annual  salaries.  The  questions  with  which  the 
Board  has  to  deal  demand  a  quality  of  service  that  is  entitled 
to  liberal  compensation.  If  they  do  not  have  this,  it  ought 
to  be  made  possible  to  secure  it.     The  aggregate  transactions 


28     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

of  the  Board  are  of  sufficient  pecuniary  consequence  to  the 
Commonwealth  to  make  it  important  that  such  service  be 
had,  as  the  indirect  cost  of  inefficient  service  may  be  very 
large.  It  seems  a  plain  duty  to  present  these  views  for  such 
action  as  may  be  thought  proper :  if  sound,  they  concern  the 
efficiency  of  the  Board,  and  thus  the  interest  of  the  Common- 
wealth, more  than  the  personal  interest  of  any  member. 

Special  Compensation. 

The  amount  of  special  and  exceptional  work  which  was 
devolved  upon  the  present  Board  during  its  first  official  year 
was  so  large,  that  it  seems  to  the  Board  just  that  special  pro- 
vision should  be  made  therefor. 

A  large  amount  of  time  was  occupied  in  connection  with 
hearings  before  referees  upon  the  claim  of  Clapp  and  Ballou. 
The  active  demand  for  land  upon  the  Back  Bay  which  began 
in  October,  1879,  required  close  attention  and  much  time 
from  all  the  members.  The  sales  amounted  to  $556,652.35, 
and  were  effected  entirely  without  the  payment  of  commis- 
sions to  brokers  or  auctioneers.  Special  duties  with  the  Rail- 
road Commissioners  under  Chap.  45  of  the  Resolves  of  1879 
also  claimed  considerable  time.  The  more  important  special 
service  growing  out  of  negotiations  relating  to  the  land  at 
South  Boston,  and  the  protracted  hearing  before  the  legisla- 
tive committee  arising  out  of  one  phase  of  those  negotiations, 
involved  a  large  amount  of  labor.  Much  of  this  work  was 
professional  in  character,  and  all  of  it  was  responsible  and 
exhausting.  The  hearing  resulted  in  a  sale  under  Chap.  260 
of  the  Acts  of  1880,  amounting  to  $1,108,165.  There  is  no 
provision  under  which  any  allowance  can  be  made  for  extra 
or  professional  service  by  members  of  the  Board,  nor  would 
they  suggest  such  provision  for  any  moderate  amount  of 
such  service  ;  but  the  extent  of  that  in  question  exceeds 
what  can  with  justice  to  themselves  be  rendered  without  a 
request  for  compensation.  It  would  seem  to  be  in  keeping 
with  existing  legislation  to  authorize  the  Governor  and  Coun- 
cil to  allow  such  sum  as  should  appear  to  them  reasonable, 
subject  to  such  limit  as  to  amount  as  may  be  thought  proper. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  29 

Office  and  Field  Work. 

During  the  last  year  the  operations  of  the  Board  connected 
with  harbors  and  tide-waters  have  been  in  excess  of  those  in 
any  previous  year.  The  number  of  licenses  granted  have 
also  been  larger  than  heretofore  issued  in  one  year.  The 
demand  for  maritime  facilities  in  Boston  Harbor  continues 
in  about  the  same  proportion  with  that  in  other  harbors 
and  coast  localities;  the  applications  for  authority  to  build 
wharves  and  other  structures  in  Boston  Harbor  being  about 
one-fourth  of  the  number  presented.  In  connection  with 
these  improvements,  the  attention  of  the  Board  has  been 
called  to  most  of  the  harbors  of  the  Commonwealth. 

The  following  statistics,  in  the  usual  form,  show  the 
particulars  of  the  work :  — 

Plans  approved  by  the  Board  of  Harbor  and  Land  Commissioners  during  the 
Year  1880,  for  the  Erection  of  Structures  in  and  over  Tide-water,  and 
Licenses  granted  for  such  Structures. 

£5os. 

512.  Kidder,  Vaughan,  &  Co.,  for  leave  to  construct  a  wharf  in  Chelsea 

Creek,  East  Boston.     Approved  Jan.  15,  1880. 

513.  Henry  S.  Sterling,  for  leave  to  extend  his  wharf  at  North  Pocasset 

Buzzard's  Bay.     Approved  Jan.  29,  1880. 

514.  Old  Colony  Railroad  Company,  for  leave  to  widen  its  drawbridge 

and  extend  its  draw-piers  over  Neponset  River.     Approved  Feb. 
5,  1880. 

515.  John  C.  Rhodes,  for  leave  to  construct  a  solid  wharf  at  Mattapoisett. 

Approved  Feb.  19,  1S80. 

516.  George  Curtis,  for  leave  to  straighten  the  line  of  his  wharf  in  Rox- 

bury  Canal.     Approved  Feb.  27,  1880. 

517.  A  Cochrane  &  Co.,  for  leave  to  extend  their  wharf  on  Mystic  River. 

Approved  March  4,  1880. 

518.  William  Rackliff,  for  leave  to  extend  his  wharf  at  "  Oak's  Cove," 

Gloucester  Harbor.     Approved  March  18,  1S80. 

519.  L.  G.  Burnham  and  others,  for  leave  to  build  bridges  across  Dean's 

and  Hog  Island  Rivers,  in  the  town  of  Essex.     Approved  March 
18,  1880. 

520.  Fitchburg  Railroad  Company,  for  leave  to  fill  land  and  flats  between 

its  road  and  Eastern  Railroad,  in  the  city  of   Somerville.     Ap- 
proved March  18,  1880. 

521.  Boston  and  Albany  Railroad,  for  leave  to  cover  with  a  pile  structure 

Dock  No.  7,  and  extend  Pier  No.  7  of  Grand  Junction  'Wharves, 
East  Boston.     Approved  March  25,  1880. 

522.  R.  W.  Bowles,  for  leave  to  construct  a  wharf   at  Mattapoisett. 

Approved  April  29,  1880. 


30     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

Nos. 

523.  William  Hale,  for  leave  to  extend  his  wharf  on  Merrimac  River, 

Haverhill.     Approved  April  1,  1880. 

524.  Haverhill  Steamboat  Express  Company,  for  leave  to  place  a  floating 

wharf  on  Merrimac  River,  near  Salisbury  Point.     Approved  April 
7,  1880. 

525.  Edward  P.  Shaw,  for  leave  to  place  a  floating  landing  on  Merrimac 

River,  near  Salisbury  Point.     Approved  April  7,  1880. 

526.  New  Bedford  Yacht  Club,  for  leave  to  construct  a  pile  wharf  near 

Jfcpe's  Island,  New  Bedford  Harbor.     Approved  April  7,  1880. 

527.  George  Perkins  and  William  H.  Perkins,  jun  ,  for  leave  to  extend 

their  wharves  in  Gloucester  Harbor.     Approved   April  22,  1880. 

528.  Town  of   Dennis,   for  leave  to   construct   a   solid   roadway  across 

Sesuit  Creek.     Approved  April  22,  1880. 

529.  Henry  S.  Sterling,  for  leave  to  extend  his  wharf  at  North  Pocasset, 

Buzzard's  Bay.     Approved  May  6,  1880. 

530.  Fitchburg  Railroad  Company,  for  leave  to  build  an  addition  to  its 

Miller's  River  freight-yard.     Approved  May  6,  1880. 

531.  Fitchburg  Railroad  Company,  for  leave  to  construct  a  bridge  in 

Miller's    River,    to   connect   its   freight-yard   with    Prison    Point 
Bridge  and  Austin  Street.     Approved  Sept.  4,  1880. 

532.  Horatio  and  J.  A.  Wellington,   for  leave  to  fill  their  dock  west  of 

Bridge  Street,  East  Cambridge.     Approved  May  6,  1880. 

533.  Foster's  Wharf  Company,  for  leave  to  straighten  the  easterly  side 

of  its  wharf  on  Fort  Point  Channel.     Approved  June  24,  1880. 

534.  City  of  Boston,  for  leave  to  rebuild  a  portion  of  Chelsea  Bridge. 

Approved  May  13,  1880. 

535.  Charles  A.  Ropes,  for  leave  to  extend  his  wharf  on  South  River, 

Salem  Harbor.     Approved  May  20,  1880. 

536.  James  N.  Buffum  &  Co.,  for  leave  to  extend  their  wharf  in  Lynn 

Harbor.     Approved  May  20,  1880. 

537.  Robert  Scott,  for  leave  to  drive  piles  to  define  the  Commissioners' 

line  on  South  Boston  Point.     Approved  May  27,  1880. 

538.  Boston  and  Albany  Railroad  Company,  for  leave  to  construct   an 

additional  drawbridge  over  Broad  Canal,  East  Cambridge.     Ap- 
proved June  9,  1880. 

539.  Fitchburg  Railroad  Company,  for  leave  to  fill  land  and  flats  in  Mil- 

ler's River,  Charlestown  District.     Approved  June  3,  1880. 

540.  Henry  D.  Baxter,  for  leave  to  construct  a  boat-pier  at  Hyannisport. 

Approved  June  7,  1880. 

541.  Board  of  Health  of  the  Town  of  Swampscott,  for  leave  to  extend  its 

drains  on  Blaney's  Beach,  Swampscott.     Approved  June  10,  1880. 

542.  William  F.  Green  &  Son,  for  leave  to  extend  their  wharf  on  Border 

Street,  East  Boston.     Approved  June  10,  1880 

543.  Charles  L.  Pearson,  for  leave  to  rebuild  and  extend  his  wharf  on 

Fort  Point  Channel,  Boston.     Approved  June  10,  1880. 

544.  Lynn  and  Boston  Railroad  Company,  for  leave  to  build  a  temporary 

bridge  in  Mystic  River.     Approved  June  10,  1880. 

545.  M.  A.   H.  Procter,  for  leave   to   build   a   wharf   at    Plum   Island, 

Ipswich.     Approved  June  17,  1880. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  31 

Nos. 

546.  Thomas  McKinney,  for  leave  to  build  a  wharf  on  the  west  side  of 

Grape  Island,  Ipswich.     Approved  June  17,  1880. 

547.  City  of  Lynn,  for  leave  to  extend  and  enlarge  the  "  Engine  House  " 

lot  on  Broad  Street,  Lynn.     Approved  June  17,  1880. 

548.  William  C.  Poland  &  Son,  for  leave  to  construct  a  wharf  at  Moon 

Island,  Boston  Harbor.     Approved  July  12,  1880. 

549.  Boston  Tow  Boat  Company,  for  leave  to  build  a  pile  pier  at  East 

Boston.     Approved  July  22,  1880. 

550.  City  of  Cambridge,  for  leave  to  build  a  pile  structure  across  Charles 

River  for  the  support  of  a  water-pipe.     Approved  July  29,  1880. 

551.  Joseph  F.  Paul,  for  leave  to  fill  solid  part  of  his  wharf  near  Dover- 

street  Bridge.     Approved  July  29,  1880. 

552.  Boston  and  Albany  Railroad  Company,  for  leave  to  widen  Pier  No. 

7,  and  deepen  Dock  No.  8,  Grand  Junction  Wharves,  East  Boston. 
Approved  July  29,  1880. 

553.  City  of  Haverhill,  for  leave  to  improve  the  draw-ways  of  Rock's  and 

Groveland  Bridges  across  Merrimac  River.     Approved  July  29, 
1880. 

554.  Lynn  and  Boston  Railroad  Company,  for  leave  to  build  a  temporary 

bridge  in  Mystic  River,  north  of  north  draw  of  Chelsea  Bridge. 
Approved  July  22,  1880. 

555.  New  York  and  New  England  Railroad  Company,  for  leave  to  build 

a  platform  in  the  Boston  and  Albany  Railroad  Company's  Dock  at 
South  Boston.     Approved  Aug.  5,  1880. 

556.  City  of  Chelsea,  for  leave  to  rebuild  its  part  of  Chelsea  Bridge.     Ap- 

proved Aug.  12,  1880. 

557.  Eastern  Railroad  Company,  for  leave  to  fill  solid  Mill  Creek  Bridge 

on  the  line  of  its  road  in  Essex.     Approved  Aug.  12,  1880. 

558.  Pasque  Island  Corporation,  for  leave  to  construct  a  wharf  at  Pasque 

Island,  town  of  Gosnold.     Approved  Aug.  19,  1880. 

559.  Gosnold  Mills  Corporation,  for  leave  to  extend  its  wharf  in  New 

Bedford  Harbor.     Approved  Aug.  26,  1880. 

560.  Eastern  Railroad  Company,   for  leave  to  fill  solid  its  main  track 

between  Austin  Street  and  the  crossing  of  the  Fitchburg  Railroad, 
Charlestown  District.     Approved  Sept.  2,  1880. 

561.  Hull  and  Nantasket  Beach  Railroad,  for  leave  to  construct  its  road 

across  tide- water  in  the  town  of  Hull.     Approved  Sept.  16,  1880. 

562.  City  of  Boston,  for  leave  to  construct  a  temporary  dam  in  South 

Bay.     Approved  Sept.  16,  1880.      ' 

563.  Mary  J.  Healey,  for  leave  to  construct  a  pile  wharf  in  Dorchester 

Bay.     Approved  Sept.  16,  1880. 

564.  Washington  Allen,  for  leave  to  build  a  stone  pier  on  Scraggy  Neck 

in  Sandwich.     Approved  Oct.  12,  1880. 

565.  Edward  P.  Shaw,  for  leave  to  place  a  floating  landing  on  Merrimac 

River,  near  Salisbury  Point.     Approved  Sept.  23,  1880. 

566.  Butchers'  Slaughtering  and  Melting  Association,  for  leave  to  build 

a  sea-wall  and  fill  flats  on  Charles  River,  Brighton  District.     Ap- 
proved Sept.  30,  1880. 

567.  Proprietors  of  Tide  Meadows  in  the  town  of  Salisbury,  for  leave  to 


32     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

Nos. 

fill  solid  two  bridges  on  the  line  of  the  Eastern  Railroad.     Ap- 
proved Sept   30,  1880. 

568.  John  Gary  and  the  heirs  of  John  Wesson  and  Abel  Fitz,  for  leave  to 
extend  Tuft's  Wharf  on  Charles  River,  Charlestown  District. 
Approved  Nov.  4,  1880. 

5G9.  Francis  E.  Foster,  for  leave  to  re-construct  his  wharf  on  Mystic 
River,  Medford.     Approved  Oct.  8,  1S80. 

570  Salem  and  Magnolia  Steamboat  Company,  for  leave  to  construct  a 
wharf  on  Salem  Neck,  Salem  Harbor.     Approved  Oct.  8,  1880. 

571.  Salem  Bay  Yacht  Club,  for  leave  to  construct  a  wharf  on   Salem 

Neck,  Salem  Harbor.     Approved  Oct.  8,  1S80 

572.  Standard   Sugar  Refinery,  for  leave  to  extend  its  wharf  on  Fort 

Point  Channel,  South  Boston.     Approved  Nov.  11,  1880. 

573.  Revere  Beach  Land  Company,  for  leave  to  construct  a  bulkhead, 

and  fill  the  area  enclosed  by  the  same  near  Cherry  Island  Bar, 
Revere.     Approved  Nov.  18,  1880. 

574.  Fitchburg  Railroad  Company,   for  leave  to  extend  its  wmarf   on 

Charles  River,  Charlestown  District.     Approved  Nov.  27,  1S80. 

575.  Boston  and  Albany  Railroad  Company,  for  leave  to  extend  its  Dock 

No.  3,  Grand  Junction  Wharves,  East  Boston.     Approved  Dec.  9, 
18S0. 

576.  Benjamin  Low,  for  leave  to  extend  his  wharf  in  Gloucester  Harbor. 

Approved  Dec.  9,  1880. 

577.  Thomas  B.  Tripp,  for  leave  to  construct  a  wharf  in  Clark's  Cove. 

Approved  Dec.  16,  1S80. 

578.  Andrew  W.  Dodd,  for  leave  to  extend  wharf  in  "Vincent  Cove," 

Gloucester  Harbor.     Approved  Dec.  23,  1880. 

579.  Benjamin  F.   Cook,   for  leave  to  extend   his  wharf   in   "Vincent 

Cove,"  Gloucester  Harbor.     Approved  Dec.  23,  1880. 

580.  Heirs  of  William  Collins,  for  leave  to  extend  their  wharf  in  "Vin- 

cent Cove,"  Gloucester  Harbor.     Approved  Dec.  23,  18S0. 

581.  Chresten  Nelson,  for  leave  to  extend  his  wharf  in  "  Vincent  Cove," 

Gloucester  Harbor.     Approved  Dec.  23,  1880. 

582.  Ellerton  L.  Dorr,  for  leave  to  construct  a  wharf  on  Peters  Neck, 

town  of  Wareham.     Approved  Dec.  23,  1880. 

583.  George  Peabody,  for  leave  to  extend  Fiske's  Wharf  to  harbor  line, 

Boston  Harbor.     Approved  Dec.  31,  1880. 

584.  John  McKinnon,  for  leave  to  build  a  wharf  on  Belle  Isle  Creek, 

East  Boston.     Approved  Dec.  31,  1880. 

585.  Pacific  Guano  Company,  for  leave  to  extend  its  wharves  at  Woods 

Holl,  Town  of  Falmouth.     Approved  Dec.  31,  1880. 

586.  Boston  and  Albany  Railroad  Company,  for  leave  to  rebuild  sea-wall 

in  Dock  No.  G,  Grand  Junction  Wharves,  East  Boston.     Approved 
Dec.  31,  1880. 


1881.]  PUBLIC  DOCUMENT-— No.  11.  33 

Harbor  Improvements  by  the  General  Government. 

The  work  of  the  General  Government  in  the  harbors  and 
rivers  of  the  Commonwealth  during  the  year  have  been  of 
unusual  interest  and  importance.  That  in  the  section  north 
of  Cape  Cod  has  been  in  charge  of  Gen.  Thom,  and  that 
in  the  section  south  of  Cape  Cod  in  charge  of  Gen.  Warren. 
These  officers  have  at  the  request  of  the  Board  kindly  fur- 
nished detailed  accounts  of  the  operations  in  their  charge, 
which  will  be  found  in  the  Appendix,  and  to  which  attention 
is  called. 

The  great  improvements  which  have  been  accomplished 
under  the  liberal  policy  of  the  General  Government,  not 
alone  in  Boston  Harbor,  but  in  the  rivers  and  smaller  har- 
bors of  the  Commonwealth,  cannot  fail  to  have  a  marked 
effect  upon  the  prosperity  of  the  State.  The  projected  works 
on  the  Merrimac  and  Charles  Rivers  at  Nantucket,  Woods 
Holl,  and  Wareham,  are  worthy  of  attention  and  encourage- 
ment on  the  part  of  the  State. 

The  plan  of  opening  the  Connecticut  River  for  navigation, 
with  a  depth  of  eight  feet  to  Holyoke,  and  the  possible  ex- 
tension of  navigation  still  further  up  the  river,  deals  with 
what  is  not  tide-water,  nor  yet  a  harbor,  but  the  Board  ven- 
ture to  commend  the  measure  as  one  of  much  practical 
importance  to  the  Commonwealth. 

The  people  of  Edgartown  have  been  with  good  cause 
much  interested  in  the  consequences  to  their  harbor  from 
the  closing  of  the  inlet  through  Cotamy  Beach,  and  are 
moving  to  secure  the  renewal  of  efforts  by  the  General 
Government  to  re-open  this  inlet.  The  Board  desire  to 
second  heartily  this  movement,  and  will  co-operate  with 
the  efforts  being  made  to  secure  the  favorable  action  of 
Congress. 

ALBERT   MASON. 
WILLARD    P.   PHILLIPS. 
FRANCIS   A.   NYE. 

Boston,  Jan.  1,  1881. 


Lege,,,  I 

=r  j    Lan,/  ait/iiu  orii/uial  j.?,on  lines. 
ggg;  J     £neroutJimenti-  possible  m,/„„    existing  Aur&or  /i/ie, 
3J    JlncroaiAmena  a,t«a/fy  maae. 


APPENDIX. 


APPENDIX. 


[A.] 

PHYSICAL    CONSEQUENCES     OF     ENCROACHMENT     UPON 
CHARLES  RIVER   BASIN. 

In-  discussing  the  subject,  as  above  defined,  it  can  be  more  syste- 
matically treated  by  considering  the  two  geographical  sections  sepa- 
rately :  namely,  the  water-space  between  Brookline  and  West  Boston 
Bridges,  which  will  be  called,  for  the  purpose  of  distinction,  the  Upper 
Basin ;  and  the  water-space  between  West  Boston  and  Cragie  Bridge, 
which  will  be  called  the  Lower  Basin. 

The  natural  and  physical  conditions  of  these  basins  are  also  of  distinc- 
tive character. 

The  Upper  Basin  is  a  shallow  water,  with  large  areas  of  flats,  dry  at 
low  tide,  occupying  much  of  its  space,  and  through  which  a  compara- 
tively narrow  channel  of  unequal  depth  and  width  forces  its  way. 

The  Lower  Basin  is  of  smaller  area,  with  its  channel  portion  compara- 
tively larger,  deeper,  and  more  regular  in  form.  The  more  contracted 
natural  water-way  between  the  firmer  shores  of  the  north  end  of  the  city 
proper  and  East  Cambridge  have  formed  a  deeper  channel,  which  con- 
tinues this  general  character  through  the  lower  sections  of  the  river  to 
its  confluence  with  Chelsea  Creek  and  the  Mystic  ;  and  in  it3  original 
natural  state  was  one  of  the  deepest,  if  not  the  very  deepest,  section  of 
the  arms  of  the  inner  harbor,  and  still  so  remains. 

The  value  of  these  interior  basins,  as  reservoirs,  has  been  much  af- 
fected by  the  obstructions  which,  from  time  to  time,  have  been  allowed 
to  encumber  the  outlet  of  the  river  ;  and  the  treatment  of  them,  as  fac- 
tors in  the  conservation  of  the  main  harbor,  made  difficult  and  uncertain. 

In  the  Ninth  Report  of  the  United  States  Advisory  Council  for  Boston 
Harbor,  pp.  11,  12,  they  say,  "  In  the  case  of  Charles  River  and  its  adja- 
cent basins,  the  bridges  offer  at  present  too  much  obstruction  to  make  a 
full  reduction  of  flats  and  marshes  serviceable.  When  the  bridges  which 
now  encumber  the  mouth  of  Charles  River  and  distort  its  bed  are  im- 
proved by  the  introduction  of  such  systematic  and  uniform  constructions 
as  will  increase  the  water-ways,  and  correct  the  present  disorderly  flow 
of  the  stream,  it  will  be  practicable  to  enlarge  the  tidal  prisms  here 


38     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

described  (of  the  basins  above).  Tn  the  existing  state  of  things,  we  do 
not  advise  any  excavations  below  the  half-tide  plane." 

Much  as  it  may  be  desired  to  improve  constructions,  and  more  particu- 
larly to  remove  obstructions,  no  precedent  in  the  history  of  our  legislation 
applicable  to  such  cases  can  be  found  of  acts  effecting  restoration  of 
water-ways  and  water-spaces,  or  the  removal  of  encroachments  upon 
them,  although  frequently  done  elsewhere.  It  seems,  therefore,  only 
practicable  to  consider  conditions  as  they  are,  and  to  deal  with  difficulties 
as  they  exist,  and  to  so  study  and  prescribe  the  better  modes  of  change 
and  adaptation  to  what  may  be  the  necessary  demands  of  commerce  and 
requirements  consequent  upon  the  steadily  increasing  proportions  and 
importance  of  the  port  and  city. 

in  the  scheme  of  revised  harbor-lines  for  the  basins  of  Charles  River, 
which  was  recommended  by  the  Board,  a  careful  study  was  made  of  the 
adjustments  of  filling  and  excavation,  and  a  system  of  lines  devised 
which  left  the  tidal  prism  of  these  basins  intact.  The  details  of  this 
plan  were  stated  in  the  Seventh  Annual  Report  of  the  Harbor  Commis- 
sioners for  1873. 

Upon  the  petition  of  riparian  proprietors  on  the  Cambridge  side  of 
the  Upper  Basin,  the  lines  established  in  1873  were  changed  by  subse- 
quent legislation  (Chap.  77  of  1878),  and  a  harbor-line  established  on 
the  Cambridge  side  of  the  basin,  which  lessened  its  reserved  water-area 
by  about  sixty  acres,  and  its  tidal  prism  by  about  885,304  cubic  yards.  A 
statement  of  particulars  in  regard  to  the  changes  which  were  subsequently 
effected  was  made  in  the  Annual  Report  of  the  Harbor  Commissioners 
for  1877. 

On  Aug.  30,  1872,  licenses  were  granted  under  Chap  236  of  the  Acts 
of  1872  to  George  Griggs  and  others,  Edward  Atkinson  and  others,  and 
to  the  Boston  and  Roxbury  Mill  Corporation,  to  build  a  sea-wall  and  fill 
solid  behind  the  same  on  the  southerly  side  of  the  Upper  Basin  out  to  the 
harbor-line.  A  detailed  statement  concerning  this  matter  was  given  in 
the  Seventh  Annual  Report  of  the  Harbor  Commissioners  (1873).  Work 
has  been  done  in  substantially  carrying  out  the  plans  proposed,  although 
it  is  not  yet  completed. 

In  the  Lower  Basin  no  change  has  been  made  in  the  harbor-lines  as 
they  existed  at  the  time  of  the  studies  by  the  United  States  Advisory 
Council. 

On  July  8,  1874,  the  Board  granted  a  license  to  James  A.  Woodbury 
and  others,  whose  interests  were  afterwards  merged  in  the  Cambridge 
Improvement  Company,  to  fill  flats  on  the  Cambridge  side  of  the  Lower 
Basin  within  the  harbor-line.  This  contemplated  the  occupation  of  a 
large  area,  about  fifty-five  acres,  and  the  displacement  of  about  802,080 
cubic  yards  of  tidal  prism.  The  arguments  and  conditions  of  the  license 
granted  were  stated  in  the  Ninth  Annual  Report  of  the  Harbor  Commis- 
sioners for  1875.  The  operations  of  this  company  have  been  suspended, 
although  something  has  been  done  in  partially  carrying  out  the  original 
plans  of  filling  and  excavation  ;  but,  as  the  work  is  in  an  unfinished 
state,  no  surveys  have  been  made  by  which  its  present  condition  can  be 
ascertained  with  precision. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  39 

Li  the  changes  made  in  the  basins  of  Miller's  River  and  Prison  Point 
Bay,  the  loss  of  reservoir  capacity,  or  tidal  prism,  is  much  in  excess  of 
any  compensating  excavation ;  in  fact,  but  little  dredging  has  been  done 
excepting  some  minor  work  in  what  remains  of  Miller's  River.  Compen- 
sation in  money  has  been  paid  for  a  part  of  the  tide-water  displaced,  but 
at  a  merely  nominal  price;  the  total  amount  received  by  the  Common- 
wealth for  the  loss  of  these  reservoirs  being  $11,620  (?).  If  their  full 
value  had  been  paid,  as  estimated  by  the  Advisory  Council  at  the  cost  of 
compensation  in  kind,  the  amount  would  have  been  $520,000. 

A  statement  was  made,  in  full  detail,  of  the  history  of  the  disposition 
of  those  basins,  in  the  Annual  Report  of  the  Board  for  1877,  from  which 
the  following  extract  is  made:  — ■ 

"  Of  the  original  bay,  which  comprised  64.8  acres,  subject  to  the  fourth 
section  of  the  law  of  1866  establishing  the  Board  of  Harbor  Commission- 
ers, 12.8  acres  have  been  filled;  there  now  remain  unfilled  52  acres.  Of 
the  12.8  acres  filled,  7.3  acres  have  been  reclaimed  without  authority;  and 
of  the  52  acres  still  unfilled,  29  acres  have  been  licensed  subject  to  com- 
pensation for  tide-water  displaced ;  so  that  there  remain  only  23  acres  of 
tide-water,  over  which  the  Commonwealth  retains  any  jurisdiction  in  the 
interest  of  harbor  preservation." 

The  following  is  a  tabular  statement  of  the  data  which  have  formed 
the  subject  of  the  preceding  remarks:  — 


40     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 


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1881.] 


PUBLIC   DOCUMENT  — No.  11. 


41 


From  as  close  a  measurement  and  estimation  as  our  data  afford,  some 
of  which  is  not  precise,  the  loss  of  reservoir  capacity,  or  tidal  prism,  in 
the  two  basins  of  Prison  Point  Bay  and  Miller's  River,  amounts  to  about 
1,384,600  cubic  yards. 

As  the  judgment  and  estimates  of  the  Advisory  Council  were  based 
upon  the  combined  active  functions  of  all  the  inner  basins  of  Charles 
liiver,  the  loss  of  so  much  of  those  of  Prison  Point  Bay  and  Miller's  River 
makes  it  still  more  important  to  retain  all  the  tidal  power  they  yet  possess 
in  the  remaining  basins. 

In  the  report  of  the  Advisory  Council,  before  referred  to,  the  tidal 
prism  of  the  inner  basins  of  Charles  River  are  given  as  follows:  — 


Between  Brookline  and  West  Boston  Bridges 
Between  West  Boston  and  Cragie  Bridges 
Prison  Point  Bay  and  Miller's  River 


CUBIC  YARDS. 

9,259,900 
2,082,500 
1,846,215 

13,188,015 


The  loss  of  tidal  prism  in  these  basins  since  the  report  of  the  Advisory 
Council  including  the  contemplated  displacement  of  tide-water  by  the 
harbor-lines  of  1878  in  the  Upper  Basin,  and  the  fillings  authorized  on 
the  part  of  the  Cambridge  Improvement  Company  in  the  Lower  Basin, 


we  have  the  following  result :  — 


In  the  Upper  Basin 

In  the  Lower  Basin 

In  Miller's  River  and  Prison  Point  Bay  . 

About  22  per  centum  of  the  original  tidal  prism. 


CUBIC  YARDS. 

885,304 

802,080 

1,384,600 

3,071,984 


In  comparing  the  amount  of  obstruction  to  the  outlet  of  these  basins 
in  1861,  with  that  of  the  present  date,  —  18S0,  — those  structures  only  are 
mentioned  in  which  substantial  change  has  been  made. 

In  the  report  of  the  Advisory  Council  the  areas  of  the  bridges  crossing 
the  month  of  Charles  River  are  given  as  follows,  to  which  is  added  the 
areas  of  the  same  bridges  at  the  present  time  in  a  separate  column:  — 


1861. 

1880. 

Warren  and  Fitchburg  ..... 

Boston  and  Maine  Railroad  .... 

Lowell  and  Eastern  Railroad 

Lowell  Freight       ...... 

Cragie    ........ 

-Square  feet 

272,900 

216,750 

128,740 

83,300 

74,500 

Square  feet. 
3  89  .'890 
284,390 
249,770 
112,900 
81,110 

776,190 

1,117,060 

About  50  per  centum  of  increase  from  original  area. 

In  an  able  report  prepared  by  Gen.  J.  G.  Foster  in  the  spring  of  1869, 
at  th    time  the  subject  of  widening  and  improving  the  draw-way  openings 
6 


42    HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

through  the  bridges  crossing  Charles  River  was  under  consideration,  and 
while  he  was  in  charge  of  the  government  improvements  being  made  in 
the  lower  harbor,  he  prepared  a  table  of  statistics,  showing  the  extent 
and  amount  of  obstruction  to  the  free  flow  of  the  tide  caused  by  those 
bridge  structures,  and  from  which  the  following  items  have  been  taken. 
Gen.  Foster  sent  his  own  men,  in  boats,  under  the  bridges,  and  had  the 
piles  in  each  bridge  actually  counted,  and  sketches  made  showing  the 
irregular  and  injurious  manner  in  which  the  piles  were  placed  in  the 
various  structures. 


Number  of 
Tiles  in  each 

Mean.height 

of  Piles  f 'm 

bottom  to 

Mean  ob- 
struction 
offered  by 

Total  water- 
space  remain- 
ing after 
deducting  the 

13  ridge. 

high  water. 

Piles. 

obstruction  of 
Piles. 

Charles  River  Bridge 

486 

Feet. 
27 

Square  feet. 

1,200 

Square  feet. 

25,401 

Warren  Bridge  .... 

771 

26 

1,637 

26,953 

Fitch  burg  R.R.  Bridge 

3,265 

26 

68,565 

18,215 

Boston  and  Maine  R.R.  Bridge  . 

3,754 

24 

72,077 

17,477 

Eastern  R  R.  Bridge  . 

1,022 

24i 

20,031 

Lowell  R  R.  Bridge    . 

672 

24i 

13,171 

Lowell  Freight  Bridge 

756 

24 

14,515 

34,435 

Cragie  Bridge     .... 

663 

23 

12,199 

,24,151 

Total    .... 

11,389 

203,395  ! 

In  the  case  of  the  Fitchburg  Railroad  bridge,  the  most  objectionable 
structure,  the  striking  condition  is  exhibited  of  a  mass  of  obstruction 
amounting  to  72,077  square  feet  with  17,477  square  feet  of  free  water- 
space  ;  the  obstruction  being  about  four  hundred  per  centum  of  the 
room  left  for  free  flowage. 

As  will  be  seen  by  looking  at  the  maps,  the  bridges  forming  the 
most  obstruction  are  in  such  close  proximity  and  so  grouped  together  as 
to  form  almost  a  continuous  resistance  to  the  flowage.  These  are  the 
Warren  and  Fitchburg,  in  part  one  structure,  the  Boston  and  Maine,  and 
the  Eastern  and  Lowell  passenger,  also  nearly  a  united  structure.  So  that 
it  may  be  said,  that  substantially  these  bridge  structures,  in  1869,  con- 
tained 9,484  piles,  each  pile  averaging  a  length  of  25  feet  within  the 
water^  and  presenting  the  startling  amount  of  175,481  square  feet  of 
submerged  surface  ;  so  disposed,  both  in  rows  and  singly,  that  almost 
every  pile  presented  an  abrupt  obstruction  to  the  current.  Allowing  for 
the  same  ratio  of  increase  in  the  piling  as  in  the  surface  area  of  the 
bridges,  there  would  be,  at  the  present  time,  about  16,400  piles,  and 
about  303,400  square  feet  of  surface  obstruction. 

Although  the  piles  which  have  been  driven  under  the  direction  of  the 
Board  have  been  in  lines  which  coincide  with  the  direction  of  the  current, 
so  that  when  all  the  piles  under  all  the  bridges  shall  have  been  made  to 
conform  to  the  same  order,  the  flowage  will  be  improved,  the  disorderly 
manner  in  which  the  old  piling  still  remains  so  shuts  up  the  bays  that  no 
material  gain  is  yet  effected, 


1881.]  PUBLIC   DOCUMENT  — No.  11.  43 

From  the  above  statements  it  is  evident  that  no  improvement  or  relief 
to  the  outlet  of  the  inner  basins  of  Charles  River  has  been  effected  since 
the  criticism  of  their  usefulness  as  tidal  reservoirs  was  made  by  the  able 
engineers  who  gave  so  much  study  and  investigation  to  this  subject. 

It  shows,  however,  the  serious  consequences  and  great  misfortune  of 
giving  away,  little  by  little,  to  encroachments,  which,  at  the  time,  are 
made  to  appear  insignificant  in  their  physical  disadvantage,  while  all 
important  to  other  purposes  they  are  proposed  to  serve,  until,  by  persist- 
ent appeals  for  legislation,  grants  are  obtained  for  which  no  commensu- 
rate equivalent  is,  or  can  be,  given. 

Already  one  of  the  choice  portions  of  the  inner  harbor  of  Boston  is  lost 
to  maritime  commerce  by  the  net- work  of  bridges  that  cross  its  deepest 
water  ;  unless  it  be  not  too  late  to  reconstruct  with  a  more  wise  adj  ust- 
ment  of  terminal  facilities,  of  which  Boston,  as  one  of  the  few  great  ports 
of  our  Atlantic  coast,  stands  so  much  in  need.  No  part  of  the  inner  har- 
bor affords  more  inducement  to  improvement  than  the  lower  portion  of 
Charles  River,  from  the  Navy  Yard  to  Cragie  Bridge.  The  Advisory 
Council  calls  attention  to  it  on  physical  grounds,  and  a  comprehensive 
study  of  its  capabilities  will  develop  many  other  reasons  for  improve- 
ment. 

Independent  of  physical  considerations,  the  improved  appliances  of 
machinery  and  modes  of  dredging  give  the  question  of  excavation  a  sig- 
nificance different  from  that  of  the  earlier  periods  when  it  was  less  effec- 
tively and  systematically  managed,  and  when  the  inner  reservoirs  and 
outer  channels  of  the  harbor  had  more  unobstructed  avenues,  by  which 
to  maintain  their  connections  and  exercise  their  mutual  functions. 

The  subject  of  harbor  conservation  and  improvement  presents,  to-day, 
more  complicated  features,  and  those  which  bring  to  bear  upon  it  the 
results  of  experience  and  knowledge  in  the  more  modern  modes  of  treat- 
ment. 

Jn  the  licenses  granted  by  the  Board  for  the  works  in  the  upper  basins 
of  Charles  River,  the  question  of  improved  navigation  was  considered  of 
so  much  importance,  that  it  entered  largely  into  the  scheme  of  compen- 
sation. To  further  improve  these  basins  by  dredging  them  to  a  greater 
uniform  depth,  say  ten  or  twelve  feet  at  mean  low  water,  would  be  a 
work  of  great  value. 

Such  deepening,  with  the  filling  of  all  border-lands,  would  also  be  a 
sanitary  work  of  the  first  order.  It  has  been  found,  by  experiment,  in 
France,  that  the  sanitary  influence  of  waters'  which  covered  lands  or 
marshes  otherwise  unhealthy,  or  into  which  sewage  or  other  foul  mat- 
ter found  its  way,  was  in  proportion  to  its  depth  ;  that  a  film  of  water, 
although  constantly  maintained,  did  not  prevent  miasmatic  exhalations, 
whereas  deep  water  absorbed  the  noxious  vapors,  or  was  so  far  effective 
that  the  shores  and  grounds  bordering  upon  them  were  rarely  unhealthy. 

The  aesthetic  question,  in  the  treatment  of  these  basins,  is  hardly  less 
important,  and  has  received  a  public  and  individual  attention  which  enti- 
tles it  to  high  consideration  ;  while  nothing  that  is  likely  to  be  done  in 
this  direction  will  injure  the  navigable  value  of  the  basins,  or  impair 
their  sanitary  influence. 


4\    HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

The  purpose  and  occasion  of  the  present  study  and  investigation  of  this 
subject  is  a  demand  for  land  upon  the  borders  of  the  Charles  River  basins 
which  it  is  proposed  to  obtain  by  encroachments  upon  their  water- spaces; 
and  the  discussion  of  facts  and  theories  in  regard  to  them  has  been  made 
in  the  hope  of  leading  the  way  to  some  wise  solution  of  the  problem 
under  consideration. 

In  the  plans  proposed  by  the  Park  Commissioners  and  other  parties, 
various  lines  have  been  suggested.  Three  definite  ones,  however,  have 
been  named  by  the  Board  for  special  consideration,  —  two  in  the  Upper 
Basin  and  one  in  the  Lower  Basin. 

The  first  in  order  is  a  line  in  the  Upper  Basin,  beginning  at  some  point 
in  the  present  harbor-line  near  the  westerly  end  of  the  Mill-Dam,  and  run- 
ning easterly  parallel  to  and  200  feet  advanced  from  the  Mill-Dam,  turning 
the  south-easterly  corner  of  the  basin  by  a  suitable  curve,  and  running 
northerly  parallel  to  the  easterly  line  of  the  basin,  and  terminating  at  a 
point  on  the  West  Boston  Bridge,  200  feet  westerly  from  the  present  sea- 
wall. 

Such  a  general  line  will  take  from  the  basin  area  about  .        .  1,602,400  sq.  ft. 

Equal  to  about 36-£  acres. 

And  will  reduce  the  tidal  prism 930,100  cu,  yds. 

The  amount  of  filling  required  to  raise  this  area  to  grade 

ten 978,279  cu  yds. 

The  second  line  in  order  is  one  following  the  same  general  course,  and 
terminating  at  the  same  point  on  the  West  Boston  Bridge,  but  being 
advanced  substantially  300  feet  into  the  basin. 

Such  a  general  line  will  take  from  the  basin  area  about  .        .  2,313,500  sq.  ft. 

Equal  to  about 53^-  acres. 

And  will  reduce  the  tidal  prism .  1,277,920  cu.  yds. 

The  amount  of  filling  required  to  raise  this  area  to  grade 

ten 1,326,147  cu.  yds. 

The  encroachment  upon  the  Lower  Basin  by  following  the 
line  proposed  by  the  Park  Commissioners,  which  runs 
from  a  point  near  the  easterly  abutment  of  Cragie  Bridge 
in  a  generally  straight  course  to  the  same  point  named  in 
West  Boston  Bridge,  200  feet  from  the  sea-wall,  is  about  .      200,800  sq.  ft. 

Equal  to  about 4-/fr  acres. 

And  will  reduce  the  tidal  prism  about 74,370  cu.  yds. 

The  amount  of  rilling  required  to  raise  this  area  to  grade 

ten,  ahout 109,990  cu.  yds. 

A  further  project  has  been  brought  forward  to  improve  the  opposite 
Cambridge  shores  of  the  Upper  Basin  ;  and  a  belt  of  200  feet,  to  be  taken 
from  the  basin  beyond  the  harbor-line,  is  asked  for  as  a  part  of  the  pro- 
posed plan. 

Such  a  line,  200  feet  beyond  the  harbor-line,  -will  take  from 

the  basin  area  about 1,650,400  sq.  ft. 

Equal  to  about 37^  acres. 

And  will  reduce  the  tidal  prism  about       .....      550,865  cu.  yds. 

The  amount  of  filling  required  to  raise  this  area  to  grade  ten 

will  he  about  the  same 550,865  cu.  yds. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  45 

A  project  looking  to  the  improvement  of  the  Cambridge  shores,  in 
connection  with  the  improvement  proposed  upon  the  Boston  side,  is  much 
to  be  desired;  but  there  seems  to  be  no  adequate  necessity  for  making 
land  from  the  basin  area  on  the  Cambridge  side,  and  no  exigency  to  war- 
rant an  additional  encroachment  upon  it  from  this  direction  to  that  which 
has  been  already  made  by  the  advanced  harbor-line  of  1878.  The  lands 
adjoining  are  in  an  unimproved  and  undeveloped  state,  open  to  other 
schemes  of  treatment.  Upon  the  Boston  side,  where  heavy  sea-walls  and 
expensive  structures  already  occupy  the  immediate  shores  of  the  basin,  it 
is  more  difficult  to  operate  without  taking  some  territory  from  the  basin. 

It  would  seem  a  more  wise  and  practicable  project  to  appropriate  the 
marginal  ground  of  the  entire  basin  to  park  purposes,  and  to  treat  the 
subject  of  the  improvement  of  this  splendid  basin  as  a  unit. 

To  devote  a  certain  margin  to  the  aesthetic  and  healthful  purposes  of  a 
park,  and  at  the  same  time  secure  the  establishment  of  permanent  bound- 
ary lines,  would  have  much  to  recommend  it;  but  no  concession  should  be 
made  for  private  purposes,  and  the  least  amount  of  encroachment  only 
allowed  which  will  serve  for  public  use. 

That  some  reduction  of  the  tidal  prism  of  these  basins  may  be  permit- 
ted in  consequence  of  the  increased  obstruction  to  their  outflow,  is  possible; 
but  to  what  extent  can  only  be  determined  definitely  after  special  ex- 
amination and  field  observations  similar  in  character  to  those  which  were 
the  bases  of  the  judgment  of  the  Advisory  Council.  Such  observations  it 
has  not  been  practicable  to  make  since  the  questions  under  consideration 
have  been  presented.  Without  such  data  it  would  be  unwise  to  prescribe 
changes  in  the  physical  status  of  the  tidal  forces,  even  as  an  offset  to 
increased  obstructions,  large  as  they  appear  to  be,  which  may  produce 
results  that  cannot  be  predicted.  As  stated  in  a  former  report  concerning 
the  changes  in  the  harbor-line  of  1878,  any  scheme  other  than  one  look- 
ing to  tidal  compensation  must  be  considered  as  arbitrary. 

The  Advisory  Council  did  not  recommend  excavation  in  the  upper 
basins  of  Charles  River  below  the  half-tide  plane;  but  as  there  are  only 
small  portions  of  these  basins  near  the  upland  line  of  the  Cambridge 
shore,  where  the  surface  of  the  flats  came  above  this  plane,  this  rather 
negative  caution  on  the  part  of  the  council  goes  to  establish  the  theory 
that  any  material  change  in  their  present  status  is  undesirable. 

Assuming  that  two  hundred  feet  of  advance  on  the  Boston  side  of  the 
upper  basin,  and  the  line  proposed  by  the  Park  Commissioners  in  the 
Lower  Basin,  will  accomplish  ail  that  may  be  desirable,  the  remaining 
condition  of  these  basins  will  be  about  as  follows:  — 

Area  of  basins  about 17,334,500  sq  ft. 

Equal  to  about 398  acres. 

Loss  of  tidal  prism  about 6,420,190  cu.  yds. 

Amount  of  excavation  to  deepen  the  basins  to  12  feet  below 

mean  low  water 5,825,350  cu.  yds. 

Amount  of  space  inside  of  the  stated  lines  as  territory  to  be 
filled  by  the  material  removed  from  the  bed  of  the  basin 
up  to  say  grade  ten,  is  about 1,411,350  cu.  yds. 

While  it  is  the  logical  inference  that  it  is  not  desirable  to  increase  the 


46  HARBOR  AND  LAND  COMMISSIONERS.  [Jan.  '81. 

reservoir  capacity  of  the  Charles  River  basins,  it  does  not  follow  that  it  is 
desirable,  or  even  permissible,  to  reduce  them. 

The  basins,  treated  independently  of  the  consequences  to  the  harbor 
elsewhere,  should  remain  as  large  in  area  as  consistent  with  securing  the 
desired  depth.  Their  full  utilization  for  navigation.,  also  sanitary  and 
aesthetic  considerations,  all  require  that  the  depth  of  water  should  be 
increased.  To  the  extent  necessary  to  secure  a  desired  uniform  depth  in 
the  area  which  may  remain,  a  contraction  of  area  may  be  permitted. 
This  is  not  necessarily  to  permit  just  that  area  to  be  filled  which  will 
contain  the  material  which  it  is  requisite  to  remove,  but  rather  that  the 
privilege  of  filling  which  will  constitute  sufficient  inducement  to  perform 
the  necessary  excavation. 

The  improvement  of  these  basins  ought  not  to  be  at  the  cost  of  the 
Commonwealth;  but,  on  the  other  hand,  if  they  can  be  so  improved  that 
great  public  benefits  are  conferred  in  their  better  adaptation  to  business 
and  pleasure  navigation,  and  in  their  sanitary  and  aesthetic  effect  on  the 
community  in  which  they  are  located,  it  is  not  essential  that  pecuniary 
profit  should  be  derived  by  the  Commonwealth  from  the  improvement. 
If,  when  the  public  concedes  some  considerations  of  advantage,  it  secures 
other  public  considerations  of  greater  moment,  the  gain  is  in  even  safer 
form  than  if  committed  into  a  money  profit  less  permanent  in  its  effects. 

Great  importance  should  be  attached  to  the  devotion  of  as  much  of  the 
area  as  shall  be  reclaimed  from  the  Charles  River  basins  to  public  purposes 
as  is  practicable;  not,  of  course,  because  of  the  effects  upon  the  harbor 
below,  but  upon  the  broader  grounds  which  any  intelligent  study  of  the 
question  necessarily  introduces.  The  harbor-line  upon  the  Cambridge 
side,  as  already  established,  is  a  large  concession  to  the  owners  of  flats, 
and  any  further  extension  should  be  granted  with  great  caution.  The 
appropriation  of  a  belt  two  hundred  feet  wide  on  that  side  to  public  pur- 
poses is  very  desirable;  and,  if  it  cannot  be  obtained  within  the  present 
harbor-line,  it  may  be  expedient  to  make  some  further  concession.  But, 
if  this  should  be  done,  it  would  be  more  difficult  to  permit  the  three 
hundred  feet,  or  even  the  two  hundred  feet,  extension  upon  the  Boston 

side. 

Respectfully  submitted. 

HENRY  L.   WHITING. 

To  the  Board  of  Harbor  and  Land  Commissioners. 


[B,] 

RE-SURVEY   OF  BOSTON  UPPER  HARBOR. 


48 


HARBOR  AND   LAND   COMMISSIONERS. 


[Jan. 


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PUBLIC  DOCUMENT  — No.  11. 


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50    HARBOR  AND   LAND   COMMISSIONERS.     [Jan. 


[C] 

CONTRACT  WITH   THOMAS   POTTER. 

Articles  of  Agreement  made  this  twenty-eighth  day  of  August,  in  the  year 
eighteen  hundred  and  eighty,  by  and  between  Thomas  Potter,  of 
Jersey  City,  in  the  State  of  New  Jersey,  party  of  the  first  part,  and 
the  Commonwealth  of  Massachusetts,  acting  by  its  Board  of 
Harbor  and  Land  Commissioners,  party  of  the  second  part,  witness:  — 

The  said  party  of  the  first  part  hereby  covenants  and  agrees  with  said 
party  of  the  second  part,  to  dredge  three  hundred  thousand  cubic  yards  of 
material  from  the  shoals,  in  that  part  of  Boston  Harbor  represented  by 
the  space  colored  red  on  the  plan  hereto  annexed,  at  places  to  be  designat- 
ed by  the  engineer  of  the  Board  of  Harbor  and  Land  Commissioners,  and 
to  deposit  said  dredged  material  on  the  flats  of  said  Commonwealth,  lying 
east  of  and  adjoining  the  flats  bargained  to  the  Boston  and  Albany  Rail- 
road Company,  and  between  the  southerly  line  of  Eastern  Avenue  or 
Congress  Street  extended,  and  the  northerly  line  of  occupation  as  indicat- 
ed on  said  plan,  at  such  places  and  in  such  order  as  the  engineer  of  said 
Board  shall  designate.  It  is  agreed  that  all  said  dredging  shall  be  to  a 
depth  of  twenty-three  feet  at  mean  low  water,  and  that  the  bottom  of 
the  whole  area  dredged  over  is  to  be  left  smooth  and  regular  at  that 
depth  to  the  satisfaction  of  the  engineer  of  said  Board,  and  that  the 
amount  of  excavation  shall  be  determined  by  measurement  of  the  filling 
when  deposited  as  herein  provided,  the  present  surface  as  shown  on  a 
plan  of  even  date  herewith  made  in  duplicate  and  entitled  "  Plan  of  Fill- 
ing at  South  Boston  Flats  for  the  Commonwealth,"  and  signed  by  said 
party  of  the  first  part,  and  by  said  Board,  to  be  used  as  the  basis  of  such 
measurement. 

All  said  filling  shall  be  made  from  the  present  surface  to  grade 
thirteen,  and  shall  be  left  smooth  and  level  at  said  grade  thirteen,  and 
where  the  boundaries  of  said  filling  are  protected  by  other  filling,  or  by 
wall  or  bulkhead,  the  filling  shall  be  brought  up  to  grade  thirteen  at  such 
boundaries;  but  where  the  boundaries  are  unprotected  the  material  may 
be  allowed  to  take  its  natural  slope.  In  filling  immediately  behind  a 
wall  or  bulkhead  the  material  shall  be  deposited  in  such  a  manner  that  it 
will  flow  away  from  the  wall  or  bulkhead,  and  not  towards  it.  The  lines, 
grades,  and  instructions  given  by  the  engineer  of  said  Board,  shall  be 
strictly  observed,  and  all  necessary  aid  and  materials  for  giving  said  lines 
and  grades  shall  be  furnished  by  said  party  of  the  first  part.  The  dredg- 
ing and  filling  aforesaid  shall  be  commenced  within  three  months  after 
the  execution  and  delivery  of  this  agreement,  and  shall  be  prosecuted 


1881.]  PUBLIC   DOCUMENT  — No.  11.  51 

continuously  during  all  suitable  weather,  and  with  as  much  despatch  as 
reasonably  practicable  until  its  completion ;  and  shall  be  completed  on  or 
before  the  first  day  of  January,  in  the  year  eighteen  hundred  and  eighty- 
three. 

The  said  party  of  the  second  part  hereby  covenants  and  agrees  with 
said  party  of  the  first  part,  to  pay  said  party  of  the  first  part  for  said 
dredging  and  filling  at  the  rate  of  thirty-six  cents  per  cubic  yard,  in  the 
manner,  and  upon  the  terms  and  conditions,  herein  set  forth  and  agreed, 
as  follows:  — 

Monthly  estimates  of  the  work  executed  will  be  made  by  the  engineer 
of  said  Board,  and  for  all  the  material  deposited  directly  from  the  scows, 
a  payment  of  seventy-five  per  cent  of  the  contract-price  will  be  made; 
and  for  all  material  deposited  from  cars,  a  payment  of  ninety  per  cent  of 
the  contract-price  will  be  made;  and  when  said  filling  is  completed  to 
grade  seven  upon  any  portion  of  said  area  to  be  filled,  for  the  material 
deposited  on  the  area  so  raised  to  grade  seven  such  further  payment 
shall  be  made  as  will  make  the  entire  payment  therefor  equal  to  ninety 
per  cent  of  the  contract-price;  and  upon  the  entire  completion  of  all  said 
dredging  and  filling,  in  the  manner  and  within  the  time  herein  agreed, 
the  remainder  of  said  contract-price  shall  be  paid. 

It  is  agreed,  by  and  between  the  parties  hereto,  that  upon  all  ques- 
tions of  measurement,  lines,  or  grades,  the  decision  of  the  engineer  of 
said  Board  shall  be  final. 

It  is  further  agreed,  by  and  between  said  parties  hereto,  that  should 
the  party  of  the  first  part  refuse  or  neglect  to  prosecute  the  work  herein 
contracted  for,  with  the  requisite  vigor  to  insure  its  completion  within 
the  time  herein  stipulated,  or  in  any  other  respect  violate  this  agreement, 
the  said  Board  shall  have  power  to  annul  this  agreement,  and  to  contract 
anew  with  other  parties. 

In  testimony  whereof,  the  said  Thomas  Potter  has  hereunto  set  his 
hand  and  seal,  and  the  said  Commonwealth  has  caused  its  seal  to  be 
hereto  affixed,  and  these  presents  to  be  signed  and  delivered,  in  its  name 
and  behalf,  by  its  Board  of  Harbor  and  Land  Commissioners,  the  day 
and  year  above  written,  and  the  same  to  be  approved  by  its  Governor  and 
Council. 

THOMAS   POTTER.  [seal.] 

COMMONWEALTH   OF   MASSACHUSETTS, 

[seal  of  the  By  Albert  Mason, 

COMMONWEALTH.]  WlLLD.    P.    PHILLIPS, 

Francis  A.  Nye, 

Harbor  and  Land  Commissioners. 

In  Council,  Aug.  31,  1880. 
Approved. 

HENRY  B.  PEIRCE,  Secretary. 


52    HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 


[D.] 

BILL   RECOMMENDED. 

Commoniuealt!)  of  fHassacfjusetts. 

An  Act  to  authorize  the  Construction  or  Extension  op 
Wharves  in  Boston. 
Be  it  enacted,  8fc,  8fc. 

That  the  Harbor  and  Land  Commissioners  shall  be,  and  hereby  are, 
authorized  to  permit  the  construction  or  extension  of  wharves  in  that 
part  of  Boston  called  East  Boston,  easterly  of  Pier  No.  4,  so  called,  of  the 
Boston  and  Albany  Railroad  Company,  to  such  line  as  they  shall  pre- 
scribe, and  in  such  manner,  and  on  such  terms  and  conditions  in  other 
respects,  as  are  now  allowed  by  law,  or  shall  be  prescribed  by  them. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  53 


[E.] 

STATEMENT  OF  OPERATIONS  DURING  THE  YEAR  END- 
ING DEC.  31,  1880,  ON  WORKS  FOR  THE  IMPROVE- 
MENT OF  RIVERS  AND  HARBORS  IN  THE  STATE  OF 
MASSACHUSETTS,  UNDER  THE  CHARGE  OF  BREV. 
BRIG.-GEN.  GEORGE  THOM,  COLONEL   OF   ENGINEERS. 

I. — Improvement  of  Boston  Harbor,  Massachusetts. 

The  following  operations  for  the  improvement  of  this  harbor  by  the 
United  States  Government  have  been  carried  on  during  the  year  ending 
Dec.  31,  1880,  to  wit:  — 

1.  Under  a  contract  made  Aug.  15,  1878,  with  Mr.  Joseph  E.  Bart- 
lett  of  Boston,  Mass.,  for  the  removal,  by  dredging,  of  the  Man-of-War 
Shoal  (situated  in  the  upper,  harbor,  at  the  confluence  of  Charles  and 
Mystic  Rivers),  to  a  depth  of  23  feet  at  mean  low  water,  dredging  opera- 
tions, commenced  by  him  in  the  latter  part  of  1878,  were  continued  until 
the  12th  of  March,  18S0,  resulting  in  an  aggregate  of  about  86,000  cubic 
yards,  in  completion  of  said  contract;  of  •which  dredging  about  6,000 
cubic  yards  was  done  subsequent  to  the  1st  of  .January.  By  these  opera- 
tions this  shoal  has  been  reduced  on  an  area  of  about  55,000  square  yards 
to  the  projected  depth  of  23  feet  at  mean  low  water,  on  the  shoalest  part 
of  which  the  depth  was  formerly  but  15^  feet.  This  work  was  done  in  a 
very  satisfactory  manner,  and  under  difficulties,  for  which  the  contractor 
is  entitled  to  much  credit. 

2.  On  the  28th  of  August,  1879,  a  contract  was  made  with  the  New 
England  Dredging  Company,  of  Boston,  Mass.,  for  — 

(a)  38,000  cubic  yards,  more  or  less,  of  dredging  at  Anchorage  Shoal, 
for  obtaining  a  depth  of  23  feet  at  mean  low  water,  at  74  cents  per  cubic 
yard,  measured  in  situ;  and 

(/>)  6,000  cubic  yards,  more  or  less,  of  dredging  at  the  Lower  Middle 
Shoal,  to  the  same  depth  as  above,  at  81  cents  per  cubic  yard,  measured 
in  situ. 

Operations  were  commenced  under  this  contract  at  Anchorage  Shoal 
on  the  15th  of  September,  1879,  and  were  continued  up  to  the  17th 
of  December,  when  they  were  suspended  for  the  winter.  They  were 
resumed  on  the  19th  of  April,  and,  after  some  interruptions  by  the 
dredging  at  the  Lower  Middle,  were  completed  on  the  22d  of  September, 
1880,  resulting  in  an  aggregate  of  27,556  cubic  yards  of  dredging  {in  situ) 
under  and  in  completion  of  said  contract;  of  which  17,619  cubic  yards 
has  been  done  during  the  past  year.  By  these  operations  the  main  ship- 
channel  has  been  opened  on  an  area  of  about  48,600  square  yards,  to  a 
depth  of  23  feet  at  mean  low  water,  for  a  width  of  about  550  feet. 


51     HARBOR   AND   LAND   COMMISSIONERS.      [Jan. 

At  the  Lower  Middle  Shoal  dredging  was  commenced,  under  this  con- 
tract, on  the  14th  of  Juue,  and  continued  until  the  15th  of  August,  1880, 
during  which  period  5,007  cubic  yards  of  dredging  (in  situ)  was  done,  on 
an  area  of  about  17,500  square  yards,  in  completion  of  said  contract.  By 
these  operations  the  main  ship-channel  has  been  widened  and  deepened 
so  as  to  have,  for  a  width  of  600  feet,  a  depth  of  23  feet  at  mean  low 
water. 

3.  On  the  11th  of  September,  1879,  a  contract  was  made  with  the 
New  England  Dredging  Company — the  lowest  of  four  bidders,  after 
proposals  had  been  twice  invited  for  the  work  —  for  50,000  cubic  yards, 
more  or  less,  of  dredging  in  Mystic  River,  near  its  mouth,  at  33  cents 
per  cubic  yard,  as  measured  in  scows.  Operations  were  commenced  under 
this  contract  on  the  2d  of  October,  1879,  and  continued  up  to  the  15th 
of  March,  1880,  resulting  in  an  aggregate  of  47,953  cubic  yards  of  dredg- 
ing on  an  area  of  about  25,000  square  yards,  in  completion  of  the  con- 
tract, of  which  21,830  cubic  yards  of  dredging  has  been  done  during  the 
present  year.  By  these  operations  the  main  channel  at  this  place  has 
been  opened  to  a  depth  of  23  feet  at  mean  low  water  (or  33  feet  at  mean 
high  water)  for  a  width  of  125  feet  throughout  the  whole  extent  of  this 
shoal.     The  adopted  project  calls  for  a  width  of  300  feet  when  completed. 

4.  A  large  and  dangerous  sunken  rock,  recently  discovered  and  located 
in  the  main  channel  in  Broad  Sound,  was  broken  up  and  removed  in 
August  and  September  last.  This  rock  had  a  depth  of  but  9  feet  of 
water  on  it  at  mean  low  water,  with  a  depth  of  16  feet  around  it.  After 
several  attempts  to  find  it,  it  was  discovered  by  the  aid  of  a  diver  who 
had  been  employed  on  a  vessel  which  had  run  upon  it  in  April  last. 

By  the  operations  of  the  past  year,  as  above  described,  all  the  work 
hitherto  projected  for  the  improvement  of  Boston  Harbor  proper  has 
been  completed,  with  the  exception  of  that  at  Anchorage  Shoal,  where  it 
is  projected  to  open  the  main  ship-channel  to  a  least  width  of  1 ,000  feet. 

By  the  River  and  Harbor  Act  of  June  14,  1880,  the  sum  of  $75,000 
was  appropriated  for  the  impiovement  of  Boston  Harbor  to  be  applied 
as  follows,  viz. :  — 

1.  Boston  Harbor  proper $30,000 

2.  At  the   mouth   of    Charles  River,  in  said  harbor,  and  up  to 

Watertown 22,500 

3.  At  the  mouth  of  Mystic  River,  in  said  harbor       ....         17,500 

4.  From  said  harbor  to  Nantasket  Beach 5,000 

Under  this  appropriation  the  following  work  has  been  done  for  im- 
proving navigation  at  the  several  places  named,  viz  :  — 

1.  Boston  Harbor  proper.  —  A  contract  has  been  made  with  Messrs. 
Moore  &  Wright  of  Portland,  Me., — the  lowest  of  five  bidders,  —  for 
65,000  cubic  yards,  more  or  less,  of  dredging  at  Anchorage  Shoal,  at  39 
cents  per  cubic  yard,  measured  in  scoios,  the  same  to  be  completed  on  or 
before  the  30th  of  June,  1881.  Preparations  are  being  made  to  com- 
mence this  work  on  or  about  the  1st  of  January.  It  is  probable  that 
under  this  contract  this  channel  will  be  opened  for  an  additional  width 
of  about  325  feet,  and  a  total  of  875  feet. 


1881.]  PUBLIC    DOCUMENT  — No.  11.  55 

2.  At  the  mouth  of  Charles  River,  in  said  harbor,  and  up  to  Walcrlown.  — 
A  survey  of  Charles  River  was  made  in  1878.  with  a  view  to  its  improve- 
ment from  its  mouth  up  to  the  head  of  tide- water  at  Watertown.  The 
project  for  its  improvement  consists  of  opening  the  channel  first,  from  its 
mouth  up  to  Western-avenue  Bridge  (a  distance  of  about  4f  miles)  to 
a  depth  of  not  less  than  7  feet  at  mean  low  water  (or  about  17  feet  at 
mean  high  water)  for  a  width  of  200  feet;  second,  from  Western-avenue 
Bridge  up  to  Market-street  Bridge  (an  additional  distance  of  about  3£ 
miles)  to  a  depth  of  not  less  than  6  feet  at  mean  low  water  (or  about  16 
feet  at  mean  high  water)  for  a  width  of  100  feet;  and  third,  from  Market- 
street  Bridge  up  to  the  dam  at  the  head  of  tide-water  (an  additional  dis- 
tance of  about  1|  miles)  to  a  depth  of  3  feet  at  mean  low  water  for  a 
width  of  75  feet.  The  estimated  cost  of  this  improvement,  at  the  prices 
now  ruling,  is  $125,000.  In  commencement  of  this  work  under  the 
appropriation  made  therefor,  as  above  (to  wit,  $22,500),  a  contract  has 
been  made  with  Messrs.  Moore  &  Wright  of  Portland,  Me.,  —  the  low- 
est of  four  bidders,  —  for  50,000  cubic  yards,  more  or  less,  of  dredging, 
at  39  cents  per  cubic  )7ard,  as  measured  in  scows,  the  same  to  be  completed 
on  or  before  the  30th  of  June,  1881.  Operations  were  commenced  under 
this  contract  in  the  latter  part  of  November,  and  have  been  continued  to 
this  date.  It  is  expected  that,  with  the  amount  now  available  for  this 
river,  its  improvement  will  be  completed,  as  projected,  up  as  far  as 
Western-avenue  Bridge. 

3.  Mouth  of  Mystic  River.  —  Under  the  appropriation  of  $17,500  made 
by  act  of  June  14,  1880,  for  improving  the  channel  at  this  place,  a  con- 
tract has  been  made  with  Messrs.  Moore  &  Wright  of  Portland,  Me., — 
the  lowest  of  five  bidders,  —  for  50,000  cubic  yards,  more  or  less,  of 
dredging,  at  29  cents  per  cubic  yard,  as  measured  in  scows,  the  same  to  be 
completed  on  or  before  the  30th  of  June,  1881.  Operations  were  com- 
menced under  this  contract  in  November  last,  and  have  been  continued 
to  this  date.  It  is  expected  that,  with  the  amount  now  available  for  this 
work,  the  channel  will  be  opened  to  the  projected  depth  of  23  feet  at 
mean  low  water  for  an  additional  width  of  about  120  feet, — making  a 
total  width  of  about  215  feet,  the  full  projected  width  being  300  feet. 

4.  Nantasket  Beach  Channel.  —  In  order  to  ascertain  the  nature  and 
extent  of  the  improvements  contemplated  for  this  place,  a  survey  has 
recently  been  made  of  this  channel  from  its  head  at  Nantasket  Beach 
down  to  its  outlet  at  World's  End;  and  the  project  adopted  for  its 
improvement  consists  in  straightening,  widening,  and  deepening  the 
channel  by  dredging,  and  by  the  removal  of  sunken  ledges  from  the 
mouth  of  Weir  River  up  to  the  steamboat-wharf  (a  distance  of  about  600 
yards),  so  as  to  have  a  depth  of  9  feet  at  mean  low  water  (or  about  19  feet 
at  mean  high  water)  for  a  width  of  100  feet.  A  contract  for  the  dredg- 
ing (viz.,  15,000  cubic  yards,  more  or  less)  has  been  made  with  Mr. 
Robert  Hamilton,  jun.,  of  Chebeague  Island,  Me., — the  lowest  of  three 
bidders  —  at  ISf  cents  per  cubic  yard,  as  measured  in  scows,  the  same  to 
be  completed  on  or  before  the  15th  of  May,  1881.  In  addition  to  the 
dredging,  about  12  cubic  yards  of  sunken  ledge  will  also  have  to  be 
removed.  The  unexpended  balance  now  available  will  be  sufficient  for 
completing  this  work. 


56     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

The  estimated  cost  (additional)  for  completing-  all  the  improvements 
projected  for  the  harbor  and  rivers,  as  above,  is  as  follows  :  — 

1.  Anchorage  Shoal $37,500 

2.  Mystic  River  Shoal 10,000 

3.  Charles  River 102,500 

Total $150,000 

For  these  works  the  sum  of  $125,000  has  been  asked  to  be  appropri- 
ated by  Congress  for  the  next  fiscal  year. 

II.  Improvement   of   Merrimac   River,   including    Newburyfort 
Harbor,  Massachusetts. 

The  present  project  for  the  improvement  of  this  river  was  adopted  in 
1870,  and  modified  in  1874  ;  the  object  being  to  afford  a  channel  of  navi- 
gable width,  and  a  depth  of  not  less  than  9  feet  at  mean  low  water  (or 
about  16|  feet  at  mean  high  water)  from  its  mouth  at  the  outlet  of  New- 
buryport  Harbor  up  to  Deer  Island  Bridge,  a  distance  of  about  five  miles; 
and  thence  up  to  Haverhill  Bridge  (an  additional  distance  of  12£  miles), 
a  depth  of  12  feet  at  ordinary  high  water,  the  rise  and  fall  of  tides  vary- 
ing from  7^  to  4  feet  ;  and  thence  up  to  the  head  of  the  "  Upper  Falls  " 
(an  additional  distance  of  4  miles),  a  depth  of  not  less  than  4£  feet  in 
the  ordinary  stages  of  the  river  with  the  mill-water  at  Lawrence  running; 
the  rise  and  fall  of  the  tide  varying  from  4  feet  at  Haverhill  to  0  at  the 
foot  of  the  "  Upper  Falls." 

The  natural  channel  of  this  river  was  very  narrow  and  crooked  in  sev- 
eral places,  and  much  obstructed  by  sunken  ledges,  bowlders,  and  shoals  ; 
and  especially  at  "  the  falls,"  portions  of  which  were  covered  with  bowl- 
ders and  ledges  more  or  less  bare,  and  impassable  for  any  vessels  or  scows; 
whilst  in  Newburyport  Harbor  the  channel  was  obstructed  by  numerous 
sunken  ledges,  crib-work  piers,  and  wrecks,  seriously  endangering  navi- 
gation. 

Previous  to  January,  1880,  the  wTork  done  for  the  improvement  of  this 
river  consisted  in  opening  the  channel  above  Haverhill  and  through  "  the 
falls  "  to  the  projected  width  and  depth,  in  places  where  absolutely  neces- 
sary to  make  its  navigation  practicable  ;  also,  in  dredging  at  Haverhill, 
between  the  bridges,  and  at  Silsby's  Island  Shoals,  as  well  as  at  Currier's 
Shoal  (about  4  miles  below  Haverhill),  and  at  Rock's  Bridge  (6|  miles 
below  Haverhill),  including  the  removal  of  a  large  number  of  dangerous 
sunken  rocks  at  and  near  Rock's  Bridge  and  the  head  of  Silsby's  Island  ; 
also,  in  Newburyport  Harbor,  in  the  partial  removal  of  Gangway  Rock 
and  North  Rocks,  and  in  the  removal  of  a  sunken  wreck. 

By  the  River  and  Harbor  Act  of  June  14,  1880,  the  sum  of  $12,000 
was  appropriated  for  continuing  the  improvement  of  Merrimac  River, 
which,  with  $3,092  available  from  the  appropriation  of  March  3,  1879, 
made  $15,092  available  for  this  work.  This  amount  has  since  all  been 
applied  to  the  improvement  of  the  river,  as  follows,  viz.:  — 

1.  At  and  near  its  Mouth  in  Neivburgport  Harbor.  —  Under  a  contract 
made  with  Mr.  James  Andrews  of  Biddeford,  Me.,  —  the  only  bidder,  — 


1881.]  PUBLIC   DOCUMENT  — No.  11.  57 

for  completing  the  removal  (commenced  in  1870)  of  Gangway  Rock,  at 
$30  per  cubic  yard,  measured  in  situ,  this  work  was  completed  by  him 
between  the  11th  of  September  and  the  8th  of  October,  1880,  whereby 
the  rock  was  broken  up  and  removed  to  a  depth  of  9  feet  below  the  plane 
of  mean  low  water,  or  16^  feet  at  mean  high  water,  requiring  the  re- 
moval of  22i  cubic  yards  of  ledge  above  that  plane. 

A  submarine  party,  with  a  sloop  provided  with  suitable  steam-drills 
and  hoisting  apparatus,  was  also  employed  by  the  day  in  the  removal  of 
the  following  obstructions  in  Newburyport  Harbor,  to  wit:  — 

First,  Six  sunken  piers  and  one  sunken  scow  lying  directly  across  the 
main  channel  one-half  a  mile  above  its  mouth  at  Salisbury  Point.  These 
piers  had  about  5  feet  of  water  over  them  at  mean  low  water,  and  were 
built  of  crib-work,  and  ballasted  with  stone;  and,  it  is  said,  they  were 
placed  there  in  about  1812  and  previous  thereto  in  order  to  prevent  the 
entrance  of  hostile  vessels  into  the  harbor.  By  means  of  the  submarine 
parties,  two  of  these  piers  and  one  scow  were  discovered  during  these 
operations.  These  piers  and  scow  were  all  broken  up,  and  removed  to  a 
depth  of  not  less  than  9  feet  at  mean  low  water. 

Second,  The  wreck  of  the  schooner  '•  Greyhound,"  sunk  in  November, 
1879,  was  broken  up,  and  removed  from  the  main  channel  at  the  entrance 
of  the  harbor. 

Third,  A  large  sunken  rock  (ledge)  lying  in  mid-channel  between  the 
north  and  south  piers  was  broken  up,  and  removed  to  a  depth  of  12  feet 
at  mean  low  water,  containing  altogether  about  6£  cubic  yards;  and  other 
shoal  points  of  ledge  situated  in  the  main  channel  near  North  Rocks  and 
the  mouth  of  the  river  were  in  part  broken  up  and  removed.  These 
submarine  operations  were  carried  on  between  the  28th  of  July  and  the 
11th  of  September,  and  afterwards  between  the  9th  and  31st  of  October, 
1880. 

2.  At  and  near  "  (lie  Falls"  above  Haverhill,  and  at  RocVs  Bridge,  6| 
Miles  below  Haverhill.  —  Under  a  contract  made  with  the  Pentucket  Navi- 
gation Company  for  the  removal  from  the  channel  at  the  "  Lower  Falls  " 
of  95^  cubic  yards  of  sunken  ledge,  at  $30  per  cubic  yard,  measured  in 
situ,  this  channel  has  been  completed  to  its  full  projected  width  and 
depth.  This  work  was  commenced  in  September,  1879,  and  completed 
on  the  25th  of  October,  1880. 

For  the  further  improvement  of  the  channel  at  "the  falls  "  and  Rock's 
Bridge,  a  dredging-machine  and  scows  (specially  adapted  to  this  work), 
with  full  crews  for  the  same,  were  hired  by  the  day,  at  $75  per  working- 
day  of  ten  hours.  Dredging  operations  were  commenced  at  the  Upper 
Falls  on  the  30th  of  July,  and  continued  to  the  foot  of  the  Lowrer  Falls 
till  the  2d  of  November;  during  which  period  the  channel  at  the  Upper 
Falls  was  straightened,  widened,  and  deepened  where  necessary  for  the 
completion  of  the  same.  The  channel  at  the  Lower  Falls  and  below  was 
also  widened  and  straightened;  and  with  the  aid  of  a  diving  party,  a  very 
large  quantity  of  ledge  and  bowlders  was  broken  up,  and  removed  from 
the  channel  throughout  the  whole  extent  of  "  the  falls."  The  unusually 
low  stage  of  the  river  this  season  facilitated  these  operations  to  a  degree 
seldom  to  be  experienced,  and  for  this  reason  they  were  continued  until 


58     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

a  rise  of  water.  On  the  10th  of  November  the  dredging-machine  and 
diving  party  were  transferred  to  Rock's  Bridge,  where  they  were  employed 
until  the  20th  of  November  in  deepening  the  channel  and  in  removing 
numerous  large  bowlders  by  which  navigation  had  been  much  endangered 
at  that  place. 

By  the  operations  above  described,  the  navigation  of  the  river  has  been 
very  much  improved  during  the  past  season.  But  more  work  still  remains 
to  be  done,  especially  in  the  removal  of  sunken  rocks  at  Rock's  Bridge 
and  in  Newburyport  Harbor,  for  effecting  all  the  improvements  necessary. 

An  additional  appropriation  of  .116,500  has  been  asked  for  this  work. 

III.   Improvement  of  Newburyport  Harbor,  Massachusetts. 

By  the  River  and  Harbor  Act  of  June  14,  1880,  the  sum  of  $50,000 
was  appropriated  for  the  improvement  of  this  harbor,  which  it  has  been 
decided  to  apply  to  the  improvement  of  the  shifting  and  uncertain  chan- 
nel at  its  entrance  by  means  of  rubble-stone  jetties.  With  a  view  to  a 
proper  understanding  of  the  bar  and  currents  at  its  entrance,  as  well  as 
of  the  material  composing  the  bar,  and  all  other  facts  bearing  upon  this 
subject,  a  very  accurate  survey  was  made  of  this  locality  in  July  and 
August  last.  A  new  project,  based  upon  this  survey,  was  submitted  to 
the  War  Department  in  September  last,  which  has  since  been  approved 
and  adopted.  It  consists  of  two  converging  rubble-stone  jetties  built  out 
from  the  shores  north  and  south  of  the  entrance  to  such  an  extent  as  will 
secure  a  constant  depth  of  13^  feet  across  the  bar  at  mean  low  water,  or 
21  feet  at  mean  high  water.  The  estimated  cost  of  these  jetties,  together 
with  the  shore  protections  at  the  extremities  of  Salisbury  Beach  and 
Plum  Island,  is  $240,000. 

Under  the  appropriation  made,  as  above,  for  this  work,  a  contract  has 
been  made  with  Mr.  Frederic  A.  Ingerson  of  Haverhill,  Mass.,  —  the 
lowest  of  four  bidders,  — for  furnishing  and  placing  in  the  northern  jetty 
(beginning  at  its  shore  end)  50,000  tons,  more  or  less,  of  rubble-stone 
in  commencement  of  this  improvement,  the  work  to  be  commenced  on 
or  before  the  1st  of  April  next,  and  the  contract  to  be  completed  on  or 
before  the  30th  of  November,  1881. 

IV.    Improvement  of  Scituate  Harbor,  Massachusetts. 

A  survey  of  this  harbor  was  made  by  Gen.  Thorn  in  1878,  "  with  a 
view  to  its  adaptability  as  a  harbor  of  refuge;"  based  upon  which  a 
project  was  made  and  submitted  to  the  War  Department,  with  estimates 
of  cost  for  the  same.  This  project  consists  of  two  rubble-stone  jetties, 
or  breakwaters,  built  at  the  entrance  of  the  harbor:  one  to  project  from 
Cedar  Point  near  the  lighthouse  on  the  north  side  of  the  entrance,  in  a 
direction  south,  36°  east,  for  a  distance  of  800  feet  ;  and  the  other  to  project 
from  the  point  of  the  first  cliffs  on  the  south  side  of  the  entrance,  in  a 
direction  north,  10°  west,  for  a  distance  of  730  feet,  being  so  located  as  to 
shut  out  all  easterly  winds  from  the  proposed  harbor,  and  also  to  occupy 
the  shoalest  and  most  favorable  sites  in  regard  to  cost. 

In  connection  with  the  jetties,  it  is  proposed  to  excavate  a  basin  inside 
of  sufficient  area  for  the  harbor,  with  a  depth  of  10  to  12  feet  at  mean 


1881.]  PUBLIC   DOCUMENT  — No.  11.  59 

low  water,  or  about  20  feet  at  mean  high  water;  the  greatest  depth  at 
present  being  not  more  than  about  5  feet  at  mean  low  water  on  a  very 
small  area:  also  to  excavate  a  channel,  so  as  to  afford  an  easy  ingress  into 
the  harbor  with  a  constant  depth  of  not  less  than  10  feet  at  mean  low 
water. 

The  estimated  cost  of  this  improvement,  as  revised  for  the  project 
adopted,  is  $225,000. 

This  project  has  been  approved  by  the  War  Department,  and  the  con- 
struction of  the  jetties  will  be  commenced  as  soon  as  a  sufficient  appro- 
priation shall  be  made  by  Congress  to  justify  it.  By  the  River  and  Har- 
bor Act  of  June  14,  1880,  the  sum  of  $7,500  was  appropriated  therefor. 

V.   Improvement  of  Plymouth  Harbor,  Massachusetts. 

All  the  works  projected  for  the  protection  and  preservation  of  Long- 
Beach  (which  gives  to  this  harbor  its  only  shelter  from  easterly  storms) 
were  completed  in  1879;  but,  exposed  as  they  are  to  injury  from  those 
violent  storms,  they  will  necessarily  require  occasional  repairs.  They  are 
now  in  an  essentially  good  condition,  and  fully  answer  the  purpose  for 
which  they  were  designed. 

For  the  improvement  of  the  harbor  itself,  the  sum  of  $10,000  was 
appropriated  by  the  River  and  Harbor  Act  of  March  3,  1875,  by  which 
a  channel  about  50  feet  in  width  was  opened  by  dredging  from  the  Middle 
Ground  up  to  Long  Wharf,  —  a  distance  of  about  2,500  feet,  —  to  a  depth 
of  6  feet  at  mean  low  water,  or  16  feet  at  mean  high  water. 

The  project  for  the  improvement  of  this  harbor  provides  for  a  channel 
6  feet  in  depth  at  mean  low  water,  and  100  feet  in  width,  up  to  Long 
Wharf;  and  thence  extended  southward  to  the  mouth  of  Town  Brook,  — 
a  distance  of  about  900  feet  above  Long  Wharf,  —  so  as  to  form  a  basin 
in  front  of  the  wharves  of  the  town  125  feet  in  width,  with  a  depth  of  8 
feet  at  mean  low  water. 

For  continuing  this  improvement,  the  following  sums  have  since  been 
appropriated  by  Congress,  to  wit  :  — 

By  the  River  and  Harbor  Act  of  March  3,  1879 $3,500 

By  the  River  and  Harbor  Act  of  June  14,  1880 10.000 

Total $13,500 

Owing  to  the  smallness  of  the  appropriation  of  1879,  it  was  decided 
to  wait  for  an  additional  appropriation  before  doing  any  thing  further 
towards  the  completion  of  this  work. 

With  the  above  amount  available  ($13,500),  a  contract  has  been  made 
with  Messrs.  Robert  Hamilton,  jun.,  and  Solomon  Sawyer,  of  Maine, — 
the  lowest  of  four  bidders,  —  for  60,000  cubic  yards,  more  or  less,  of 
dredging,  at  17  cents  per  cubic  yard,  measured  in  scows ;  the  same  to  be 
completed  on  or  before  the  30th  of  June,  1881.  The  contractors  com- 
menced dredging  under  their  contract  on  the  11th  of  November,  1880, 
and  have  continued  it  up  to  the  close  of  the  year,  whereby  the  channel 
has  been  opened  to  a  width  of  about  70  feet,  with  the  projected  depth. 

For  completing  this  improvement  to  the  extent  projected  as  above,  an 


60     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

additional  appropriation  of  $11,500  has  been  asked  for,  to  be  expended 
in  the  next  fiscal  year. 

YI.   Improvement  of  Provincetown  Harbor,  Massachusetts. 

All  the  works  projected  for  the  protection,  preservation,  and  improve- 
ment of  this  harbor,  have  been  completed,  with  the  exception  of  the 
bulkhead  on  Long  Point.  These  works  are  all  in  good  condition,  and 
fully  answer  the  purpose  designed,  They  will,  however,  require  continual 
watching  and  occasional  repairs. 

Under  the  appropriation  of  $500  made  by  the  River  and  Harbor  Act 
of  June  14,  1880,  together  with  the  unexpended  balance  of  the  appro- 
priation of  March  3,  1879,  aggregating  $1,112.17,  repairs  have  been  made 
where  most  necessary,  — on  the  bulkhead  on  Long  Point,  in  which  GG^^o 
tons  of  rubble  stone  has  been  used. 

For  completing  the  stone  bulkhead  on  Long  Point,  and  making  repairs 
on  other  works  where  necessary,  an  appropriation  of  $7,000.  has  been 
asked  for  the  next  fiscal  year. 

YII.    Survey  of  Malden  Eiver,  Massachusetts. 

By  the  River  and  Harbor  Act  of  June  14,  1880,  provision  was  made 
for  the  survey  of  this  river,  with  a  view  to  the  improvement  of  its  navi- 
gation. This  survey  has  since  been  completed,  and  a  project  for  its 
improvement,  with  an  estimate  of  its  cost  (amounting  to  $35,000),  has 
been  submitted  to  the  War  Department  for  the  information  of  Congress. 

This  project  consists  of  straightening,  widening,  and  deepening  its 
channel  from  its  mouth  up  to  the  bridge  near  the  rubber- works  in  Mai- 
den,—  a  distance  of  about  two  miles, — so  that  vessels  drawing  10  feet 
of  water  can  ascend  to  that  bridge  on  the  high  water  of  neap  tides  in  a 
channel  100  feet  in  width. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  61 


[F-] 


STATEMENT  OF  OPERATIONS  DURING  THE  YEAR  1880 
ON  WORKS  FOR  THE  IMPROVEMENT  OF  RIVERS  AND 
HARBORS  IN  MASSACHUSETTS,  UNDER  THE  CHARGE 
OF  BREV.  MAJOR-GEN.  G.  K.  WARREN,  LIEUTENANT- 
COLONEL   OF   UNITED   STATES   ENGINEERS. 

[A.] 

Survey  of  Nantucket  Harbor,  Massachusetts. 

It  must  be  noted  that  the  wording  of  the  act  does  not  specify  any 
particular  place  of  improvement  ;  whether  to  deepen  the  water  on  the 
bar  at  the  existing  entrance,  which  the  United  States  undertook  to  do 
by  dredging  in  1829,  '30,  '31,  or  to  attempt  to  make  an  opening  through 
the  Haulover  Beach  into  the  "  upper  harbor,"  a  scheme  that  has  several 
times  been  brought  up  for  consideration,  and  notably  so  in  the  reports 
accompanying  the  Annual  Report  of  the  Board  of  Harbor  Commissioners 
of  Massachusetts  for  the  year  1872,  and  there  recommended  as  "  an 
experiment"  "worth  an  earnest  trial." 

That  the  Nantucket  Bar  has  always  been  an  obstruction,  and  of  a 
most  serious  character  too,  is  unquestionable.  The  survey  made  by 
Lieut.  Jonathan  Prescott,  First  United  States  Artillery,  reported  Jan. 
13,  1829  (printed,  House  Representatives,  War  Department,  Document 
97,  2d  session  Twentieth  Congress),  gives  the  depth  on  the  shoalest  bar 
as  "  6  feet  at  low  water."  Lieut.  Prescott  does  not  state  what  low  water 
is  meant,  whether  mean  or  extreme  ;  but  it  is  probable  that  mean  low 
water  is  intended. 

The  United  States  Coast  Survey  charts  of  the  survey  of  1846  show  6 
feet  at  mean  low  water.  Further  soundings  by  the  United  States  Coast 
Survey  in  1865  show  still  6  feet  as  the  limiting  depth.  The  survey  made 
by  me  in  1874  shows  about  the  depth  of  6  feet  at  mean  low  water;  and  our 
examinations  this  year  show  a  depth  of  6  feet  at  mean  low  water.  (The 
mean  rise  of  the  tide  is  about  3  feet.  Spring  tides  range  about  4  feet,  so 
that  low  water  of  spring  tides  would  not  give  more  than  5£  feet  on  the 
bar,  and  the  extreme  low  waters  of  very  rare  occasions  may  not  allow 
more  than  4  feet  ) 

It  does  not  appear,  then,  as  a  fact  that  the  bar  has,  during  the  past 
few  years,  become  a  greater  obstruction  by  a  lessened  depth  thereon  ; 
but  the  line  of  deepest  water  is  frequently  shifting.  This  is  supposed 
by  some  to  be  due  to  changes  produced  by  the  ice  lodging  upon  the  bar  in 
winter,  and  the  changing  appears  to  have  been  principally  on  the  outer 
shoals,  and  always  in  a  direction  to  the  eastward. 


62     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

It  is  a  fact  that  the  mail-steamer  experienced  unusual  delays  in  the 
early  part  of  the  present  year,  but  this  was  owing  to  the  new  channels 
which  had  formed  not  being  found.  Capt.  Gibbs,  of  the  lighthouse 
steamer  "  Verbena,"  however,  sounded  and  buoyed  the  new  channel-line, 
which,  as  our  recent  survey  shows,  has  the  normal  depth  of  6  feet  at 
mean  low  water  as  its  limiting  shoal,  just  as  it  has  been  heretofore.  I 
believe  it  is  conceded  now,  even  by  those  who  draughted  the  memorial, 
that  the  depth  on  the  bar  is  as  great  as  it  has  ever  been. 

While  on  the  matter  of  obstruction  to  entering  Nantucket  Harbor,  it 
may  as  well  be  stated  that  the  ice  in  winter  does  not  generally  prevent 
the  mail-steamer  going  out  and  in.  Some  winters  she  loses  one,  two,  or 
three  days.  In  the  experience  of  forty-eight  years — the  first  steamer 
was  put  on  in  1831  —  there  were  not  more  than  five  winters  when  fifteen 
days  were  lost.  In  the  winter  of  1856,  '57,  thirty  to  forty  days  were 
lost. 

There  is  here  a  large  miscalculation  as  to  the  size  of  this  head  of  the 
harbor,  which  includes  only  the  part  between  Pocomo  Head  and  the 
Haulover  Beach,  this  part  being  separated  from  the  rest  of  the  harbor 
by  a  shoal  not  having  more  than  1  to  2  feet  depth  on  it  at  low  water. 

According  to  the  United  States  Coast  Survey  charts,  the  whole  area  of 
the  upper  harbor  between  Pocomo  Head  and  the  Haulover  at  low  water 
is  1,920  acres,  or  3  square  miles;  the  area  having  6  feet  at  mean  low 
water,  960  acres,  or  1^  square  miles;  the  area  having  12  feet  at  mean 
low  water,  280  acres,  or  -|  square  mile;  the  area  having  18  feet  at  mean 
low  water,  128  acres,  or  i  square  mile. 

Practicability  of  making  a  Permanent  Opening  through  the  Haulover 
Beach  9  or  10  Feet  Deep  at  Mean  Low   Water. 

After  a  full  discussion  of  this  project  Gen.  Warren  expresses  the  fol- 
lowing opinion:  "It  appears  to  me  that  from  the  foregoing  showing 
there  is  very  little  reason  to  believe  the  experiment  will  ever  succeed.  It 
is  with  great  regret,  as  far  as  it  disappoints  honest  expectations,  that  I 
am  compelled  by  my  honest  judgment  to  say  so." 

The  Project  of  Improving  the  Present  Entrance  to  Nantucket  Harbor. 

A  consultation  of  ordinary  maps,  and  particularly  the  charts  of  the 
United  States  Coast  Survey,  presents  so  good  an  idea  of  the  general 
features  of  this  harbor  and  island,  that  a  description  is  not  necessary. 

It  has  been  stated  in  the  first  part  of  this  report,  that  there  is  and 
always  has  been,  since  the  occupation  of  the  island,  a  limiting  navigable 
depth  at  the  entrance  of  about  6  feet  at  mean  low  water.  The  shoal  is 
of  great  breadth,  with  channel  poorly  defined,  and  is  composed  of  sand, 
easily  moved  by  waves  and  currents,  so  as  to  change  from  year  to  year. 
The  outer  part  of  the  bar  was  found  by  Lieut.  Prescott,  in  1828,  to  be 
composed  of  sand  for  a  thickness  of  3  feet,  and  below  that  of  hard  blue 
clay.  This  determination  has  not  since  been  repeated.  If  this  clay 
underlies  the  sand  for  any  considerabe  extent  of  the  bar,  it  would  indi- 
cate the  base  of  the  bar  to  be  probably  composed  of  glacial  deposit  simi- 
lar to  many  parts  of  the  island. 


1881.]  PUBLIC   DOCUMENT  — No.  11.  63 

Nantucket  Island,  in  recent  times,  does  not  seem  to  suffer  much  from 
the  abrasion  of  the  sea,  its  shores  being  nearly  everywhere  protected  by 
a  beach  of  sand.  Observation  shows  that  this  sand  probably  comes  from 
the  waste  of  the  south  shores  of  Martha's  Vineyard  Island,  particularly 
the  high  cliffs  near  its  west  south  shore. 

The  motion  of  this  sand  along  the  shore  of  Martha's  Vineyard  Island 
is  eastward.  Falling  into  the  Muskeget  Channel  (separating  it  from 
Nantucket)  large  portions  are  carried  seaward,  forming  Wasque  (Wa- 
que)  Shoal,  and  the  remainder  crosses  this  channel,  and  forms  Tucker- 
nuck  and  other  shoals  to  the  west  of  Nantucket.  It  is  probable  that  a 
portion  of  this  sand,  which  is  moved  by  the  waves  across  the  Muskeget 
Channel,  keeps  moving  eastward,  both  on  the  north  and  south  sides  of 
Nantucket  Island  ;  thus  contributing  to  the  bar  at  the  entrance  to  Nan- 
tucket Harbor,  and  to  the  beach  on  the  south  shore  of  Nantucket  Island. 

The  form  of  the  Coatue  Beach,  east  of  the  entrance,  indicates  also  a 
motion  of  the  sand  in  the  contrary  direction,  westward  from  Great  Point; 
but  this  is  probably  only  a  wave-shore  motion  from  the  point  towards 
the  hollow  of  the  great  bend  of  the  shore,  while  the  eastward  motion  of 
the  sand  from  Muskeget  Channel  is  due  to  the  combined  power  of  the 
waves  and  currents,  whose  sands  in  part  the  waves  throw  upon  that 
shore. 

The  position  of  Point  Rip,  off  and  east  of  Great  Point  (see  Diagram 
A),  indicates  that  the  sand  brought  here  is  mainly  deposited  on  the  east 
side,  so  that  the  sand  coming  around  from  the  south  by  the  east  side  of 
the  island  does  not  come  into  Nantucket  Sound. 

If  now  we  compare  Nantucket  Harbor  with  Edgartown,  we  see  that 
there  is  no  drifting-  sand  from  the  west  to  the  east  across  the  north  side 
of  Martha's  Vineyard,  as  in  the  case  of  Nantucket,  and  consequently  no 
supply  of  sand  to  fill  up  Edgartown  entrance,  as  in  the  other  case.  Ed- 
gartown entrance  was,  therefore,  deeper  than  Nantucket  entrance,  from 
causes  independent  of  the  southern  opening  the  former  had  through 
Cotamy  Beach;  and  the  closing  of  this  latter  has  in  no  way  injured  Ed- 
gartown Harbor.  Hence  there  is  no  reason  to  think  that  an  opening 
through  the  Haulover  will  make  Nantucket  entrance  like  that  at  Edgar- 
town, and  the  cases  are  so  dissimilar  that  we  cannot  conclude  that  it  may 
not  be  an  injury  at  Nantucket  if  we  make  a  permanent  opening  through 
the  Haulover. 

Assuming,  then,  as  reasonable,  that  the  sands  at  the  Nantucket  Bar 
come  from  the  west  through  the  Muskeget  Channel,  and  are  spread  out 
over  the  sound,  it  is  probable  that  the  north  winds  and  their  waves  drive 
this  upon  the  hollow  bend  of  the  Nantucket  shore,  and  that  the  littoral 
wave-motion  works  the  sand  both  east  and  west  towards  the  entrance,  as 
there  is  a  sand-spit  on  both  sides,  although  that  forming  Coatue  Beach 
on  the  east  is  much  longer  than  that  known  as  Brant  Point  on  the  west. 

The  sand-spits,  thus  maintained  by  littoral  sands  moving  towards  the 
ends,  approach  each  other  as  closely  as  the  water  entering  and  leaving 
the  tidal  basin  will  allow ;  and  then  the  sand  which  reaches  the  ends  is 
washed  away  by  the  current,  some  going  to  fill  up  the  harbor,  and  some 
going  to  form  the  bar  outside. 


64     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

The  overlapping  of  the  Coatue  Point  shows  that  the  supply  from  this 
direction  exceeds  that  from  Brant  Point,  and  this  condition  gives  a  direc- 
tion to  the  issuing  or  ebb  current  towards  the  north-west.  But  at  the 
outer  part  of  the  bar  (nearly  one  mile  distant)  the  currents  of  the  sound 
are  nearly  always  eastward,  so  that  a  new  direction  is  given  to  the  line  of 
deepest  water  there,  and  the  channel  has  for  years  past  been  moving 
eastward  at  its  outer  end. 

Plan  of  Improvement  of  Nantucket  Bar. 

This  bar  (independent  of  what  influence  the  underlying  clay  reported 
by  Lieut.  Prescott  has)  corresponds  in  its  formation  with  many  other 
bars  at  the  entrances  to  enclosed  basins  made  by  beaches  formed  by  litto- 
ral sands  extending  across  the  points  of  headlands.  The  treatment  of 
such  is  well  established  in  practice  to  be  the  erection  of  jetties  to  stop 
the  motion  of  the  littoral  sand,  and  concentrate  the  action  of  the  tidal 
currents  to  scour  and  maintain  a  channel  between  them.  Generally  a 
jetty  on  each  side  is  required;  but  sometimes  one  will  suffice,  and  one 
can  generally  be  tried  with  safety  to  the  project,  and  let  the  necessity  for 
the  other  be  determined  by  the  result.  This  seems  to  be  the  case  at 
Nantucket.  As  early  as  1828  Mr.  Zenas  Coffin  of  Nantucket — a  man 
of  wealth,  whose  descendants  are  still  there  —  contemplated  driving  a 
row  of  piles  from  Coatue  Point,  on  the  east  side  of  the  entrance,  and 
talked  about  it  so  that  it  is  well  known  and  remembered.  Other  Nan- 
tucket men  have  suggested  to  me  a  jetty  here  too. 

In  regard  to  the  use  of  piles,  I  do  not  think  they  will  answer  except  as 
an  auxiliary,  for  the  ice  in  winter  might  move  them  bodily. 

I,  however,  prefer  the  placing  of  the  jetty  on  the  west  side  of  the 
entrance,  keeping  during  its  erection  such  a  watch  upon  Coatue  Point 
that  no  injurious  change  shall  occur  there. 

The  jetty  I  propose  is  to  be  triangular  in  section,  with  side  slopes  of  45 
degrees;  the  top  to  be  5  feet  above  mean  low  water  for  a  distance  of 
4,000  feet  from  the  shore;  the  outer  2,500,  being  more  exposed  to  the 
action  of  the  waves,  should  be  4  feet  wide  on  top,  with  the  same  side  slopes; 
and  the  same  height.  The  outer  end,  or  head,  being  in  deeper  water, 
should  have  increased  dimensions  to  meet  the  greater  shock  of  the  waves 
and  effect  of  ice  to  which  it  will  be  exposed.  The  jetty  is  to  be  of  large 
riprap  stone,  dropped  immediately  upon  the  line  of  the  work;  or,  as  it  is 
a  shallow  bar  and  much  exposed,  it  maybe  better  to  land  the  stone  inside 
the  harbor  on  Brant  Point,  and  lay  a  railway  track  (probably  a  mile  long), 
carry  the  stone  to  the  point  on  the  shore  where  the  jetty  is  to  begin  (see 
Diagram  A),  continue  the  railway  on  piles  out  along  the  line  of  the  jetty, 
and  drop  the  stone  as  the  track  advances. 

The  following  is  the  estimated  cost  of  a  jetty  of  the  above  description :  — 

First  section,  4,000  feet,  7  tons  of  riprap  per  linear  foot,  stone  to  average 
1\  tons,  28,000  tons. 

Second  section,  2,500  feet,  12  tons  per  linear  foot,  stone  to  average  1J  tons, 
30,000  tons. 

Total,  58,000  tons,  at  $1.75 $101,500  00 

Add  for  contingencies 10,500  00 

112,000  00 


1881.]  PUBLIC   DOCUMENT  — No.  11.  65 

It  is  thought  that  this  improvement  could  be  carried  on  to  ultimately 
increase  the  depth  to  12  to  14  feet  or  more;  but  to  do  this  a  second  jetty- 
may  be  required,  which,  in  general  terms,  may  double  this  estimate. 

No  benefit  could  result  unless  at  least  one  jetty  was  completed:  so  it  is 
urged,,  if  the  plan  proposed  to  improve  the  present  entrance  is  attempted, 
that  the  whole  amount  for  the  first  jetty  be  appropriated  in  one,  or,  at 
most,  two  years. 

Recapitulation  of  Estimates. 

First,  For  a  channel  through  the  Haulover,  10  feet  wide  and  2  feet 
deep  at  mean  low  water,  $1,200. 

Second,  For  a  channel  through  the  Haulover,  6  feet  deep  and  100  feet 
wide,  and  for  a  channel  6  feet  deep  thence  to  the  wharves,  $32,000. 

Third,  For  a  jetty  on  the  west  side  of  the  entrance  to  the  harbor  to 
increase  the  depth  on  the  bar,  $112,000. 


[B.] 

Work  in  Wood's  Holl  Straits. 

The  principal  work  has  been  in  widening  and  straightening  what  is 
known  as  the  Lone  Rock  Channel,  which  passes  between  Grassy  Island 
on  the  north  and  Red  Ledge  on  the  south,  and  which  was  before  the 
work  commenced  not  more  than  30  or  40  feet  wide  and  very  crooked. 
It  is  now  direct  and  120  feet  in  width,  with  a  depth  of  not  less  than  9 
feet  at  mean  low  water  ;  and  140  feet  wide,  7^  feet  deep,  at  same  time 
of  tide. 

Although  what  has  already  been  done  has  greatly  facilitated  the  pas- 
sage of  the  Wood's  Holl  Strait  by  the  passenger  steamboats  now  running 
through  it,  the  channel  should  still  further  be  enlarged  for  the  use  of  the 
government  steam- vessels  and  the  more  general  class  of  coasting-steamers, 
as  originally  designed;  and  there  can  be  no  doubt  that  the  full  plan  of 
enlargement  for  sailing-vessels  should  also  be  prosecuted  to  completion. 

Work  proposed  for  the  Fiscal  Year  ending  June  30,  1881. 

Work  will  be  continued  until  the  funds  available  are  expended  in 
widening  the  present  channel  by  removing  bowlders. 

No  appropriation  was  made  for  this  work  by  Act  of  June  14,  1880, 
and  nothing  further  can  be  undertaken. 

To  make  the  steamboat  channel  200  feet  wide  and  9  feet  deep  at  low 
water,  the  original  estimate  was  $22,000,  and  will  require  an  additional 
appropriation  of  $12,000.  The  work  is  of  such  a  nature  that  any  expen- 
diture upon  it  is  a  part  of  the  final  improvement  designed  and  estimated 
for  the  use  of  sailing-vessels.  The  amount  that  could  be  advantageously 
expended  on  this  work  in  the  fiscal  year  ending  June  30,  1SS2,  is  $50,000. 
It  is  recommended  that  this  amount  be  appropriated. 
9 


66     HARBOR  AND   LAND   COMMISSIONERS.     [Jan. 

[C] 

Survey  of  Wareham  Harbor,  Massachusetts. 

General  Description  of  the  Harbor. 

This  harbor  is  an  estuary  of  Buzzard's  Bay.  It  is  about  13  miles 
east  of  New  Bedford,  and  6  miles  west  of  Monumet,  the  southern  end  of 
the  proposed  Cape  Cod  Ship  Canal. 

It  is  about  3  miles  in  length,  with  a  width  varying  from  200  feet  to 
more  than  £  a  mile. 

Into  this  estuary  empty  Agawan  River  at  its  head,  draining  about  45 
square  miles;  Broad  Marsh  River  on  the  west  side,  draining  4  square 
miles;  and  Weweantic  River  on  the  west  side,  below  Long  Beach,  drain- 
ing 95  square  miles. 

A  small  stream,  called  Crooked  River,  draining  but  1  square  mile, 
empties  into  it  from  the  east. 

The  shores  for  the  most  part  are  low,  with  extensive  marshes  that  are 
submerged  by  spring  tides. 

The  harbor,  commencing  at  the  rail  and  highway  bridges  at  Wareham, 
which,  not  being  provided  with  draws,  prevent  any  navigation  above 
them  except  by  barges,  is  about  200  feet  wide.  At  the  south  end  of  the 
Franconia  Iron  Company's  Wharf,  1,400  feet  further  down,  it  is  400  feet 
wide;  from  this  point  it  opens  out  into  a  bay  2,000  feet  in  width.  Near 
the  mouth  of  Broad  Marsh  River  it  narrows  to  about  900  feet,  which 
width  it  retains  for  about  1,200  feet,  when  it  again  widens  into  a  bay 
more  than  £  a  mile  wide. 

This  bay  is  separated  from  Buzzard's  Bay  by  Long  Beach,  which 
extends  from  the  east  shore  out  about  2,000  feet.  This  beach  is  com- 
posed of  sand.  At  low-water  level  the  sand  is  coarse,  with  gravel  and 
pebbles;  above  low  water  it  is  fine,  and  easily  moved  by  wind  or  waves. 
The  width  of  the  beach  at  low  water  varies  from  200  to  800  feet;  at  ordi- 
nary high  water  a  narrow  strip  of  sand,  not  more  than  100  feet  wide  in 
the  widest  part,  is  above  water.  At  high  water  of  spring  tides  the  whole 
beach  is  submerged. 

Outside  of  this  beach  is  an  extensive  shoal  or  flat,  the  curve  of  6-foot 
depth  being  ^  of  a  mile  distant  at  the  east  end,  and  more  than  |  a  mile 
at 'the  west  end.  The  water  on  the  inside  of  this  beach  is  bold;  at  the 
west  end  of  it  a  vessel  drawing  9  feet  can  at  low  water  approach  within 
50  feet  of  the  high-water  line. 

Previous  Surveys. 

A  survey  of  this  harbor  was  made  in  1870  under  direction  of  the 
Harbor  Commissioners  of  Massachusetts.  The  report  upon  this  survey 
appears  in  their  Fifth  Annual  Report,  1871,  and  is  as  follows:  — 

"During  the  past  year  the  Board  has  had  made  a  careful  survey  of 
Wareham  River,  with  a  view  to  the  establishing  proper  harbor-lines,  and 
the  determination  of  the  causes  that  have  led  to  the  formation  of  shoals 
near  the  wharves.  They  also  have  in  mind  to  apply  to  Congress  for  the 
removal  of  the  bar  that  has  formed  at  the  mouth  of  the  river,  should  the 


1881.]  PUBLIC   DOCUMENT  — No.  11.  67 

results  seem  to  justify  such  action.  The  great  importance  of  this  port, 
and  the  extensive  manufactures  carried  on  there,  call  for  a  serious  effort 
to  improve  the  navigation  of  this  river,  upon  which  the  prosperity  of  the 
place  almost  wholly  depends." 

In  their  next  annual  report  a  comparison  is  made  between  the  condi- 
tion of  the  harbor  in  1845,  as  shown  by  the  United  States  Coast  Survey, 
and  by  their  survey  of  1870.  This  comparison  showed  that  marked 
changes  had  taken  place  in  the  upper  part  of  the  river.  Of  this  they 
say,  "  It  can  hardly  be  questioned  that  the  construction  of  the  solid  pier 
between  the  west  side  of  the  river  and  the  sluice-way,  or  bay,  through 
which  scows  and  boats  now  pass,  and  the  solid  embankment  of  Cape  Cod 
Eailroad  on  the  west  side  of  the  river,  together  with  the  stone  ballast 
which  has  been  thrown  around  and  between  the  piers  of  both  the  rail- 
road and  town  bridges,  have  contributed  mainly  to  the  injury  sustained, 
and  have  caused  the  violent  and  unequal  currents  which  have  dug  out, 
as  it  were,  the  deep  holes  above,  between,  and  below  the  bridges,  and 
thrown  up  the  abrupt  and  injurious  shoals  beyond  them." 

The  injurious  effects  of  the  bridge  structures  they  think  is  "  confined 
to  about  the  first  400  feet  below  them." 

In  regard  to  these  they  say,  ' '  While  there  is  no  doubt  that  the  physi- 
cal condition  of  this  upper  portion  of  the  river  could  be  improved  by  the 
removal  of  the  railroad  embankment,  the  whole,  or  a  part,  of  the  solid 
pier  near  the  centre  of  the  river,  the  stone  ballast  from  under  each  of  the 
bridges,  and  the  reconstruction  of  the  railroad  piers,  it  would  be  a  meas- 
ure of  doubtful  economy.  It  is  the  opinion  of  the  Board,  that  the  river 
could  be  improved,  and  the  improvement  maintained,  for  a  much  less 
sum  than  it  would  take  to  remove  and  remodel  the  objectionable  portions 
of  the  existing  structures." 

Harbor-lines  were  established  by  the  Board  on  both  sides  of  the  river 
from  the  bridges  at  the  upper  end  to  Barney  Point. 

In  1871  a  survey  was  made  under  direction  of  Gen.  George  Thom, 
United  States  Engineer,  in  accordance  with  a  resolution  of  the  House  of 
Kepresentatives.  The  report  upon  this  survey,  including  estimates  for 
improving  the  channel,  was  published  in  the  Annual  Report  of  the  Chief 
of  Engineers  for  1872,  pp.  973-976. 

The  map  of  the  survey  of  the  harbor,  made  in  1870  by  Professor  H.  L. 
Whiting  for  the  Harbor  Commissioners,  was  used  as  a  basis  for  the  sur- 
vey of  1871  under  Gen.  Thom.  Additional  soundings  were  taken,  and 
current  observations  made  on  the  flood  and  ebb  tides  at  the  railroad  bridge 
and  at  Quahaug  Bar.  The  soundings  were  reduced  to  the  plane  of  mean 
low  water  established  in  1870. 

The  plan  of  improvement  estimated  for  and  recommended  by  Gen. 
Thom  was  dredging  a  channel  250  feet  wide  and  9  feet  deep  at  mean 
low  water  through  Quahaug  Bar,  and  straightening  and  widening  the 
channel  through  the  "  upper  bar;  "  estimate  was  also  made  for  removing 
a  large  bowlder  near  the  mouth  of  Weweantic  River,  —  the  whole  .to  cost 
$45,000. 


68     HARBOR   AND   LAND   COMMISSIONERS.     [Jan. 

History  of  Improvements  made. 

In  1872  Congress  made  an  appropriation  of  $10,000  for  the  improve- 
ment of  this  harbor;  another  appropriation  of  $10,000  was  made  in 
1873,  $10,000  in  1874,  and  $10,000  in  1875:  making  a  total  of  $40,000. 
Dredging  was  commenced  in  1873,  and  completed  in  1876,  making  a 
channel  from  250  to  300  feet  wide  and  10  feet  deep  at  mean  low  water 
from  Long  Beach  around  Quahaug  Bar;  thence,  by  cutting  off  shoal 
points,  a  least  width  of  200  feet  was  made  to  the  "  upper  bar."  Thence 
to  the  bridge,  at  the  upper  end  of  the  harbor,  the  width  decreased  to  100 
feet;  the  depth  made  in  this  part  was  9  feet  at  mean  low  water. 

During  the  progress  of  the  improvement  in  1873,  a  detailed  survey  of 
the  harbor  was  made,  as  the  maps  of  previous  surveys  were  not  sufficiently 
in  detail  to  serve  as  a  guide  in  carrying  on  the  works  of  improvement. 
This  survey  showed  that  there  was  less  depth  of  water  in  the  harbor  than 
had  been  previously  supposed. 

The  report  of  this  survey  was  published  in  the  Annual  Report  of  the 
Chief  of  Engineers  for  1874,  pp.  21G-220. 

On  the  completion  of  the  improvement  above  described,  there  was 
about  $1,700  remaining  on  hand.  With  this  an  attempt  was  made,  in 
1877,  to  catch  the  sand  brought  along  the  south  side  and  over  Long 
Beach  into  the  harbor,  by  building  a  sand-catch  fence.  This  fence  was 
of  a  single  row  of  cedar-trees  on  the  higher  parts,  and  on  the  lower  parts 
of  two  rows  of  posts  4  feet  apart,  connected  by  stringers  and  ties  placed 
1  foot  below  the  surface  of  the  sand.  The  space  between  these  two  rows 
of  posts  wras  filled  with  brush  to  about  2  feet  above  the  general  surface, 
this  brush  being  held  in  place  by  small  stone. 

In  a  storm,  accompanied  by  a  very  high  tide,  in  the  following  Octo- 
ber, a  portion  of  this  fence  was  washed  away.  In  July,  1878,  it  was 
rebuilt,  and  loaded  with  larger  stone. 

The  removal  of  the  bowlder  in  We  wean  tic  River,  estimated  for  in  the 
report  of  Gen.  Thorn,  was  not  undertaken,  because  there  was  no  longer 
any  demand  for  it. 

Surcey  and  Map. 

The  survey  of  this  season  was  confined  to  the  channel  dredged  in 
1873-1876,  and  to  the  part  outside  of  Long  Beach  not  included  in  pre- 
vious surveys.  A  map  of  the  harbor  from  the  bridges  to  the  "four 
buoys,"  outside  of  Long  Beach,  on  a  scale  of  200  feet  to  an  inch,  accom- 
panies this  report.  This  map  shows  the  present  condition  of  the  channel, 
the  depth  on  the  flats  and  in  coves  from  survey  in  1873,  the  harbor-lines 
as  established  by  the  Harbor  Commissioners  in  1871,  and  the  channel 
desired  by  those  interested  in  the  commerce  of  Wareham  and  for  which 
estimates  are  made. 

Present  Condition  of  the   Harbor. 

Beginning  at  the  bridges  at  the  upper  end  of  the  harbor,  we  find  in  the 
deep  hole,  which  is  undoubtedly  caused  by  the  obstruction  formed  by  the 
embankments,  and  piers,  and  riprap  protection  of  the  bridges,  a  depth  of 


1881.]  PUBLIC    DOCUMENT  — No.  11.  69 

26  feet  at  mean  low  water,  the  same  as  in  1873.  Immediately  below  this, 
the  shoal  with  the  dredged  channel  along  the  wharves  to  the  west  has  a 
depth  of  but  4.1  feet  on  it.  This  shoal  has  increased  in  size,  and.  now 
encroaches  upon  the  channel,  leaving  a  width  of  but  70  feet  with  8  feet 
depth. 

From  this  shoal  to  the  "upper  bar,"  which  begins  about  900  feet 
below  the  Franconia  Iron  Company's  Wharf,  the  dredged  channel  has 
about  the  same  general  width  and  depth  as  when  completed.  In  some 
places  it  has  widened  by  scour,  and  in  some  narrowed  by  deposit. 

The  channel  dredged  through  the  "  upper  bar,"  150  feet  wide,  and 
from  9  to  10  feet  deep  at  mean  low  water,  has  filled  up  so  that  in  the 
shallowest  place  there  is  but  little  more  than  7  feet  depth  at  mean  lo"*7 
water.  This  filling  is  over  the  whole  width  of  the  channel,  and  for  600 
feet  along  it. 

From  this  bar  to  the  entrance  of  the  harbor  at  Long  Beach  but  little 
change  has  taken  place  in  the  dredged  channel. 

At  Q.uahaug  Bar  it  has  narrowed  somewhat  by  filling  in  from  the  bar 
or  north-west  side  of  the  channel,  and  widened  on  the  opposite  side  by 
scour. 

There  is  now  a  channel  not  less  than  100  feet  wide,  and  9  feet  deep  at 
mean  low  water,  from  the  entrance  to  the  "upper  bar."  The  mean  rise 
of  tide  is  about  4  feet,  so  that  vessels  drawing  about  13  feet  can  go  to 
the  "  upper  bar"  at  mean  high  water,  but  cannot  cross  it  drawing  more 
than  11.5  feet. 

The  fence  on  Long  Beach,  built  to  catch  the  moving  sand,  is  in  very 
good  condition,  and  for  much  of  its  length  sand  has  collected  about  it 
nearly  up  to  the  level  of  high  water.  On  the  part  of  the  beach  above 
ordinary  high  water,  the  sand  is  blown  about  by  the  wind  so  that  its 
height  is  not  much  increased  by  the  fence.  A  storm  from  the  south  will 
fill  the  sand  in  along  the  fence  that  will  be  blown  out  into  the  water  by  a 
northerly  wind. 

Proposed  Improvement. 

From  a  consultation  with  those  interested  in  the  navigation  of  this 
harbor,  I  learned  that  the  depth  of  the  channel  made  in  1873-76  was 
deemed  by  them  sufficient  for  the  class  of  vessels  likely  to  be  employed  in 
the  commerce  of  the  place  if  that  depth  can  be  maintained. 

The  width  of  channel  made,  they  say,  is  too  small  to  allow  vessels  to 
beat  in  or  out,  and  for  this  reason  valuable  time  is  lost  by  vessels  that 
come  to  this  port. 

This  want  of  width  for  beating  is  particularly  felt  above  Barney  Point 
and  through  the  "  upper  bar."  Some  trouble  is  found  in  getting  through 
the  channel  at  Quahaug  Bar,  but  less  than  in  the  upper  part. 

To  meet  these  requirements  will  require  that  the  channel  through -the 
"upper  bar  "  be  made  350  feet  wide.  The  entire  removal  of  the  "  upper 
bar  "  is  wanted  by  those  interested, -so  as  to  make  the  pocket  of  deep  water 
to  the  east,  now  used  for  anchoring  boats  in,  available  for  beating  in;  but 
the  harbor-lines,  as  established,  place  part  of  this  pocket  of  deep  water 
inside  of  the  pier-head  line. 


70     HARBOR   AND   LAND    COMMISSIONERS.     [Jan. 

Estimate  is  made  for  dredging  the  entire  space  on  the  ' '  upper  bar  ' ' 
east  of  the  present  channel  to  the  harbor-line  on  the  east  side.  This,  would 
give  a  width  of  350  feet.  This  is  a  greater  width  than  is  proposed  below, 
and  will  require  the  removal  of  a  large  amount  of  material.  We  have 
therefore  made  an  estimate  for  a  channel  200  feet  wide  through  this  bar; 
thence  to  Barney  Point,  to  widen  and  straighten  the  channel  to  200  feet, 
and  10  feet  depth ;  from  Barney  Point  to  the  entrance  of  the  harbor,  to 
make  the  channel  250  feet  wide  in  its  narrowest  part,  and  10  feet  deep. 

A  depth  of  10  feet  is  made,  so  that,  when  the  sides  of  the  cuts  are 
washed  down  by  the  waves  and  by  vessels  striking  them,  there  will  still 
be  a  least  depth  of  9  feet. 

The  fence  already  built  on  Long  Beach  seems  to  have  determined  the 
feasibility  of  holding  and  building  up  this  beach  above  high  water,  and 
in  that  way  cut  off  one  of  the  sources  of  supply  of  sand  that  now  finds 
its  way  into  the  harbor. 

The  growth  of  the  shoal,  of  which  this  beach  is  the  inner  margin,  and 
its  encroachment  upon  the  lower  part  of  the  harbor,  have  been  considera- 
ble within  the  memory  of  those  who  sail  out  of  the  harbor.  A  map  of 
Wareham,  made  by  S.  Bourne  in  1832,  shows  a  wide  opening  near  the 
eastern  shore,  and  a  shoal  outside  of  it.  Through  this  opening,  boats 
went  in  and  out  to  the  fishing-grounds. 

This  map  does  not  give  the  depth  of  water.  The  map  of  the  United 
States  Coast  Survey,  made  in  1845,  is  the  earliest  one  on  which  the  depth 
of  water  is  shown.  Since  that  date  the  filling  has  been  going  on  slowly; 
but  the  beach  is  not  likely  to  become  permanent  unless  it  is  raised  above 
storm-tides,  and  the  sand  held  against  the  action  of  the  winds  by  vege- 
tation. 

To  do  this  it  will  be  necessary  to  build  a  sand-catcher  on  the  site  of 
the  present  fence :  this  to  be  of  brush  loaded  with  stone.  It  should  be 
built  above  storm-tides.  From  this  spurs  should  be  built  on  the  south 
side :  these  would  not  require  to  be  so  high  or  strong  as  the  main  line. 
They  should  be  built  by  beginning  at  the  lowest  point  of  the  beach,  and 
building  one  at  first.  When  the  sand  fills  out  to  the  end  of  it,  another 
may  be  built,  and  so  on  until  the  whole  beach  is  widened  and  raised.  As 
soon  as  any  portion  of  the  beach  is  above  spring  tides,  it  should  be 
planted  with  beach-grass  to  prevent  the  sand  being  blown  away. 

Some  complaint  is  made  of  the  narrow  channel  at  the  "  four  buoys," 
about  |  of  a  mile  below  the  "beach."  An  examination  of  it  showed  a 
channel  12  feet  deep  at  mean  low  water,  with  a  least  width  of  125  feet, 
with  bowlders  on  either  side  of  it. 

We  could  not  learn  that  any  serious  trouble  had  been  experienced  here ; 
and,  as  it  is  better  than  we  propose  to  make  the  channel  farther  up  the 
harbor,  no  estimate  is  made  for  its  improvement. 

Pilots  find  some  trouble  into  the  harbor  in  thick  weather,  or  near  night, 
from  their  inability  to  see  the  westerly  end  of  Long  Beach.  If  they  can- 
not see  it,  and  get  out  of  their  course  to  the  eastward,  they  get  ashore  on 
the  Long  Beach  flats.  It  is  thought  that  a  "  day  beacon  "  should  be  built 
•on  the  west  end  of  the  "  beach,"  and  thus  this  danger  avoided  or  lessened. 


1881.]  PUBLIC   DOCUMENT  —  No.  11.  71 


Estimates. 

FIRST  ESTIMATE. 

Dredging  00,000  cubic  yards  from  channel  near  bridge,  and  through 

"  upper  bar,"  350  feet  wide,  mud  and  sand,  at  25  cents         .        .  $15,000  00 
Dredging  15,000  cubic  yards,  in  widening  the  channel  from  "  upper 

bar"  to  Barney  Point,  mud  and  sand,  at  25  cents ....  3,750  00 
Dredging  24,000  cubic  yards  of  sand,  in  widening  the  channel  at 

Quabaug  Bar 6,000  00 

Removal  of  bowlder  from  channel  upper  side  of  Quahaug  Bar       .  300  00 

For  holding  Long  Beach,  2,000  cords  of  brush,  in  place,  at  $2  .        .  4,000  00 

4,000  tons  of  stone  on  beach,  at  $2 8,000  00 

Building  spurs,  20,  at  $100 2,000  00 

Planting  beach 1,000  00 

Add  for  contingencies 4,000  00 

•     Total $44,050  00 

SECOND  ESTIMATE. 

Same  as  the  first,  except  the  channel  through  the  "upper  bar  "  is  200  feet  wide, 

instead  of  350. 
Dredging  36,000  cubic  yards  from  channel  near  bridge,  and  through 

"upper  bar" $9,000  00 

The  other  items,  same  as  in  first  estimate 25,050  00 

$34,050  00 

Add  for  contingencies 4,000  00 

$38,050  00 


[D.] 

Improvement  of  Taunton  River. 

Work  proposed  for  the  Fiscal  Year  ending  June  30,  1881. 

With  the  appropriation  of  $17,500,  made  by  Act  of  Congress  approved 
June  14,  1880,  it  is  proposed  to  begin  the  improvement  as  planned  for 
in  the  above  report;  viz.,  "  to  secure  11  feet  of  water  at  mean  high  tide 
up  to  the  Weir  Bridge,"  by  commencing  at  the  bridge,  and  working  down 
river. 

The  work  to  be  done  by  contract  with  the  lowest  bidder,  after  adver- 
tising for  proposals  in  the  usual  manner. 

Respectfully  submitted. 

G.   K.    WARREN, 

Lieutenant- Colonel  of  Engineers, 
Bvt.  Major- General. 


PUBLIC   DOCUMENT.  No.  11. 


ANNUAL  REPORT 


OF  THE 


Harbor  and  Land  Commissioners, 


THE  YEAR   1881. 


BOSTON: 
Eattfi,  &berp,  &  Co,,  Printers  to  t&e 

117  Franklin  Street. 
1882. 


€ommontoealil)  of  Jttoasculjusetts. 


HARBOR  AND  LAND  COMMISSIONERS'  REPORT. 


To  the  Honorable  the  Senate,  and  the  House  of  Representatives  of  the  Com- 
monwealth of  Massachusetts. 

The  Board  of  Harbor  and  Land  Commissioners,  in  accord- 
ance with  the  provisions  of  law,  respectfully  submit  their 
Annual  Report  for  the  year  1881. 

South  Boston  Flats. 

The  reclamation  of  land  lying  easterly  of  that  heretofore 
sold  to  the  Boston  and  Albany  Railroad  Company  and  to  the 
New  York  and  New  England  Railroad  Company  has  made 
good  progress  during  the  year.  About  two  hundred  and  fifty 
thousand  yards  of  material  dredged  from  the  harbor  under 
operations  of  the  General  Government  and  of  private  parties 
have  been  deposited  on  the  flats  lying  immediately  east  of  B 
Street.  This  has  been  accomplished  at  very  small  expense 
to  the  Commonwealth  for  the  construction  of  bulkheads  to 
retain  the  filling  and  for  superintending  the  dumping. 

Only  a  small  quantity  of  material  has  been  deposited  under 
the  contract  of  Aug.  28,  1880,  with  Thomas  Potter,  for  three 
hundred  thousand  cubic  yards ;  but  the  contractor  promises 
that  the  entire  quantity  shall  be  deposited  before  Jan.  1, 1883, 
the  time  required  by  the  contract. 

Under  the  appropriation  of  five  hundred  thousand  dollars 
made  last  year,  the  Board  decided  to  obtain  as  much  filling 
as  practicable,  using  no  part  of  the  appropriation  for  the  con- 


4        HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

struction  of  piers.  Several  considerations  operated  to  lead 
to  this  decision.  By  prosecuting  the  filling  as  rapidly  as 
possible,  the  removal  of  the  remainder  of  the  shoal  lying  in 
front  of  the  territory  already  reclaimed  will  be  accomplished 
at  the  earliest  time  practicable.  The  filling  required  must 
be  done  before  any  piers  which  could  be  constructed  would  be 
available  for  use,  and  the  filling  is  of  necessity  a  slow  process. 
The  great  advance  which  has  been  made  in  appliances  for 
the  transaction  of  large  business  warns  us  that  it  must  not 
be  assumed  that  this  advance  has  ceased.  Piers  and  docks 
planned  to  meet  the  most  approved  methods  of  to-day  might 
not  be  all  that  would  be  demanded  five  years  hence,  and  the 
special  needs  of  those  who  shall  occupy  the  premises  must 
largely  determine  what  will  be  required  for  docks  and  piers. 
A  contract  was  made  in  August  with  the  New  England 
Dredging  Company  to  dredge  and  deposit  upon  the  flats  to 
be  reclaimed  nine  hundred  thousand  cubic  yards  of  material 
within  four  years  from  the  approval  of  the  contract.  Work 
was  begun  immediately  under  this  contract,  and  is  progress- 
ing satisfactorily.  It  will  require  the  removal  of  only  seven 
hundred  thousand  cubic  yards  to  take  away  all  that  remains 
of  the  shoal  lying  between  the  channel  in  front  of  the  re- 
claimed territory  and  the  main  channel,  and  give  twenty-three 
feet  depth  at  mean  low  water  from  East  Boston  piers  to 
South  Boston  sea-wall.  On  the  completion  of  the  two  con- 
tracts now  in  progress,  this  depth  will  be  secured,  twelve 
or  thirteen  hundred  feet  easterly  of  what  is  known  as  the 
fifty-acre  piece,  covering  all  the  frontage  now  reclaimed  and 
all  that  will  be  reclaimed  by  the  material  obtained  from  this 
dredging.  The  material  obtained  under  the  Potter  contract 
is  being  deposited  next  easterly  of  the  fifty-acre  piece,  and 
will  raise  to  grade  thirteen  an  area  of  about  fifteen  acres ; 
that  obtained  under  the  contract  with  the  New  England 
Dredging  Company  is  being  deposited,  a  part  immediately 
easterly  of  the  area  covered  by  the  Potter  contract,  and  a 
part  in  the  rear  of  this  and  of  the  Potter  area,  and  will  raise 
to  grade  thirteen  a  further  area  of  about  forty-three  acres. 
The  area  lying  between  the  last-mentioned  area  and  the  pres- 
ent line  of  riparian  ownership  comprises  about  thirty-seven 
acres,  and  is  likely  to  be  filled  from  miscellaneous  sources 
already  mentioned  by  the  time  the  filling  in  front  is  com- 


1882.]  PUBLIC   DOCUMENT  — No.  11.  5 

pleted.  The  filling  under  the  Potter  contract  and  the  New 
England  Dredging  Company  contract  is  all  placed  south  of  a 
bulkhead  erected  thirteen  hundred  feet  in  rear  of  the  front 
line  of  occupation,  leaving  ample  room  for  the  construction 
of  docks  and  piers  twelve  hundred  feet  long.  The  area  left 
for  docks  and  piers  comprises  about  forty  acres,  making  a 
total  of  one  hundred  and  thirty-five  acres  available  for  occu- 
pation when  these  are  constructed. 

The  contract  with  the  New  England  Dredging  Company 
amounts  to  $431,000,  which  with  the  minor  contracts  for 
bulkheads,  the  completion  of  B  Street,  engineer  and  other 
expenses  attending  execution  of  the  work,  will  substantially 
exhaust  the  existing  appropriation ;  but  it  is  not  now  seen 
that  there  would  be  advantage  in  entering  upon  other  con- 
tracts of  importance  the  ensuing  year. 

There  are  still  some  fractional  interests  in  the  area  which 
the  Commonwealth  attempted  to  purchase  between  B  and  E 
Streets  under  the  provisions  of  chap.  446  of  the  Acts  of  1869, 
which  are  not  yet  acquired,  g3^  of  one  lot  and  ^  of  another 
are  outstanding.  At  the  price  paid  for  the  interests  pur- 
chased, these  outstanding  interests  amount  to  $5,234.  The 
original  appropriation  having  expired,  a  new  appropriation  of 
ten  thousand  dollars  was  made  by  resolve,  chap.  61,  of  1877, 
but  limited  so  that  no  part  of  the  appropriation  could  be  used 
unless  all  the  outstanding  interests  were  secured.  The  larger 
interest  could  be  secured  on  the  same  terms  as  those  already 
purchased,  but  the  smaller  could  not.  Two  years  later,  by 
chap.  170  of  the  Acts  of  1869,  it  was  provided  that  three  thou- 
sand three  hundred  dollars  might  be  used.  This  would  have 
been  sufficient  to  have  purchased  the  larger  outstanding  in- 
terest ;  but  during  the  delay  litigation  had  arisen  between  the 
owner  and  a  mortgagee,  which  suspended  negotiation,  and  the 
appropriation  again  expired.  The  Board  recommend  a  re- 
newal of  the  appropriation  made  by  the  Act  of  1877,  but 
without  the  limitation  which  imposed  the  necessity  of  acquir- 
ing all  or  none. 

A  contract  has  been  made  with  the  New  York  and  New 
England  Railroad  Company  for  covering  B  Street  with  gravel 
at  fifty  cents  per  cubic  yard,  and  the  tracks  are  laid  for  the 
execution  of  the  work. 


6        HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


Back  Bay  Lands. 

In  1857  the  Commonwealth  owned  on  the  Back  Bay 

Of  which  there  have  been  donated    .         .  363,308 

Devoted  to  streets  and  passage-ways          .  2,037,068.60 
Sold  as  per  last  report       .       2,195,789.05 
Sold  in  1881      .     '   .         .         .  25,238.75 

2,221,027.80 

Remaining  for  sale  Dec.  31,  1881      .         .  102,593.60 


FEET. 

4,723,998 


The  gross  proceeds  of  land  sold  as  per  last 
report   ....... 

The  gross  proceeds  in  1881 

Rights  in  Parker  Street  as  per  last  report  . 


Cost  of  filling,  grading,  etc.,  as  per  last 

report  .  

Cost  of  auction  sales  as  per  last  report 


:,623,087  02 
83,549  75 


,626,008  71 
14,291  78 


Net  proceeds  to  Dec.  31,  1881 
There  has  been  sold  in  1881  as  follows:' 

2,800  feet  Marlborough  Street,  north  side, 
for        ....... 

3 174 1  feet  Commonwealth  Avenue,  south 
side      ....... 

19,264  feet  Newbury  Street,  north  side    . 


4,723,998 


[,706,636  77 
2,300  00 

t,708,936  77 


$1,640,300  49 
$3,068,636  28 


$11,200  00 

15,873  75 
56,476  00 


$83,549  75 


The  average  price  per  foot  obtained  was  |3.31,  the  lowest 
price  $ 2.75,  and  the  highest  price  $5. 

The  sales  have  been  much  less  than  last  year  ;  but  there  has 
been  no  decrease  in  prices,  and  the  amount  of  land  remaining 
unsold  is  so  small  that  no  apprehension  is  felt  that  as  good 
prices  will  not  be  obtained  for  all  that  remains. 


The  land  unsold  is  located  as  follows :  — 
Marlborough  Street,  north  side 
Commonwealth  Avenue,  south  side 
Newbury  Street,  north  side 
Newbury  Street,  south  side 
Boylston  Street,  north  side 
Boylston  Street,  south  side 


16,777.6 
3,237 
12,320 

26,208 

36,176 

7,875 


102,593  6 


The    value  of  the   remaining   land   cannot   be  less   than 

8250,000. 


1882.]  PUBLIC   DOCUMENT  — No.  11.  7 

By  chap.  185  of  the  Acts  of  1875  for  the  laying-out  of 
public  parks  in  or  near  the  city  of  Boston,  it  was  provided 
that  any  real  estate  in  the  city  of  Boston,  which  in  the  opinion 
of  said  Board  shall  receive  any  benefit  and  advantage  from 
the  locating  and  laying-out  of  a  park  under  the  provisions  of 
this  Act,  beyond  the  general  advantages  to  all  real  estate  in 
the  city  of  Boston,  may,  after  like  notice  to  all  parties  inter- 
ested as  is  provided  by  law,  to  be  given  by  the  street  com- 
missioners of  the  city  of  Boston  in  cases  of  laying  out  streets 
in  said  city,  be  assessed  by  said  Board  for  a  proportional 
share  of  the  expense  of  such  location  and  laying  out ;  pro- 
vided, that  the  entire  amount  so  assessed  upon  any  estate 
shall  not  exceed  one-half  of  the  amount  which  said  Board 
shall  adjudge  to  be  the  whole  benefit  received  by  it.  The 
terms  of  this  provision  are  certainly  sufficiently  general  and 
sweeping  to  include  the  State  House  and  all  the  land  of  the 
Commonwealth,  if  no  exception  is  implied.  The  principle 
that  the  property  of  the  Commonwealth  is  exempt  from  taxa- 
tion independent  of  statute  exemptions  has  been  long  estab- 
lished, and  applied  by  the  court  of  last  resort  to  taxation  for 
local  improvements  of  a  public  nature  as  well  as  to  taxation 
for  general  public  purposes  (116  Mass.,  193)  ;  and,  if  the  Legis- 
lature had  intended  that  the  general  language  of  the  statute 
should  be  construed  to  include  any  land  of  the  Common- 
wealth, it  would  probably  have  provided  that  some  agent  of 
the  Commonwealth  should  have  authority  to  pay  the  assess- 
ment on  such  land.  The  failure  to  make  such  provision,  and 
the  fact  that  the  only  method  of  collection  provided  was  by 
sale  of  the  land  assessed,  would  seem  conclusive  that  it  was 
not  intended  to  make  an  exception  to  the  general  principle, 
were  it  not  that  a  different  view  has  been  taken  by  the  com- 
missioners acting  under  the  statute,  and  assessments  have 
been  actually  made  upon  land  of  the  Commonwealth  on  the 
Back  Bay  amounting  to  113,495.75.  More  than  half  this 
amount  was  assessed  upon  land  which  had  been  bargained 
by  the  Commonwealth  before  the  park  was  laid  out,  and 
which  the  Commonwealth  was  under  obligation  to  convey 
at  a  price  fixed,  and  which  could  not  be  increased  by  reason 
of  any  effect  of  the  park.  Legal  proceedings  have  been 
instituted  by  the  Attorney-General  to  test  the  validity  of 
these   assessments,  and   it   is   probable   that   no   legislation 


8        HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

will  be  required.  It  is  proper,  however,  that  the  matter 
should  be  brought  to  the  attention  of  the  Legislature.  If  the 
Commonwealth  had  not  contributed  otherwise  to  the  con- 
struction of  the  parks  of  the  city,  it  might  be  said  that  the 
same  equity  existed  for  subjecting  the  vendible  lands  of  the 
State  to  assessment  for  park  construction  as  existed  for  sub- 
jecting land  of  citizens  to  such  assessments ;  but  on  consid- 
eration of  all  the  facts  it  will  be  seen  that  the  Commonwealth 
will  not  have  been  wanting  in  liberal  action  toward  the  parks 
if  the  general  principle  so  unquestionably  sound  is  allowed 
to  operate  undisturbed.  By  chap.  92  of  the  Acts  of  1881  the 
Commonwealth  authorized  the  use  for  park  purposes,  under 
the  Act  of  1875,  of  133,400  feet  of  land  lying  in  Charles  River 
Basin,  the  money  value  of  which  was  many  times  the  amount 
of  the  assessments  in  question.  By  chap.  247  of  the  Acts  of 
1866  a  grant  was  made  to  the  city  of  Boston  for  similar  pur- 
poses, though  of  less  extent. 

Tide-Lands. 

There  has  been  received  during  the  year,  for  land  of  the 
Commonwealth  occupied  by  wharves  and  other  structures  in 
tide-water,  the  sum  of  $58,663.75.  This  amount  is  much  larger 
than  has  been  received  in  any  previous  year  since  the  passage 
of  the  Statute  of  1874  under  which  these  sums  are  received. 

Harbor  Lines. 

In  the  reports  of  the  Board  for  1878  and  1879,  the  subject 
of  harbor  lines  for  the  inner  harbor  of  Boston  was  presented  ; 
and  in  the  latter  report,  1879,  a  scheme  was  submitted  and  a 
description  prepared  of  a  series  of  lines  along  the  frontage 
of  the  city  proper,  from  Dover-street  Bridge  to  West  Boston 
Bridge,  and  of  the  westerly  side  of  Charles  River  from 
West  Boston  Bridge  to  the  Navy  Yard.  These  lines,  as 
reported  and  described,  were  afterwards,  by  chap.  170  of 
the  Acts  of  1880,  established  as  harbor  lines. 

In  accordance  with  the  original  intention  and  general  plan 
proposed,  the  Board  has  made  a  further  study  and  prepared 
a  scheme  of  lines  for  the  frontage  of  East  Boston  from  Me- 
ridian-street Bridge  on  Chelsea  Creek  to  Pier  No.  4  of  the 
Grand  Junction  Wharves  on  the  northerly  side  of  the  main 
basin  of  the  inner  harbor.  A  detailed  description  of  these 
lines  is  given  below. 


1882.]  PUBLIC   DOCUMENT  — No.  11.  9 

In  confining  the  project  now  submitted  to  the  portion  of 
the  harbor  frontage  included  within  its  range,  the  Board  has 
been  guided  by  considerations  of  public  interest  in  prescrib- 
ing lines  for  those  parts  of  the  harbor  where  improvements 
and  the  development  of  the  business  occupation  of  the  front- 
age required  the  direction  and  limitation  of  proposed  and 
progressing  structures. 

The  south-easterly  frontage  of  Charlestown  and  the  west- 
erly side  of  Chelsea  Creek  are  already  well  denned  by  the 
substantial  sea-walls  of  the  United  States  and  those  built  by 
the  Mystic  River  Improvement  Company.  The  former  have 
been  long  in  place,  and  the  latter  conform  to  established  har- 
bor lines  which  require  no  re-statement. 

No  commercial  exigency  demands  an  immediate  revision 
of  that  part  of  the  frontage  of  the  city  of  Chelsea  lying 
between  Chelsea  and  Meridian-street  Bridges.  This  part  of 
the  water-front  of  the  harbor  may,  however,  require  future 
modification ;  but  it  should  be  made  in  connection  with  a 
comprehensive  study  of  the  physical  and  commercial  and 
economic  capabilities  of  the  Mystic  River  above  Chelsea 
Bridge  and  of  Chelsea  Creek  above  Meridian-street  Bridge. 
The  Board  has  not  yet  had  opportunity  (nor  means)  to  make 
the  necessary  examinations  and  surveys  upon  which  such  a 
study  should  be  based,  and  therefore  presents,  at  this  time, 
no  scheme  therefor. 

In  their  last  Annual  Report  the  Board  gave  a  brief  account 
of  the  imperfect  condition  of  the  harbor  line  of  East  Boston, 
with  some  explanation  of  the  causes  which  had  led  to  it,  and 
expressed  the  opinion,  that,  while  some  of  the  wharves 
extended  beyond  the  present  harbor  line,  others  might  be 
extended  without  injury  to  the  harbor,  and  at  the  same  time 
afford  additional  commercial  facilities  of  value  to  the  port. 
A  remedy  for  these  defects  was  suggested,  or  a  mode  of  deal- 
ing with  special  cases  like  that  of  the  Boston  and  Albany 
Railroad  Company,  which  seemed  to  the  Board  a  safe  and 
practicable  one.  No  action  was  taken,  however,  upon  these 
suggestions ;  and  the  difficulties  of  the  situation  will  be  only 
in  part  removed  by  the  revision  herein  recommended :  but 
the  Board  deem  it  inexpedient  to  revise  the  harbor  lines 
eastwardly  beyond  Pier  4  of  the  Grand  Junction  Wharves 
at  the  present  time.     Legal  notice  was  given,  and  a  hearing 

2 


10      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

appointed  upon  the  subject  of  defining  the  line  of  frontage 
between  the  locality  above  named  and  Point  Shirley.  The 
hearing  was  quite  fully  attended,  and  large  landed  and  com- 
mercial interests  were  represented.  The  Board  had  pre- 
viously prepared,  in  their  office,  a  preliminary  plan  for  the 
general  development  of  this  ground ;  but  no  other  scheme 
was  offered,  or  plan  presented,  with  which  any  proper  adjust- 
ment could  be  effected,  or  which  harmonized  with  the  present 
views  of  the  Board.  Their  experience  has  proved  the  value 
of  careful  deliberation  and  cautious  action  in  dealing  with 
schemes  which  will  require  long  periods  of  time  for  execu- 
tion. The  study  of  such  subjects  includes,  not  only  perfect- 
ing provisional  plans  for  the  preservation  and  improvement 
of  the  natural  features  and  functions  of  a  harbor,  but  often 
involves  important  questions  of  change,  in  regimen  and 
otherwise,  which  are  the  more  difficult  and  critical  to  deter- 
mine properly.  The  numerous  islands  and  extensive  flats 
and  shoals,  and  the  many  natural  channel-ways  between  them, 
which  characterize  Boston  Harbor,  particularly  the  north- 
eastern part  of  it,  offer  favorable  ground  for  treatment ;  but 
it  should  be  dealt  with  in  the  most  judicious  and  comprehen- 
sive manner.  The  want  of  plan  and  system,  in  much  that 
was  done  before  organized  supervision  was  established,  re- 
sulted, not  only  in  the  imperfect  utilization  of  many  natural 
advantages,  but  in  serious  and  irreparable  injury. 

In  determining  the  scheme  of  the  South  Boston  Flats 
improvement,  the  best  available  advice  was  sought,  and  the 
best  practicable  data  obtained  concerning  it.  The  surveys 
upon  which  the  outline  of  the  project  of  improvement  was 
based  cost  many  thousand  dollars,  and  the  study  of  the  prob- 
lems involved  was  the  work  of  many  years.  The  wisdom 
of  this  course  has  been  fully  proved  by  the  success  of  each 
stage  of  progress  in  the  work. 

Of  not  less  importance,  physically  and  commercially,  is 
the  line  of  frontage,  with  its  outlying  flats,  between  East 
Boston  and  Point  Shirley.  This  ground  presents  many 
advantageous  features,  and  ample  space  exists  for  the  loca- 
tion of  extensive  docks  by  taking  advantage  of  the  natural 
depths  and  channel-ways.  A  scheme  for  the  proper  develop- 
ment of  this  portion  of  the  harbor  is  a  project  of  about  equal 
magnitude  to  the  South  Boston  Flats  improvement. 


1882.]  PUBLIC   DOCUMENT  — No.  11.  11 

The  improvement  of  the  frontage  between  Castle  Island 
and  Commercial  Point  would  be  also  a  great  addition  to  the 
maritime  business  territory  of  the  port.  This  line  of  front- 
age would  be  somewhat  more  exposed  than  the  East  Boston 
and  Point  Shirley  side  ;  but  the  ground  naturally  admits  of 
docks  of  any  desirable  magnitude,  with  extensive  flats  and 
marshes  in  the  rear,  which  can  be  filled  and  utilized  for  com- 
mercial purposes.  These  lines  of  frontage  on  either  side  of 
the  harbor  are  each  open  to  approaches  by  the  main  channel 
below  the  harbor  "  middle  grounds,"  and  each  have  direct 
communication  with  the  anchorage  of  President  Roads. 
With  comparatively  slight  dredging  these  lines  of  frontage 
will  afford  a  general  depth  of  fifteen  feet  at  mean  low  tide, 
and  on  portions  of  each  line  a  depth  of  from  twenty  to 
twenty-three  feet  can  be  obtained. 

Much  has  been  said  on  the  subject  of  artificial  docks  in 
connection  with  the  improvement  of  Boston  Harbor,  using 
this  term  to  designate  enclosed  basins,  which  may  have  within 
their  limits  a  number  of  single  slips ;  but  no  such  work  seems 
to  be  needed.  The  main  inner  basin  is  a  natural  dock  of 
itself.  In  fact,  the  area  of  sheltered  water,  as  an  inner  har- 
bor, is  of  much  larger  extent  than  the  community  in  general 
are  aware.  The  term  "  inner  harbor  "  is  generally  applied 
to  the  smaller  basin  above  Governor's  and  Castle  Islands 
and  below  the  bridges,  which  contains,  within  the  limits  of 
projected  improvements,  about  1,150  acres.  But  what  is 
really  the  inner  harbor,  or  may  be  properly  so  regarded,  is 
the  general  area  which  comprises  the  water-spaces,  including 
this  upper  basin,  which  are  enclosed  and  protected  by  the 
high  grounds  of  East  Boston  and  Winthrop  on  the  north, 
Deer  Island  and  Long  Island  on  the  east,  and  Spectacle 
Island,  Moon  Head,  and  Squantum,  on  the  south,  —  a  nearly 
land-locked  basin,  capable  of  an  improved  area  of  not  less 
than  about  6,300  acres.  This  includes  President  Roads, 
which  in  itself  contains  nearly  one  thousand  acres  of  anchor- 
age ground  of  the  first  order  as  to  depth  of  water  (twenty- 
three  to  fifty  feet  at  mean  low  tide),  "  holding-ground,"  and 
shelter.  The  width  of  entrance  (between  Deer  Island  spit 
and  Long  Island  head)  to  this  larger  inner  basin  is  less  in 
proportion  to  the  water-space  enclosed  than  the  entrance  to 
the  smaller  basin  above.     It  has  a  natural  depth  of  over  fifty 


12      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

feet,  while  the  entrance  to  the  upper  basin  has  had  to  be  arti- 
ficially deepened  by  the  General  Government  to  twenty- 
three  feet.  The  area  of  this  larger  portion  of  the  inner  har- 
bor, exclusive  of  the  1,150  acres  above  Governor's  and  Castle 
Islands,  is  about  5,150  acres.  The  examination  of  any 
approximately  accurate  chart  of  Boston  Harbor  will  show  at 
once  the  relative  proportions,  situation,  and  surroundings  of 
the  respective  water-spaces. 

Various  opinions  have  been  expressed  concerning  some  of 
the  features  of  the  upper  basin,  particularly  in  regard  to  Bird 
Island  shoal  and  the  channel  or  water-way  between  it  and 
the  south-easterly  point  of  East  Boston.  The  Board  are  not 
in  possession  of  sufficiently  recent  or  accurate  data  to  speak 
unqualifiedly  in  regard  to  these  natural  features.  The  chan- 
nel-way just  referred  to  was  not  considered  by  the  United 
States  Advisory  Council  for  Boston  Harbor  of  marked  physi- 
cal importance  ;  nor  is  it  one  which  can  be  used  for  even 
second-class  navigation,  as  required  to-day.  Nature  has  deter- 
mined the  main  inlet  of  this  upper  basin  to  be  between  Gov- 
ernor's and  Castle  Islands,  where  it  has  established  a  depth, 
in  the  narrower  or  more  contracted  section,  of  about  twenty- 
seven  feet  at  mean  low  tide.  Its  second  natural  pathway  of 
flowage  is  between  Bird  Island  shoal  and  Governor's  Island, 
where  it  has  established  a  depth  at  its  narrowest  section  of 
about  twenty-nine  feet,  with  a  least  depth  in  the  shallowest 
section  of  this  lateral  channel  of  about  sixteen  feet.  The 
third  inlet  or  water-way  in  point  of  natural  consequence  is 
the  one  above  referred  to,  between  Bird  Island  shoal  and  the 
main  shore  of  East  Boston,  where  nature  has  established  a 
depth  of  but  9|  feet  at  mean  low  tide.  How  far  it  may 
affect  the  regimen  and  physique  of  the  harbor  to  widen  and 
deepen  this  third-rate  channel-way,  and  to  what  extent  it 
may  be  done  and  not  imperil  the  other  channels,  particularly 
the  one  upon  which  the  General  Government  has  expended 
so  much  time  and  money  to  improve,  are  questions  of  grave 
importance,  which  can  only  be  solved  by  careful  study  and 
the  calculation  of  the  forces  which  may  affect  them. 

With  regard  to  the  removal  of  Bird  Island  shoal  by 
dredging,  the  scheme  in  the  present  opinion  of  the  Board  has 
many  serious  objections.  The  shoal  answers  now  as  a  break- 
water in  strong  northerly  and  north-easterly  winds,  and  pre- 


1882.]  PUBLIC   DOCUMENT  — No.  11.  13 

vents  what  might  be  an  injurious  sea-dash  upon  the  quay  of 
the  South  Boston  Flats.  The  southerly  margin  of  the  shoal 
is  quite  abrupt,  and  maintains  a  remarkable  parallelism  with 
the  line  of  the  South  Boston  quay,  and  exercises  with  it  an 
important  function  in  confining  and  directing  the  tidal  cur- 
rents in  their  inflow  and  outflow  through  the  main  channel. 

The  amount  of  space  gained  to  the  area  of  the  upper  basin 
by  the  removal  of  Bird  Island  shoal  does  not  seem  to  be 
commensurate  with  the  labor  and  cost  of  effecting  it.  It  can 
hardly  be  said  to  be  a  necessity.  The  width  of  the  basin 
between  a  line  which  may  be  made  a  line  of  frontage,  similar 
to  the  South  Boston  Flats,  and  the  quay  of  these  flats,  is 
about  three  thousand  feet,  which  is  about  the  same  as  the 
width  of  the  Mersey  in  front  of  the  great  docks  of  Liver- 
pool. The  material  of  this  shoal  is  solid  ground,  and  in  its 
natural  state  capable  of  sustaining  the  weight  and  pressure 
of  any  desired  structure. 

In  the  rear  of  Bird  Island  shoal  and  between  it  and  Gov- 
ernor's and  Apple  Island  and  the  main  shores  of  East  Boston 
and  Winthrop,  is  a  depressed  area  of  flats  traversed  by  three 
of  the  minor  channel-ways  which  characterize  this  portion  of 
the  harbor.  In  this  locality  a  basin  six  thousand  by  five 
thousand  feet  square,  more  than  a  square  mile  of  area,  can 
be  created  by  the  removal  of  less  material,  to  the  space  and 
depth  acquired,  than  would  be  necessary  in  any  other  part 
of  the  inner  harbor  where  it  could  serve  like  purposes.  Such 
a  basin  can  be  so  located  as  to  make  the  outline  of  at  least 
two  of  its  sides  coincident  with  lines  of  commercial  frontage 
of  the  first  order. 

There  is  probably  no  other  harbor  known  to  commerce 
which,  in  its  natural  conditions  of  configuration,  marginal 
ground,  basins,  channels,  entrance,  and  shelter,  is  capable  of 
affording  equal  facilities  in  so  concentrated  a  manner  as  the 
main  inner  basin  of  Boston  Harbor.  It  is  in  general  form  a 
hollow  square,  on  each  available  side  of  which  natural  chan- 
nels mark  natural  lines  of  frontage  of  such  a  character  that 
docks  and  piers  can  be  constructed  along  these  lines  of  any 
size  and  depth  of  approach  and  berth  capacity  within  the 
range  of  the  most  diversified  requirements  and  with  a  degree 
of  economy  and  mechanical  facility  unparalleled  in  harbor 
qualifications.     As  before  stated,  these  inner  harbor  basins 


14      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

contain  an  area  of  about  6,300  acres.  The  preliminary  plan 
prepared  by  the  Board  to  illustrate  the  possibilities  of  the 
harbor  shows  that  a  simple  and  systematic  arrangement 
could  be  effected  for  a  series  of  docks  1,000  feet  long  and  300 
feet  wide  with  alternate  piers  of  equal  length  and  250  feet 
wide.  The  quay  of  the  South  Boston  Flats  between  Fort 
Point  Channel  and  Castle  Island  admits  of  twenty  such 
docks  and  twenty-one  such  piers,  including  those  already 
built  and  in  progress  of  building.  According  to  the  plan 
referred  to,  a  quay  can  be  projected,  parallel  to  that  of  the 
South  Boston  Flats,  extending  from  the  termination  of  the 
present  harbor  line  at  East  Boston  in  the  alignment  of  and 
coincident  with  the  southerly  margin  of  Bird  Island  shoal 
to  the  abrupt,  deep  channel  which  marks  its  easterly  limit. 
Along  this  line  of  frontage  five  docks  and  six  piers  can  be 
provided,  and  along  the  southerly  face  of  the  shoal  about  2,300 
feet  of  quay  can  be  extended;  and  upon  the  higher  and 
firmer  parts  of  the  shoal  the  heaviest  elevators  can  be  con- 
structed without  uncertainty  or  excessive  cost  as  to  founda- 
tion. Along  the  line  of  quay  the  largest  vessels  could  have 
ample  berth.  From  the  south-easterly  point  and  termination 
of  this  quay  a  line  of  frontage  at  right  angles  with  it  can  be 
extended  northward  along  and  coincident  with  the  margin 
of  the  deep  natural  channel  between  Bird  Island  shoal  and 
Governor's  Island  to  a  point  in  the  general  alignment  of  the 
northerly  side  of  the  natural  channel  which  trends  nearest 
to  and  is  most  nearly  parallel  with  the  shore  line  of  Win- 
throp.  Along  this  north-and-south  line  of  quay,  twelve 
docks  and  thirteen  piers  can  be  provided.  From  the  north- 
erly limit  of  this  last-named  line,  and  again  at  about  right 
angles  to  it,  a  direct  line  of  frontage  can  be  extended  to 
Point  Shirley,  along  which  seventeen  docks  and  eighteen 
piers  can  be  provided.  This  estimated  number  of  docks  and 
piers  is  exclusive  of  these  already  existing  and  in  use,  except- 
ing those  on  the  South  Boston  Flats.  It  is  within  the  angle 
of  these  lines  of  frontage  that  a  basin  can  be  defined  and 
excavated,  as  previously  suggested ;  and  such  a  basin  should 
be  an  inseparable  part,  and  is  an  absolutely  necessary  factor, 
in  the  development  of  first-class  harbor  facilities.  It  is  a  sac- 
rifice of  advantage  in  the  treatment  of  such  ground  to  extend 
fillings  or  excavations  on  either  hand  in  excess  of  just  that 


1882.]  PUBLIC   DOCUMENT  — No.  11.  15 

equilibrium  which  is  the  measure  of  the  most  economical 
adjustment  of  terminal  lands  with  approaches  and  access  to 
them  by  channels  and  basins. 

To  recapitulate,  it  will  be  seen  by  such  a  general  plan  as 
the  Board  prepared  as  a  preliminary  study,  that  the  total 
capacity  of  these  remarkable  basins  within  perfectly  practica- 
ble means  of  accomplishment  is  about  as  follows  :  — 

Docks.  Piers. 

South  Boston  quay 20        21 

East  Boston  south  quay       .....       5  6 

East  Boston  east  quay 12         13 

Winthrop  quay 17         18 

54        58 

Each  of  these  docks,  as  projected  on  the  plan  referred  to,  is 
estimated  as  capable  of  holding  four  first-class  steamers  of 
the  present  day,  and  the  alternate  piers  to  accommodate  their 
shipping.  It  will  be  seen,  therefore,  that  Boston  can  be  made 
capable  of  receiving  at  one  time  within  her  port  two  hundred 
and  sixteen  of  the  largest  vessels  now  afloat.  There  are  no 
natural  or  practicable  difficulties  in  making  most  of  the  docks 
suggested  longer,  wider,  and  deeper  than  has  yet  been  con- 
templated. In  fact,  they  can  be  so  located  and  constructed 
that  any  steamer  of  any  size  or  draught  within  the  probabili- 
ties of  construction  can  have  berth  accommodation  and  facili- 
ties. While  the  heavier  vessels  of  the  present  time  have  now 
to  wait  in  the  open  sea  for  the  tide  to  lift  them  over  the  bars 
of  New  York  and  Philadelphia,  they  can  pass  into  Boston 
Harbor  without  detention  and  without  fear.  By  taking  ad- 
vantage of  a  channel  not  generally  used,  —  the  "  Hypocrite 
Channel,"  between  Green  and  Calf  Islands,  —  a  depth  of 
forty  feet  at  mean  low  tide  can  be  carried  up  to  and  into 
President  Roads. 

Unlike  the  long  extended  single  line  of  frontage  made 
necessary  by  the  occupation  of  river-sites,  like  the  Mersey  and 
the  Hudson,  where  the  separation  of  business  centres  amounts 
to  miles,  the  extreme  extents  of  frontage  in  Boston  Harbor,  in 
its  form  of  a  hollow  square,  can  be  appropriately  given  in  feet. 
The  extent  of  what  may  be  called  the  southerly  basin,  along 
its  southerly  face  from  the  quay  of  the  city  to  Castle  Island, 
is  about  10,200  feet,  equal  to  about  1^  miles.     The  north- 


If 

2* 


n 


16      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

erly  side,  from  the  south-westerly  point  of  East  Boston  to  the 
south-easter^  point  of  Bird  Island  shoal,  is  about  6,800  feet 
equal  to  about  1-^  miles.  The  width  of  this  basin  between 
these  parallel  quays  is  about  three  thousand  feet.  The  east- 
erly water-face  of  East  Boston,  according  to  the  plan  referred 
to,  is  about  7,500  feet,  equal  to  about  ly4^  miles.  The  line 
of  frontage  along  the  water-face  of  Winthrop  is  about  9,100 
feet,  equal  to  about  1^  miles.  The  distances  between 
extreme  points  in  the  general  extent  of  the  inner  harbor  are 
about  as  follows  :  — 

Miles. 
From  the  mouth  of  Fort  Point  Channel  to  Point  Shirley,  the  long- 
est distance  from  north-east  to  south-west  extremes  .         .     4 
Mouth  of  Charles  River  to  Castle  Island       ....     3 

City  quay  to  Castle  Island     .......     2^ 

City  quay  to  south-east  point  of  Bird  Island 
North-west  angle  of  northerly  basin  to  centre  of  city  quay 
North-west  angle  of  northerly  basin  to  Castle  Island  . 
North-west  angle  of  northerly  basin  to  Point  Shirley  . 
Point  Shirley  to  Castle  Island 
Northerly  quay  of  northerly  basin  to  southerly  quay  of  south- 
erly basin,  through  what  may  be  called  Bird  Island  Chan- 
nel, —  width  of  southerly  basin,  —  about  (3,000  feet)       .       ^-$ 

It  will  be  seen,  therefore,  that  the  improvement  and  utili- 
zation of  the  harbor  is  a  work  of  great  magnitude,  and  as 
great  importance,  in  the  development  of  which  the  interests 
and  responsibilities  of  the  Commonwealth  demand  vigilant 
supervision. 

While  it  may  be  unwise  to  impose  too  restrictive  measures 
upon  private  enterprises,  no  scheme  or  plan  of  limited  or 
special  purpose  should  be  allowed  to  prevent  or  injuriously 
affect  the  future  development  of  more  important  public 
advantages.  It  may  be  and  probably  is  impracticable  to 
repair  past  injuries,  but  with  acquired  experience  and  better 
knowledge  it  would  be  inexcusable  if  gross  mistakes  should 
again  occur. 

The  Board  desire  to  emphasize  the  doctrine  that  no  scheme 
of  individual  or  corporate  device  should  be  permitted  to  pre- 
vail that  is  not  in  accord  with  the  broadest  view  of  the 
public  claim  and  interest  in  the  harbor. 

It  may  not  be  out  of  place  in  this  connection  to  quote  from 
one  of  the  unpublished  able  reports  of  Prof.  Henry  Mitchell, 


1882.]  PUBLIC   DOCUMENT  — No.  11.  17 

of  the  United  States  Advisory  Council  for  Boston  Harbor, 
addressed  to  the  Board  of  Harbor  Commissioners  when  the 
subject  of  the  protection  of  the  headlands  of  the  harbor  was 
under  consideration.     Prof.  Mitchell  sa}^s,  — 

"  The  great  merit  of  Boston  Harbor  lies  in  a  happy  conjunction  of 
many  favorable  elements,  among  which  we  may  distinguish  as  most  im- 
portant the  facility  and  safety  of  its  approaches,  the  ample  width  and 
depth  of  its  entrances,  and,  above  all,  the  shelter  and  tranquillity  of  its 
roadsteads.  Perhaps  there  is  no  other  harbor  in  the  world  where  the 
inlets  from  the  ocean  are  better  adjusted  to  the  amplitude  of  the  interior 
basins,  or  whose  excellent  holding-grounds  are  so  easy  of  access  and  yet 
so  land-locked.  I  quote  from  the  highest  authority  in  my  profession 
when  I  declare  that  the  primary  requisite  for  a  good  harbor  is  that  '  the 
internal  area  should  bear  such  a  relation  to  the  width  of  entrance  as  to  pro- 
duce a  sufficient  degree  of  tranquillity  '  *  And  so  difficult  has  it  been  to 
properly  adjust  this  relation  in  artificial  harbors,  that  nearly  one-half  of 
all  these  works  may  be  set  down  as  failures,  because  the  entrances  are 
either  too  narrow  to  admit  vessels  under  trying  circumstances,  or  the 
interior  reservoirs  too  small  to  dissipate  the  waves  that  run  in  from  the 
sea.  In  natural  harbors,  where  the  primary  requisite,  cited  above,  is  ful- 
filled, it  often  happens  that  the  interior  basin  is  so  large  that  the  local 
effects  of  strong  winds  are  sources  of  discomfort  and  even  danger,  as  in 
San  Francisco.  Boston  Harbor  has  no  such  drawbacks;  her  interior 
water-space  is  large,  but  is  divided  by  chains  of  islands  into  basins  which 
offer  sufficient  room  for  the  heaviest  ships  to  ride  freely  at  anchor,  and 
sufficient  tranquillity  for  the  frailest  fishing-boat. 

"  There  are  times  when  shelter  from  the  wind  is  scarcely  less  important 
than  smooth  water.  In  the  harbor  of  Cherbourg  the  in-run  of  the  waves 
is  most  effectually  arrested  by  the  great  mole,  and  yet  nearly  every  vessel 
that  sought  shelter  in  the  gale  of  1865  was  driven  on  shore  by  the  wind. 
Here  again  Boston  Harbor  claims  peculiar  advantages  :  her  moles  are 
promontories  and  islands  rising  from  twenty  to  one  hundred  feet  above 
the  sea." 

The  following  is  the  re-statement  of  the  harbor  line  of 
East  Boston,  from  Meridian-street  Bridge  to  Pier  No.  4  of 
the  Grand  Junction  Wharves.  The  particulars  of  the  re- 
statement are  not  in  precisely  the  same  form  and  terms  as 
those  of  the  harbor  line  of  Boston  city  ;  but  the  data  given 
are  more  concise  than  that  first  submitted. 

*  Stevenson  on  Harbors. 


18      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


Description  of  East  Boston  Harbor  Line  from  Me- 
ridian-street Bridge  to  Pier  4  of  the  Grand 
Junction  Wharves. 

Beginning  at  a  point  A  on  the  westerly  side  of  Meridian- 
street  Bridge  and  about  sixty-three  feet  southerly  from  the 
draw,  and  marked  by  a  copper  tack  and  an  iron  plate,  in  lat. 
42°  23'  06".233,  long.  71°  02'  02".596 ;  thence  straight  south- 
westerly 817.9  feet  to  point  B,  in  lat.  42°  23'  01//847,  long. 
71°  02'  ll."750;  thence  straight  more  southerly  884.3  feet  to 
point  C  near  McKay's  Wharf  in  lat.  42°  22'  53."663,  long.  71° 
02'  15."875 ;  thence  straight  southerly  and  a  little  westerly 
1,773.9  feet  to  point  D,  the  north-westerly  corner  of  Green's 
Wharf,  in  lat.  42°  22'  36".144,  long.  71°  02'  16" Ml;  thence 
straight  southerly  and  a  little  more  westerly  1,123.4  feet  to 
point  E  nearly  opposite  Burnham's  dry  dock  in  lat.  42°  22' 
25  "210,  long.  71°  02'  19/109;  thence  straight  south-westerly 
994.7  feet  to  point  F,  the  north-westerly  corner  of  Mayo's 
south  wharf,  in  lat.  42°  22'  16".402,  long.  71°  02'  24//.987 ; 
thence  southerly  474.6  feet  on  a  curve  of  512.3  feet  radius 
tangent  at  F  to  the  line  EF  and  curving  easterly  to  the 
point  G  in  lat.  42°  22'  11".879,  long.  71°  02'  24//.964 ;  thence 
straight  south-easterly  tangent  at  G  to  the  curve  FG  2,591.3 
feet  to  the  point  H  near  the  Eastern  R.R.  and  Cunard 
Wharves  in  lat.  42°  21'  49".019,  long.  71°  02'  09".421 ;  thence 
more  easterly  along  the  front  lines  of  the  Cunard  and  Grand 
Junction  Wharves  1,018.3  feet  to  the  point  I,  the  south- 
easterly corner  of  Pier  4,  Grand  Junction  Wharves  in  lat. 
42°  21'  43".888,  long.  71°  01'  57".753. 


1882.] 


PUBLIC  DOCUMENT  — No.  11. 


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1882.]  PUBLIC   DOCUMENT  — No.  11.  21 

Draws    in    the    Bridges    across    Merrimack    River 

below  Haverhill. 

By  the  resolve  chap.  23  of  the  Acts  of  1881  the  Board 
was  instructed  to  investigate  the  subject,  and  report  their 
conclusions  in  regard  to  widening  the  draws  in  the  bridges 
across  the  Menimack  River  below  Haverhill. 

In  ascending  the  river  from  its  mouth,  the  first  bridge 
across  it  is  the  road-bridge  between  Newburyport  and  Salis- 
bury, and  the  second  the  railroad-bridge  of  the  Eastern  Rail- 
road Company ;  these  two  bridges  are  so  near  together  that 
the  draw-ways  are  connected  by  a  continuous  draw-pier  and 
the  passage-way  through  each  bridge  is  about  seventy  feet  in 
width.  The  draws  and  abutment-piers  are  in  good  condi- 
tion. The  plan  and  alignment  of  the  connecting  draw-pier, 
however,  are  not  as  well  arranged  for  the  passage  of  vessels 
through  the  bridges  as  the  general  location  will  admit. 
Owing  to  unsettled  questions  of  obligation  on  the  part  of 
the  city  of  Newburyport  and  the  Eastern  Railroad  Company, 
this  draw-pier  has  never  been  completed. 

The  third  bridge  in  order  across  the  river  is  the  chain 
bridge,  so  called,  between  Newburyport  and  Salisbury.  This 
bridge  consists  of  two  parts,  —  one  a  chain  suspension  bridge 
between  the  Newburyport  shore  and  Deer  Island ;  and  the 
other,  between  Deer  Island  and  the  Salisbury  shore,  is  com- 
posed of  a  wooden  girder  with  arched  lower  chord  next  to 
Deer  Island,  and  beyond  it  a  leaf-draw  and  two  short  spans 
crossed  by  simple  trusses. 

The  chain  bridge  is  well  built  and  in  good  repair,  and  the 
channel  under  it  is  used  by  steamers  and  other  mast-less 
craft  in  preference  to  the  draw-way  opening. 

The  piers  in  the  other  part  of  the  bridge  are  poorly  de- 
signed, poorly  built,  and  out  of  repair,  being  unnecessarily 
wide  with  square  ends  presented  to  the  current,  which  create 
strong  eddies  in  both  the  flood  and  ebb  tides  which  set 
strongly  against  the  southerly  side  of  the  draw-way  so  that 
the  passage  through  it  is  difficult.  The  piers  consist  of  a 
foundation  of  crib-work  up  to  about  high-water  mark ;  and 
resting  upon  these  is  light  trestle-work  up  to  the  level  of 
the  bridge  and  extending  a  short  distance  on  either  side  of 
the  draw  to  serve  as  draw-piers,  but  is  not  high  enough  to  be 


22      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

of  the  best  service,  and  is  much  out  of  repair,  and  slowly 
pressing  into  and  narrowing  the  draw-way  which  has  now  a 
least  available  width  of  about  38  feet.  The  sheathing  on 
the  sides  of  the  draw-way  is  also  in  bad  condition  and  insuffi- 
cient. 

The  abutments  and  superstructure  of  this  part  of  the 
bridge  are  in  good  condition,  and  apparently  require  only 
ordinary  repairs. 

The  fourth  bridge  is  "  Rocks  Bridge,"  so  called,  between 
Haverhill  and  West  Newbury.  This  bridge  has  four  fixed 
spans  and  a  draw-span,  which  are  supported  by  two  abut- 
ments and  four  piers.  The  piers  are  built  of  dimension  gran- 
ite resting  on  timber  cribs  filled  with  stone.  The  masonry 
of  the  piers  is  in  generally  good  condition ;  but  the  timber  of 
the  cribs  is  considerably  worn  and  broken,  and  in  its  present 
state  liable  to  be  damaged  by  ice,  although  it  may  stand  some 
years  without  material  injury,  depending  on  the  character  of 
the  winter  and  the  manner  in  which  the  ice  breaks  up  in  the 
spring. 

The  superstructure  of  this  bridge  is  somewhat  out  of 
repair  in  places ;  the  trusses  are  bent  or  buckled,  and  not 
capable  of  sustaining  as  much  weight  as  they  should  ;  but 
with  moderate  repairs  and  ordinary  travel  it  may  last  for  a 
number  of  years.  The  draw-span  is  a  common  leaf-draw, 
with  a  least  width  of  31.8  feet,  in  good  repair,  and  is  situated 
at  the  easterly  end  of  the  first  span  on  the  Haverhill  side  of 
the  river,  and  on  the  westerly  side  of  the  channel.  The 
flood- tide  sets  diagonally  across  the  draw-way  so  that  vessels 
are  carried  against  the  pier  on  the  westerly  side  of  the  open- 
ing. Their  passage  through  the  draw-way  might  be  facili- 
tated, however,  by  draw-piers  on  either  side  of  the  bridge  on 
the  westerly  side  of  the  draw- way. 

If  the  draw-way  is  widened,  it  should  be  located  in  the 
span  next  east  of  the  present  site,  which  would  be  nearer  the 
centre  of  the  river  and  current,  and  have  an  equal  depth  of 
water. 

Groveland  Bridge  is  the  next  in  order,  and  is  now  in  pro- 
cess of  rebuilding.  It  is  proposed  to  locate  the  draw-way  in 
the  middle  of  the  channel,  and  to  have  it  about  sixty  feet 
wide.  When  this  bridge  is  complete  it  wi]l  be  one  of  the 
best  structures  on  the  river.     No  other  changes  of  plan  are 


1882.]  PUBLIC   DOCUMENT  — No.  11.  23 

necessary  for  further  facility  to  navigation  than  already  pro- 
vided. 

The  draws  in  some  of  the  bridges  above  referred  to  have 
been  reported  by  parties,  more  particularly  interested  in 
steamboat-navigation,  as  not  being  of  sufficient  height  above 
the  level  of  the  water  to  enable  certain  classes  of  steamboats 
to  pass  freely  under  them,  which  is  considered  a  desirable 
facility  of  navigation,  and  it  certainly  is  so  where  it  can  be 
practicably  effected.  But  when  a  bridge  is  provided  with  a 
suitable  draw  which  can  be  opened  readily  for  the  passage  of 
all  vessels  which  cannot  pass  under  it,  it  seems  like  imposing 
a  double  burden  to  require  a  height  of  structure  which  would 
involve  undue  expense,  or  which  would  be  out  of  proportion 
or  adjustment,  so  to  speak,  with  the  approaches  to  and  char- 
acter of  the  respective  shores  of  the  river  between  which  it 
crosses. 

The  relative  burden  upon  the  respective  cities  and  towns 
in  whose  jurisdiction  these  bridges  belong,  of  the  expense  of 
keeping  them  in  repair  and  from  time  to  time  adapting  them 
to  improved  and  progressive  modes  of  navigation,  as  com. 
pared  with  the  importance  and  value  to  commerce  and  the 
public  of  the  repairs  and  improvements  requisite,  is  the  prob- 
lem, to  be  solved  in  determining  the  improvements  to  be  made. 
While  the  facilities  afforded  by  these  bridges  of  communica- 
tion between  the  cities  and  towns  bordering  upon  and  near  the 
river  may  have  a  beneficial  public  influence  extending  beyond 
their  immediate  locality,  they  have  not  the  capacity  nor  the 
function  of  the  waters  of  the  river  as  a  medium  of  communi- 
cation and  transportation  which  is  almost  limitless  in  its 
range  and  power.  One  instance  of  its  value  in  this  respect 
is  the  conveyance  in  one  steamboat,  in  one  summer  season 
only,  of  thirty  thousand  persons  from  interior  localities  to  the 
sea-beach  for  health  and  recreation. 

The  value  of  commercial  transportation  has  also  been 
recognized  by  the  Genera]  Government  in  the  liberal  appro- 
priations made  and  the  laborious  work  done  to  improve  the 
navigation  of  the  river,  the  efficiency  and  even  possibility  of 
which  is  gauged  by  the  capacity  of  the  passage-ways  through 
the  bridges  which  cross  its  channels.  These  channels  were  a 
first  right  of  way  ;  and  no  restriction  or  interference  with  this 
right  should  be  permitted  or  continued  which  is  not  of  equiv- 
alent public  value  and  advantage. 


24      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

In  view  of  the  facts  and  circumstances  which  the  Board 
have  been  able  to  ascertain  in  relation  to  the  subject  referred 
to  them  for  investigation,  they  submit  the  following  conclu- 
sions :  — 

First,  The  draw-way  opening  and  draw  in  the  part  of  the 
"  Chain  Bridge "  between  Deer  Island  and  the  Salisbury 
shore  should  be  rebuilt  and  widened  so  as  to  give  a  clear  pas- 
sage-way of  not  less  than  fifty  feet.  In  making  the  necessary 
alterations  to  effect  this  change,  the  lower  members  of  the 
draw  should  be  made  as  high  above  the  water-level  of  the 
river  as  can  be  practicably  accomplished  without  involving 
too  radical  a  change  in  other  features  of  the  bridge.  Suit- 
able draw-piers  should  be  built  on  either  side  of  the  bridge, 
and  other  modern  appliances  provided  for  the  safe  and  con- 
venient passage  of  vessels  through  the  draw-way. 

Second,  The  draw-way  and  draw  in  "  Rocks  Bridge"  should 
be  rebuilt  at  least  fifty  feet  wide,  and  located  "in  the  span 
next  east  of  the  one  in  which  it  now  is.  The  lower  members 
of  the  draw  should  also  be  made  as  high  as  practicable  above 
the  water-level  of  the  river.  Suitable  draw-piers  and  other 
appliances  should  be  provided  as  for  the  other  bridge. 

Third,  The  draw  pier  between  and  connecting  the  city 
and  railroad  bridges  at  Newburyport  should  be  completed, 
and  such  changes  made  in  its  alignment  as  will  best  secure 
the  safe  and  convenient  passage  of  vessels  through  these  two 
bridges,  which  must  be  done  by  one  operation  while  both  of 
the  draws  are  open. 

Vineyard  Haven  Harbor. 

At  the  request  of  citizens  of  Vineyard  Haven,  and  after 
the  conclusion  by  the  Board  of  its  expediency,  a  re-survey  of 
portions  of  the  harbor  was  made  by  the  engineer  during  the 
last  summer  as  a  means  of  comparison  with  former  observa- 
tions, and  to  show  what  changes,  if  any,  had  taken  place  in 
the  harbor.  The  results  did  not  show  the  changes  which 
local  observers  had  anticipated  in  the  general  condition  of 
the  harbor.  The  anxiety  manifested,  however,  by  those  con- 
tinually observing  it,  is  but  the  renewal  of  the  subject  of  its 
value  and  the  importance  of  some  adequate  means  for  the 
protection  of  the  thousands  of  vessels  which  seek  its  anchor- 
age grounds.    This  matter  in  the  logic  of  events  must  sooner 


1882.]  PUBLIC   DOCUMENT  — No.  11.  25 

or  later  receive  the  practical  attention  of  the  General  Gov- 
ernment. We  need  hardly  reiterate  the  fact  that  the  geo- 
graphical position  and  peculiar  surroundings  of  this  harbor 
make  it  one  of  the  most  remarkable  roadsteads,  not  only 
within  the  limits  of  this  Commonwealth  but  in  the  whole 
range  of  the  Atlantic  coast  of  the  United  States.  Its  prox- 
imity to  the  pathway  of  the  immense  coastwise  fleet  which 
night  and  day  continually  pass  its  headlands,  its  accessibility 
in  all  winds  and  weather,  and  being  at  the  threshold,  as  it 
were,  of  the  dangerous  region  of  fog  and  shoals  which  char 
acterize  the  navigation  around  Cape  Cod,  make  its  value  as 
a  refuge  almost  beyond  estimate.  It  is  excellent  in  all  the 
conditions  of  a  roadstead  save  one,  —  that  of  exposure  to  the 
north-east.  The  correction  of  this  defect,  which  is  a  prac- 
ticable one,  is  the  improvement  and  protection  needed  to 
make  it  one  of  the  most  useful  harbors  of  the  world. 

Boundary-Lines  between  Cities  and   Towns  border- 
ing upon  the  Sea. 

By  chap.  196  of  the  Acts  of  1881  the  Board  was  direct- 
ed to  locate  and  define  the  courses  of  the  boundary-lines 
between  adjacent  cities  and  towns  bordering  upon  the  sea, 
and  upon  arms  of  the  sea,  from  high-water  mark  outward 
to  the  line  of  the  Commonwealth  as  defined  by  sect.  1  of 
chap.  1  of  the  Revised  Statutes ;  and  to  file  a  report  of 
their  doings,  with  suitable  plans  and  exhibits,  showing  the 
boundary-lines  of  any  town  by  them  located  and  defined,  in 
certain  specified  places. 

So  much  of  sect.  1  chap.  1  of  the  Revised  Statutes,  as 
refers  to  the  extension  of  the  boundary-lines  between  cities 
and  towns  bordering  upon  the  sea,  to  the  line  of  the  Com- 
monwealth, is  as  follows  :  "  The  territorial  limits  of  this  Com- 
monwealth extend  one  marine  league  from  its  seashore  at 
low-water  mark.  When  an  inlet  or  arm  of  the  sea  does  not 
exceed  two  marine  leagues  in  width,  between  headlands,  a 
straight  line  from  one  headland  to  the  other  is  equivalent  to 
the  shore-line." 

It  was  quite  impracticable  for  the  Board  to  make  original 
surveys,  or  prepare  original  plans  upon  which  to  show  the 
lines  to  be  located  and  defined,  according  to  the  act  direct- 
ing that  work  to  be  done  ;  and  no  survey  of  limited  scope 


26       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

or  means  which  they  conld  make  would  have  been  so  well 
adapted  to  the  purposes  required  as  the  elaborate  and  accu- 
rate ones  of  the  United  States  Coast  and  Geodetic  Survey. 
The  system  upon  which  these  maps  are  made  affords  the 
particular  data  desired  in  locating  and  describing  the  initial 
points  in  the  line  of  State  jurisdiction,  which  it  is  important 
to  define  in  order  to  locate  the  points  of  intersection  with  it, 
or  the  termination  at  it  of  the  boundary-lines  between 
respective  cities  and  towns.  The  details  of  coast  topography 
upon  these  government  maps  also  afford  data  for  determin- 
ing the  points  upon  the  shore  where  boundary-lines  on  land 
terminate.  The  maps  selected  are  classed  and  entitled 
"  Coast  Charts  Nos.  11,  12,  and  13,  coast  of  the  United 
States,"  "  Coast  Charts  Nos.  9  and  10,  Massachusetts  Bay," 
and  "  Coast  Chart  No.  8,  from  Wells  to  Cape  Ann."  The 
first  three  in  one  sheet  include  the  line  of  the  Commonwealth 
from  the  boundary  with  Rhode  Island  to  Chatham  on  Cape 
Cod,  the  second  two  in  one  sheet  the  line  of  the  Common- 
wealth from  Chatham  to  the  Dry  Salvages  on  Cape  Ann,  and 
the  third  from  the  Dry  Salvages  to  the  boundary  with  New 
Hampshire. 

The  Board  has  found  the  duty  imposed  upon  them  one  of 
peculiar  interest ;  and,  so  far  as  they  are  aware,  it  is  the 
first  instance  of  such  action  being  taken,  and  such  illus- 
trated determination  of  the  limits  of  territorial  jurisdiction 
being  made,  by  any  State  bordering  upon  the  sea.  The  work 
has  proved  to  be  more  exacting  than  at  first  supposed,  and 
will  require  more  time  and  means  to  complete  than  was 
originally  estimated.  In  examining  the  records,  markings, 
and  geographical  peculiarities  of  the  various  terminal  points 
of  the  boundary-lines  between  cities  and  towns  upon  the 
shore,  it  has  been  found  necessary  to  visit  the  locality  of 
nearly  every  terminal  point  so  far  considered,  in  order  to 
ascertain  the  nature  and  particulars  of  each,  whether  on 
land  and  marked  by  monument,  or  whether  in  the  mouth 
of  some  channel,  bay,  or  creek.  These  have  been  conditions 
and  facts  necessary  to  determine,  before  the  study  of  the 
extension  of  any  given  boundary-line  to  the  line  of  the 
Commonwealth  could  be  made  and  projected  upon  the  plan. 
In  some  cases  the  Board  has  found  difficulty  in  determining 
these  bases  for  locating  and  defining  the  courses  of  respec- 


1882.]  PUBLIC   DOCUMENT  — No.  11.  27 

tive  boundary-lines.  Two  cases,  those  between  Province- 
town  and  Truro,  and  between  Sandwich  and  Wareham, 
have  presented  questions  of  so  much  import  as  to  require 
public  hearings,  and,  in  the  case  of  Sandwich  and  Wareham, 
the  action  of  learned  counsel  on  either  side.  In  this  latter 
case  the  Board  has  held  hearings  at  the  location  of  the  line, 
and  in  the  office  of  the  Board  at  Boston. 

It  has  been  found  impracticable,  within  the  past  appro- 
priate season,  to  do  more  than  examine  the  series  of  bound- 
ary-lines between  the  towns  in  the  peninsular  portion  of 
Cape  Cod,  from  and  including  the  boundary-line  before  men- 
tioned, between  Sandwich  and  Wareham,  and  Provincetown 
at  the  east  and  Gosnold  at  the  west  end  of  the  Cape.  The 
Board  has  projected,  upon  the  maps  referred  to,  the  line  of 
the  Commonwealth.  The  position  of  the  initial  points,  or 
points  of  deflection,  in  this  line  of  the  Commonwealth,  are 
plotted  to  single  seconds  of  latitude  and  longitude,  which  is 
as  near  as  the  scale  of  the  maps  will  accurately  exhibit. 
These  positions  can  be  reproduced  upon  any  map  of  the 
Coast  Survey,  of  any  scale,  and  can  be  found  upon  the 
ground  or  water,  by  instrumental  observation,  by  any  com- 
petent engineer  or  surveyor.  The  limit  of  error  or  indefl- 
niteness  in  the  exact  position  of  each  point  will  not  exceed 
a  mean  difference  of  about  twenty-seven  metres,  equal  to 
about  twenty-nine  yards.  When  it  is  considered  that  these 
points  represent  positions  on  the  ocean,  not  less  than  three 
marine  leagues  from  the  nearest  land,  this  location  of  a  point 
is  sufficiently  represented  for  all  practicable  purposes.  The 
maps  on  which  the  line  is  plotted  are  based  upon  a  polyconic 
projection  on  a  scale  of  ^o-oo'o'  whereon  each  fifth  minute  of 
latitude  and  longitude  is  drawn. 

Line  of  the  Commonwealth. 

The  line  of  the  Commonwealth  begins  at  a  point  marked 
A  on  plan  No.  3,  which  is  comprised  of  the  United  States 
Coast  and  Geodetic  Survey  "  Coast  Charts  Nos.  11,  12,  and 
13,"  in  lat.  41°  25'  05",  long.  71°  05'  28",  distant  one  marine 
league  from  the  shore-line,  which  is  a  line  from  the  headland 
at  Warren's  Point  in  Rhode.  Island  to  the  headland  at  Goose- 
berry Neck  in  Massachusetts,  and  runs  easterly,  parallel  to 
the  last-named  line,  to  a  point  marked  B  on  plan,  in  lat.  41° 
25'  25",  long.  71°  03'  16". 


28      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Thence  south-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  at  Gooseberry  Neck 
to  the  headland  at  the  south-westerly  point  of  the  island  of 
Cuttyhunk,  to  a  point  marked  C  on  plan,  in  lat.  41°  22'  23", 
long."  70°  59' 33". 

Thence  south-easterly,  on  the  arc  of  a  circle  of  one  marine 
league  radius,  from  the  said  headland  at  Cuttyhunk  to  a  point 
marked  D  on  plan,  in  lat.  41°  21/  55",  long.  70°  58'  50". 

Thence  south-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said  headland  at  Cuttyhunk  to  the 
headland  at  the  north-westerly  point  of  Gay  Head  on  the 
island  of  Martha's  Vineyard,  to  a  point  marked  E  on  plan, 
in  lat.  41°  19'  30",  long.  70°  53'  55". 

Thence  southerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  the  said  headland  at  Gay  Head  to  the  head- 
land at  the  westerly  point  of  the  island  of  No  Man's  Land, 
to  a  point  marked  F  on  plan,  in  lat.  41°  15'  17",  long.  70°  53' 
32". 

Thence  south-easterly,  easterly,  and  north-easterly,  on  a 
curved  line  parallel  to  and  distant  one  marine  league  from 
the  general  curve  of  the  southerly  shore-line  of  said  No 
Man's  Land,  to  a  point  marked  G  on  plan,  in  lat.  41°  13' 
32",  long.  70°  44'  15". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  south-easterly  headland  of  said 
No  Man's  Land  to  the  south-easterly  headland  of  Squipnocket 
on  said  Martha's  Vineyard,  to  a  point  marked  H  on  plan, 
in  lat.  41°  16'  18",  long.  70°  42'  26". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said  headland  at  Squipnocket  to  the 
headland  at  the  easterly  end  of  Nashaquitsa  Cliff  on  said 
Martha's  Vineyard,  to  a  point,  marked  I  on  plan,  in  lat.  41° 
17'  25",  long.  70°  40'  48". 

Thence  easterly,  on  a  slightly  curved  line  parallel  to  and 
distant  one  marine  league  from  the  general  curve  of  the 
shore-line  of  said  Martha's  Vineyard,  to  a  point  marked  K  on 
plan,  in  lat.  41°  17'  45",  long.  70°  35'  30". 

Thence  easterly,  on  a  slightly  curved  line  parallel  to  and 
distant  one  marine  league  from  the  general  curve  of  the 
shore-line  on  said  Martha's  Vineyard,  to  a  point  marked  L 
on  plan,  in  lat.  41°  17'  35",  long.  70°  26'  43". 


1882.]  PUBLIC   DOCUMENT —  No.  11.  29 

Thence  easterly,  a  little  southerly,  parallel  to  and  distant 
one  marine  league  from  a  line  from  the  south-easterly  head- 
land of  the  island  of  Chappaquiddick  to  the  headland  at  the 
south-easterly  point  of  the  island  of  Muskeget,  to  a  point 
marked  L1,  in  lat.  41°  16'  34",  long.  70°  21'  30". 

Thence  south-easterly,  on  the  arc  of  a  circle  of  one  marine 
league  radius  from  the  southerly  Sand  Island  between  the 
said  island  of  Muskeget  and  the  island  of  Tuckernuck,  to  a 
point  marked  M  on  plan,  in  lat.  41°  15'  46",  long.  70°  20' 
10". 

Thence  south-easterly,  on  a  slightly  curved  line  parallel 
to  and  distant  one  marine  league  from  the  general  curve  of 
the  shore-line  of  the  southerly  shore  of  the  island  of  Nan- 
tucket, to  a  point  marked  M1  on  plan,  in  lat.  41°  11'  20",  long. 
70°  06'  55". 

Thence  easterly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  the  headland  opposite  Miacomet  Pond  to 
Tom  Never's  Head  on  said  Nantucket,  to  a  point  marked  M2 
on  plan,  in  lat.  41°  11'  06",  long.  70°  00'  30". 

Thence  easterly  and  some  northerly,  on  a  curved  line  par- 
allel to  and  distant  one  marine  league  from  the  general  curve 
of  the  shore-line  of  said  Nantucket,  to  a  point  south-east  of 
the  south-easterly  headland  at  Siasconsett,  marked  M3  on 
plan,  in  lat.  41°  12'  30",  long.  69°  55'  15". 

Thence  north-easterly  and  northerly,  on  a  curved  line  par- 
allel to  and  distant  one  marine  league  from  the  general  curve 
of  the  shore-line  of  said  Nantucket,  to  a  point  east  of  the 
light-house  at  Sankaty  Head,  marked  M4  on  plan,  in  lat.  41° 
16'  55^,  long.  69°  53'  15". 

Thence  north-westerly,  on  a  slightly  curved  line  parallel 
to  and  distant  one  marine  league  from  the  general  curve  of 
the  shore-line  of  said  Nantucket,  to  a  point  north-easterly 
from  the  northerly  headland  at  Great  Point,  marked  M5  on 
plan,  in  lat.  41°  25'  55",  long.  69°  59'  bb'\ 

Thence  north-westerly,  westerly,  and  south-westerly,  on  the 
arc  of  a  circle  of  one  marine  league  radius  from  said  head- 
land at  Great  Point,  to  a  point  marked  M6  on  plan,  in  lat.  41° 
24'  26",  long.  70°  06'  27". 

Thence  southerly  and  some  westerly,  parallel  to  and  dis- 
tant one  marine  league  from  a  line  from  said  headland  at 
Great  Point  to  the  headland  at  the  south-westerly  point  of 


30      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Coatuc  Beach,  to  a  point  marked  M7  on  plan,  in  lat.  41°  20' 
39",  long.  70°  Or  47". 

Thence  westerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  said  headland  at  Coatuc  Beach  to  the  head- 
land opposite  the  north-easterly  cove  of  Matacut  Harbor,  to 
a  point  marked  M8  on  plan,  in  lat.  41°  20'  38",  long.  70° 
10'  10". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  the  line  from  said  headland  near  Matacut  Har- 
bor to  the  headland  at  the  easterly  point  of  Muskeget  Island, 
to  a  point  marked  M9  on  plan,  in  lat.  41°  22'  44",  long.  70° 
15'  24". 

Thence  westerly  and  southerly,  on  a  curved  line  parallel 
to  and  distant  one  marine  league  from  the  general  curve  of 
the  shore-line  of  the  northerly  side  of  said  Muskeget  Island, 
to  a  point  marked  M10  on  plan,  in  lat.  41°  23'  15",  long.  70°, 
19'  15". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  headland  at  the  north-westerly 
point  of  said  Muskeget  Island  to  the  headland  opposite  the 
south-easterly  cove  of  Cape  Poge  Bay  on  the  said  Chappa- 
quiddick  Island,  to  a  point  marked  N  on  plan,  in  lat.  41°  24' 
40",  long.  70°  22'  32". 

Thence  northerly  and  north-westerly,  partly  on  a  curved 
line  and  partly  on  the  arc  of  a  circle  distant  one  marine 
league  and  radius  one  marine  league  from  the  shore-line  and 
headland  at  the  north-easterly  point  of  said  Cape  Poge,  to  a 
point  marked  O  on  plan,  in  lat.  41°  27'  53",  long.  70°  24' 
35". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said  headland  at  Cape  Poge  to  the 
headland  at  the  northerly  point  of  the  East  Chop  of  Vineyard 
Haven,  on  said  Martha's  Vineyard,  to  a  point  marked  P  on 
plan,  in  lat.  41°  29'  11",  long.  70°  27'  38". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said  headland  at  East  Chop  to  the 
headland  between  Waquoit  and  Poponessett  Bays  on  the 
main  shore,  to  a  point  marked  Q  on  plan,  in  lat.  41°  30'  53", 
long.  70°  25'  55". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said   last-named   headland  to   the 


1882.]  PUBLIC   DOCUMENT  — No.  11.  31 

headland  opposite  the  south-easterly  cove  of  Oysterville 
Harbor,  to  a  point  marked  R  on  plan,  in  lat.  41°  33/  23",  long. 
70°  21'  34". 

Thence  easterly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  the  said  headland  at  Oysterville  to  the 
headland  at  Point  Gammon,  to  a  point  marked  S  on  plan,  in 
lat.  41°  33'  18",  long.  70°  15'  35. 

Thence  easterly,  on  the  arc  of  a  circle  of  one  marine 
league  radius  from  said  headland  at  Point  Gammon,  to  a 
point  marked  T  on  plan,  in  lat.  41°  33'  31',  long.  70°  14'  11". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said  headland  at  Point  Gammon  to 
the  headland  on  the  east  side  of  Swan  Pond  River,  to  a  point 
marked  U  on  plan,  in  lat.  41°  36'  01",  long.  70°  06'  55". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said  headland  near  Swan  Pond  River 
to  the  headland  near  Red  River,  to  a  point  marked  V  on  plan, 
in  lat.  41°  36'  30",  long.  70°  03'  45". 

Thence  southerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  the  headland  at  Inward  Point  on  Monomay 
Island  to  the  headland  at  the  southerly  point  of  said  Mono- 
may  Island,  to  a  point  marked  W  on  plan,  in  lat.  41°  33'  07", 
long.  70°  04'  30". 

Thence  southerly,  south-easterly,  and  easterly,  on  the  arc 
of  a  circle  of  one  marine  league  radius  from  said  headland 
at  Monomay  to  a  point  marked  W  on  plan,  in  lat.  41°  30'  12", 
long.  69°  58'  05". 

Thence  north-easter!}-,  on  a  curved  line  parallel  to  and  one 
marine  league  distant  from  the  general  curve  of  the  shore- 
line of  Monomay  Island,  to  a  point  marked  X  on  plan,  in  lat. 
41°  32'  17",  long.  69°  bbf  21". 

Thence  northerly,  a  little  easterly,  parallel  to  and  distant 
one  marine  league  from  the  line  from  the  headland  near 
Monomay  Light-house  to  the  headland  opposite  Rump  Hole 
on  said  Monomay  Island,  to  a  point  marked  Y  on  plan,  in  lat. 
41°  36'  42",  long.  69°  52'  58". 

Thence  north,  a  little  easterly,  parallel  to  and  distant  one 
marine  league  from  a  line  from  the  said  headland  near  Rump 
Hole'  to  the  headland  opposite  Morris  Island,  to  a  point 
marked  Y1  on  plan,  in  lat.  41°  38'  06",  long.  69°  52'  20". 

Thence  northerly,  a  little  easterly,  parallel  to  and  distant 


32      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

one  marine  league  from  a  line  from  the  said  headland  near 
Morris  Island  to  the  headland  near  Allen's  Point  on  ISausett 
Beach,  to  a  point  marked  Z  on  plan,  in  lat.  41°  42'  31",  long. 
69°  51'  05". 

Thence  northerly,  on  a  slightly  curved  line  parallel  to  and 
distant  one  marine  league  from  the  general  curve  of  the 
shore-line,  to  a  point  marked  A2  on  plan,  which  is  identical 
with  the  point  marked  A  on  plan  No.  2  comprised  of  the 
United  States  Coast  and  Geodetic  Survey  "Coast Charts  No. 
9  and  10,"  in  lat.  41°  49'  02",  long.  69°  51/  55". 

Thence  north,  a  little  easterly,  on  a  slightly  curved  line 
parallel  to  and  distant  one  marine  league  from  the  general 
curve  of  the  shore-line,  to  a  point  marked  B  on  said  plan  No. 
2,  in  lat.  41°  53'  40",  long.  69°  53'  12". 

Thence  north,  a  little  westerly,  on  a  curved  line  parallel  to 
and  distant  one  marine  league  from  the  general  curve  of  the 
shore-line,  to  a  point  marked  B1  on  plan,  in  lat.  41°  59'  18", 
long.  69°  55'  50". 

Thence  north,  more  westerly,  on  a  curved  line  parallel  to 
and  distant  one  marine  league  from  the  general  curve  of  the 
shore-line,  to  a  point  marked  C  on  plan,  in  lat.  42°  04'  33", 
long.  70°  00'  20". 

Thence  north-westerly,  on  a  curved  line  parallel  to  and 
distant  one  marine  league  from  the  general  curve  of  the 
shore-line,  to  a  point  marked  C1  on  plan,  in  lat.  42°  07'  32", 
long.  70°  08'  00". 

Thence  westerly,  on  a  curved  line  parallel  to  and  distant 
one  marine  league  from  the  general  curve  of  the  shore-line, 
to  a  point  marked  D  on  plan,  in  lat.  42°  07'  34",  long.  70°  14' 
15". 

Thence  south-westerly  and  southerly,  on  a  curved  line 
parallel  to  and  distant  one  marine  league  from  the  general 
curve  of  the  shore-line,  to  a  point  marked  D1  on  plan,  in  lat. 
42°  03'  42",  long.  70°  18'  22". 

Thence  south-easterly,  partly  on  a  curved  and  partly  on  a 
straight  line  parallel  to  and  distant  one  marine  league  from 
the  general  curve  and  trend  of  the  shore-line,  to  a  point 
marked  E  on  plan,  in  lat.  41°  58'  57",  long.  70'  14'  01". 

Thence  south-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  headland  at  Wood  End  to  the 
headland  at  Boundbrook  Island,  to  a  point  marked  F  on  plan, 
in  lat.  41°  55'  01",  long.  70°  08'  27". 


1882.]  PUBLIC   DOCUMENT  — No.  11.  33 

Thence  southerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  the  said  headland  at  Boundbrook  Island  to 
the  headland  at  the  southerly  end  of  Great  Beach  Hill,  to  a 
point  marked  G  on  plan,  in  lat.  41°  53'  10",  long.  70°  08'  26". 

Thence  southerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  said  headland  at  Great  Beach  Hill  to  the 
headland  at  Billingsgate  Island,  to  a  point  marked  H  on  plan, 
in  lat.  41°  51'  40",  long.  70°  08'  08". 

Thence  southerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  said  headland  at  Billingsgate  Island  to  the 
headland  near  the  village  of  Brewster,  to  a  point  marked  I 
on  plan,  in  lat.  41°  48'  38",  long.  70°  08'  39". 

Thence  westerly,  a  little  southerly,  parallel  to  and  distant 
one  marine  league  from  a  line  from  said  headland  near  Brew- 
ster to  the  headland  on  Beach  Point,  to  a  point  marked  K  on 
plan,  in  lat.  41°  47'  18",  long.  70°  16'  38". 

Thence  westerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  said  headland  at  Beach  Point  to  the  head- 
land near  Scorton  Neck,  to  a  point  marked  L  on  plan,  in  lat. 
41°  47'  31",  long.  70°  22'  54". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  near  Scorton 
Neck,  to  the  headland  at  Scusset  Beach,  £o  a  point  marked 
M  on  plan,  in  lat.  41°  49'  26",  long.  70°  27'  03". 

Thence  northerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  the  said  headland  at  Scusset  Beach  to  the 
headland  at  Centre  Hill  Point,  to  a  point  marked  N  on 
plan,  in  lat.  41°  51'  50",  long.  70°  27'  08". 

Thence  northerly,  a  little  westerly,  parallel  to  and  distant 
one  marine  league  from  a  line  from  the  said  headland  at 
Centre  Hill  Point  to  the  headland  at  Manomet  Point,  to  a 
point  marked  O  on  plan,  in  lat.  41°  56'  09",  long.  70°  27'  56/f. 

Thence  south-westerly,  on  the  arc  of  a  circle  of  one  marine 
league  radius  from  said  headland  at  Manomet  Point,  to  a 
point  marked  P  on  plan,  in  lat.  41°  57'  10",  long.  70°  28'  23". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  said  headland  at  Manomet  Point  to 
the  headland  at  Gurnet  Point,  to  a  point'marked  Q  on  plan, 
in  lat.  42°  01'  40",  long.  70°  31'  59". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  at  Gurnet  Point 

5 


34      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

to  the  headland  at  Brant  Rocks,  to  a  point  marked  R  on 
plan,  in  lat.  42°  06'  34",  long.  70°  34'  23". 

Thence  north-easterly,  on  the  arc  of  a  circle  of  one  marine 
league  radius  from  said  headland  at  Brant  Rocks,  to  a  point 
marked  S  on  plan,  in  lat.  42°  07'  17",  long.  70°  34'  53". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  at  Brant  Rocks 
to  the  headland  near  North  River,  to  a  point  marked  T  on 
plan,  in  lat.  42°  10'  00",  long.  70°  37/  35". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  near  North  River 
to  the  headland  at  Scituate  Harbor,  to  a  point  marked  U  on 
plan,  in  lat,  42°  13'  26",  long.  70°  38'  53". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  at  Scituate  Har- 
bor to  the  headland  at  Minot's  Ledge,  to  a  point  marked  V 
on  plan,  in  lat.  42°  17'  32",  long.  70°  41'  38." 

Thence  north-westerly,  on  the  arc  of  a  circle  of  one  marine 
league  radius  from  the  said  headland  at  Minot's  Ledge,  to  a 
point  marked  W  on  plan,  in  lat.  42°  18'  53",  long.  70°  43'  33". 

Thence  north,  more  westerly,  parallel  to  and  distant  one 
marine  league  from  a  line  from  the  said  headland  at  Minot's 
Ledge  to  the  headiand  at  Point  Allerton,  to  a  point  marked 
X  on  plan,  in  lat.  42°  20'  20",  long.  70°  48'  00". 

Thence  north,  a  little  easterly,  parallel  to  and  distant  one 
marine  league  from  a  line  from  the  said  headland  at  Point 
Allerton  to  the  headland  at  the  North-east  Graves,  to  a  point 
marked  Y  on  plan,  in  lat.  42°  21'  46",  long.  70°  47'  38". 

Thence  north,  a  little  easterly,  parallel  to  and  distant  one 
marine  league  from  a  line  from  the  said  headland  at  North- 
east Graves  to  the  headland  at  Great  Pig  Rocks,  to  a  point 
marked  Z  on  plan,  in  lat.  42°  26'  20",  long.  70°  46'  58". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  at  Great  Pig 
Rocks  to  the  headland  at  Inner  Breaker,  to  a  point  marked 
Z1  on  plan,  in  lat.  42°  29'  00",  long.  70°  43'  22". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  at  Inner  Breaker 
to  the  headland  at  Eastern  Point,  to  a  point  marked  Z2  on 
plan,  in  lat.  42°  32'  18",  long.  70°  36'  59". 

Thence  north-easterly,  on  a  slightly  curved  line  parallel 


1882.]  PUBLIC   DOCUMENT— No.  11.  35 

to  and  distant  one  marine  league  from  the  general  curve  of 
the  southerly  shore-line  of  Eastern  Point,  to  a  point  marked 
Z3  on  plan,  in  lat.  42°  32'  37",  long.  70°  36'  17". 

Thence  north-easterly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  headland  on  the  southerly  shore 
of  Eastern  Point  to  the  headland  at  Londoner,  to  a  point 
marked  Z4  on  plan,  in  lat.  42°  35'  45",  long.  70°  31'  00". 

Thence  north-easterly  and  northerly,  on  the  arc  of  a  circle 
of  one  marine  league  radius  from  the  said  headland  at  Lon- 
doner, to  a  point  marked  Z5  on  plan,  in  lat.  42°  38'  06",  long. 
70°  29'  34". 

i  Thence  northerly,  parallel  to  and  distant  one  marine  league 
from  a  line  from  the  said  headland  at  Londoner  to  the  head- 
land at  Dry  Salvages,  to  a  point  marked  Z6  on  plan,  in  lat. 
42°  40'  26",  long.  70°  29'  40". 

Thence  northerly  and  north-westerly,  on  the  arc  of  a  circle 
of  one  marine  league  radius  from  said  headland  at  Dry  Sal- 
vages, to  a  point  marked  Z7  on  plan,  which  is  identical  with 
a  point  marked  A  on  plan  No.  1  comprised  of  the  United 
States  Coast  Survey  "  Chart  No.  8  from  Wells  to  Cape  Ann," 
in  lat.  42°  43'  04",  long.  70°  32'  09". 

Thence  north-westerly,  parallel  to  and  distant  one  marine 
league  from  a  line  from  the  said  headland  at  Dry  Salvages  to 
the  headland  at  Halibut  Point,  marked  B  on  said  plan  No.  1, 
in  lat.  42°  44'  15",  long.  70°  35'  53". 

Thence  westerly,  on  the  arc  of  a  circle  of  one  marine 
league  radius  from  the  said  headland  at  Halibut  Point,  to  a 
point  marked  C  on  plan,  in  lat.  42°  44'  25",  long.  70°  38'  30". 

Thence  westerly,  a  little  northerly,  parallel  to  and  distant 
one  marine  league  from  a  line  from  a  headland  near  the  said 
Halibut  Point  to  the  headland  at  the  southerly  end  of  Plum 
Island,  to  a  point  marked  D  on  plan,  in  lat.  42°  45'  02", 
long.  70Q  42'  43". 

Thence  northerly,  a  little  westerly,  parallel  to  and  distant 
one  marine  league  from  a  line  from  the  said  headland  at  the 
southerly  end  of  Plum  Island  to  the  headland  near  the  mouth 
of  Merrimack  River,  to  a  point  marked  E  on  plan,  in  lat.  42° 
48'  25",  long.  70°  43'  52". 

Thence  northerly,  a  little. easterly,  parallel  to  and  distant 
one  marine  league  from  the  said  headland  near  the  mouth  of 
Merrimack  River  to  the  headland  at  Old  Cellar  Rock,  to  a 


36       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

point  marked  F  on  plan,  the  northerly  terminus  of  the  line, 
in  lat.  42°  51'  55",  long.  70°  43'  26".  ' 

The  linear  extent  of  the  line  of  the  Commonwealth,  in  its 
course  as  above  defined,  around  the  islands  of  Martha's  Vine- 
yard and  Nantucket,  and  around  Cape  Cod  and  Cape  Ann 
from  the  point  of  boundary  with  the  State  of  Rhode  Island 
to  the  south-easterly  point  of  Nantucket,  is  about  75  miles  ; 
to  the  southerly  point  of  Monomay,  about  158  miles  ;  to  the 
northerly  point  of  Cape  Cod  at  Race  Point,  about  222  miles  ; 
to  the  entrance  of  Boston  Harbor,  about  304  miles ;  to  the 
easterly  point  of  Cape  Ann,  about  336  miles;  and  to  the 
northerly  terminus  of  the  line  of  the  Commonwealth  at  its 
boundary  with  New  Hampshire,  about  355  miles. 

The  distance  from  the  southerly  terminus  of  the  line  of 
the  Commonwealth  at  its  boundary  with  Rhode  Island  to  the 
southerly  point  of  Monomay  following  the  line  of  the  Com- 
monwealth and  the  line  of  boundary  between  the  towns  bor- 
dering on  Vineyard  Sound,  is  about  71  miles. 


Harbor  Improvements  by  the  General  Government. 

Boston  Harbor. 

The  works  of  the  General  Government  in  the  harbors  of 
the  State  during  the  past  year  have  been  continued  with 
increasing  advantages  to  its  commerce.  The  opportunities 
which  the  Board  have  had  to  observe  the  character  and  prog- 
ress of  this  work  make  it  gratifying  as.  well  as  incumbent 
upon  them  to  call  attention  to  the  long  and  interested  service 
which  the  engineer  officers  of  the  United  States  in  charge  of 
it  have  rendered  to  the  Commonwealth,  and  the  value  of 
their  personal  and  professional  experience  in  examinations 
and  estimates,  and  in  the  execution  of  the  varied  and  diffi- 
cult projects  of  improvement  submitted  to  their  care.  The 
Board  is  indebted  to  both  Gen.  Thorn  and  Gen.  Warren  for 
the  continued  courtesy  of  information  concerning  their  re- 
spective works. 

In  the  northern  division  of  the  seacoast  of  the  State,  in 
charge  of  Gen.  George  Thom,  United  States  engineer,  the 
work  done  in  Boston  Harbor  has  been  the  important  one  of 
removing  "  Anchorage  Shoal,"  in  the  main  basin  of  the  upper 


1882.]  PUBLIC   DOCUMENT  — No.  11.  37 

harbor.  47,224  cubic  yards  have  been  dredged,  which  has 
added  225  feet  to  the  width  of  the  main  channel,  the  aggre- 
gate of  which  is  now  about  770  feet.  By  the  early  part  of 
March  the  width  will  be  still  further  increased  to  about  810 
feet,  and  by  the  end  of  next  November  the  full  projected 
width  of  the  channel  will  be  effected.  The  Board  hope,  how- 
ever, that  the  development  of  the  harbor  has  reached  a  point 
which  will  induce  the  General  Government  to  revise  its  proj- 
ect for  the  improvement  of  the  main  channel  so  as  to  increase 
materially  the  minimum  width  heretofore  contemplated. 

In  execution  of  the  project  for  the  improvement  of  Charles 
River,  from  its  mouth  to  the  dam  at  the  head  of  tide-water 
at  Watertown,  63,000  cubic  yards  of  dredging  has  been  done, 
and  the  improvement  of  the  channel  completed,  from  the 
mouth  of  the  river  to  Western-avenue  Bridge,  a  distance  of 
about  4|  miles. 

At  the  mouth  of  the  Mystic  River  48,343  cubic  yards  of 
dredging  has  been  done,  which  has  increased  the  width  of  the 
channel  by  125  feet,  making  its  total  average  width  250  feet. 
Still  further  work  of  excavation  has  been  begun,  to  be  com- 
pleted the  coming  season,  which  will  complete  the  project  of 
improvement  for  this  river. 

Repairs  have  been  made,  where  most  necessary,  on  the  sea- 
walls of  Lovell's  Island,  Long  Island,  and  Deer  Island. 

21,924  cubic  yards  of  dredging  has  been  done  in  Nantasket 
Beach  channel,  which  has  opened  the  channel  to  a  width  of 
about  70  feet,  and  a  depth  at  mean  low  water  of  9J  feet. 

In  order  to  complete  all  the  works  now  projected  for  the 
improvement  of  Boston  Harbor,  the  following  appropriations 
have  been  asked  for :  to  wit,  — 

Widening  main  ship  channel  at  Upper  Middle,  at  its  westerly 
end,  and  for  rebuilding  and  repairing  sea-walls  in  Boston 

Harbor  proper $24,000 

Completing  improvement  of  Charles  River  ....  67,500 
Completing  channel  leading  to  Nantasket  Beach     .         .         .  5,000 


$96,500 
Merrimack  River, 

The  improvement  of  the  Merrimack  River  is  a  work  of  much 
importance,  particularly  to  the  citizens  of  the  north-eastern 
portion  of  the  State.     The  increased  facilities  given  to  all 


38       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

classes  of  navigation  by  the  aid  of  the  General  Government, 
and  the  improvement  of  the  draw-way  openings  through  the 
various  bridges,  will  give  a  character  and  value  to  the  river 
not  heretofore  possessed.  As  stated  by  Gen.  Thorn,  the  object 
of  the  present  project  for  the  improvement  of  this  river  is  to 
afford  a  channel  of  navigable  width  and  a  depth  of  not  less 
than  nine  feet  at  mean  low  water  from  its  mouth  at  the  outlet 
of  Newburyport  Harbor  up  to  Deer  Island  Bridge,  —  a  dis- 
tance of  about  five  miles ;  and  thence  up  to  Haverhill  Bridge, 
—  an  additional  distance  of  12^-  miles,  with  a  depth  of  twelve 
feet  at  ordinary  high  water,  the  rise  and  fall  of  tides  varying 
from  seven  and  a  half  to  four  feet ;  and  thence  up  to  the 
head  of  the  "  Upper  Falls," —  a  distance  of  four  miles,  a  depth 
of  not  less  than  four  feet  and  a  half  in  the  ordinary  stages 
of  the  river,  with  the  mill-water  at  Lawrence  running,  the 
rise  and  fall  of  the  tides  varying  from  four  feet  at  Haverhill 
to  none  at  the  foot  of  the  "  Upper  Falls." 

The  natural  channel  of  this  river  was  very  narrow  and 
crooked  in  several  places,  and  much  obstructed  by  sunken 
ledges,  bowlders,  and  shoals,  and  especially  at  the  falls,  por- 
tions of  which  were  covered  with  bowlders  and  ledges  more 
or  less  bare,  and  impassable  for  any  vessels  or  scows ;  whilst 
in  Newburyport  Harbor  the  channel  was  obstructed  by  nu- 
merous sunken  ledges,  crib-work  piers,  and  wrecks,  seriously 
endangering  navigation.  Previous  to  January,  1881,  the  work 
done  for  the  improvement  of  this  river  consisted  in  opening 
the  channel  above  Haverhill  and  through  the  falls  to  the 
projected  width  and  depth  in  places  where  absolutely  neces- 
sary to  make  its  navigation  practicable,  also  in  dredging  at 
Haverhill  between  the  bridges,  and  at  Silsby  Island  shoals, 
as  well  as  at  Currier's  shoal,  about  four  miles  below  Haver- 
hill, including  the  removal  of  a  large  number  of  dangerous 
sunken  rocks  at  and  near  Rocks  Bridge  and  the  head  of 
Silsby  Island;  also  in  Newburyport  Harbor  in  the  removal 
of  "  Ganway  Rock  "  and  "  North  Rocks  "  in  part,  and  in  the 
removal  of  two  sunken  wrecks.  During  the  past  year  the 
removal  of  "South  Ganway  Rock"  in  Newburyport  Harbor 
to  a  depth  of  nine  feet  at  mean  low  water  has  been  com- 
pleted, together  with  the  breaking  up  and  removal  of  North 
Rock  spur  to  a  depth  of  nine  feet,  and  the  breaking  up  and 
removal  of  South  Badger  ledge  near  the  mouth  of  the  river 
to  ten  feet  at  mean  low  water. 


1882.]  PUBLIC   DOCUMENT  — No.  11.  39 

Newburyport  Harbor, 

The  project  of  improvement  for  Newburyport  Harbor  was  to 
afford  a  permanent  channel  through  the  outer  bar,  with  a  depth 
sufficient  to  allow  vessels  of  13J  feet  draught  to  cross  it  at 
mean  low  water,  the  rise  and  fall  of  the  tides  being  7i  feet. 
To  effect  this,  the  project  of  two  converging  rubble-stone  jet- 
ties has  been  adopted,  to  be  built  out  from  the  shore  at  points 
north  and  south  of  the  entrance  to  a  height  of  four  feet  above 
mean  high  water,  with  a  width  of  15  feet  on  top,  with  inner 
slope  of  45°,  and  outer  slope  of  22|°,  the  entrance  through 
the  outer  extremities  of  the  jetties  to  be  1,000  feet  in  width. 
The  cost  of  these  jetties  is  estimated  at  $365,000.  Work  has 
already  been  done  on  the  northern  jetty  by  the  placing  of 
about  13,743  tons  of  stone,  whereby  the  work  has  been  built 
out  for  a  distance  of  about  700  feet  from  Salisbury  Beach. 

Scituate  Harbor. 

A  survey  of  Scituate  Harbor  was  made  by  Gen.  Thorn  in 
1878,  with  a  view  to  its  adaptability  as  a  harbor  of  refuge, 
and  a  project  devised  for  two  rubble-stone  jetties  to  protect 
the  entrance ;  also  to  excavate  a  basin  inside  of  sufficient 
area  for  the  harbor,  with  a  depth  of  ten  to  twelve  feet  at  mean 
low  water,  the  greatest  depth  at  present  being  not  more  than 
about  five  feet  on  a  verj^  small  area ;  also  to  excavate  a  chan- 
nel into  the  harbor,  with  a  depth  of  not  less  than  ten  feet  at 
mean  low  water.  The  estimated  cost  of  this  improvement 
as  revised  for  the  project  adopted  is  $280,000.  $17,500  of 
this  amount  has  been  appropriated,  and  during  the  last  sum- 
mer, after  many  interruptions  caused  by  unfavorable  weather, 
5,088  tons  of  stone  have  been  put  in  place. 

Plymouth  Harbor. 

The  existence  of  this  harbor  depends  upon  the  protection 
and  preservation  of  Long  Beach,  which  has  been  under  the 
care  of  the  government  engineers  from  1864  to  and  including 
1881,  and  $84,800  in  various  sums  have  been  appropriated 
for  their  work.  In  1875  a  Channel  was  dredged  fifty  feet 
wide  and  six  feet  deep  at  mean  low  water,  from  the  "  middle 
ground  "  up  to  "Long  Wharf,"  —  a  distance  of  about  2,500 
feet.     The  project  of  improvement,  however,  provides  for  a 


40      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

channel  100  feet  wide  up  to  Long  Wharf,  and  extended 
southward  towards  the  mouth  of  Town  Brook,  —  a  distance 
of  about  900  feet  above  Long  Wharf,  —  so  as  to  form  a  basin 
in  front  of  the  wharves  of  the  city  150  feet  in  width  and  eight 
feet  deep  at  mean  low  water.  On  the  1st  of  September,  1881, 
this  project  was  entirely  completed  by  the  removal  of  103,505 
cubic  }^ards  of  material  from  the  channel  and  basin  referred 
to.  It  is  most  gratifying  to  state  that  the  only  work  that 
now  remains  to  be  done  for  the  preservation  and  protection 
of  this  harbor  consists  in  the  repairs  of  the  works  on  Long 
Beach  where  necessary. 

Provincetown  Harbor. 

All  the  works  projected  for  the  protection,  preservation, 
and  improvement  of  this  harbor  have  been  completed,  with 
the  exception  of  the  bulkheads  on  Long  Point,  which  are  in 
good  condition,  and  fully  answer  the  purposes  designed. 
They  will,  however,  require  continual  watching  and  occa- 
sional repairs. 

Lynn  Harbor. 

A  survey  of  Lynn  Harbor  has  been  made,  with  a  view  to 
its  improvement,  and  a  project  and  estimate  for  the  respective 
work  has  been  submitted  to  the  Chief  of  Engineers  to  be 
laid  before  Congress. 

Merrimack  River,  from  Lawrence,  Mass.,  to  Manchester,  N.H. 

A  survey,  project,  and  estimate  of  cost  for  this  part  of 
the  river  —  a  distance  of  about  forty-eight  miles  and  a  half — 
have  been  made,  and  submitted  to  the  Chief  of  Engineers,  to 
be  laid  before  Congress. 

Government  Work  in  Charge  of  Gen.  G.  K.  Warren. 

The  works  of  harbor  improvement  upon  the  southern 
coast  of  the  State  in  charge  of  Gen.  G.  K.  Warren,  United 
States  Engineers,  are  of  much  importance,  particularly  those 
of  protection  and  improvement  of  the  harbors  of  refuge  in 
the  dangerous  navigation  of  this  part  of  the  coast. 

Nantucket  Harbor. 

Up  to  the  30th  of  June  last,  nearly  4,000  tons  of  granite 
had  been  placed  in  the  jetty  on  the  westerly  side   of  the 


1882.]  PUBLIC   DOCUMENT  — No.  11.  41 

entrance  to  Nantucket  Harbor,  extending  it  850  feet,  and 
additional  work  has  been  done  upon  it  since.  Gen.  Warren 
considers  it  too  soon  to  see  or  predict  the  effect  of  the  jetty 
in  increasing  the  depth  of  water  over  the  shoals ;  but  careful 
and  comprehensive  surveys  have  been  made  as  a  basis  for 
future  comparison  of  changes  following  the  construction  of 
the  jetty.  Seventy-five  thousand  dollars  is  asked  for  the 
completion  of  this  work  by  June  30,  1883. 

Edgartown  Harbor. 

During  the  last  summer  a  conference  was  held  at  Edgar- 
town  between  Gen.  G.  K.  Warren,  the  chairman  of  this 
Board,  and  the  citizens  of  the  port  interested  in  the  harbor, 
to  discuss  and  devise  means  for  its  improvement. 

With  a  small  unexpended  portion  of  a  former  government 
appropriation,  to  which  the  Board  added  the  sum  of  $300, 
a  re-survey  was  made  under  the  direction  of  Gen.  Warren 
in  order  to  ascertain  and  compare  the  changes  which  have 
taken  place  in  various  parts  of  the  harbor  since  the  closing 
of  the  south  beach  in  1869.  Gen.  Warren  has  taken  re- 
newed interest  in  the  problem  of  re-establishing  a  southern 
inlet  to  this  harbor;  and,  while  there  are  many  difficulties  and 
uncertainties  attending  its  accomplishment,  he  considers  the 
possibilities  of  success  sufficient  to  warrant  another  appro- 
priation by  the  General  Government  for  the  required  work. 

Woods  Roll. 

The  work  of  improvement  in  this  important  thoroughfare 
executed  during  the  fiscal  year  ending  June  30,  1881,  con- 
sisted in  removing  bowlders  of  various  sizes,  and  completing 
the  work  which  had  been  in  progress  during  the  previous 
year.  The  original  plan  and  estimate  for  the  thorough 
improvement  of  this  passage-way  comprehended  extensive 
excavations  at  a  cost  of  $430,000.  The  demand  for  this, 
however,  does  not  seem  to  be  immediate.  Gen.  Warren 
says,  "  This  complete  improvement  may  truly  be  called  a 
national  one.  It  is  not  for  the  benefit  of  any  special  locality. 
It  is  for  a  navigable  highway  uniting  two  large  bodies  of 
navigable  water  extensively  used  by  the  commercial  vessels 
of  the  United  States ;  and  when  thoroughly  improved  it  will 


42      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

tend  greatly  to  a  saving  of  time,  and  diminish  the  dangers 
of  general  coast  navigation." 

Taunton  River. 

Work  has  been  executed  for  the  improvement  of  Taunton 
River  in  conformity  with  previous  plans  and  estimates,  and  a 
channel  excavated  eleven  feet  deep  at  mean  high  water,  and 
from  forty  to  sixty  feet  wide  for  a  distance  of  3,100  feet  from 
the  bridge  at  Weir  down  the  river.  An  additional  appro- 
priation of  ^25,000  has  been  made  for  continuing  this  im- 
provement, and  the  amount  estimated  as  necessary  to  com- 
plete the  existing  project  to  give  an  available  depth  of  eleven 
feet  at  mean  high  water  to  Weir  Bridge,  is  $ 41,500. 

Connecticut  River. 

The  importance  of  the  improvement  of  this  river  may  be 
judged  by  the  fact  that  after  careful  examination  by  the 
United  States  engineers,  the  amount  estimated  to  complete 
existing  projects  is  $1,322,805.  Satisfactory  work  has  been 
done  during  the  last  year,  and  its  continuance  contemplated. 


1882.]  PUBLIC   DOCUMENT  — No.  11.  43 

Office  and  Field  Work. 

Plans  approved  and  Licenses  granted,  during  the  Year  1881,  for  the  Erec- 
tion of  Structures  in  and  over  Tide-  Water. 

Nos. 

587.  C.  E.  Stevenson,  for  leave  to  build  a  solid  wharf  on  the  south  shore 

of  Winthrop.     Approved  Jan.  13,  1881. 
587^.  Boston  and  Maine  Railroad,  for  leave  to  rebuild  its  bridge  across 
Merrimack  River,  between  Bradford  and  Haverhill.     Approved 
Jan.  20,  1881. 

588.  Killey  E.  Terry,  for  leave  to  construct  a  wharf  on  the  west  side  of 

Clark's  Cove,  in  the  town  of  Dartmouth.  Approved  Jan.  20, 
1881. 

589.  Old  Colony  Railroad  Company,  for  leave  to  fill  solid  certain  portions 

of  its  bridge  on  the  line  of  its  road  across  North  River,  in  the 
towns  of  Marshfield  and  Scituate.     Approved  Jan.  20,  1881. 

590.  Hoosac  Tunnel  Dock  and  Elevator  Company,  for  leave  to  extend  its 

wharves  (otherwise  known  as  Damon's,  Hittinger's,  and  Tudor's 
Wharves)  on  Charles  River,  Charlestown  District.  Approved 
Jan.  20,  1881. 

591.  Samuel   Osborn,  jun.,  and  Walter  S.  Osborn,  for  leave  to  extend 

Osborn's  Wharf,  at  Edgartown.     Approved  Feb.  3,  1881. 

592.  Boston  and  Albany  Railroad  Company,  for  leave  to  widen  Pier  No. 

1,  Grand  Junction  Wharves,  East  Boston.  Approved  Feb.  17, 
1881. 

593.  P.  E.  Bowers,  for  leave  to  extend  his  wharf  on  Taunton  River,  in 

the  town  of  Somerset.     Approved  Feb.  17,  1881. 

594.  The  Boston  Steamboat  and  Pier  Company,  for  leave  to  construct  a 

pile-pier  on  Cherry  Island  Bar,  at  Broad  Sound  Point,  in  the 
town  of  Revere.     Approved  March  17,  1881. 

595.  Moses  Williams,  for  leave  to  straighten  and  widen  the  southerly 

side  of  India  Wharf.     Approved  March  17,  1881. 

596.  City  of  Newburyport,  for  leave  to  construct  a  pile-structure  for  the 

purpose  of  giving  greater  safety  to  the  first  span  in  Newburyport 
Bridge.     Approved  March  25,  1881. 

597.  W.  F.  Whitney,  for  leave  to  extend  his  wharf  on  First  Street,  near 

F  Street,  South  Boston.     Approved  March  31,  1881. 

598.  Hull  and  Nantasket  Beach  Railroad  Company,  for  leave  to  construct 

a  pile-wharf  on  the  southerly  side  of  Windmill  Point,  Hull. 
Approved  March  31,  1881. 

599.  Forest  Hill  Company,  for  leave  to  build  wharves  and  other  struct- 

ures on  Taunton  River,  Fall  River.     Approved  March  31,  1881. 

600.  Lyman  R.  Blake,  for  leave  to  construct  a  wharf  on  Charles  Neck, 

town  of  Marion.     Approved  March  31,  1881. 

601.  J.  H.  and  F.  A.  Langmaid,  for  leave  to  cover  with  a  pile-structure 

part  of  their  dock,  Salem  Harbor.     Approved  April  8,  1881. 

602.  O.  F.  Belcher,  for  leave  to  build  a  solid  wharf  on  the  south  shore  of 

Winthrop.     Approved  April  14,  1881. 


44      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Nos. 

603.  Chelsea  Beach  Railroad  Company,  for  leave  to  build  a  bridge  across 

an  inlet  from  Pines  River,  in  the  town  of   Revere.     Approved 
April  20,  1881. 

604.  Forest  Hill  Company,  for  leave  to  build  a  pile-wharf  in  front  of  its 

premises  on  the  easterly  side  of  Taunton  River,  city  of  Fall  River. 
Approved  April  21,  1881. 

605.  Eastern  Railroad  Company,  for  leave  to  fill  flats  in  Frye's  Mill- 

pond,  Salem.     Approved  April  28,  1881. 

606.  City  of  Salem,  for  leave  to  build  a  canal  with  stone  walls,  in  Frye's 

Mill-pond.     Approved  April  28,  1881. 

607.  Hoosac  Tunnel   Dock  and  Elevator  Company,  for  leave  to  drive 

additional  piles  for  the  support  of  sheds  upon  Hittinger's  Wharf, 
Charlestown  District.     Approved  April  28,  1881. 

608.  William  Pickering,  jun.,  for  leave  to  build  a  stone  wall  upon  his 

wharf  on  Union  Street,  Salem.     Approved  April  28,  1881. 

609.  City  of  Boston,  for  leave  to  rebuild  and  extend  its  wharf  on  Deer 

Island,  Boston  Harbor.     Approved  May  5,  1881. 
609\  Central  Wharf  and  Wet  Dock  Corporation,  for  leave  to  extend  Cen- 
tral and  India  W7harves  to  the  harbor  line.     Approved  April  28, 
1881. 

610.  Lyon,  Depuy,  and  Co.,  for  leave  to  rebuild  and  extend  their  wharf 

at  East  Boston.     Approved  May  19,  1881. 

611.  Hoosac  Tunnel  Dock  and  Elevator  Company,  for  leave  to  extend  its 

wharf,  known  as  Gage's  or  Swett's  Wharf,  Charlestown  District. 
Approved  May  5,  1881. 

612.  Chelsea  Beach  Company,  for  leave  to  build  a  wharf  at  Pines  Point, 

town  of  Revere.     Approved  May  26,  1881. 

613.  W.  J.  Humphrey,  for  leave  to  extend  his  wharf  on  Border  Street, 

East  Boston.     Approved  May  26,  1881. 

614.  Old  Colony  Railroad  Company,  for  leave  to  extend  its  pile-wharf  on 

Fort  Point  Channel,  South  Boston.     Approved  June  2,  1881. 

615.  Home  for  Aged  Women,  for  leave  to  rebuild  its  sea-wall  in  front  of 

its  property  bordering  on  Charles   River,  between   Revere  and 
Pinckney  Streets.     Approved  June  16,  1881. 

616.  Eastern  Railroad  Company,  for  leave  to  widen  and  extend  its  wharf 

at  East  Boston.     Approved  June  3,  1881. 

617.  Edward  P.  Shaw,  for  leave  to  build  a  pile-pier  on  Merrimack  River, 

near  Salisbury  Point.     Approved  June  13,  1881. 
618  and  618\  Chelsea  Beach  Railroad  Company,  for  leave  to  construct  a 
bridge  across  Pines  River,  in  the  towns  of  Revere  and  Saugus. 
.  Approved  July  2,  1881. 

619.  Boston  Forge  Company,  for  leave  to  extend  its  wharf  on  Maverick 

Street,  East  Boston.     Approved  July  7,  1881. 

620.  Chelsea   Beach   Company,  for  leave  to  erect  a  group  of  bathing- 

houses  near  Pines  Point.     Approved  July  14,  1881. 

621.  S.  S.  Swift  of  Provincetown,  for  leave  to  construct  a  pile-wharf  in 

Provincetown  Harbor.     Approved  July  21,  1881. 

622.  William  Hayes,  for  leave  to  build  a  sea-wall  and  fill  flats  at  Stage 

Point,  Salem  Harbor.     Approved  July  21,  1881. 


1882.]  PUBLIC   DOCUMENT  — No.  11.  45 

Nos. 

623.  Boston  Steamboat  and  Pier  Company,  for  leave  to  extend  its  pier  on 

Cherry  Island  Bar,  at  Broad  Sound  Point,  in  the  town  of  Revere. 
Approved  July  28,  1881. 

624.  Beacon  Oil  Company,  for  leave  to  extend   its  wharf  on  Chelsea 

Creek,  East  Boston.     Approved  July  28,  1881. 

625.  William  Hale,  for  leave  to  extend  his  wharf  on  Merrimack  River, 

City  of  Haverhill.     Approved  Aug.  4,  1881. 

626.  Hoosac  Tunnel   Dock  and  Elevator  Company,  for  leave  to  drive 

additional  piles  upon  Damon's  Wharf,  Charlestown  District,  for 
the  support  of  sheds.     Approved  Aug.  11,  1881. 

627.  Alford  Butler,  for  leave  to  build  a  wharf  on  Mill  Creek,  town  of 

Revere.     Approved  Aug.  11,  1881. 

628.  William  E   Gutterson,  for  leave  to  extend  his  wharf  on  Fort  Point 

Channel.     Approved  Aug.  11,  1881. 

629.  Hoosac  Tunnel   Dock  and  Elevator  Company,  for  leave   to   drive 

additional  piles  upon  easterly  Tudor  Wharf,  for  the  support  of 
sheds,  Charlestown  District.     Approved  Sept.  22,  1881. 

630.  David  L.  and  John  G.  Webster,  for  leave  to  build  a  wharf  on  Mai- 

den River,  Maiden.     Approved  Sept.  22,  1881. 

631.  R.  W.  Bowles,  for  leave  to  construct  a  wharf  in  Mattapoisett  Har- 

bor.    Approved  Sept.  22,  1881. 

632.  Board  of  Health  of  the  town  of  Hull,  for  leave  to  construct  a  sewer 

outlet  at  Windmill  Point,  town  of   Hull.     Approved  Sept.  22, 
1881. 

633.  Town  of  Maiden,  for  leave  to  change  the  direction  of  Maiden  River, 

and  also  to  construct  a  bridge  across  said  river.     Approved  Sept. 
29,  1881. 

634.  Boston  and  Maine  Railroad,  for  leave  to  reconstruct  its  bridge  across 

Merrimack  River,  between  Bradford  and  Haverhill.     Approved 
Sept.  29,  1881. 

635.  City  of   Boston,  for  leave  to  widen  the  passage-ways  for  vessels 

through  Mount  Washington  Avenue  Bridge,  in  Fort  Point  Chan- 
nel.    Approved  Oct.  6,  1881. 
635a.  Trustees  under  the  will  of  William  S.  Perry,  for  leave  to  extend 
Perry's  Wharf,  on  Fort  Point  Channel,  near  Broadway  Bridge. 
Approved  Sept.  29,  1881. 

636.  Old  Colony  Railroad  Company,  for  leave   to  extend  its  steamboat 

wharf,  in  the  city  of  Fall  River.     Approved  Oct   13,  1881. 

637.  Nantasket  Company,  for  leave  to  reconstruct  its  embankments  along 

the  line  of  high-water  mark,  on  the  inside  or  westerly  shore  of 
Nantasket  Long  Beach.     Approved  Oct.  15,  1881. 

638.  Proprietors  of  Rowe's  Wharf,  for  leave  to  widen  and  extend  their 

wharf   to  the  harbor  line,    in  Fort   Point  Channel.     Approved 
Oct.  13,  1881. 

639.  Boston   and   Roxbury  Mill  Corporation,  for  leave   to   fill  flats  in 

Charles  River,  near  the  Beacon  entrance  of  the  Back  Bay  Park. 
Approved  Nov.  10,  1881. 

640.  Thomas  H.  Balch,  for  leave  to  construct  a  pile-pier  on  Merrimack 

River,  in  the  town  of  Groveland.     Approved  Oct   27,  1881. 


46   HARBOR  AND  LAND  COMMISSIONERS.   [Jan. '82. 

641.  Charles  B.  Barnes,  for  leave  to  extend  his  wharf,  known  as  Hum- 

phrey's Wharf,  Hingham  Harbor.     Approved  Nov.  10,  1881. 

642.  N.  P.  Merriam,  for  leave  to  construct  a  pile-wharf  near  the  foot  of 

River  Street,  on  Porter's  River,  Danversport.     Approved  Nov. 
10,  1881. 

643.  John  C.  Tilton,  for  leave  to  extend  his  wharf  on  Merrimack  Street, 

in  the  city  of  Haverhill.     Approved  Nov.  10,  1881. 

644.  Trustees  under  the  will  of  Ebenezer  Francis,  for  leave  to  extend 

Francis  Wharf,  on  Fort  Point  Channel.     Approved  Nov.  28,  1881. 

645.  John  S.  Weeks,  for  leave  to  change  a  portion  of  his  wharf  from  pile 

to  solid,  on  Border  Street,  East  Boston.      Approved  Dec.  1,  1881. 

646.  N.  E.  Harlow,  for  leave  to  extend  his  wharf  in  Plymouth  Harbor. 

Approved  Dec.  3,  1881. 

647.  Jabez  K.  Montgomery  and  Atwood  L.  Howard,  lessees  of  the  United 

States  Government  Wharf  at  Chelsea,  for  leave  to  drive  piles  in 
front  of  said  wharf,  in  Chelsea  Creek.     Approved  Dec.  8,  1881. 

648.  Samuel  Haskell,  for  leave  to  extend  his  wharf  in  Gloucester  Har- 

bor     Approved  Dec.  29,  1881. 

649.  Benj.  F.  Allen  and  Daniel  Allen,  jun.,  for  leave  to  extend  their 

wharf  on  Five  Pound  Island,  Gloucester  Harbor.     Approved  Dec. 
29,  1881. 

650.  Charles  Smiley,  for  leave  to  extend  his  wharf  on  Merrimack  River, 

city  of  Haverhill.     Approved  Dec.  29,  1881. 

Sixty-seven  licenses  have  been  granted,  which  is  above  the 
yearly  average,  though  not  as  many  as  were  issued  in  1880. 
About  one-third  of  the  licenses  granted  were  for  structures 
in  Boston  Harbor.  The  Board  has  endeavored  to  make  the 
inspection  of  localities  where  the  erection  of  structures  has 
been  proposed,  more  thorough  and  systematic,  and  has  found 
the  demands  upon  its  time  and  that  of  its  employes  to 
increase. 

ALBERT   MASON. 

FRANCIS   A.   NYE. 

HENRY  L.  WHITING. 
Boston,  Jan.  1,  1882. 


APPENDIX. 


APPENDIX. 


Articles  of  Agreement  made  this  Twenty-first  Day  of  June,  in  the  Year 
Eighteen  Hundred  and  Eighty-one,  by  and  between  F.  G.  Whitcomb  of 
East  Boston  in  the  County  of  Suffolk  and  Commonwealth  of  Massachu- 
setts, Party  of  the  First  Part,  and  the  Commonwealth  of  Massachu- 
setts, acting  by  its  Board  of  Harbor  and  Land  Commissioners,  Party  of 
the  Second  Part,  witness:  — 

The  said  party  of  the  first  part  hereby  covenants  and  agrees  with  said 
party  of  the  second  part  to  furnish  all  the  materials,  and  build  fourteen 
hundred  (1,400)  feet  of  bulkhead  in  three  lines,  as  follows:  one  thousand 
(1,000)  feet  to  be  one  hundred  (100)  feet  east  of  and  parallel  to  the  east- 
erly line  of  D  Street,  two  hundred  (200)  feet  to  be  two  hundred  and  fifty 
(250)  feet  east  of  and  parallel  to  the  easterly  line  of  C  Street,  and  two 
hundred  (200)  feet  to  be  one  hundred  (100)  feet  west  of  and  parallel  to 
the  westerly  line  of  C  Street;  each  line  to  commence  about  two  hundred 
and  twenty  (220)  feet  north-easterly  of  First  Street,  and  run  north- 
easterly. 

The  bulkhead  is  to  be  built  of  spruce  piles  driven  six  feet  apart  on 
centres,  with  a  spurshore  to  each  pile;  and  the  piles  are  to  be  planked 
from  the  surface  of  the  mud  to  grade  seven  (7). 

The  plan  on  file  at  the  office  of  the  Harbor  and  Land  Commissioners 
shows  the  details  and  method  of  construction  of  the  bulkhead,  and  is  to 
be  followed  in  details  not  otherwise  mentioned. 

The  piles  and  spurshores  shall  be  straight,  and  free  from  large  knots, 
and  not  less  than  ten  (10)  inches  diameter  at  the  butt,  and  not  less  than 
six  (6)  inches  diameter  at  the  point  when  ready  for  driving.  They  are 
to  be  driven  six  (6)  feet  into  the  hard  bottom,  and  all  those  injured  by 
driving  shall  be  removed  and  replaced  by  sound  ones  at  the  expense  of  the 
contractor. 

The  faces  of  the  main  piles  must  be  brought  to  a  true  line  before  the 
planking  is  put  on,  the  tops  are  to  be  cut  off  level  at  grade  fourteen  (14), 
and  the  spurshores  are  to  be  fitted  at  grade  six  and  five-tenths  (6.5) ;  and 
each  one  will  be  bolted  with  one  one-and-one-fourth-inch  screw-bolt. 
The  piles  at  the  outer  ends  will  be  braced  by  two  additional  spurshores 

7 


50      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

fitted  at  grade  ten  (10),  and  bolted  with  one-and-one-fourth-inch  screw- 
bolts. 

The  planks  are  to  be  spruce,  three  (3)  inches  thick,  sound,  sawed 
square,  and  not  less  than  twelve  (12)  feet  long.  They  are  to  be  secured 
to  the  piles  by  wrought-iron  ship-spikes  six  inches  long,  and  three-eighths 
inch  square,  and  the  butt-joints  must  come  on  the  piles. 

If  required  by  the  engineer,  the  planks  must  be  still  farther  secured, 
as  shown  in  red  on  the  afore-mentioned  plan. 

All  the  work  to  be  done  in  a  neat  and  workmanlike  manner,  in  accord- 
ance with  the  lines,  grades,  and  instructions  given  by  the  engineer,  and 
to  the  satisfaction  of  the  commissioners  and  the  engineer. 

The  work  to  be  commenced  within  two  weeks,  and  to  be  prosecuted 
continuously  till  its  completion. 

The  said  party  of  the  second  part  hereby  covenants  and  agrees  with 
said  party  of  the  first  part  to  pay  said  party  of  the  first  part  for  said 
bulkhead  at  the  rate  of,  one  dollar  and  fifty-two  cents  ($1.52)  per  lineal 
foot,  and,  in  case  said  extra  fastening  is  required,  at  the  rate  of  one  dollar 
and  sixty-nine  cents  ($1.69)  per  lineal  foot  for  the  part  where  said  extra 
fastening  is  required. 

Monthly  estimates  of  the  work  done  will  be  made  by  the  engineer,  and 
payment  of  ninety  per  cent  of  the  contract-price  will  be  made  thereon, 
the  remaining  ten  per  cent  to  be  retained  until  the  completion,  final  meas- 
urement, and  acceptance  of  the  work. 

It  is  agreed  by  and  between  the  parties  hereto  that  upon  all  questions 
of  measurement,  lines,  or  grades,  the  decision  of  the  engineer  of  said 
board  shall  be  final. 

In  testimony  whereof  the  said  F.  G.  Whitcomb  has  hereunto  set  his 
hand  and  seal,  and  the  said  Commonwealth  has  caused  its  seal  to  be 
hereto  affixed,  and  these  presents  to  be  signed  and  delivered  in  its  name 
and  behalf  by  its  Board  of  Harbor  and  Land  Commissioners  the  day  and 
year  above  written,  and  the  same  to  be  approved  by  its  Governor  and 
Council. 

F.  G.  WHITCOMB.  [seal  ] 

COMMONWEALTH  OF  MASSACHUSETTS, 
[seal  of  the  By  Albert  Mason, 

COMMONWEALTH.]  WlLL'D    P.    PHILLIPS, 

F.  A.  Nye. 

In  Council,  June  25,  1881. 


Approved. 


HENRY   B.    PEIRCE, 

Secretary. 


Plan 
showing  loca  t/on  of  flats. 

TO  BUT  F/LLED  IfM/JEff  CDNT/MCTS 
TO  ACCOMPANV  REFOFT  /-'Off 
1881. 


188-2.]  PUBLIC  DOCUMENT  — No.  11.  51 


[2.] 

Articles  of  Agreement  made  this  Twelfth  Day  of  August,  in  the  Year  Eighteen 
Hundred  and  Eighty-one,  by  and  between  the  New  England  Dredging 
Company,  a  Corporation  duly  established  under  the  Laws  of  Massachusetts, 
Party  of  the  First  Part,  and  the  Commonwealth  of  Massachusetts 
acting  by  its  Board  of  Harbor  and  Land  Commissioners,  Party  of  the 
Second  Part,  witness :  — 

The  said  party  of  the  first  part  hereby  covenants  and  agrees  with,  said 
party  of  the  second  part  : 

First,  to  dredge  five  hundred  thousand  cubic  yards  of  material  from 
the  shoals  in  the  harbor  of  Boston,  lying  southerly  of  the  main  ship 
channel  and  north-westerly  of  slate  ledge,  at  places  to  be  designated  by 
the  engineer  of  the  Board  of  Harbor  and  Land  Commissioners,  and  to 
deposit  said  dredged  material  on  the  flats  of  said  Commonwealth  lying 
between  B  Street  and  a  line  one  hundred  feet  east  of  and  parallel  with 
the  easterly  line  of  D  Street,  and  between  the  southerly  line  of  Eastern 
Avenue  and  a  line  about  one  thousand  feet  south  of  and  parallel  with  the 
southerly  line  of  Eastern  Avenue. 

Second,  to  dredge  four  hundred  thousand  cubic  yards  of  material  from 
the  shoals  in  the  harbor  of  Boston  lying  southerly  of  the  main  ship  chan- 
nel and  north-westerly  of  slate  ledge,  and  deposit  the  same  on  the  flats  of 
the  Commonwealth  lying  between  a  line  fifty  feet  east  of  and  parallel 
with  the  easterly  line  of  C  Street  extended,  and  a  line  one  hundred  feet 
east  of  and  parallel  with  the  easterly  line  of  D  Street  extended,  and  be- 
tween the  southerly  line  of  Eastern  Avenue  and  a  line  one  thousand  three 
hundred  feet  south  of  and  parallel  with  the  exterior  line  of  South  Boston 
Flats,  as  shown  on  the  plan  hereto  annexed.  All  the  dredging  shall  be  to 
the  depth  of  twenty-three  feet  at  mean  low  water,  except  at  the  mouth 
of  Fort  Point  Channel,  where  the  bottom  shall  be  sloped  up  to  meet  the 
bottom,  as  now  dredged,  and  excepting  in  case  of  ledge  and  of  bowlders 
of  more  than  one-half  of  one  cubic  yard.  All  areas  dredged  over  shall 
be  left  smooth  and  regular  at  the  required  depths.  If  any  portion  of  said 
dredged  area  is  excavated  deeper  than  twenty-five  feet  at  mean  low  water, 
an  amount  of  material  equal  to  the  amount  excavated  below  grade  minus 
2 -j  shall,  without  expense  to  the  Commonwealth,  be  excavated  from  and 
deposited  by  scows  on  such  places  on  the  flats  as  the  engineer  shall  desig- 
nate The  amount  of  the  excavation  will  be  determined  by  the  measure- 
ment of  the  filling  as  hereinafter  provided. 

All  the  flats  to  be  filled  shall  be  filled  from  the  present  surface  to  grade 
13,  and  at  the  completion  of  the  work  shall  be  left  smooth  and  level  at 
grade  13,  where  the  boundaries  of  said  filling  are  protected  by  other  fill- 
ing or  by  bulkheads.     The  filling  shall  be  brought  up  to  grade  13  at 


52      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

such  boundaries,  but  where  the  boundaries  are  unprotected  the  filling  is 
to  be  allowed  to  take  its  natural  slope. 

In  filling  immediately  behind  a  bulkhead,  the  filling  must  be  deposited 
in  such  a  manner  that  it  will  flow  away  from  the  bulkhead  and  not 
towards  it. 

In  the  work  of  both  dredging  and  filling,  the  lines,  grades,  and  instruc- 
tions given  by  the  engineer  in  charge  must  be  strictly  observed,  and  all 
necessary  aid  and  material  for  giving  said  lines  and  grades  shall  be  fur- 
nished by  said  party  of  the  first  part. 

All  the  work  shall  be  done  to  the  reasonable  satisfaction  of  the  engineer 
at  any  time  during  the  progress,  and  until  the  completion  and  acceptance, 
of  the  work. 

The  dredging  and  filling  of  the  area  first  described  shall  be  completed, 
and  175,000  cubic  yards  of  the  filling  of  the  second  described  area  shall 
be  completed,  within  three  years  from  the  date  of  approval  of  this  coii- 
tract,  and  the  whole  900,000  cubic  yards  shall  be  completed  within  four 
years  from  date  of  approval. 

The  work  shall  be  commenced  within  a  reasonable  time,  and  prosecuted 
with  the  necessary  vigor  to  insure  its  completion  within  the  time  herein 
stipulated. 

The  said  party  of  the  second  part  hereby  covenants  and  agrees  with 
said  party  of  the  first  part  to  pay  said  party  of  the  first  part  for  excavat- 
ing in  the  harbor,  and  filling  the  area  described  first,  at  the  rate  of  fifty 
cents  per  cubic  yard;  and  for  excavating  in  the  harbor,  and  filling  the 
area  described  second,  at  the  rate  of  forty-six  cents  per  cubic  yard;  in 
the  manner  and  upon  the  conditions  herein  set  forth  and  agreed  as  fol- 
lows: plans  showing  the  present  surface  of  the  flats  will  be  made  by  the 
engineer  in  charge  before  the  filling  is  begun,  and  will  be  used  as  the 
basis  of  all  measurements  of  filling.  Monthly  estimates  of  the  work  exe- 
cuted will  be  made  by  the  engineer  in  charge,  and  payment  will  be  made 
of  seventy-five  per  cent  of  the  contract  price  for  all  the  material  deposited 
below  grade  5  and  above  grade  13,  and  ninety  per  cent  of  the  contract 
price  for  all  the  material  between  grades  5  and  13. 

When  an  area  is  graded  level  at  grade  13,  or  at  such  grade  as  shall  be 
thought  necessary  to  allow  for  settling,  payment  will  be  made  of  ninety 
per  cent  of  the  contract  price  for  all  the  material  deposited  on  said  area 
up  to  grade  13  The  remaining  ten  per  cent  to  be  retained  until  the  final 
completion  and  acceptance  of  the  work. 

When  the  area  filled  from  one  tramway  has  been  levelled  and  main- 
tained at  grade  13  for  one  month,  such  area  shall  be  accepted  as  to  grade, 
and  the  contractor  relieved  of  further  care  of  the  same. 

It  is  agreed  by  and  between  the  parties  hereto,  that  upon  all  questions 
of  measurement,  lines  or  grades  proposed  in  writing  by  one  party  and 
after  notice  to  the  other  party,  the  decision  of  the  engineer  of  said  Board 
shall  be  final. 

It  is  further  agreed  by  and  between  the  parties  hereto,  that  should  the 
party  of  the  first  part  refuse  or  neglect  to  prosecute  the  work  herein  con- 
tracted for,  with  the  requisite  vigor  to  insure  its  completion  within  the 
time   herein   stipulated,  or   in  any  other  respect   make  any  substantial 


1882.]  PUBLIC   DOCUMENT  —  No.  11.  53 

violation  of  this  agreement,  the  said  Board  shall  have  power  to  annul  this 
agreement  and  to  contract  anew  with  other  parties  without  prejudice  to 
the  claim  of  said  party  of  the  second  part  for  damages  arising  from 
breach  hereof. 

The  party  of  the  second  part  further  covenants  and  agrees  with  the 
party  of  the  first  part  to  build  a  bulkhead  on  the  northerly  and  easterly 
boundaries  of  said  areas  to  be  filled,  and  also  on  the  line  between  said 
areas  and  the  area  to  be  filled  by  Thomas  Potter  under  his  contract  with 
the  said  Commonwealth  dated  Aug.  28,  1880. 

In  testimony  whereof  the  said  New  England  Dredging  Company  has 
caused  its  corporate  seal  to  be  hereto  affixed,  and  these  presents  to  be 
signed  and  delivered  in  its  name  and  behalf  by  Charles  H.  Souther,  its 
president  and  treasurer;  and  the  said  Commonwealth  has  caused  its  seal 
to  be  hereto  affixed,  and  these  presents  to  be  signed  and  delivered  in  its 
name  and  behalf  by  its  Board  of  Harbor  and  Land  Commissioners,  the 
day  and  year  above  written,  and  the  same  to  be  approved  by  its  Gov- 
ernor and  Council. 

NEW  ENGLAND  DREDGING  COMPANY, 

[NEW  ENGLAND  DREDG-  By    CHARLES    H.    SOUTHER, 

ing   company    seal,  Prest.  fy  Treas. 

1873.] 

Executed  in  presence  of 
D.  Koppmann. 

COMMONWEALTH   OF  MASSACHUSETTS, 
[seal  of  the  common-  By  Albert  Mason, 

wealth  of    massa-  francis  a.  nye, 

chusetts.]  Henry  L.  Whiting, 

Harbor  and  Land  Commissioners. 

In  Council,  Aug.  18,  1881. 
Approved 

HENRY  B    PEIRCE, 

.    Secretary. 


54      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


[3.] 

Articles  of  Agreement  made  this  Sixth  Day  of  September,  in  the  Year  Eigh- 
teen Hundred  and  Eighty-One,  by  and  between  F.  G.  Whitcomb  of  East 
Boston,  in  the  County  of  Suffolk  and  Commonwealth  of  Massachusetts, 
Party  of  the  First  Part,  and  the  Commonwealth  of  Massachusetts, 
acting  by  its  Board  of  Harbor  and  Land  Commissioners,  Party  of  the 
Second  Part,  witness :  — 

The  said  party  of  the  first  part  hereby  covenants  and  agrees  with  said 
party  of  the  second  part,  to  furnish  all  the  materials  for  and  build  about 
4,000  feet  of  bulkhead  on  South  Boston  Flats,  situated  as  follows  :  Be- 
ginning at  the  easterly  line  of  B  Street  and  southerly  line  of  Eastern 
Avenue,  running  thence  easterly  along  the  southerly  line  of  Eastern 
Avenue  600  feet,  thence  turning  at  right  angles  and  running  northerly 
1,150  feet,  thence  turning  and  running  easterly  parallel  to  the  exterior 
line  of  occupation  of  South  Boston  Flats,  to  a  point  100  feet  east  of  the 
easterly  line  of  D  Street  extended,  thence  turning  and  running  southerly 
parallel  to  and  100  feet  east  of  the  easterly  line  of  D  Street,  about  2,280 
feet,  leaving  a  gap  about  400  feet  long  in  the  most  northerly  line,  and,  if 
required,  a  gap  in  the  most  easterly  line. 

The  bulkhead  is  to  be  built  of  spruce  piles  driven  six  feet  apart  on 
centres  with  two  spurshores  to  each  pile,  and  the  piles  planked  from  the 
surface  of  the  mud  to  grade  13,  and  capped  above  the  planks  with  a 
double  girder  cap  each  6"  x  12". 

The  plans  in  the  office  of  the  Harbor  and  Land  Commissioners  show 
the  details  and  method  of  construction  of  the  bulkhead,  and  are  to  be 
followed  in  all  details  not  mentioned  in  this  contract. 

The  piles  and  spurshores  shall  be  straight  and  free  from  large  knots, 
and  not  less  than  ten  inches  in  diameter  at  the  butt,  and  not  less  than 
six  inches  in  diameter  at  the  point  when  ready  for  driving.  They  are  to 
be  driven  ten  feet  into  the  hard  bottom,  and  all  those  injured  by  driving 
shall  be  removed  and  replaced  by  sound  ones  at  the  expense  of  the  con- 
tractor. 

The  faces  of  the  main  piles  must  be  brought  to  a  true  line  before  the 
planking  is  put  on,  the  tops  are  to  be  cut  off  and  capped  at  grade  14, 
and  the  spurshores  are  to  be  fitted  one  at  grade  4,  and  the  other  at  grade 
12,  and  each  one  will  be  bolted  with  one  1^  inch  screw-bolt.  The  end  and 
corner  piles  are  to  be  braced  by  four  spurshores,  instead  of  two,  placed 
and  fitted  as  directed  by  the  engineer. 

The  caps  are  to  be  spruce,  6"  x  12",  and  as  long  as  possible,  none 
being  less  than  fifteen  feet,  and  shall  be  fitted  as  shown  on  the  plan 
bolted  to  the  piles  with  one-inch  screw-bolts,  and  the  splices  bolted  with 
|  inch  screw-bolts. 


1882.]  PUBLIC   DOCUMENT  — No.  11.  55 

The  planks  are  to  be  spruce,  three  inches  thick,  and  in  as  long  lengths 
as  possible,  none  being  less  than  twelve  feet  long,  and  the  butt-joints  must 
come  on  the  piles.  They  are  to  be  spiked  to  the  piles  with  f  inch  square 
wrought-iron  ship-spikes  six  inches  long. 

On  the  northerly  and  easterly  lines  the  planking  shall  be  still  further 
secured  by  strips  of  spruce  plank  three  inches  by  six  inches  well  driven 
into  the  mud,  and  reaching  to  the  top  of  the  planking,  and  bolted  through 
to  the  main  piles  by  three  f  inch  screw-bolts. 

All  the  timber  to  be  sound,  sawed  square,  and  free  from  large  knots. 

All  the  work  to  be  done  in  a  neat  and  workmanlike  manner,  in  accord- 
ance with  the  lines  graded  and  instructions  given  by  the  engineer,  and  to 
the  satisfaction  of  the  commissioners  and  the  engineer. 

The  work  is  to  be  commenced  within  a  reasonable  time,  and  prose- 
cuted continuously  in  all  suitable  weather,  till  its  completion. 

The  said  party  of  the  second  part  hereby  covenants  and  agrees  with 
said  party  of  the  first  part  to  pay  said  party  of  the  first  part  for  said 
bulkhead  at  the  rate  of  $3.59  per  lineal  foot,  and  for  said  extra  fastening 
to  pay  at  the  rate  of  $1  65  for  each  six  lineal  feet  of  bulkhead  when  said 
extra  fastening  is  put  on. 

Monthly  estimates  of  the  work  done  will  be  made  by  the  engineer, 
and  payment  of  ninety  per  cent  of  the  contract-price  will  be  made  there- 
on, the  remaining  ten  per  cent  to  be  retained  until  the  completion,  final 
measurement,  and  acceptance  of  the  work. 

It  is  agreed  by  and  between  the  parties  hereto,  that  upon  all  questions 
of  measurement,  Hues,  or  grades,  the  decision  of  the  engineer  of  said 
Board  shall  be  final 

In  testimony  whereof  the  said  F.  G.  Whitcomb  has  hereunto  set  his 
hand  and  seal,  and  the  said  Commonwealth  has  caused  its  seal  to  be 
hereto  affixed,  and  these  presents  to  be  signed  and  delivered  in  its  name 
and  behalf  by  its  Board  of  Harbor  and  Land  Commissioners,  the  day  and 
y^ar  above  written,  and  the  same  to  be  approved  by  its  Governor  and 
Council. 

F.   G.    WHITCOMB.  [seal] 

THE   COMMONWEALTH   OF   MASSACHUSETTS, 
By  Albert  Mason, 
[seal  of  the  Francis  A.  Nye, 

COMMONWEALTH  ]  HENRY   L.    WHITING, 

Harbor  and  Land  Commissioners. 

In  Council,  Sept.  20, 1881. 
Approved. 

HENRY   B.    PEIRCE,    Secretary. 

Recorded  in  vol.  2,  Treaties,  Contracts,  etc.,  pp.  250-253. 


PUBLIC  DOCUMENT.  No.  11. 


ANNUAL  REPORT 


OF  TEE 


HARBOR   AND   LAND   COMMISSIONERS, 


FOE 


THE  YEAK  1882. 


BOSTON: 

WRIGHT  &  POTTER  PRINTING  CO.,  STATE  PRINTERS, 
No.  18  Post  Office  Square. 

1883. 


€ommcmn)ealtl)  of  Jttasaacljuseits. 


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  accord- 
ance with  the  provisions  of  law,  respectfully  submit  their 
Annual  Report  for  the  year  1882. 

South  Boston  Flats. 

Two  hundred  and  forty-four  thousand  yards  of  dredged 
material  have  been  deposited  on  the  flats  at  South  Boston 
under  the  contract  of  August  12,  1881,  with  the  New  Eng- 
land Dredging  Company,  and  fifty-seven  thousand  eight 
hundred  and  thirty-one  yards  under  the  contract  of  August 
28,  1880,  with  Thomas  Potter.  The  stipulation  of  the  last- 
named  contract,  that  the  work  under  it  should  be  completed 
before  January  1,  1883,  has  not  been  kept :  but  the  Common- 
wealth will  suffer  no  detriment  from  the  delay,  as  the  adjoin- 
ing reclamation  will  not  be  hindered,  and  no  special  advantage 
would  be  derived  from  the  completion  of  the  sixteen  acres 
covered  by  this  contract  in  advance  of  that  adjoining.  A 
supplementary  agreement  with  the  contractor,  extending 
his  time  one  year,  has  been  executed. 

About  one  hundred  thousand  yards  of  material  dredged 
by  the  general  government,  and  by  private  parties,  have  been 
obtained  and  deposited  mostly  on  the  area  in  rear  of  that 
covered  by  the  above-named  contracts,  making  a  total  of 
about  four  hundred  and  twenty  thousand  yards  of  dredged 


4        HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

material,  — the  largest  amount  placed  upon  the  flats  in  any 
one  year  since  the  commencement  of  the  work,  and  equiva- 
lent to  nearly  twenty  acres  of  complete  reclamation. 

The  amount  of  material  obtained  from  outside  the  con- 
tracts with  the  Commonwealth,  was  much  larger  than  had 
been  anticipated,  and  proved  larger  than  could  be  advan- 
tageously deposited  without  provision  for  lifting  it  to  the 
grade  prescribed  for  the  Commonwealth's  own  work.  The 
importance  of  securing  this  material  was  obvious,  and  the 
necessity  of  providing  for  its  disposition  with  the  maximum 
of  advantage  to  the  reclamation,  and  the  minimum  of  dis- 
advantage to  navigation  outside  the  area  under  reclamation, 
was  imperative.  Although  the  contracts  already  made  were 
estimated  to  leave  no  more  than  a  reasonable  margin  of  the 
existing  appropriation  for  the  specific  purpose  of  the  recla- 
mation, the  character  of  the  work  to  be  done  was  so  plainly 
that  for  which  the  income  of  the  compensation  fund  could 
be  used,  that  there  seemed  to  the  Board  no  question  but 
that  the  entire  appropriations  available  were  adequate  for 
all  the  work  that  need  be  undertaken. 

A  contract  was  accordingly  made,  on  the  first  day  of  July, 
with  the  New  England  Dredging  Company,  to  provide  for 
receiving  all  the  material  that  should  be  deposited  from  mis- 
cellaneous sources,  raising  the  same,  and  placing  it  on  the 
area  in  rear  of  that  covered  by  its  previous  contract,  leaving 
it,  at  grade  thirteen,  uniform  with  the  other  filling  of  dredged 
material.  In  connection  with  this  measure,  and  as  part  of 
the  inducement  for  adopting  it,  the  Board  effected  an  ar- 
rangement with  riparian  proprietors,  who  would  be  accom- 
modated by  confining  the  immediate  operations  of  the 
Commonwealth  to  a  smaller  area  than  would  otherwise  be 
practicable,  by  which  the  Commonwealth  will  receive  for  the 
use  of  its  unoccupied  flats  outside  the  area  of  present  recla- 
mation, one  thousand  dollars  per  year  for  three  years .  .Copies 
of  these  several  contracts  will  be  found  in  the  appendix. 

B  Street  has  been  covered  with  gravel,  as  provided  in  the 
contract  reported  last  year,  and  is  now  completed,  so  far  as 
the  Commonwealth  is  required  to  construct  it,  to  Congress 
Street. 

Negotiations  have  been  re-opened  for  the  purchase  of  the 


1883.]  PUBLIC  DOCUMENT  — No.  11.  5 

larger  of  the  outstanding  fractional  interests  in  the  area  of 
riparian  ownership,  which  the  Commonwealth  had  undertaken 
to  obtain  under  chap.  446  of  the  Acts  of  1869,  and  the  Board 
are  hopeful  of  a  successful  conclusion  at  an  early  day. 

As  the  work  involved  in  the  South  Boston  reclamation 
proceeds,  its  success  as  an  advantageous  development  of  the 
great  property  of  the  State,  and  as  a  scheme  of  harbor 
improvement  and  utilization,  seems  more  fully  assured. 
Already  its  prosecution  has  added  fifty  acres  to  the  deep- 
water  area  of  the  harbor,  and  a  series  of  docks  and  piers 
that  may  be  justly  the  pride  of  any  harbor,  while  the 
frontage  remaining  for  development  is  adequate  for  the 
accommodation  of  indefinite  growth. 

Mistakes  in  treatment  of  the  reclaimed  area  may  thwart 
the  full  commercial  advantage  to  the  community  which 
might  be  secured  by  adhering  to  well-considered  and  com- 
prehensive plans,  and  may  greatly  reduce  the  amount  to  be 
realized  to  the  treasury ;  but  no  mistakes  that  have  been 
made,  or  that  are  likely  to  occur,  can  probably  prevent  the 
Commonwealth's  enterprise  from  proving  a  signal  benefit  to 
its  commercial  centre,  and  bringing  a  Jarge  contribution  to 
its  treasury. 

Claims  against  the  Boston  &  Albany  R.R.  Co. 

The  claims  of  the  Commonwealth  against  the  Boston  & 
Albany  Railroad  Company,  were  put  in  suit  under  the  pro- 
visions of  chap.  50  of  the  Resolves  of  1880.  Negotiations 
for  settlement,  pursuant  to  chap.  58  of  the  Resolves  of  1881, 
have  been  in  progress  since  the  passage  of  the  latter  resolve, 
and  have  resulted  in  a  settlement  for  the  sum  of  $100,000, 
upon  the  terms  stated  in  the  agreement  printed  in  the  ap- 
pendix. A  determination,  in  the  courts,  of  all  the  contro- 
verted questions  involved  in  these  claims,  could  only  be 
effected  by  litigation  indefinitely  prolonged.  It  was  ob- 
viously desirable  that  a  settlement  should  be  effected,  if  any 
reasonable  concessions  could  bring  the  parties  together. 
The  position  of  the  Commonwealth,  in  relation  to  the  amounts 
directly  accruing  under  the  terms  of  the  several  contracts, 
had  been  so  liberally  and  temperately  stated  by  the  Board 
in  earlier  negotiations,  that  the  present  Board  found  little 


6         HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

remaining,  beyond  minor  corrections  of  areas  and  amounts, 
resulting  from  modifications  of  lines,  that  could,  with  due 
regard  to  the  rights  of  the  Commonwealth,  be  conceded. 

The  balance  actually  due  to  the  Commonwealth  under  the 
.contracts,  exclusive  of  claims  for  interest  and  damages,  was 
$66,929.32.  The  claim  for  damages  by  reason  of  delay  in 
the  prosecution  of  the  stipulated  reclamation  of  the  flats 
sold,  seemed  to  us,  as  to  our  predecessors,  to  be  a  valid  one  ; 
but,  upon  careful  consideration,  in  the  light  of  the  instruc- 
tions of  the  proper  legal  adviser  of  the  Board,  the  amount 
likely  to  be  recovered  seemed  exceedingly  problematical.  It 
was  evident  that  large  consequential  damages,  fairly  assumed 
to  have  resulted  from  such  delay,  would  be  excluded  by  the 
rules  of  law  applicable  to  such  liability,  and  that  what  would 
remain  would  be  of  va^ue  and  uncertain  amount,  and  not 
likely  to  be  large.  By  practically  waiving  this  indefinite 
claim,  the  settlement  reached  has  been  effected.  While  the 
Board  are  conscious  that  the  concessions  made  have  been 
liberal,  they  believe  the  true  interests  of  the  Commonwealth 
have  been  secured  by  the  action  taken. 

Back  Bay  Lands. 

FEET. 

In  1857  the  Commonwealth  owned  on  the  Back  Bay,         .         4,723,998 

FEET. 

Of  which  there  have  been  donated,       .         .        363,308.00 

Devoted  to  streets  and  passage-ways,  .         .     2,037,068.60 

Sold  as  per  last  report,     .         .     2,221,027.80 

Sold  in  1882,    .  14,425.60 

2,235,453.40 

Remaining  for  sale  Dec.  31,  1882,         .        .         88,168.00 

4,723,998 

The  gross  proceeds  of  land  sold  as  per  last 

report, $4,706,636  77 

The  gross  proceeds  of  land  sold  in  1882,     .         48,602  40 

$4,755,239  17 

Rights  in  Parker  Street  sold   as  per  last 

report, .2,300  00 

$4,757,539  17 
Cost   of  filling,   grading,  etc.,    as  per  last 

report .        .  $1,626,008  71 

Cost  of  auction  sales  as  per  last  report,        .         14,291  78 

1,640,300  49 

Net  proceeds  to  Dec.  31,  1882, $3,117,238  68 


.     10,752  ft. 

.       3,237 

,     12,320 

.     17,808 

.         .         .         .     36,176 

.      7,875 

1883.]  PUBLIC  DOCUMENT  — No.  11.  7 

There  have  been  sold  in  1882  as  follows  :  — 

6,025.60  feet  Marlborough  Street,  north  side, 

for $25,502  40 

8,400  feet  Newbury  Street,  south  side,         .  23,100  00 

$48,602  40 

The  average  price  per  foot  obtained  in  1882  was  $3.3691, 
the  lowest  price  $2.75,  and  the  highest  price  $4.50. 

The  sales  have  been  much  less  than  in  1881 ;  but  there 
has  been  no  decrease  in  prices,  and  the  amount  of  land 
remaining  unsold  is  so  small  that  no  apprehension  is  felt 
but  that  as  good  prices  will  be  obtained  for  all  that  remains. 

The  land  unsold  is  located  as  follows  :  — 

Marlborough  Street,  north  side,  . 

Commonwealth  Avenue,  south  side, 

Newbury  Street,  north  side, 

Newbury  Street,  south  side, 

Boylston  Street,  north  side, . 

Boylston  Street,  south  side, . 

88,168  ft. 

The  value  of  the  remaining  land  cannot  be  less  than 
$200,000. 

Tide  Lands. 

The  amount  received  during  the  past  year  for  the  occupa- 
tion of  the  land  of  the  Commonwealth,  under  the  licenses  of 
the  Board  authorizing  wharf  and  other  structures  in  tide- 
water, is  $11,733.15.  The  total  amount  received  and  paid 
into  the  State  treasury  since  the  passage  of  the  law  directing 
these  assessments  to  be  made,  is  $140,469.10. 

Resurvey  of  Boston  Inner  Harbor. 

During  the  past  field  season,  the  resurvey  of  the  Inner 
Harbor,  commenced  in  1878,  has  been  resumed,  and  some 
progress  made,  both  in  triangulation  and  topography,  in  ex- 
tending it  beyond  the  point  of  former  limitation,  at  the  pier 
of  the  East  Boston  elevator,  to  Jeffries  Point,  and  still 
eastward  to  the  Boston,  Revere  Beach  &  Lynn  Railroad  em- 
bankments. The  scale  of  this  work  is  the  same  as  that 
adopted  for  the  series  of  original  maps,  viz.,  ToVo# 

Miscellaneous  Surveys. 
The  field  surveys  of  the  Board  have  involved   more  than 


8         HARBOR  AND  LAM)  COMMISSIONERS.     [Jan. 

the  average  amount  of  yearly  work.  Besides  the  special  sur- 
veys of  Charles  River,  and  of  Salt  Pond  in  Falmouth, 
described  in  detail  elsewhere  in  this  report,  the  work  of  the 
Board  has  been  substantially  as  follows  : 

In  connection  with  the  South  Boston  Flats  reclamation, 
accurate  surveys  have  been  made,  with  calculations  and  esti- 
mates of  areas  and  quantities,  upon  which  the  determination 
of  the  amount  of  work  done  by  the  contractors  has  been 
based.  These  surveys  and  determinations  have  been  made 
each  month  as  the  work  progressed.  In  connection  with 
the  same  work,  hydrographic  surveys  have  been  made  in 
the  main  harbor  basin,  and  in  Fort  Point  Channel,  for  testing 
the  areas  and  depths  of  the   ground  dredged. 

A  complete  hydrographic  survey  has  been  made,  on  a 
scale  uniform  with  the  harbor  resurvey  (yoVo)'  of  Fort  Point 
Channel  from  its  mouth  to  Federal  Street  bridge.  This 
shows  the  improved  condition  of  the  channel  effected  by  the 
special  dredging  operations  which  have  been  done  mainly 
during  the  year,  and  also  affords  a  basis  for  projecting 
further  contemplated  improvements. 

The  improvements  already  made  in  Fort  Point  Channel, 
below  Congress  Street  bridge,  consist  in  excavations  by  the 
Boston  Wharf  Company  of  about  20,000  cubic  yards,  over 
an  area  of  about  30,000  square  feet,  making  an  average  depth 
of  about  19  feet  at  mean  low  water.  On  the  part  of  the 
Commonwealth,  the  Board  has  excavated  about  50,000  cubic 
yards,  over  an  area  of  about  150,000  square  feet,  making  a 
depth  of  15  feet  at  mean  low  water.  Above  Congress  Street 
bridge,  the  Standard  Sugar  Refinery  Company  has  made 
excavations,  in  straightening  and  deepening  the  channel  to 
13  feet  at  mean  low  water,  from  Congress  Street  bridge  to 
its  wharf. 

Physical  Survey  of  Charles  River. 

During  the  past  year,  the  Board  has  been  applied  to  by 
some  of  the  railroad  companies  wThose  bridges  cross  the 
channel  of  Charles  River,  for  leave  to  occupy  the  water- 
spaces  between  some  of  these  bridges,  from  the  harbor  line 
on  the  Boston  side  of  the  river  out  to  the  line  of  the  present 
drawway  openings,  with  pile  structures  similar  in  construe- 


1883.]  PUBLIC   DOCUMENT  — No.  11.  9 

tion  to  the  present  bridges ;  and  thus  to  acquire  additional 
yard-room  for  multiplying  switches,  for  better  access  to 
depots,  and  for  other  railroad  uses. 

While  recognizing  the  importance  of  ample  terminal  facili- 
ties to  successful  railroad  management,  the  Board  could  not 
but  regard  the  appropriation  of  the  deep  natural  channels 
of  the  harbor  to  such  purposes,  as  a  very  serious  matter,  — 
particularly  in  connection  with  other  projects,  the  suc- 
cess of  which  must,  more  or  less,  depend  upon  the  peculiar 
treatment  of  the  river ;  such  as  the  plans  of  the  Cambridge 
Improvement  Company  for  providing  better  commercial 
frontage  on  the  Cambridge  side  of  the  river,  between 
Craigie  and  West  Boston  bridges ;  the  improvement  of  the 
upper  basin,  contemplated  in  the  scheme  of  the  Park  Com- 
missioners ;  and  the  important  enterprise  in  connection  with 
ocean  navigation,  already  undertaken  by  the  Hoosac  Tunnel 
Docll:  and  Elevator  Company,  and  requiring*all  the  physical 
accessories  and  natural  advantages  possible.  The  proposi- 
tion of  the  railroad  companies  is  apparently  not  in  harmony 
with  the  best  development  of  these  last-named  projects, 
which  are  more  truly  in  the  line  of  harbor  improvement. 

The  location  and  character  of  the  numerous  bridges  which 
encumber  the  mouth  and  throat  of  Charles  River,  have 
always  been  considered  as  objectionable,  and  every  well-de- 
vised scheme  of  harbor  improvement  has  pointed  to  the  cor- 
rection of  these  injurious  structures,  as  a  sine  qua  non  to  the 
restoration  of  this  channel  to  its  fullest  physical  and  com- 
mercial capabilities.  So  familiar  are  the  facts  and  argu- 
ments bearing  upon  this  subject,  that  it  is  mmecessaiy  to 
repeat  them  here.  With  the  largest  latitude  in  favor  of 
artificial  methods  of  improvement,  the  peculiar  configuration 
of  Boston  Harbor,  with  its  succession  of  straits  and  basins, 
gives  peculiar  value  to  its  natural  tidal  forces.  The  con- 
stantly recurring  change  of  ten  feet  in.  the  ocean  level,  and 
the  power  of  its  influences,  are  elements  of  security  on  the 
one  hand,  and  of  danger  on  the  other,  which  no  proper  con- 
sideration of  the  conservation  of  the  harbor  can  io-nore. 

It  seemed  to  the  Board  that  the  possible  or  probable  effects 
of  the  proposed  changes  in  the  bridges  and  pier  lines  of 
Charles  River,  involved  the  apparently  conflicting  interests 


10      HAKBOR  AND  LAND  COMMISSIONERS.    [Jan. 

of  commerce,  by  land  on  the  one  hand,  and  by  water  on 
the  other,  to  such  an  extent  that  the  petition  of  the  railroad 
companies  ought  not  to  be  granted,  or  refused,  except  upon 
the  fullest  knowledge  of  all  the  data  which  might  aid  in  the 
right  solution  of  the  problem.  There  had  been  no  physical 
survey  of  the  Charles  River  for  more  than  twenty  years. 
The  Board  deemed  it  necessary,  therefore,  to  make  a  re- 
examination and  survey  of  this  part  of  the  harbor,  in  order  to 
ascertain,  if  possible,  by  its  results,  how,  and  how  much,  if 
any,  the  water-space  of  the  Charles  River  maybe  encroached 
upon  by  solid  or  pile  structures,  without  injury  to  the  present 
facilities  of  navigation.  The  peculiar  configuration  of  Boston 
Harbor,  as  before  remarked,  and  the  pressure  of  the  large  tide 
into  its  arms  and  reservoirs,  make  it  manifest  that  these  facili- 
ties may  be  impaired  by  reducing  the  width  and  depth  of 
channels ;  by  augmenting  the  rush  of  water  through  the 
bridge-draws,  which  are  the  only  means  of  access  to  the 
upper  basins ;  or  by  producing  unequal  scour,  and  thereby 
creating  excessive  excavations  in  one  place  and  obstructive 
shoaling  in  another. 

One  of  the  questions  that  has  continually  presented  itself 
during  the  past  twenty  years,  is  this  :  Do  piles,  driven  in 
rows  across  a  channel,  cause  excavations  between  them, 
and,  if  so,  is  the  material,  thus  excavated,  deposited  above 
or  below  the  piling,  to  the  injury  of  the  channel,  or  to  the 
injury  of  the  discharge  section,  or  to  the  deflection  of  the 
current?  An  important  inducement  to  the  proposed  survey, 
was  the  obtaining  of  light  on  this  and  similar  questions,  by 
a  comparison  of  the  results  of  a  new  survey  with  those  of 
the  physical  survey  made  in  1861,  by  Prof.  Henry  Mitchell 
of  the  Coast  Survey,  also  one  of  the  members  of  the  United 
States  Commission  and  Advisory  Council  for  Boston  Harbor. 
In  ordering  the  work  of  the  present  survey,  the  Board  has 
received  most  valuable  counsel  and  advice  from  Prof. 
Mitchell  as  to  the  methods  and  details  of  the  work,  in 
order  that  the  observations  made  might  coincide  in  character 
and  location  with  those  of  the  former  survey,  thus  making 
the  results  a  true  indication  of  the  changes  which  have 
taken  place.  The  present  survey  has  been  executed  with 
the  greatest  care  and  accuracy,  and  every  practicable  means 


1883.]  PUBLIC   DOCUMENT— No.   11.  11 

adopted  to  insure  the  best  physical  results.  We  quote 
largely  from  the  sub-report  of  our  engineers  in  giving  the 
items  and  particulars  which  it  is  most  desirable  to  state. 
The  Map  appended  to  this  report  is  also  especially  to  be  re- 
ferred to,  as  exhibiting  in  a  very  full  and  satisfactory  manner 
the  results  in  detail. 

The  survey  was  made  during  August,  September,  and 
October,  1882.  The  area  surveyed  comprises  that  part  of 
Charles  River  lying  between  its  mouth,  at  the  point  of  the 
United  States  Navy  Yard,  where  it  joins  the  waters  of  the 
Mystic  River,  and  the  West  Boston  bridge,  where  a  natural 
bar  separates  the  lower  basin  from  the  one  above.  The 
hydrographic  survey  was  based  upon  the  topographical 
survey  of  the  upper  harbor,  made  in  1878,  and  such 
changes  in  the  lines  of  wharves  and  bridges  as  have  taken 
place  since  that  date,  have  been  resurveyed.  The  same 
scale  was  adopted  for  the  appended  hydrographical  map, 
as  that  of  the  topographical  harbor  survey,  above  referred 
to,  viz.,  -foVo'  which  allows  the  greater  part  of  the  sound- 
ings taken  to  be  plotted.  The  number  of  soundings  taken 
was  12,815,  and  the  position  of  each  sounding  has 
been  accurately  determined  by  instrumental  observation  and 
other  approved  methods.  The  soundings  are  referred  to  the 
plane  of  mean  low  tide  (or  5.4  feet),  on  the  standard  tide- 
staff  of  the  Coast  Survey  at  the  United  States  Navy  Yard, 
equal  to  14.7  feet  below  the  coping  of  the  dry  dock. 

Observations  for  slope  of  river  were  made  simultane- 
ously at  fourteen  different  stations.  Tide-staves  were 
placed  and  referred  to  the  standard  tide- staff  at  the 
Navy  Yard,  at  each  of  these  stations,  as  follows :  one 
above  West  Boston  bridge ;  three  above  Craigie  bridge ; 
one  below  Craigie  bridge ;  three  below  Lowell  R.  R. 
freight  bridge ;  three  above  Lowell  and  Eastern  R.  R. 
bridge,  and  three  below  Charles  River  bridge.  A  whole 
tide,  from  one  low-water  through  high-water  to  the  fol- 
lowing low-water,  was  observed  on  a  tide  of  mean  rise 
and  fall.  The  results  of  these  observations  have  been 
tabulated,  and  transverse  curves  of  surface,  at  the  several 
bridges,  have  been  plotted.  All  observations  have  been 
tabulated  and  reduced  to  mean  range  of  tide,  equal  to  9.8 


12       HAKBOR  AND  LAND  COMMISSIONERS.     [Jan. 


feet,  and  plotted  in  plan  and  profile.  From  the  transverse 
curves  for  each  bridge,  the  curves  of  greatest  velocity  give 
the  velocities  which  are  represented  by  arrows  on  the  plan. 
These  arrows,  therefore,  show  simultaneous  velocities  and 
corresponding  directions,  over  the  whole  area  observed,  of 
the  swiftest  current  on  a  tide  of  mean  rise  and  fall. 

Under  Charles  River  bridge  were  found  the  remains  of 
three  old  bridge  piers  of  crib-work  and  stone,  one  of  them 
being  dry  at  low  tide,  and  the  other  two  in  26  feet  of  water. 
The  piles  supporting  the  bridges  were  counted  and  located 
on  the  mnp,  and  the  direction  of  the  bays  in  relation  to  the 
current  indicated.  The  number  of  piles,  as  counted  in  the 
respective  bridges,  between  the  embankment  walls,  and 
between  the  harbor  lines,  is  given  in  the  folio  wins:  table  : — 


Number  of  Piles. 

NAME  OF  BEIDGE. 

Between  embankment 
walls. 

Between  harbor  lines. 

Charles  River  and    adjoining 
wharves,         .... 

Warren, 

Fitchburg  R.  R., 

Boston  &  Maine  R.  R., 

Eastern  and  Lowell  R.  R., 

Lowell  R.  R.  freight, 

Craigie 

2,030 
1,820 
8,420 
4,400 
4,870 
2,617 
1,700 

1,000 
1,120 
2,700 
3,200 
4,340 
2,267 
1,645 

Total,          .... 

25,657 

16,272 

The  gross  amount  in  area  of  piling,  between  the  pier  lines 
on  either  side  of  Charles  River,  of  the  group  of  bridges  from 
Charles  River  to  West  Boston  bridge,  inclusive,  is  about 
forty-one  acres. 

The  maximum  slope  is  shown  to  occur  between  the  Lowell 
and  Eastern  R.  R.  bridge  and  Charles  River  bridge,  where, 
in  a  length  of  1,700  feet,  a  fall  of  0.7  feet  was  observed  on 
the  maximum  strength  of  the  tide,  equal  to  a  degree  of  slope 
of  2  17  feet  per  mile. 


1883.] 


PUBLIC   DOCUMENT  — No.  11. 


13 


It  is  noticeable  that  the  greatest  velocity  maintains  itself 
very  nearly  during  two  current  hours  (the  fourth  and  fifth), 
both  on  the  ebb  and  the  flood  tides. 

The  deepest  place  in  the  channel  is  directly  above  the 
Lowell  and  Eastern  R.  R.  bridge,  which  has  30.6  feet  at 
mean  low  water.  From  this  point  upward,  the  23-feet 
channel  trends  towards  the  Cambridge  shore,  ending  about 
900  feet  above  Craigie  bridge,  and  then  gradually  decreasing 
in  depth  to  10.2  feet  over  the  "  bar"  at  West  Boston  bridge. 
The  navigable  channel  through  the  several  draws  has  the 
following  depths  at  mean  low  water  and  at  mean  high 
water : — 


DEPTHS  OF  CHANNEL  AT  DRAWS. 

At  M.  L.  w. 

FEET. 

At  M.  H.  W. 

FEET. 

At  Charles  River  bridge  draw,         .... 

26.0 

35.8 

Warren  bridge  draw, 

14.3 

24.1 

Fitchburg  R  11  bridge  draw,     .... 

22.7 

32.5 

Boston  &  Maine  R.  R.  bridge  draw,    . 

21.2 

31.0 

Lowell  and  Eastern  R.  R.  bridge  draw,     . 

18.5 

28.3 

Lowell  R.  R.  freight  bridge  draw, 

26.2 

36.0 

Craigie  bridge  draw, 

-    24.3 

34.1 

West  Boston  bridge  draw,          .... 

8.2 

18.0 

A  comparison  of  the  results  of  the  two  surveys  of  1861 
and  of  1882,  shows  the  changes  which  have  taken  place 
during  the  time  involved  (21  years)  ;  and  the  following 
table  gives  the  amount,  in  quantities  and  depths,  of  these 
changes  in  the  bed  of  the  river  in  the  various  sections  of  the 
area  examined  and  compared. 


14       HAEBOR  AND  LAND  COMMISSIONERS.     [Jan, 


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1883.]  PUBLIC   DOCUMENT  — No.  11.  15 

The  deepening  which  has  occurred  is  mainly  confined  to 
the  basin  above  Craigie  bridge,  where  the  Boston  side  of  the 
channel  has  been  scoured  deeper,  and  the  Cambridge  side  has 
shoaled ;  the  excess  of  shoaling  being  85,408  cubic  yards, 
over  an  area  of  about  80  acres.  In  the  general  channel  the 
shoaling  is  greater  than  on  the  flats  on  either  side  of  it.  In 
one  place  in  the  channel,  above  the  Lowell  and  Eastern 
railroad  bridge,  the  shoaling  is  7.7  feet.  The  greatest 
average  shoaling,  4.37  feet,  is  in  the  basin  between  the 
Lowell  and  Eastern  and  the  Lowell  freight  bridges,  where 
the  river  meets  the  greatest  number  of  pile  obstructions. 

The  amount  of  shoaling  found  to  have  taken  place  in  the 
bed  of  the  channel,  is  a  surprise  to  most  of  those  who  have 
speculated  upon  the  probabilities,  and  is  greater  than  Prof. 
Mitchell  expected  to  find  it.  It  would  be  logical  to  sup- 
pose that  the  piling,  by  narrowing  up  the  section,  would 
increase  the  velocity  between  the  piles,  and  create  a  scouring 
force  that  might  undermine  the  bridge  structures.  A 
comparison  of  the  results  of  the  two  surveys  proves  a  reverse 
action. 

Our  engineers  submit  the  following  conclusions  :— 

"  That  the  shoaling  is  due  to  obstructions  caused  by  the  piles  is  not  to 
be  doubted.  They  act  as  so  many  gratings  through  which  the  water 
has  to  be  filtered,  creating  an  artificial  slope  without  the  corresponding 
velocity ;  for,  to  a  slope  of  0.7  feet  in  1,700  feet,  or  2.17  feet  of  slope  per 
mile,  would  belong  a  corresponding  velocity  of  8.9  feet  per  second,  or 
five  and  three-tenths  miles  per  hour,  in  the  narrowest  section  if  unob- 
structed ;  whereas,  we  find,  by  observation,  a  velocity  of  only  sixty-five 
hundredths  of  one  mile.  With  a  free  section,  a  slope  of  0.0098,  or  three 
hundredths  of  one  foot  per  mile,  would  be  sufficient  to  produce  the  velocity 
observed. 

"  The  surplus  '  head '  created  by  the  pile  obstructions,  is  evidently 
used  up  in  destroying  the  vis  viva  of  the  water,  stopping  its  momen- 
tum, and  allowing  the  sediment  carried  in  it  to  drop  and  be  deposited 
upon  the  bottom.  It  is  therefore  to  be  concluded  that,  so  long  as  the 
pile  structures  remain  in  their  present  order  and  condition,  the  shoaling 
will  continue  in  the  same  ratio  as  is  found  to  exist  between  186 1  and 
1882. 

"  Another  effect  of  the  piling  is  to  distort  the  tidal  wave,  increasing 
the  axial  dela}^,  and  extending  the  maximum  velocity  over  a  greater 
space  of  time,  thereby  preventing  the  proper  reinforcement  of  the 
Mystic  River  tides  by  those  of  the  Charles  River  and  its  basins." 


16       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

We  have  thus  presented  to  our  consideration  an  apparently 
paradoxical  phenomenon.  We  find  the  river  water  piled  up 
to  an  unnatural  head,  but  without  a  corresponding  movement 
to  equalize  its  level ;  and,  instead  of  increased  velocity 
through  the  draw  ways,  tending  to  cause  excavation  and  to 
undermine  the  bridges,  we  rind  the  water  toiling  slowly 
through  the  almost  impenetrable  forest  of  piles.  The  draw- 
way  openings,  which  might  be  expected  to  give  some  relief, 
are  found  to  be  inadequate  to  that  purpose,  and  probably 
too  narrow  in  proportion  to  the  width  of  the  river ; 
and  the  water-spaces  between  the  bridges  allow  the  slope 
created  within  each  draw  way  opening  to  diffuse  itself, 
laterally,  in  each  recurring  water-space  between  the  bridges, 
so  that,  instead  of  a  continuous  flowr,  particularly  through  the 
alignment  of  draws  from  the  Lowell  Railroad  passenger 
bridge  to  the  Warren  bridge,  the  water  forces  its  way  by  a 
succession  of  abrupt  falls  as  it  passes  through  each  bridge, 
and  then  loses  its  headway. 

We  also  find  a  large  reduction  in  the  depth  of  channel, 
and  a  markedly  injurious  effect  upon  the  discharge  section. 
It  may  be  said  that  the  shoaling  which  has  taken  place 
has  not  yet  reached  a  point  injurious  to  navigation.  P>ut  it 
must  be  borne  in  mind  that  the  work  of  shoaling  o-oino;  on  is 
in  the  very  deepest  portion  of  the  harbor,  and,  although  it 
may  take  time  to  do  practical  injury,  the  action  in  that  elirec- 
tion  is  steadily  progressing.  There  are  unknown  elements, 
particularly  in  the  phenomena  of  tidal  action,  the  results  of 
which  it  is  difficult  to  predict.  There  are  instances  where 
the  same  class  of  forces  as  those  at  work  here,  viz.,  a 
tendency  to  shoal  on  the  one  hand,  and  an  opposing  force 
tending  to  maintain  a  channel-way  on  the  other,  have 
remained  in  equilibrium  until  some  perhaps  trifling  pre- 
dominance of  shoaling  power  has  so  suddenly  increased  that 
action,  that  harbors  and  inlets  have  been  destroyed  in  short 
spaces  of  time. 

It  is  not  practicable  to  discuss  at  length,  in  this  report, 
the  technical  questions  involved  in  the  case  before  us. 
The  manuscript  map  of  the  survey,  with  all  the  data  of  the 
observations,  are  in  the  archives  of  the  Board  for  reference 
and  examination.     The  reduced  copy  of  the  manuscript  map 


1883.]  PUBLIC   DOCUMENT  — No.  11.  17 

appended  to  the  report,  gives  a  better  illustration  of 
the  main  features  of  the  river  than  can  be  conveyed  in  a 
written  description.  By  examining  this  map,  it  will  be 
seen  how  the  obstruction  of  the  river  will  be  aggravated 
by  the  proposed  encroachments. 

The  filling  of  the  water-spaces  between  the  bridges,  from 
the  present  pier  line  on  the  Boston  side  out  to  the  line  of  the 
draw  way  openings,  virtually  extends  the  Boston  frontage  to 
the  draw  line ;  for,  although  the  occupation  of  but  one  water- 
space  is  at  present  asked  for  (that  between  the  Boston  & 
Maine  and  the  Eastern  railroad  bridges),  if  it  be  granted, 
there  is  no  logic  in  refusing  to  allow  the  spaces  between  the 
other  bridges  to  be  similarly  occupied. 

The  Board,  therefore,  is  met  by  the  grave  and  important 
question,  whether  it  is  wise  and  safe,  notwithstanding  the 
terminal  advantages  accruing  to  the  railroads  from  the 
scheme  proposed,  to  advance  the  pier  line  into  the  middle 
of  the  channel  of  Charles  River.  To  do  so  would  clearly 
be  not  only  to  violate  all  the  traditions  and  teachings  of 
scientific  research,  and  to  thwart  the  beneficial  purpose  and 
result  of  the  establishment  of  harbor  lines,  but,  as  already 
intimated,  possibly,  and  even  probably,  to  conflict  with  or 
defeat  other  schemes  of  harbor  conservation  and  improve- 
ment. 

By  examining  the  appended  map,  it  will  be  seen  that  the 
23-feet  channel,  at  the  very  point  where  the  encroachments 
are  proposed,  is  entirely  on  the  southerly  side  of  the  rail- 
road draws,  and  between  them  and  the  Boston  pier  line. 
Filling  the  water-space  in  question  will  obstruct  the  whole 
of  the  23-feet  channel,  even  to  the  summit  of  the  abrupt 
bank  on  its  northern  side,  and  fill  the  entire  channel  section 
with  a  dense  pile  structure. 

We  would  also  call  attention  to  the  peculiar  formation  and 
trend  of  the  northerly  bank  of  this  23-feet  channel  in  its 
course  from  the  Lowell  Railroad  freight  bridge  to  the  Warren 
bridge.  No  borings  have  been  made  to  ascertain  the  character 
of  the  material  of  this  bank,  so  to  call  it,  but  it  gives  evidence, 
by  resisting  the  current  forces  from  the  upper  basins,  and 
deflecting  them  so  markedly,  of  being  firm  and  hard,  and 
may  be  of  antecedent  formation.     It  is  not  the  less  impor- 


18       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

tant  to  regard  its  influence  in  defining  and  maintaining  the 
channel  where  it  now  is. 

Whatever  may  be  said,  also,  of  the  effect  of  the  pile 
structures,  they  have  hitherto  exerted  a  uniform  influence  by 
their  uniform  position  across  the  whole  section  of  the  stream. 
The  question,  therefore,  naturally  arises,  What  will  be  the 
consequences  to  the  channel  and  the  harbor  if  pile  obstruc- 
tions are  increased  one  hundred  per  centum  in  one  half  of 
the  river-bed,  while  the  other  half  is  left  unchanged? 

In  view  of  the  facts  presented,  and  after  careful  considera- 
tion of  the  interests  and  dangers  involved,  the  Board  does  not 
feel  justified  in  authorizing  the  further  occupation  of  the 
water-spaces  in  the  manner  proposed. 

Merrimac  River. 

In  accordance  with  chap.  23  of  the  Resolves  of  1881, 
the  Board  made  an  examination,  and  submitted  a  statement 
in  its  last  annual  report,  of  the  condition  of  the  draws  in 
the  bridges  crossing  the  Merrimac  River  below  Haverhill, 
with  a  view  to  the  improvement  of  the  navigation  of  the 
river.  Very  satisfactory  work  has  been  done  during  the 
past  year  in  carrying  out  the  recommendations  of  the 
Board.  By  the  courtesy  of  Mr.  Charles  A.  Putnam,  of 
Salem,  the  engineer  who  has  had  charge  of  the  work  in 
question,  the  Board  is  able  to  report  the  following  par- 
ticulars. 

In  consequence  of  defects  in  one  of  the  spans  of  the 
Groveland  bridge,  the  county  commissioners  determined  to 
rebuild  the  entire  superstructure,  and,  in  place  of  the  old  style 
of  leaf-draw,  to  remove  one  of  the  old  clraw-piers,  and  build  a 
new  circular  stone  pier  for  a  pivot-draw,  with  a  wooden  fen- 
der pier.  This  work  was  done  by  Messrs.  Ross  &  Parker, 
and  a  wrought-iron  riveted  bridge  structure,  built  by  the 
Boston  Bridge  Company,  was  erected,  —  the  entire  work 
costing  about  $73,000. 

The  work  on  the  Deer  Island  bridge,  in  Salisbury,  is  now 
progressing  rapidly,  and  will  probably  be  finished  in  March. 
The  stone  work  of  the  piers  and  abutments,  and  the  timber 
work  of  the  draw-piers,  and  the  removal  of  the  present  old 
bridge,  which  is  to  remain  until  the  new  bridge  is  open  for 


1883.]  PUBLIC   DOCUMENT  — No.   11.  19 

travel,  were  awarded  to,  and  are  being  done  by  Messrs.  Ross, 
Greely  &  Blaisdell.  The  bridge  proper  is  a  wrought-iron 
riveted  structure,  built  by  the  Boston  Bridge  Company.  The 
new  draw  is  a  circular  pivot-draw,  with  clear  openings  on 
either  side  of  the  central  pier  of  56  feet  at  the  low-water  line. 
The  length  of  the  bridge  between  abutments  is  397J  feet. 
The  cost  of  the  work  is  $92,000. 

The  proposed  work  at  Rocks  Bridge,  between  Haverhill 
and  West  Newbury,  will  include  the  removal  of  the  present 
draw  and  the  first  main  span  south  of  it,  and  also  of  the  pres- 
ent southerly  pier  of  the  old  draw,  and  the  building  in  place 
thereof  of  a  new  circular  stone  pier  and  a  stone  side  pier. 
The  drawway  openings  on  either  side  of  the  central  pier  will 
be  56  feet  in  the  clear  at  the  low- water  line.  The  entire 
length  of  this  new  structure  will  be  about  219  feet.  The  stone 
work,  dredging  and  timber  work  have  been  awarded  to  Mr. 
Joseph  Ross,  and  the  bridge,  which  is  to  be  a  wrought-iron 
riveted  structure,  to  the  Boston  Bridge  Company.  The 
entire  cost  of  the  work  will  be  about  $41,000. 

The  Eastern  Railroad  Company  has  completed  the  new 
timber  fender  draw-pier  at  its  bridge  at  Newburyport,  the 
entire  cost  being  about  $10,000. 

These  bridge  improvements  will  greatly  facilitate  the  nav- 
igation of  the  Merrimac.  Through  the  wise  foresight  of 
Mayor  Howe  of  Haverhill,  a  careful  study  of  the  frontage  of 
that  city  upon  the  river  has  also  been  made,  and,  at  his 
instance,  a  careful  survey  and  plan  prepared,  as  the  basis 
for  the  alignment  of  future  wharf  structures. 

The  work  done  in  this  river  by  the  general  government,  has 
been  in  charge  of  General  George  Thom,  U.  S.  Engineers,  and 
the  appropriation  of  $9,000,  made  August  2,  1882,  has  been 
expended  in  improving  the  channel  by  dredging,  and  remov- 
ing dangerous  sunken  rocks  at  the  Lower  Falls  above  Haver- 
hill, and  at  Rocks  Bridge  below  that  city.  The  ledge  near 
the  outlet  of  Newburyport  harbor,  known  as  South  Badger 
ledge,  has  also  been  broken  up  and  removed  to  a  depth  of 
9 J  feet  at  mean  low  water. 


20       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Artificial  Harbors. 

Salt   Pond   in   Falmouth. 

A  petition  was  presented  to  the  Board  by  citizens  of  the 
town  of  Falmouth,  mainly  those  residing  near  the  seashore 
south  of  the  main  village,  for  authority  to  open  the  beach, 
and  to  make  an  artificial  channel  connecting  the  waters 
of  the  Vineyard  Sound  with  those  of  Salt  Pond,  in  Fal- 
mouth, with  a  view  to  making  the  latter  a  harbor  of  refuge 
such  as  the  depth  and  area  of  the  pond  might  afford. 

The  proposed  undertaking  involved  the  probabilities  of  the 
success  of  an  interesting  and  useful  project,  with  results  not 
only  of  local  but  of  general  value,  inasmuch  as  the  pond  in 
question,  by  reason  of  its  proximity  and  relations  to  the 
beach  and  ocean  waters  beyond,  was  a  type  of  others  along 
the  shores  of  the  Commonwealth,  the  improvement  and  utili- 
zation, of  which  would  be  a  public  benefit. 

The  Board  had  not  sufficient  data  on  which  to  base  an 
intelligent  judgment  regarding  the  feasibility  of  this  project. 
It  was  deemed  expedient,  therefore,  to  make  a  survey  of  Salt 
Pond,  and  of  its  surroundings  and  physical  relations  to  the 
outside  waters  of  the  Sound,  in  order  to  ascertain  how  far  the 
project  of  making  it  an  artificial  harbor  might  be  practicable. 

The  result  of  such  tidal  observations  as  it  was  practi- 
cable to  make,  determined  the  surface  of  the  pond,  in  its 
present  state,  to  be  somewhat  above  the  mean  high-water 
plane  of  the  Sound ;  and  the  tidal  volume,  through  the 
present  small  and  imperfect  inlet,  to  be  so  inconsiderable  as  to 
affect  but  slightly  the  rise  and  fall  of  the  water  in  the  pond. 

An  opening  through  the  beach,  of  sufficient  depth  and 
width  to  answer  the  purposes  of  a  navigable  channel,  would, 
of  course,  change  the  regimen  of  the  pond,  so  that  the  full 
rise  and  fall  of  the  tides  without  would  be  maintained  within 
it.  This  tidal  action  would  have  two  physical  effects  ;  one,  to 
create  possible  scour  and  disturbance  of  the  bottom,  partic- 
ularly through  the  excavated  channel,  and  where  it  debouches 
upon  the  Sound  ;  and  the  other,  to  change  the  character  of  the 
margin  of  the  pond  from  its  present  uniform  condition  to 
a  "  strand,"  with  exposed  flats  between  the  high  and  low 
water  lines. 


1883.]  PUBLIC   DOCUMENT  — No.   11.  21 

Owing  to  the  purity  of  the  water  of  the  Sound,  and  the 
sandy  nature  of  the  shore  of  the  pond,  there  seems  to  be  no 
cause  for  apprehending  unpleasant  or  injurious  effects  from 
any  changes  which  might  occur. 

It  is  more  difficult  to  predict  the  consequences  of  the  tidal 
currents  through  the  proposed  opening ;  but  the  only  impor- 
tant question,  in  this  connection,  is  their  probable  effect  upon 
the  permanency  of  the  opening.  To  maintain  an  opening,  it 
would  undoubtedly  be  necessary  to  secure  the  sides  of  the 
excavated  channel. 

The  outside  protection  to  the  opening  is  a  matter  of  still 
greater  importance,  and  more  uncertainty.  The  Board  is 
not  possessed  of  sufficient  data  to  enable  it  to  prescribe  ad- 
visedly in  regard  to  it.  The  small  stone  pier  and  dock, 
near  the  site  of  the  proposed  opening,  have  withstood  the 
wave  and  current  action  upon  this  shore  for  about  sixty 
years,  with  but  slight,  if  any,  change  in  the  entrance  or 
depth  of  water  inside  the  dock.  But  this  structure  has  not 
created  the  tidal  disturbance,  nor  produced  the  local  current, 
likely  to  occur  in  the  tidal  inflow  and  outflow  of  Salt  Pond. 
With  the  slight  rise  and  fall  of  the  tides,  and  the  small 
reservoir  capacity  of  the  pond,  the  currents  might  not  have 
sufficient  power  to  injuriously  affect  the  opening.  The 
element  of  greatest  danger  and  most  uncertainty  would  be 
the  sea-dash  upon  the  shore.  What  effect  this  might  have, 
and  how  violent  it  might  be,  cannot  be  determined  without 
further  observation. 

Considering  all  the  conditions  and  contingencies  involved, 
the  Board  feels  justified  in  recommending  the  project  as  a 
feasible  one. 

With  regard  to  the  utility  of  such  a  work,  it  can  certainly 
be  classed  as  a  valuable  coast  improvement.  It  would  create 
a  harbor  of  refuge  upon  an  exposed  shore  ;  and,  although  the 
entrance  would  be  limited,  the  shelter  within  would  be  se- 
cure. The  depth  of  water  contemplated  and  practicable,  — 
six  or  eight  feet  at  mean  low  tide,  —  would  admit  vessels  of 
considerable  size  and  in  considerable  numbers  ;  and  the  pro- 
ject, if  successful,  would  have  an  importance  beyond  its 
local  utility,  by  suggesting  similar  works  in  other  localities, 
where  the  results  might  be  of  equal  and  even  greater  value. 


22       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

The  area  of  the  pond,  in  its  present  natural  state,  is  61.4 
acres  ;  its  anchorage  area,  inside  the  line  of  six  feet  depth 
at  mean  low  water,  would  be  24.3  acres ;  and,  inside  the 
line  of  eight  feet  depth,  20  acres. 

A  map  of  the  pond  and  beach,  showing  in  detail  the  re- 
sults of  the  survey  made  by  the  engineers  of  the  Board,  is 
on  file  in  this  office  for  reference  and  examination. 

Boundaky  Lines  between  Cities  and  Towns  Bordering 

upon  the  Sea. 

The  Board  has  continued,  during  the  last  year,  the  work 
devolved  upon  it  by  chap.  196  of  the  Acts  of  1881,  of 
locating  and  defining  the  boundary  lines  between  cities  and 
towns  bordering  upon  the  sea,  from  high-water  mark  out- 
ward to  the  line  of  the  Commonwealth. 

The  preliminary  step  of  locating  and  defining  the  line 
which  bounds  the  territorial  limits  of  the  Commonwealth, 
extending  "  one  marine  league  from  its  seashore  at  low- 
water  mark,"  had  been  taken  the  preceding  year ;  and  the 
line  of  the  Commonwealth,  so  established,  was  fully  de- 
scribed, by  metes,  courses  and  bounds,  in  the  last  annual 
report.  In  extending  the  boundary  lines  of  cities  and  towns 
out  to  this  exterior  line  of  the  Commonwealth,  it  has  been 
found  necessary  for  the  Board,  or  its  engineers,  to  visit  the 
points  where  the  lines  of  land  division,  already  established 
between  the  several  cities  and  towns,  terminate  upon  the 
shore  ;  and  a  description  and  sketch  of  the  monument  or 
bound  by  which  each  of  these  points  is  marked,  has  been 
taken.  Most  of  the  localities  where  the  terminal  point  is 
at  the  mouth  of  a  river  or  inlet,  have  also  been  examined.  } 

During  the  summer,  the  Board  appointed  meetings  with 
the  mayor  and  aldermen  of  the  city  of  New  Bedford,  and 
with  the  selectmen  of  the  towns  of  Westport,  Dartmouth, 
Fairhaven,  Mattapoisett,  Marion,  Wareham,  Falmouth,  Gos- 
nold,  Gay  Head,  Chilmark,  Tisbury,  Eclgartown  and  Nan- 
tucket, respectively,  and  held  conferences  with  them  in 
regard  to  their  several  boundary  lines  ;  and  is  under  obliga- 
tion to  these  gentlemen  for  valuable  information  and  assist- 
ance. 

So  far  as  practicable,  the  Board  has  endeavored  to  adopt 


1883.]  PUBLIC   DOCUMENT  — No.  11.  23 

and  carry  out  a  uniform  sj^tem  in  locating  the  division  lines 
of  water  jurisdiction,  based,  upon  mathematical  principles, 
and  upon  geographical  and  physical  conditions  ;  and  has  thus 
been  able  to  avoid,  in  great  measure,  the  necessity  of  decid- 
ing controverted  facts,  and  the  pressure  of  local  feeling  and 
interest.  In  most  cases,  the  departure  or  bearing  of  the 
boundary  line  has  been  governed  by  the  trend  of  the  adja- 
cent shores,  or  the  relation  of  the  adjacent  headlands. 
Where  the  line  has  passed  through  bays,  coves,  sounds, 
channels  or  straits,  as  in  the  case  of  the  general  dividing 
line  between  the  respective  towns  on  either  side  of  Buzzard's 
Bay,  Vineyard  Sound,  Muskeget  Channel,  Wood's  Ho  11  and 
Cohasset  Narrows,  the  rule  has  been  to  determine  the  cen- 
tral point  in  each  successive  water-space  by  measurements 
from  a  number  of  headlands  or  points,  surrounding  or  ad- 
jacent to  such  water-space,  sufficient  to  mathematically  deter- 
mine its  position,  and  then  to  run  the  boundary  line  from 
one  such  central  point  to  another  throughout  the  course  of 
the  general  line.  A  line  so  located  and  defined  can  be 
mathematically  reproduced  by  referring  to  the  same  plans 
of  the  United  States  Coast  Survey  which  the  Board  has 
made  its  basis  of  projection,  and  of  which  a  copy  is  to  be 
filed  in  the  office  of  the  Secretary  of  the  Commonwealth,  and 
in  the  Registry  of  Deeds  of  the  county  in  which  the  line 
is  situated,  and  also  in  the  office  of  the  Harbor  and  Land 
Commissioners ;  or  by  reference  to  any  other  accurately 
executed  map,  or  by  direct  bearings  and  measurements 
from  the  points  and  headlands  indicated  on  the  plans  of  the 
Board. 

But  few  questions  of  disputed  municipal  jurisdiction  have 
arisen  in  the  determination  of  the  lines  thus  far  located. 
In  the  case  of  the  boundary  line  between  Edgartown  and 
Nantucket,  the  question  arose  as  to  how  far  the  jurisdiction 
over  Muskeget  and  Gravel  Islands,  claimed  by  Edgartown, 
might  affect  the  j  urisdiction  over  the  waters  adjacent  to  these 
islands  and  to  the  respective  towns.  After  careful  consider- 
ation, and  in  view  of  the  peculiar  geographical  relations  of 
the  respective  territories,  and  as  the  more  equitable  solu- 
tion of  the  question,  the  ruling  of  the  Board  has  been,  that 
the  boundary  line  of  water  between  the  towns  of  Edgar- 


24       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

town  and  Nantucket,  should  run  through  the  main  Muskeget 
Channel,  and  should  be  located  and  defined  by  means  of, 
and  upon  the  basis  of,  measurements  of  the  same  character 
from  the  headlands  of  Edgartc  wn  on  the  west  side  of  the 
Channel,  and  from  those  of  Nantucket  on  the  east  side ;  and 
that  the  jurisdiction  of  Edgartown  over  the  land  of  Muskeget 
and  Gravel  Islands  should  not  affect  the  jurisdiction  of  Nan- 
tucket over  the  waters  surrounding  them. 

In  the  case  of  the  boundary  line  between  the  city  of  New 
Bedford  and  the  town  of  Fairhaven,  the  southerly  end  of 
this  line  is  established,  by  chap.  130  of  the  Acts  of  1811, 
at  the  "  mouth  of  Acushnet  River."  After  conference  with 
the  representatives  of  the  respective  municipalities,  and  in 
accordance  with  the  construction  adopted  and  acted  upon  by 
them  during  a  long  series  of  years,  the  "mouth  of  Acush- 
net River"  was  interpreted  to  mean  the  water-space  be- 
tween Fort  Point  on  the  easterly  or  Fairhaven  side,  and  the 
opposite  shore  of  Clark's  Point  on  the  westerly  or  New 
Bedford  side.  The  system  already  described  was  followed 
in  determining  the  precise  central  point  within  this  water- 
space,  from  which  to  extend  the  boundary  line  of  water 
between  the  city  and  town  in  question,  to  the  general  division 
line  of  Buzzard's  Bay. 

In  like  manner,  the  boundary  line  between  the  towns  of 
Marion  and  Wareham  was  located  and  denned  at  the  central 
point  in  the  mouth  of  the  Weweantic  River,  and  extended  from 
this  point  to  the  general  division  line  of  Buzzard's  Bay.  The 
same  method  was  applied  in  other  cases. 

The  boundary  line  which  was  the  occasion  of  the  most 
controversy,  and  where  the  claims  contested  were  of  the 
largest  value  and  importance,  was  that  between  the  towns  of 
Wareham  and  Sandwich.  It  would  be  impracticable  to  dis- 
cuss at  length  in  this  report  the  points  at  issue.  As  in  the 
case  of  Edgartown  and  Nantucket,  the  difficulty  arose  from 
the  existence  of  islands  lying  within  the  water  area  to  be 
apportioned  between  the  towns,  —  it  being  controverted,  first, 
to  which  town  the  islands  belonged,  and,  that  question  being 
settled,  second,  how  far  the  islands  should  control  or  modify 
the  division  of  the  water  area.  Hearings  were  had  at  Buz- 
zard's Bay,    and    at    the  office  of  the   Board,  and    counsel 


1883.]  PUBLIC   DOCUMENT  — No.   11.  25 

heard  in  behalf  of  each  town.  Upon  first  consideration, 
the  Board  located  what  was,  to  a  certain  extent,  a  com- 
promise line ;  and,  in  anticipation  of  the  full  completion  of 
its  work,  gave  to  each  town  a  sketch  illustrating  such  pro- 
posed location.  It  is  understood  that  the  location  so  indi- 
cated is  not  wholly  satisfactory  to  either  town,  and  is  not 
likely  to  be  accepted  as  a  final  settlement  of  the  boundary 
question.  Under  these  circumstances,  upon  further  deliber- 
ation, and  after  a  fuller  study  of  this  and  other  similar  cases, 
the  Board  has  felt  obliged  to  reconsider  its  first  action,  and  to 
adopt  a  different  method  of  division,  which  is,  in  its  judg- 
ment, the  best  and  most  equitable  solution  of  the  difficulties 
involved  in  this  class  of  cases. 

The  method  referred  to  is  that  already  stated  in  general 
terms,  namely :  that  when  the  water  area  to  be  divided  lies 
between  two  towns,  it  is  to  be  apportioned  to  the  towns  by  a 
line  drawn  through  its  middle  or  central  points ;  that  the 
position  of  these  points  is  to  be  determined  by  measure- 
ments outward  from  the  shores  and  headlands  of  the  main- 
lands of  the  respective  towns  ;  and  that  islands  lying  within 
this  water  area,  and  of  inconsiderable  size  as  compared  with 
the  whole  territorial  area  of  the  towns,  are  to  be  disregarded 
in  locating  the  line  of  water  division,  both  in  respect  of  their 
geographical  position  and  of  the  municipality  to  which  they 
belong. 

In  other  words,  the  Board  is  charged  with  the  duty  of  an 
equitable  division  of  the  tide-water  areas  of  the  Common- 
wealth between  the  several  cities  and  towns,  for  purposes 
of  municipal  jurisdiction,  and  for  the  enjoyment  of  the  rights 
and  privileges  which  result  therefrom.  The  Board  has  no 
power  to  change  the  limits  of  their  land  jurisdiction.  It 
leaves  these  as  it  finds  them.  But  there  is  no  apparent  reason 
why  one  town  may  not  have  jurisdiction  over  an  island 
surrounded  wholly  or  in  part  by  waters  which  are  within  the 
jurisdiction  of  another  town.  To  hold  that  the  land  area  of 
a  town  extends,  for  purposes  of  water  division,  to  the  furthest 
point  of  its  remotest  island,  would  require,  in  some  cases, 
the  apportionment  to  such  town,  at  the  expense  of  another 
town,  of  hundreds  or  thousands  of  acres  of  water  for  each 
acre  of  island.     The  only  equitable  or  practicable  rule  in 


26      HARBOR  AND  LAND  COMMISSIONERS.      [Jan. 

such  cases,  is  to  draw  the  line  of  water  division  where  it 
fairly  belongs,  taking  all  the  other  elements  into  account, 
and  leave  the  islands  to  drop  where  they  may. 

Between  the  towns  of  Provincetown  and  Truro  some 
complications  existed,  owing  to  the  accretion  of  land  upon 
the  East  Harbor  shore,  and  the  consequent  encroachment 
of  the  land  upon  what  was  water  when  the  original  terminal 
point  of  boundary  was  established.  The  action  of  the 
Board  has  been  to  extend  the  boundary  line  as  nearly  in 
conformity  as  possible  to  the  original  water-spaces,  and  to 
connect  it  with  a  newly  located  terminal  point  at  the  present 
shore  line. 

Beginning  at  the  southerly  extremity  of  the  coast  line  of 
the  Commonwealth,  the  Board  was  met  by  the  difficulty  that 
the  first  line  in  order,  the  westerly  line  of  Westport,  was 
not  only  a  town  line,  but  also  the  boundary  line  between 
the  waters  of  the  States  of  Massachusetts  and  Rhode  Island, 
which  the  Board  had  no  authority  to  establish.  It  seemed 
important,  therefore,  before  proceeding  with  the  boundary 
lines  between  the  towns,  to  provisionally  locate  and  define  a 
line  of  boundary  between  the  waters  of  the  States,  leaving 
its  legal  establishment  to  the'  legislative  action  of  the  States 
respectively.  In  order  that  no  misunderstanding  or  conflict- 
ing action  might  occur,  the  Board  submitted  a  description 
of  its  location  of  the  inter-state  line  to  the  Board  of  Harbor 
Commissioners  of  Rhode  Island,  who  not  only  fully  con- 
curred in  what  this  Board  had  done,  but  took  measures  to 
secure  the  legislative  sanction  of  the  latter  State ;  and  an  act 
was  passed  by  the  Senate  of  Rhode  Island  "  To  establish  the 
boundary  line  between  the  waters  of  the  State  of  Massachu- 
setts and  the  State  of  Rhode  Island  and  Providence  Plan- 
tations." This  act  was  pending  before  the  House  when  it 
adjourned,  so  that  it  requires  further  action  to  become  a 
Rhode  Island  law.  A  draft  of  an  act  for  concurrent  legis- 
lation on  the  part  of  Massachusetts,  which  is  respectfully 
submitted  to  the  consideration  of  the  legislature,  is  appended 
to  this  report. 

The  Board  does  not  understand  that  the  act  directing  it 
to  locate  and  define  the  lines  of  water  boundary,  requires  it 
to  report   in  detail  to  the  legislature  as  a  part  of  the  legal 


1883.]  PUBLIC   DOCUMENT  — No.   11.  27 

action  necessary  to  establish  them.  But,  as  this  work  has 
occupied  a  considerable  part  of  its  attention,  and  is  of  interest 
to  the  seaboard  municipalities,  the  Board  submits  (he  fore- 
going statement,  and  the  following  description  of  lines 
already  located,  for  the  information  of  the  legislature  and 
the  public  : 

Boundary  Line  between   Rhode  Island  and  Massachusetts, 
and  between  Little  Compton  and  Westport. 

The  boundary  line  between  the  waters  of  the  State  of 
Ehode  Island  and  Providence  Plantations  and  the  State  of 
Massachusetts,  which  is  also  the  boundary  line  between  the 
waters  of  the  town  of  Little  Compton  in  the  former,  and  the 
town  of  Westport  in  the  latter  State,  is  located  and  defined 
as  follows  :  Beginning  at  the  south-western  corner  of  the 
territorial  limits  of  the  Commonwealth  of  Massachusetts, 
at  a  point  in  latitude  41°  25'  5",  longitude  71°  5'  28",  and 
distant  one  marine  league  from  the  shore  line,  which  is 
a  line  from  the  headland  at  Warren's  Point  in  Ehode 
Island  to  the  headland  at  Gooseberry  Neck  in  Massachu- 
setts ;  and  thence  running  northerly  to  the  point  on  the 
shore  at  the  southerly  end  of  the  State  boundary  line  be- 
tween Ehode  Island  and  Massachusetts,  as  heretofore  estab- 
lished by  law. 

Boundary  Line  between    Westport  and  Dartmouth. 

The  boundary  line  between  the  waters  of  the  towns  of 
Westport  and  Dartmouth  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  south  34°  30'  east 
to  the  line  of  the  Commonwealth. 

Boundary  Line  between  Dartmouth  and  New  Bedford. 

The  boundary  line  between  the  waters  of  the  town  of 
Dartmouth  and  the  city  of  New  Bedford  is  located  and  de- 
fined as  follows  :  Beginning  at  the  end  of  the  boundary  line 
as  heretofore  established  on  the  shore,  and  running  south- 
easterly to  a  central  point,  marked  1  on  plan,  at  the  mouth 
of  Clark's  Cove ;  thence  still  south-easterly  to  a  point, 
marked  2  on  plan,  in  a  line  drawn  from  Dumpling  Eocks  to 


28      HARBOR  AND  LAND  COMMISSIONERS.      [Jan. 

Sconticut  Neck,  and  one-third  of  the  distance  of  the  length 
of  said  line  measuring  from  Dumpling  Rocks;  thence  south 
more  easterly  to  a  point,  marked  3  on  plan,  in  the  general 
division  line  between  the  towns  on  either  side  of  Buzzard's 
Bay,  as  said  general  division  line  has  been  located  and  de- 
fined, and  is  shown  on  plan. 

Boundary  Line  between  New  Bedford  and  Fairhaven. 
The  boundary  line  between  the  waters  of  the  city  of  New 
Bedford  and  the  town  of  Fairhaven  is  located  and  defined 
as  follows  :  Beginning  at  the  eud  of  the  boundary  line  as 
heretofore  established  at  a  central  point,  marked  1  on  plan, 
in  the  mouth  of  Acushnet  River,  and  running  south-easterly 
to  a  central  point,  marked  2  on  plan,  in  the  head  waters  of 
New  Bedford  harbor ;  thence  south-east  more  southerly  to  a 
point,  marked  3  on  plan,  in  a  line  drawn  from  Dumpling 
Rocks  to  Sconticut  Neck,  and  one-third  of  the  distance  of 
the  length  of  said  line  from  Sconticut  Neck ;  thence  south- 
east more  easterly  to  a  point,  marked  4  on  plan,  in  the 
general  division  line  of  Buzzard's  Bay,  as  hereinbefore 
described. 

Boundary  Line  between  Fairhaven  and  Mattapoisett. 

The  boundary  line  between  the  waters  of  the  towns  of  Fair- 
haven and  Mattapoisett  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  south-easterly  to  a 
central  point,  marked  1  on  plan,  in  the  head  waters  of  the 
cove  between  Sconticut  and  Mattapoisett  necks ;  thence 
south  more  easterly  to  a  central  point,  marked  2  on  plan, 
in  the  mouth  of  the  cove  above  named;  thence  east  more 
southerly  to  a  point,  marked  3  on  plan,  in  the  general  divis- 
ion line  of  Buzzard's  Bay,  as  hereinbefore  described. 

Boundary  Line  between  Mattapoisett  and  Marion. 

The  boundary  line   between  the  waters  of  the  towns  of 
Mattapoisett  and  Marion  is  located  and  defined  as  follows  : 
Beginning   at  the  end  of  the  boundary  line   as  heretofore 
established  on  the   shore,  and  running  south-easterly   to   a 
central  point,  marked  1  on  plan,  in  the  mouth  of  Aucoot 


1883.]  PUBLIC   DOCUMENT  — No.    11.  29 

Cove  ;  thence  east  more  southerly  to  a  point,  marked  2  on 
plan,  in  the  general  division  line  of  Buzzard's  Bay,  as  herein- 
before described. 

Boundary  Line  between  Marion  and    Wareham,. 

The  boundnry  line  between  the  waters  of  the  towns  of 
Marion  and  Wareham  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore  es- 
tablished at  the  junction  of  the  Sippican  and  Weweantic 
rivers,  and  running  south-easterly,  following  the  central  line 
of  the  said  Weweantic  River,  to  a  central  point,  marked  1  on 
plan,  in  the  mouth  of  the  said  Weweantic  River  ;  thence  east- 
erly to  a  central  point,  marked  2  on  plan,  in  the  inner  part 
of  the  water-space  at  the  common  mouth  of  the  said  Wewe- 
antic and  the  Wareham  rivers ;  thence  south-easterly  to  a 
central  point,  marked  3  on  plan,  in  the  outer  part  of  the 
water-space  aforesaid  ;  thence  east  more  southerly  to  a  central 
point,  marked  VIII  on  plan,  in  the  water-space  at  the  head 
of  Buzzard's  Bay,  which  central  point  is  also  the  north-easterly 
end  of  the  general  division  line  of  Buzzard's  Bay,  as  herein- 
before described. 

Boundary  Line  between    Wareham  and  Sandivich. 

The  boundary  line  between  the  waters  of  the  towns  of 
Wareham  and  Sandwich  is  located  and  defined  as  follows : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established,  at  a  central  point,  marked  1  on  plan,  in  the 
mouth  of  Red  Brook,  and  running  south-easterly  to  a  central 
point,  marked  2  on  plan,  in  the  south-westerly  corner  of 
Buttermilk  Bay  ;  thence  southerly,  south-easterly,  and  south- 
westerly, following  the  central  line  of  Cohasset  Narrows,  to 
a  central  point,  marked  3  on  plan,  in  the  first  enlarged  water- 
space  below  said  Narrows  ;  thence  southerly  to  a  central 
point,  marked  4  on  plan,  in  the  next  succeeding  water-space  ; 
thence  south-westerly  to  a  central  point,  marked  5  on  plan, 
in  the  next  succeeding  water-space ;  thence  south-easterly  to 
a  central  point,  marked  6  on  plan,  in  the  next  succeeding 
water-space ;  thence  south-westerly  to  a  point,  marked  7  on 
plan,  midway  between  the  headlands  on  either  side  the  water- 
space  ;     thence    still    south-westerly    to    a    central     point, 


30      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

marked  8  on  plan,  in  the  next  succeeding  water-space  ; 
thence  south-easterly  to  a  central  point,  marked  9  on  plan, 
in  the  next  succeeding  water-space ;  thence  southerly  to  a 
central  point,  marked  10  on  plan,  in  the  next  succeeding 
water-space  ;  thence  still  southerly  to  a  central  point,  marked 
11  on  plan,  in  the  next  succeeding  water-space  ;  thence  south- 
westerly to  a  central  point,  marked  12  on  plan,  in  the  next 
succeeding  water-space  ;  thence  still  south-westerly  to  a  cen- 
tral point,  marked  VIII  on  plan,  in  the  next  succeeding 
water-space,  which  is  the  water-space  at  the  head  of  Buz- 
zard's Bay,  said  central  point  being  also  the  easterly  end  of 
the  general  division  line  of  Buzzard's  Bay,  as  hereinbefore 
described. 

Boundary  Line  between  Sandwich  and  Falmouth. 

The  boundary  line  between  the  waters  of  the  towns  of 
Sandwich  and  Falmouth  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  north  88°  40'  west,  to 
the  general  division  line  of  Buzzard's  Bay,  as  hereinbefore 
described. 

Boundary  Line  between  Falmouth  and  Gosnold. 

The  boundary  line  between  the  waters  of  the  towns  of 
Falmouth  and  Gosnold  is  located  and  defined  as  follows  : 
Beginning  at  a  point  equally  distant,  southerly,  about  seven- 
twelfths  of  a  mile,  from  each  of  the  headlands  forming  the 
southerly  entrance  to  Wood's  Holl,  as  shown  on  a  sub-plan, 
being  the  United  States  Coast  Survey  harbor  chart  of  Wood's 
Holl,  which  point  is  marked  1  on  said  sub-plan,  and  running 
south  28°  30'  east,  to  the  general  division  line  between  the 
towns  on  either  side  of  Vineyard  Sound,  as  said  general 
division  line  has  been  located  and  defined,  and  is  shown  on 
plan.  Again,  beginning  at  the  first  named  point,  marked  1 
on  sub-plan,  and  running  north-westerly  to  a  central  point, 
marked  2  on  sub-plan,  in  the  southerly  mouth  of  the  passage- 
way of  Wood's  Holl ;  thence  still  north-westerly  to  a  cen- 
tral point,  marked  3  on  sub-plan,  in  the  mouth  of  Great 
Harbor ;  thence  westerly  to  a  central  point,  marked  4 
on    sub-plan,    in    the    passageway  aforesaid ;    thence    still 


1883.]  PUBLIC   DOCUMENT— No.   11.  31 

westerly  to  a  central  point  in  said  passageway,  marked  5 
on  sub-plan  ;  thence  north-westerly  to  a  central  point  in 
said  passageway,  marked  6  on  sub-plan  ;  thence  north-west- 
erly to  a  central  point  in  said  passageway,  marked  7  on  sub- 
plan  ;  thence  northerly  to  a  central  point  in  the  northerly 
mouth  of  said  passageway,  marked  8  on  sub-plan  ;  thence  still 
northerly  to  a  point,  marked  9  on  sub-plan,  equally  distant 
from  the  headlands  forming  the  northerly  entrance  to  Wood's 
Holl ;  thence  north  53°  15'  west,  to  the  general  division  line 
between  the  towns  on  either  side  of  Buzzard's  Bay,  as  here- 
inbefore described. 

Boundary  Lines   between  Gay  Head  and  Chilmark. 

The  boundary  line  between  the  waters  of  the  towns  of 
Gay  Head  and  Chilmark,  on  the  Vineyard  Sound  side,  is 
located  and  defined  as  follows  :  Beginning  at  the  end  of  the 
boundary  line  as  heretofore  established  at  the  mouth  of  Me- 
namsha  Creek,  and  running  north  29°  west  to  the  general 
division  line  of  Vineyard  Sound,  as  hereinbefore  described. 

The  boundary  line  on  the  ocean  side  begins  at  the  end  of 
the  boundary  line  as  heretofore  established  on  the  shore,  and 
runs  south  47°  10'  west  to  a  point,  marked  1  on  plan,  in  the 
line  connecting  the  most  westerly  headlands  of  Gay  Head  and 
No  Man's  Land ;  thence  due  west  to  a  point,  marked  2  on 
plan,  in  the  line  of  the  Commonwealth. 

Boundary  Lines  between  Chilmark  and  Tisbury. 

The  boundary  line  between  the  waters  of  the  towns  of 
Chilmark  and  Tisbury,  on  the  Vineyard  Sound  side,  is  located 
and  defined  as  follows  :  Be«;inninoc  at  the  end  of  the  bound- 
ary  line  as  heretofore  established  on  the  shore,  and  running 
north  54°  30/  west  to  the  general  division  line  of  Vineyard 
Sound,  as  hereinbefore  described. 

The  boundary  line  on  the  ocean  side  begins  at  the  end  of 
the  boundary  line  as  heretofore  established  on  the  shore,  and 
runs  south  5°  east  to  the  line  of  the  Commonwealth. 

Boundary  Line  between  Tisbury  and  Edgartown. 
The  boundary  line  between  the  waters   of  the  towns  of 
Tisbury  and  Edgartown  is  located  and  defined  as  follows  : 


32       HARBOE  AND  LAND  COMMISSIONERS.     [Jan. 


Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  south  1°  40'  east  to 
the  line  of  the  Commonwealth. 

Boundary  Line  between  Edgartown  and  Nantucket. 

The  boundary  line  between  the  waters  of  the  towns  of 
Edsrartown  and  Nantucket  is  located  and  defined  as  follows  : 
Beginning  at  a  point,  marked  M10  on  plan,  in  the  line  of  the 
Commonwealth  on  the  Nantucket  Sound  side,  in  latitude 
41°  23'  15  ',  longitude  70°  19'  15",  and  running  south- westerly 
to  a  point,  marked  1  on  plan,  in  latitude  41°  19'  23", 
longitude  70°  22'  02"  ;  thence  south  11°  30' west  to  the  line 
of  the  Commonwealth  on  the  ocean  side. 

Boundary  Line  between  Edgartown  and  Cottage  City. 

The  boundary  line  between  the  waters  of  the  towns  of 
Edgartown  and  Cottage  City  is  located  and  defined  as 
follows  :  Beginning  at  the  end  of  the  boundary  line  as  here- 
tofore established  at  a  central  point  in  the  inlet  of  Sengekon- 
tacket  Pond,  and  running  north-easterly  to  a  point,  marked  1 
on  plan,  equally  distant  from  the  headlands  at  East  Chop, 
Edgartown  and  Cape  Poge  ;  thence  east  more  northerly  to  a 
point,  marked  2  on  plan,  in  the  general  division  line  of 
Vineyard  Sound,  as  hereinbefore  described. 

Boundary  Line  between  Cottage  City  and  Tisbury. 

The  boundary  line  between  the  waters  of  the  towns  of 
Cottage  City  and  Tisbury  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  at  and  through  the  lagoon  bridge,  so  called,  and 
running  north  39°  30'  west  to  a  point,  marked  1  on  plan, 
midway  between  the  shores  of  Vineyard  Haven  harbor; 
thence  north-easterly  to  a  central  point  in  the  mouth  of  said 
harbor,  marked  2  on  plan  ;  thence  east  more  northerly  to  a 
point,  marked  3  on  plan,  in  the  general  division  line  of 
Vineyard  Sound,  as  hereinbefore  described. 

Boundary  Line  between  Falmouth  and  Mashpee. 

The  boundary  line  between  the  waters  of  the  towns  of 
Falmouth  and  Mashpee  is  located  and  defined  as  follows  : 


1883.]  PUBLIC   DOCUMENT  — No.  11.  33 

Beginning  at  the  end  of  the  boundary  line  as  heretofore  es- 
tablished, at  a  central  point  in  the  mouth  of  the  outlet  of 
Waquoit  Bay,  and  running  south  7°  15'  east  to  the  general 
division  line  of  Vineyard  Sound,  as  hereinbefore  described. 

Boundary  Line  between  Mashpee  and  Barnstable. 

The  boundary  line  between  the  waters  of  the  towns  of 
Mashpee  and  Barnstable  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established,  at  a  central  point  in  the  mouth  of  the  outlet  of 
Poponesset  Bay,  and  running  south  37°  45'  east  to  the  line 
of  the  Commonwealth. 

Boundary  Lines  between  Barnstable  and  Yarmouth. 

The  boundary  line  between  the  waters  of  the  towns  of 
Barnstable  and  Yarmouth,  on  the  Nantucket  Sound  side,  is 
located  and  defined  as  follows  :  Beginning  at  the  end  of  the 
boundary  line  as  heretofore  established,  and  running  south- 
erly and  westerly,  following  substantially  the  line  of  the 
channel  of  Lewis  Bay,  to  a  central  point,  marked  1  on  plan, 
in  the  mouth  of  its  outlet ;  thence  running  south-westerly  to 
a  central  point,  marked  2  on  plan,  in  a  line  drawn  from 
Point  Gammon  to  Hyannis  Point ;  thence  running  south 
1°  15'  west  to  the  line  of  the  Commonwealth. 

The  boundary  line  on  the  Massachusetts  Bay  side,  begins 
at  the  end  of  the  boundary  line  as  heretofore  established,  at 
the  central  point  in  the  mouth  of  Mill  Creek,  and  runs  north 
11°  45'  west  to  the  line  of  the  Commonwealth. 

Boundary  Lines  between  Yarmouth  and  Dennis. 

The  boundary  line  between  the  waters  of  the  towns  of 
Yarmouth  and  Dennis,  on  the  Nantucket  Sound  side,  is  lo- 
cated and  defined  as  follows  :  Beginning:  at  the  end  of  the 
boundary  line  as  heretofore  established,  at  a  central  point 
in  the  mouth  of  Bass  Eiver,  and  running  south  15°  east  to 
the  line  of  the  Commonwealth. 

The  boundary  line  on  the  Massachusetts  Bay  side,  begins 
at  the  end  of  the  boundary  line  as  heretofore  established,  at 
the  central  point  in  the  mouth  of  Bass  Hole,  and  runs  north 
12°  30'  west  to  the  line  of  the  Commonwealth. 


34       HARBOR  AND  LAND  COMMISSIONERS.   [Jan. 

Boundary  Line  between  Dennis  and  Harwich. 
The  boundary  line  between  the  waters  of  the  towns  of 
Dennis  and  Harwich  is  located  and  defined  as  follows : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  t  south  11°  30'  east 
to  the  line  of  the  Commonwealth. 

Boundary  Line,  between  Harwich  and  Chatham. 

The  boundary  line  between  the  waters  of  the  towns  of 
Harwich  and  Chatham  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore, 
established  on  the  shore,  and  running  south  27°  west  to  the. 
line  of  the  Commonwealth. 

Boundary  Line  between  Chatham  and   Orleans. 

The  boundary  line  between  the  waters  of  the  towns  of 
Chatham  and  Orleans  is  located  and  defined  as  follows  : 
Beginning  at  the  tend  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  south  85°  15'  east  to 
the  line  of  the  Commonwealth. 

Boundary  Lines  between   Orleans  and   Eastha?n. 

:  The  boundary  line  between  the  waters  of  the  towns  of 
Orleans  and  Eastham,  on  the  ocean  side,  is  located  and  de- 
fined as  follows  :  Beginning  at  the  end  of  the  boundary  line 
as  heretofore  established  on  the  shore,  and  running  north 
82°  east  to  the  line  of  the  Commonwealth. 

The  boundary  line  on  the  Massachusetts  Bay  side,  begins 
at  the  central  point  in  the  mouth  of  Rock  Creek,  and  runs 
north  68°  30'  west  to  the  line  of  the  Commonwealth. 

Boundary  Lines  between  Eastham  and  Wellfleet. 

The  boundary  line  between  the  waters  of  the  towns  of 
Eastham  and  Wellfleet,  on  the  ocean  side,  is  located  and  de- 
fined as  follows  :  Beginning  at  the  end  of  the  boundary  line 
as  heretofore  established  on  the  shore,  and  running  north 
75°  30'  east  to  the  line  of  the  Commonwealth. 

The  boundary  line  on  the  Massachusetts  Bay  side,  begins 
at  the  central  point  in  the  mouth  of  Hatch's  Creek,  and  runs 
south  79°  25'  west  to  the  line  of  the  Commonwealth. 


1883.]  PUBLIC   DOCUMENT  — No.  11.  35 


Boundary  Lines  between  Wellfleet  and  Truro. 

The  boundary  line  between  the  waters  of  the  towns  of 
Wellfleet  and  Truro,  on  the  ocean  side,  is  located  and  de- 
fined as  follows  :  Beginning  at  the  end  of  the  boundary  line 
as  heretofore  established  on  the  shore,  and  running  north 
64°  30'  east  to  the  line  of  the  Commonwealth. 

The  boundary  line  on  the  Massachusetts  Bay  side,  begins 
at  the  end  of  the  boundary  line  as  heretofore  established  on 
the  shore,  and  runs  south  74°  30'  west  to  the  line  of  the 
Commonwealth. 

Boundary  Lines  between  Truro  and  Provincetown. 

The  boundary  line  between  the  waters  of  the  towns  of 
Truro  and  Provincetown,  on  the  ocean  side,  is  located  and 
defined  as  follows  :  Beginning  at  the  end  of  the  boundary  line 
as  heretofore  established  on  the  shore,  and  running  north  13° 
45' east  to  the  line  of  the  Commonwealth. 

The  boundary  line  on  the  Massachusetts  Bay  side,  begins 
at  the  end  of  the  boundary  line  as  heretofore  established,  at 
a  stone  post  standing  on  the  shore   of  East  Harbor  as  the 
same  was   at  the  time  said  line  was  established,  and  runs 
south-easterly,  in  the  course  of  said  boundary  line  extended, 
a  distance  of  730  feet  to  a  point,  marked  1  on  a  sub-plan, 
being   the   United    States    Coast    Survey    harbor    chart    of 
Provincetown  harbor  ;  thence  south-westerly  to  a  point  in  the 
centre    of  the  State   dike,    marked   2   on    sub-plan ;    thence 
south   1°  west  a   distance  of   5|    statute    miles    to   a  point 
marked  3  on  sub-plan  :  thence  south  62°  40'  west  to  the  line 
of  the  Commonwealth. 

Boundary  Line  between   Orleans  and  Brewster, 

The  boundary  line  between  the  waters  of  the  towns  of 
Orleans  and  Brewster  is  located  and  defined  as  follows  :  Be- 
ginning at  the  end  of  the  boundary  line  as  heretofore  estab- 
lished, at  the  central  point  in  the  mouth  of  Skaget  Creek, 
and  running  north  62°  45'  west  to  the  line  of  the  Common- 
wealth. 


36      HAEBOR  AND  LAND  COMMISSIONERS.      [Jan. 

Boundary  Line  between  Brewster   and  Dennis. 

The  boundary  line  between  the  waters  of  Iho  towns  of 
Brewster  and  Dennis  is  located  and  defined  as  follows  :  Be- 
ginning at  the  end  of  the  boundary  line  as  heretofore  estab- 
lished, at  the  central  point  in  the  mouth  of  Quivett  Creek, 
and  running  north  22°  30'  west  to  the  line  of  the  Common- 
wealth. 

Boundary  Line  between  Barnstable  and  Sandwich. 
The  boundary  line  between  the  waters  of  the  towns  of 
Barnstable  and  Sandwich  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  north  3°  30'  east  to 
the  line  of  the  Commonwealth. 

Boundary  Line  between  Sandwich  and  Plymouth. 
The  boundary  line  between  the  waters  of  the  towns  of 
Sandwich  and  Plymouth  is  located  and  defined  as  follows  : 
Beginning  at  the  end  of  the  boundary  line  as  heretofore 
established  on  the  shore,  and  running  north  77°  east  to  the 
line  of  the  Commonwealth. 

Harbor  Improvements  by  the  General  Government, 

Boston  Harbor. 

In  reporting  upon  the  work  done  by  the  general  govern-* 
ment  in  the  several  harbors  and  waters  of  the  Common- 
wealth,  the  Board  regrets  having  to  announce  the  loss  of  the 
services  of  two  of  the  older  and  more  distinguished  officers 
of  the  United  States  Engineer  Corps,  who  have  long  had 
charge  of  this  work,  and  to  whose  personal  knowledge,  ex- 
perience and  interest  much  of  its  success  has  been  due.  The 
prompt  and  courteous  attention  with  which  they  have  uni- 
formly responded  to  the  requests  of  the  Board  for  informa- 
tion and  advice  in  matters  relating  to  its  work,  has  given 
additional  value  to  the  assistance  rendered. 

The  death  of  Lieut.  Col.  G.  K.  Warren,  Corps  of  Engi- 
neers, Brev.  Maj.  Gen.  United  States  Army,  occurred  at 
Newport,  R.  L,  his  headquarters,  on  the  8th  of  August, 
1882. 


1883.]  PUBLIC   DOCUMENT  — No.  11.  37 

The  contemplated  retirement  from  active  service  of  Lieut. 
Col.  George  Thorn,  Corps  of  Engineers,  Brev.  Brig.  Gen. 
United  States  Army,  will  probably  take  place  in  February, 
1883. 

The  public  is  not  generally  aware  of  the  importance  and 
magnitude  of  the  works  entrusted  to  the  officers  of  the 
United  States  Engineers,  of  the  accuracy  of  the  examina- 
tions made,  and  of  the  care  and  thoroughness  required  in  the 
execution  of  the  work  which  enables  a  great  ship  to  pass 
freely  and  safely  over  bars  and  ledges  which  were  not  only 
barriers  to  the  entrance  of  our  ports  and  harbors,  but  the 
hidden  sources  of  danger  and  destruction. 

During  the  last  year,  between  the  20th  of  April  and  the 
4th  of  December,  65,327  cubic  yards  of  material  have  been 
removed  from  the  "  Anchorage  Shoal"  in  the  main  basin  of 
Boston  Harbor,  and  the  main  ship  channel  has  been  thereby 
opened  to  a  depth  of  23  feet  at  mean  low  water,  for  an 
aggregate  width  of  1,000  feet  at  its  easterly  end,  increasing 
to  a  width  of  1,500  feet  at  its  westerly  end. 

Repairs  have  been  completed  on  the  sea-walls  of  Gallop's 
Island,  and  of  the  north  head  of  Long  Island,  and  those  on 
the  sea-wall  of  Lovell's  Island  have  been  nearly  finished. 

In  addition  to,  and  in  completion  of,  the  work  executed  in 
1881,  the  Mystic  River  has  been  improved  by  the  dredg- 
ing of  an  aggregate  of  82,000  cubic  yards,  whereby  the 
channel  has  been  opened  to  a  depth  of  23  feet  at  mean  low 
water,  for  a  length  of  2,930  feet,  with  a  least  width  of  375 
feet,  and  a  greatest  width  of  435  feet. 

No  work  has  been  done  in  the  Charles  River  during  the 
past  year.  There  is  now  available,  including  the  amount 
($67,500)  appropriated  by  the  River  and  Harbor  Bill  of 
August,  1882,  a  total  of  $97,000  for  the  further  improvement 
of  this  river. 

In  addition  to  the  work  reported  last  year,  the  width  of 
Nantasket  Beach  Channel  has  been  increased  from  70  to  100 
feet,  and  the  sunken  ledges  near  the  mouth  of  Weir  River 
broken  up  and  removed,  leaving  a  depth  of  9  J-  feet  at  mean 
low  water. 

By  the  River  and  Harbor  Bill  of  August,  1882,  the  sum 
of  $96,500  was  appropriated  for  the  improvement  of  Boston 


38       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Harbor,  $67,500  of  which  was  for  the  improvement  of 
Charles  River,  as  above  stated,  leaving  $29,000  to  be  applied 
to  other  works.  Of  this  last  amount  about  $8,500  has  been 
expended  in  the  repairs  of  the  sea-walls  of  the  islands, 
before  mentioned,  and  the  remainder  is  to  be  applied  next 
season  to  the  repairs  of  the  sea-walls  of  Great  Brewster, 
Deer,  Rainsford  and  Lovell's  islands,  and  to  the  widening 
of  the  main  ship  channel  at  the  western  end  of  the  Upper 
Middle  Bar,  in  order  to  afford  a  more  direct  sailing  course 
to  vessels  passing  through  the  Anchorage  Shoal  Channel. 

For  completing  the  repairs  on  the  sea-walls  of  the  islands, 
and  for  all  the  other  work  hitherto  projected  for  the  improve- 
ment of  this  harbor,  the  sum  of  $30,000  was  asked  in  the 
last  annual  report  of  Gen.  Thorn  to  the  Chief  of  Engineers. 

The  provision  made  by  this  Board  during  the  past  year^ 
under  a  contract  with  the  New  England  Dredging  Company, 
already  referred  to,  for  receiving  and  depositing  upon  the 
South  Boston  flats  all  dredged  material  that  might  be 
offered,  has  given  increased  facility  and  economy  to  the  work 
of  the  general  government,  as  well  as  to  that  of  the  Common- 
wealth in  the  reclamation  of  the  flats. 

By  the  River  and  Harbor  Bill  of  August,  1882,  $10,000 
was  appropriated  for  the  improvement  of  Maiden  River,  a 
tributary  of  the  Mystic  River.  No  work  has  yet  been  done 
under  this  appropriation. 

The  total  amount  appropriated  by  the  general  govern- 
ment for  the  improvement  of  the  whole  harbor,  between 
March  2,  1867,  and  August  2,  1882,  reaches  the  large  sum  of 
$1,602,500,  which  has  been  expended  in  protecting  the  head- 
lands of  the  harbor,  removing  dangerous  obstructions,  mak- 
ing an  improved  channel  by  which  the  largest  ocean  steamers 
have  access  to  the  inner  port,  and  in  deepening  and  enlarging 
the  anchorage  and  navigable  area  of  the  inner  basins. 

JSFewburyport  Harbor. 
The  revised  estimate  for  the  work  of  the  general  govern- 
ment, in  charge  of  Gen.  George  Thorn,  of  building  the  stone 
jetties  at  the  mouth  of  this  harbor,  is  $465,000,  instead  of 
$365,000,  as  reported  last  year.  The  appropriations  already 
made  amount  to  $130,000.  The  northerly  jetty  is  now  built 
out,  to  its  full  height  and  width,  a  distance  of  about  1,500 


1883.]  PUBLIC   DOCUMENT  — No.  11.  39 

feet  from  Salisbury  Beach,  and  rubble  stone  has  been 
deposited,  for  an  additional  distance  of  about  300  feet,  along 
the  axis  of  the  jetty.  The  appropriation  made  August  2, 
1882,.  $40,000,  is  to  be  applied  to  the  commencement  of  the 
southerly  jetty  at  the  northerly  extremity  of  Plum  Island, 
and  to  the  building  of  a  dike  across  the  outlet  of  the 
"  basin,"  in  order  to  prevent  the  opening  of  a  new  channel 
from  the  sea  through  the  basin  into  the  harbor. 

Merrimac  River. 

The  work  of  the  general  government  in  this  river  has 
already  been  referred  to  in  another  part  of  our  report. 

Lynn  Harbor. 

A  survey  of  this  harbor  was  made  by  the  general  govern- 
ment in  1881,  with  a  view  to  its  improvement,  and  a  plan  of 
work  to  be  done  has  been  submitted  to  the  Engineer  Depart- 
ment, the  estimated  cost  of  which  is  $270,000.  By  the 
River  and  Harbor  Bill  of  August,  1882,  the  sum  of  $60,000 
was  appropriated  for  this  harbor. 

In    consequence,  it  is  presumed,    of  the  death  of  Gen. 

Warren  and  the  resignation  of  Gen.  Thorn,  a  change  has 

been  made  .'by  the  Engineer  Department  in  the  assignment 

of  specific  work,  as  well  as  in  the  personnel  of  the  corps. 

By  the  courtesy  of  Major  Franklin  Harwood,  U.  S.  Engineer, 

the  Board  has  received  a  manuscript  statement  of  the  present 

condition  and  proposed  improvement  of  Scituate,  Plymouth, 

Provincetown,  Hyannis  and  Wareham  harbors,   now  under 

his  charge ;  and  also  a  printed  copy  of  the  report  of  work 

done  in  the  same  harbors,  under  the  direction  of  Gen.  Thorn, 

for  the  fiscal  year  ending  June  30,  1882,  in  substance  as 

follows  :  — 

Scituate  Harbor. 

The  work  done  in  this  harbor,  during  the  past  year,  has 
been  the  placing  of  about  10,000  tons  of  rubble  stone  in  the 
breakwater,  whereby  its  outer  portion  has  been  partially 
built  for  a  length  of  about  470  feet,  and  to  a  height  of 
about  3  feet  above  the  plane  of  mean  high  water,  with  a 
thickness  of  about  10  feet  on  the  top,  so  as  -to  form  a 
partial  protection  to  the  harbor. 


40      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Plymouth  Harbor. 

Forty-four  thousand  nine  hundred  and  sixty-nine  cubic 
yards  of  dredging  have  been  done,  in  completion  of  the  pro- 
jected channel  and  basin  in  this  harbor. 

Gen.  Thorn  further  reports  that,  — 

"  All  the  works  projected  for  the  protection  and  preservation  of  Long 
Beach  were  completed  in  1879.  Some  of  these  works  (bulkheads  and 
jetties)  were  built  of  crib-work  about  fifteen  years  ago,  but  owing  to 
their  exposed  position  at  the  outer  end  of  the  beach,  and  particularly 
to  the  unusually  severe  storms  that  occurred  in  February  and  March 
last,  they  have  become  much  decayed  and  broken  up,  so  much  so  that 
the  beach  has  been  much  abraded,  and  weakened  to  such  an  extent  as 
to  render  it  liable  to  immediate  destruction.  The  attention  of  the  de- 
partment was  called  to  this  matter  in  a  special  report,  dated  March  30, 

1882,  with  a  recommendation  that  Congress  be  requested  to  make  an 
appropriation  of  1 14,000  for  the  purpose  of  extending  the  stone  bulk- 
head along  the  western  shore  of  the  beach  for  an  additional  distance  of 
•'1,000  feet,  so  as  to  protect  in  a  more  permanent  manner  this  the  weakest 
part  of  the  beach. 

"With  the  unexpended  funds  available,  219^||§  tons  of  rubble  stone 
have  been  placed  in  the  bulkhead  during  May  and  June,  1882  ;  and  it  is 
proposed  to  apply  the  appropriation  for  the  fiscal  year  ending  June  30, 

1883,  to  the  continuation  of  this  work." 

The  later  report  and  communication  of  Major  Harwood  to 
the  Board,  concerning  the  harbors  of  Provincetown,  Hyannis 
and  Wareham,  with  a  further  statement  concerning  Scituate 
and  Plymouth  harbors,  will  be  found  in  the  Appendix. 

Nantucket  Harbor. 

The  government  work  on  the  southern  const  of  the  Com- 
mon wealth,  which  includes  this  harbor,  was  in  charge  of  the 
late  Gen.  G.  K.  Warren,  whose  report,  made  June  30,  1882, 
gives  the  following  statement  of  the  progress  of  the  work  up 
to  that  date  :  — 

At  the  date  of  the  last  annual  report,  the  construction  of  the  jetty, 
und"r  contract  dated  December  28,  188  0,  was  in  progress. 

During  the  fisc  il  year  ending  June  30,  1*82,  the  work  has  been  in 
progress  under  the  same  contract ;  8,134|  tons  were  placed  in  the  work, 
which  makes  the  total  number  of  tons  delivered  12,123^,  and  loaves 
about  3,871  tons  still  to  be  furnished.  The  length  of  the  jetty  is  about 
1,050  feet. 


1883.]  PUBLIC   DOCUMENT  — No.  11.  41 

During  the  year  frequent  surveys  have  been  made  to  ascertain  the 
effect  of  the  work,  and  in  May,  1882,  a  full  survey  of  the  outer  harbor 
was  made. 

A  comparison  of  the  maps  of  these  surveys  shows  a  continuous 
deposit  of  sand  in  the  west  angle  formed  by  Ihe  jetty  and  the  shore. 
The  high-water  line  at  the  jetty  has  advanced  150  feet.  On  the  east 
side,  in  the  early  stages  of  the  work,  the  sand  was  cut  out,  and  in  a 
severe  storm  from  the  north,  on  October  5,  a  considerable  inroad  was 
made  on  the  shore  immediately  east  of  the  work.  To  arrest  this,  short 
spurs  were  built  at  right  angles  to  the  jetty  from  near  the  shore  out  for 
150  feet;  since  the  building  of  these  the  sand  has  been  deposited  and 
the  shore  line  advanced  considerably,  but  not  so  much  as  on  the  west  of 
the  jetty. 

The  depth  of  water  has  increased  over  a  considerable  area  between 
the  jetty  and  the  deep  channel  at  Brant  Point,  while  on  the  west  side, 
from  the  outer  end  toward  the  shore,  the  depth  has  decreased.  The  cur- 
rent during  ebb  tide  has  increased,  and  it  now  flows  northwestwardly 
out  past  the  jetty;  it  is  on  this  line  that  the  increase  in  depth  is  noted 


Edgartown  Harbor. 

The  subject  of  the  re-opening  of  the  south  beach  of  Cotamy 
Bay,  and  thus  restoring  the  "  south  inlet"  to  Edgartown 
Harbor,  which  existed  for  many  years  prior  to  1869,  has 
been  fully  discussed  by  Gen.  Warren,  who  has  also  given 
a  history  of  the  work  done,  with  this  end  in  view,  in  1873  ; 
but  his  report  is  too  voluminous  to  allow  more  than  the  fol- 
lowing extracts,  which  refer  to  a  proposed  new  opening  at 
the  south-western  corner  of  this  bay  :  — 

The  opening  that  was  made  in  1873,  was  made  at  the  western  end  of 
the  beach,  under  the  belief  that  if  it  enlarged  so  as  to  become  an  inlet, 
it  would  gradually  move  eastward,  and  close  as  the  last  one  had  done. 
The  western  location  thus  promised  a  longer  existence  for  the  inlet. 

The  present  location  near  the  eastern  end,  would  allow  of  but  a  com- 
paratively short  period,  if  the  inlet  formed  and  moved  as  the  natural 
ones  had  done.  It  is  therefore  proposed  to  hold  it  in  position  by  means 
of  a  jetty  on  the  we^t  side  of  the  opening. 

The  width  of  the  channel  through  the  inside  shoal,  to  allow  the  ves- 
sels in  use  to  beat,  need  not  exceed  200  feet.  This  is  the  greatest  width 
of  the  existing  channel.  It  will  have  to  be  widened  in  places,  and  con- 
siderably deepened  in  other  places  by  dredgiug,  to  make  4  feet  at  mean 
low-water.  To  work  the  scows  and  tug,  we  shall  have  to  make  a  depth 
of  6  feet,  for  a  width  of  (JO  feet,  at  mean  low-water. 

It  does  not  now  appear  that  the  width  of  tie  beating  channel  need  be 
any  greater  than  2)0  feet  for  the  permanence  of  an  inlet. 

The  wider,  however,  we  can  make  the  opening  in  the  beach,  the  better 


42       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

the  chances  of  its  becoming  an  inlet,  and  a  cut  300  feet  wide,  6  feet  deep 
at  mean  low-water,  is  what  is  proposed,  all  to  be  done  by  dredging. 

The  place  on  the  beach  selected  by  the  committee,  is  shown  on  the 
map  near  the  former  opening  of  1846.  It  will  be  so  marked  off  that  the 
west  side,  or  west  chop  (if  it  becomes  an  inlet),  shall  not  be  less  than 
500  feet  from  Chappaquiddick  Island.  This  is  the  width  of  the  narrowest 
natural  inlet  described  by  Mr.  Whiting.  That  one  we  know  succumbed 
in  its  battle  with  the  waves  and  sands,  but  it  sustained  the  contest 
alone,  and  it  is  proposed  in  the  future  to  aid  it  in  resisting  encroach- 
ment in  the  best  way  we  can. 

Vineyard  Haven  Harbor. 

By  a  resolution  of  Congress,  passed  January  24,  1882, 
Gen.  Warren  was  required  to  ascertain  the  condition  of  this 
harbor,  and  whether  any  work  is  necessary  for  its  protec- 
tion. 

In  his  report  to  the  Chief  of  the  United  States  Corps  of 
Engineers,  Gen.  Warren  discusses  various  projects  for 
the  improvement  of  this  harbor,  and  gives  the  estimated 
cost  of  different  breakwaters,  ranging  from  $1,250,000  to 
$8,000,000. 

In  regard  to  the  washing  of  the  headlands  of  this  important 
harbor,  Gen.  Warren  says  :  — 

The  wearing  away  of  the  headland  of  "  East  Chop,1'  [found  by  the 
Coast  Survey,  in  1871,  to  have  been  75  feet  in  15  years],  is  said  to  have 
continued  since  that  time.  The  people  who  live  in  the  vicinity  have 
done  a  great  deal  to  protect  the  bluff,  and  their  efforts  should  undoubt- 
edly be  seconded  by  the  general  government.  If  the  action  is  allowed 
to  go  on,  it  will  not  be  long  before  the  lighthouse  will  have  to  be 
removed. 

To  protect  this  headland  will  probably  require  that  it  be  riprapped 
to  above  the  highest  waves.  As  a  preliminary,  I  submit  the  following 
estimate :  — 

For.  protecting  5,000  feet  of  bluff  would  probably  require 

40,000  tons  of  riprap,  at  $  1.50       .        .        ...       .        .        .        $60,000 

Wood's   Holl  Harbor. 

No  work  has  been  actually  done  in  the  improvement  of 
this  harbor  during  the  last  year;  but  surveys  have  been 
made  for  a  pier  and  breakwater,  the  estimated  cost  of  which 
is  $52,775,  The  following  letter  from  Professor  Spencer  F. 
Baird,  U.  S.  Commissioner  of  Fish  and  Fisheries,  to  General 
Warren ,  U.-'S.  A.,  presents  in  a-  very  full  and  interesting 


1883.]  PUBLIC  DOCUMENT  — No.   11.  43 

manner  the  objects  had  in  view  in  this  work,  and  the  value 
of  the  improvements  proposed  : 

United  States  Commission,  Fish  and  Fisheries, 

Washington,  D.  C,  December  17, 1881. 

Sir  : — I  have  the  honor  to  enclose  herewith  a  memorandum  in  refer- 
ence to   the   importance  of  the  proposed  pier  and  breakwater  in  the 
Greater  Harbor  of  Wood's  Hoi  I,  Massachusetts,  to  the  interests  of  navi- 
gation in  genera],  and  to  those  of  the  United  States  in  particular. 
Very  respectfully,  your  obedient  servant, 

Spencer  F.  Baird, 

Commissioner. 
Maj.  Gen.  G.  K.  Warren,  U.  S.  A. 

[Memorandum. ~\ 

There  are  very  few  safe  harbors,  especially  for  vessels  of  over  10  feet 
draught,  on  the  south  coast  of  New  England  between  Newport  and 
Provincetown,  the  principal  being  Tarpaulin  Cove  on  the  island  of  Nau- 
shon,  Wood's  Holl,  Vineyard  Haven,  Edgartown,  Nantucket,  and  Hyan- 
nis,  Provincetown  being  next  in  the  series.  Of  these,  the  harbors  of 
Tarpaulin  Cove  and  Vineyard  Haven  are  available  only  during  the 
prevalence  of  certain  winds,  while  those  of  Edgartown  and  of  Nantucket 
(the  bar  of  which  can  only  be  crossed  at  high  tide  and  by  low-draught 
vessels)  are  of  insufficient  depth,  and  very  much  out  of  the  course  of 
vessels,  The  harbor  of  Hyannis  is  formed  simply  by  a  breakwater  in 
an  open  roadstead.  In  the  range  indicated,  the  Greater  Harbor  (as  dis- 
tinguished from  a  smaller)  at  Wood's  Holl  is  by  far  the  best,  although 
access  to  it  is  somewhat  difficult,  in  consequence  of  a  narrow  entrance. 
Here  there  is  a  depth  of  water  ranging  from  20  to  60  feet,  which  is 
ample  for  vessels  of  any  class.  No  danger  need  be  apprehended, 
except  when  heavy  winds  blow  directly  from  the  south,  the  quarter 
whence  cyclone  storms  are  very  apt  to  come.  The  construction,  how- 
ever, of  a  pier  or  breakwater  along  either  one  of  two  shoals,  making 
Out  directly  from  the  mainland,  would  convert  this  harbor  into  an  abso- 
lutely land-locked  inclosure,  under  the  shelter  of  which  vessels  might 
lie  safe  from  any  conceivable  storm. 

The  United  States  Fish  Commission,  besides  carrying  on  with  success 
the  reproduction  of  the  shad,  salmon,  whitefish,  and  other  useful  fresh- 
water fishes,  has  of  late  years  been  turning  its  attention  to  the  multipli- 
cation of  the  fishes  of  the  sea,  from  which  results  of  the  greatest  impor- 
tance are  expected.  Experiments  made  with  the  cod,  Spanish  mackerel, 
sea-bass,  and  striped  bass  have  been  entirely  successful,  and  authorize 
the  assurance  of  success  in  the  application  of  the  same  principles  to 
other  species,  such  as  the  common  mackerel,  haddock,  sheepshead,  tau- 
tog,  weakfish,  etc.  The  importance  of  arresting  the  very  rapid  diminu- 
tion of  these  fish,  and  the  still  greater  necessity  of  increasing  their 
abundance  to  the  extent  within  the  power  of  applied  science,  make  the 
selection  of  a  station  for  carrying  on  this  work  on  a  large  scale,  a  mat- 
ter of  greater  moment.    The  requirements  are  a  reasonably  mild  cli- 


44      HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

mate  for  the  winter  work,  water  perfectly  pure  and  free  from  sewage, 
the  aeration  of  this  water,  and  accommodations  for  keeping  the  live  fish 
for  a  certain  time,  with  proper  change  of  water  and  food  during  the 
interval.  All  this  is,  of  course,  contingent  upon  the  occurrence  offish 
in  considerable  numbers  and  in  proximity  to  seines  and  pounds,  by 
which  they  may  be  taken  alive  and  uninjured. 

The  method  of  procedure  in  the  multiplication  of  these  fish,  is  to  catch 
the  parent  fish  before  the  eggs  are  entirely  ripe,  bring  them  to  the 
station  in  smacks  or  tow-cars,  and  transfer  them  to  basins  or  floating: 
cars,  where  they  can  be  properly  cared  for.  The  eggs,  when  ripe,  are 
then  removed  by  well-known  processes  of  manipulation.  Sometimes 
weeks  will  elapse  before  the  fish  are  ready  to  be  "  stripped,"  and,  unless 
they  have  natural  surroundings,  they  will  suffer  by  the  detention.  In 
previous  experiments  of  the  United  States  Fish  Commission,  the  fish 
were  kept  in  large  floating  boxes  or  cars.  In  their  attempts  to  pass 
through  the  gratings  of  these  boxes,  the  fish  were  constantly  receiving 
injuries,  while  the  inclemency  of  the  winter,  during  which  the  work 
was  of  necessity  prosecuted,  caused  many  to  freeze  to  death  before  the 
operation  was  perfected. 

It  is  contemplated  to  so  construct  the  pier  in  question  at  Wood's  Holl, 
that  it  shall  inclose  a  number  of  subdivisions  or  basins,  where  the  fish 
can  be  kept  until  ready  for  use.  The  passage  of  the  tides  through  the 
openings  between  the  mainland  and  the  island  of  Naushon,  causes  an 
agitation  of  the  water,  whereby  it  is  brought  to  the  site  of  the  proposed 
pier  in  a  perfect  foam,  thus  assuring  the  best  possible  conditions  for  the 
fish.  It  is  confidently  believed  that  at  such  a  station  there  will  be  an 
opportunity  to  hatch  out  many  hundreds  of  millions  of  eggs  every  year. 
A  portion  of  the  young  fish  would  be  turned  out  into  the  adjacent 
waters,  and  the  remainder  transferred  by  the  vessels  of  the  Fish  Com- 
mission to  points  further  south,  possibly  even  to  the  Carolinas. 

So  far  as  the  United  States  Fish  Commission  is  concerned,  this  pier 
will  also  furnish  a  great  desideratum  in  the  Avav  of  a  station  at  which  its 
vessels  can  be  kept,  or  can  resort,  when  engaged  in  the  prosecution  of 
the  practical  investigations  into  the  movements  and  abundance  of  the 
useful  food-fishes. 

Congress  has  thought  fit  to  make  an  appropriation  to  the  commission 
for  the  construction  of  a  sea-going  vessel  of  nearly  15  feet  draught, 
whose  explorations  shall  aid  in  the  solving  of  many  practical  problems ; 
at  present,  however,  there  is  no  available  wharf  on  the  south  coast  of 
New  England  (the  best  starting-point)  to  which  this  vessel  can  tie  up 
for  the  purpose  of  taking  on  board  supplies,  etc  ,  or  delivering  them  on 
shore. 

In  addition  to  general  service  in  the  interest  of  commerce,  an  1  of  the 
operations  of  the  United  States  Fish  Commission,  this  station  will  be  avail- 
able to  other  branches  of  the  government  service.  It  is  particularly  im- 
portant for  the  Revenue  Marine  to  enjoy  the  advantages  afforded  by 
sueh  a  station,  and  these  the  Fish  Commission  would  be  most  happy  to 
share  with  it.  Four  revenue  cutters  cruise  on  the  south  coast  of  JSTew 
England,  especially  daring  the  winter,  and  have  constant  occasion  to 


1883.]         PUBLIC  DOCUMENT  — No.   11.  45 

refit  and  take  in  coal,  water,  and  other  supplies.  At  the  same  time  they 
require  to  be  in  close  communication  with  the  Treasury  Department, 
and  with  the  custom  houses  of  Boston,  New  Bedford,  Newport,  etc  At 
present,  their  coaling  and  supplying  station  is  at  Edgartown,  on  an 
island,  access  to  which  is  difficult  and  involves  a  delay  of  hours,  espje- 
ially  in  the  winter  season.  No  telegraph  wires  connect  Etlgartown 
with  Boston,  New  Bedford,  or  Newport.  If  the  principal  station  were 
established  at  Wood's  I  loll,  in  consequence  of  this  improvement,  the 
coal  might  be  stored  there;  fresh  water  could  be  had  directly  at  t lie 
wharf,  and  all  necessary  telegraph  facilities  obtained  in  the  depot  of  the 
Old  Colony  Railroad,  which  is  within  a  few  hundred  yards. 

Other  vessels  of  the  government  would  likewise  be  benefited,  espe- 
cially those  of  the  Light  House  Board.  This  board  has  a  station  in  the 
cs  Little  Harbor  "  at  Wood's  lloll,  about  half  a  mile  from  the  proposed 
pier,  which,  however,  its  boats  of  large  draught  cannot  enter,  such  ves- 
sels as  the  Fern,  for  instance,  being  obliged  to  anchor  outside  the  har- 
bor, instead  of  proceeding  directly  to  the  wharf  to  discharge  or  receive 
supplies  of  oil,  etc. 


46      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


Plans  approved  and  Licenses  granted,  during  the  year 
i882,  for  the  Erection  of  Structures  in  and  over 
Tide  Water. 

Nos. 

651.  Trustees  under  the  will  of  Ebenezer  Francis,  for  leave 

to  change  the  mode  of  construction  of  Francis' 
Wharf,  Fort  Point  Channel,  as  granted  to  them 
Nov.  28,  1881.     Approved  Jan.  5,  1882. 

652.  Joseph  A.  Bowen,  for  leave  to  straighten  the  south- 

erly side  of  his  wharf,  known  as  the  "  Slate  Wharf," 
in  the  City  of  Fall  River.    Approved  Jan.  5,  1882. 

653.  William  G.  Brown,  for  leave  to  fill  solid  a  portion. 

of  his  wharf,  known  as  the  "  Cob  Wharf,"  on  Ipswich 
River,  in  the  town  of  Ipswich.  Approved  Feb.  2, 
1882. 

654.  Trustees  of  the  Harris  Estate,  for  leave   to    extend 

Harris'  Wharf  in  Boston  Harbor  to  the  Harbor 
Line.     Approved  Feb.  9,  1882. 

655.  Henry  Howard,  of  New  Bedford,  for  leave  to  construct 

a  pile  wharf  in  Onset  Bay,  in  the  town  of  Wareham. 
Approved  March  16,  1882. 

656.  J.  C.  Kittredge,  for  leave  to  extend  his  wharf  on  First 

Street,  South  Boston.     Approved  March  16,  1882. 

657.  Benjamin  D.  Dixie,  for  leave  to  extend  his  wharf  at 

Marblehead.     Approved  March  16,  1882. 

658.  Magee  Furnace  Company,  for  leave  to  extend  its  wharf 

on  Marginal  Street,  Chelsea,  to  the  Harbor  Line. 
Approved  March  23,  1882. 

659.  Henry  L.  Pierce,  for  leave  to  build  a  sea-wall  in  front 

of  his  land  bordering  on  Neponset  River,  in  the 
town  of  Milton,  and  fill  solid  the  area  enclosed  by 
such  wall.     Approved  March  23,  1882. 

660.  Abbie  E.  Cutter,  Henry  B.   Cutter,  and  William  O. 

Cutter,  for  leave  to  construct  a  wharf,  partly  solid 
and  partly  on  piles,  on  the  west  side  of  Wickets 
Island,  in  Onset  Bay,  town  of  Wareham.  Ap- 
proved March  23,  1882. 


1883.]  PUBLIC  DOCUMENT  — No.  11.  47 

Nos. 

661.  The    Ilingham,    Hull  and  Downer    Landing    Steam- 

boat Company,  for  leave  to  extend  its  wharf  on 
piles,  in  the  town  of  Hull.  Approved  April  12, 
1882. 

662.  The  White's  Ferry  Bridge  Company,  for  leave  to  con- 

struct a  bridge  across  North  River,  between  the 
towns  of  Marshfield  and  Scituate.  Approved  April 
5,  1882. 

663.  The  Bradley  Fertilizer  Company,  for  leave  to  extend 

and  maintain  its  present  wharf  on  Weymouth  Back 
River,  in  the  town  of  Weymouth..  Approved  April 
5,  1882. 

664.  Edward  C.  Ellis,. for  leave  to  construct  a  wharf  on  the 

south  shore  of. Onset  Bay,  in  the  town  of  Wareham. 
•  Approved  April  12,  1882. 

665.  [  The  Standard  Sugar  Refinery,  for  leave  to  extend  its 

wharf  on  Fort  Point  Channel,  South  Boston,  on 
piles.     Approved  April  27,  1882, 

666.  The  Old  Colony  Railroad  Company,  for  leave  to  extend 

its  wharf  in  Taunton  River,  at  Somerset.  Approved 
May  11,  1882. 

667.  County  Commissioners  of  Essex  County,  for  the  con- 

struction of  a  part  of  Essex  Merrimack  Bridge,  under 
chapter  104  of  the  Acts  of  the  year  1 882.  Approved 
May  13,  1882. 

668.  South  Boston  Yacht  Club,  for  leave  to  construct  a  pile 

.   wharf  at  City  Point,  South  Boston,  on  the  west  side 
of  Sixth  Street.     Approved  May  18,  1882. 

669.  Trustees   under   the    will    of   Augustus   Hemenway, 

for  leave  to  extend  Howe's  Wharf,  on  Fort  Point 
Channel,  to  the  Harbor  Line.  Approved  May  18, 
1882. 

670.  Joseph  A.  Bowen,  for  leave  to  extend  "  Slate  Wharf" 

on  its  southerly  side,  in  the  City  of  Fall  River. 
Approved  May  18,  1882. 

671.  The  Boston  and   Lowell   Railroad    Corporation,   for 

leave  to  construct  a  sea-wall  along  the  Harbor  Line, 
west  of  its  freight  bridge  across  Charles  River,  in 
the  City  of  Boston,     Approved  June  1,  1882. 


48      HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

Nos. 

672.  The  Road  Commissioners  of  the  town  of  Quincy,  for 

leave  to  fill  solid  a  part  of  Neponset  Bridge.     Ap- 
proved May  25,  1882. 

673.  Stephen  M.  Weld  of  Dedham,  for  leave  to  construct 

two  breakwaters  in  Buzzard's  Bay,  in  the  town  of 
"Wareham.     Approved  May  25,  1882. 

674.  The  City  of  Gloucester,  for  leave  to  build  a  highway, 

in  line  of  Washington  Street,  across  the  Mill  Pond. 
Approved  June  1,  1882. 

675.  Samuel  Elliott,  for  leave  to  extend  his  wharf  on  Mer- 

rimack River  at  Haverhill.  Approved  June  8, 
1882. 

676.  Worin  Tasker,  for  leave  to  extend  his  wharf  on  Merri- 

mack River  at  Haverhill.     Approved  June  8,  1882. 

677.  John  E.  Gale,  for  leave  to  extend  his  wharf  on  Merri- 

mack River  at  Haverhill.     Approved  June  8,  1882. 

678.  James  R.  Nichols,  for  leave  to  extend  his  wharf  on 

Merrimack  River  at  Haverhill,  Approved  June 
8,   1882. 

679.  W.  R.   Whittier,  for  leave  to  extend  his  wharf  on 

Merrimack  River  at  Haverhill.  Approved  June 
15,  1882. 

680.  Albert  L.  Kimball,  for  leave  to  extend  his  wharf  on 

Merrimack  River  at  Haverhill.  Approved  June  15, 
1882. 

681.  Goodrich  and  Porter,  for  leave  to  extend  their  wharf 

on  Merrimack  River  at  Haverhill.  Approved  June 
15,  1882. 

682.  Trustees   under   the   will   of   Augustus   Hemenway, 

for  leave  to  build  a  sea-wall  and  fill  solid  at  Howe's 
Wharf,  so  called,  on  Fort  Point  Channel,  Boston. 
Approved  June  22,  1882. 

683.  Jesse  Tirrell,  for  leave  to  construct  a  sea-wall  and  fill 

solid  at  his  wharf  on  Fort  Point  Channel,  Boston. 
Approved  June  22,  1882. 

684.  Benjamin  Montgomery,  for  leave  to  extend  his  wharf 

in  Gloucester  Harbor.     Approved  June  22,  1882. 

685.  George    Dennis,    for  leave  to    extend   his    wharf  in 

Gloucester  Harbor.     Approved  June  22,  1882. 


1883.]  PUBLIC  DOCUMENT  — No.  11.  49 

Nos. 

686.  B.  F.  Wild  &  Co.,  for  leave  to  drive  a  row  of  piles  for 

the  protection  of  their  wharf  on  Mystic  River. 
Approved  June  29,  1882. 

687.  County  Commissioners  of  Essex  County,  for  a  change 

in  the  construction  of  the  Essex  Merrimack  Bridge, 
between  the  towns  of  Newbury  and  Salisbury,  over 
Merrimack  River.     Approved  July  6,  1882. 

688.  Moseley  and  Potter,  for  leave  to  drive  piles  for  the  sup- 

port of  a  water- tank  on  Congress  Street  Bridge, 
Fort  Point  Channel,  Boston.  Approved  July  6, 
1882. 

689.  Jesse  Tirrell,  for  leave'to  extend  his  wharf  to  the  Har- 

bor Line  on  Fort  Point  Channel,  Boston.  Approved 
July  13,  1882. 

690.  Amos  A.  Story,  for  leave  to  extend  his  wharf,  partly 

solid  and  partly  on  piles,  in  Gloucester.  Approved 
July  20,  1882. 

691.  Reed  and  Gamage,  for  leave  to  extend  their  wharf  in 

Gloucester  Harbor.     Approved  July  20,  1882. 

692.  Standard  Fertilizer  Company,  for  leave  to  construct 

a  wharf  in  Duxbury  Bay.    Approved  Aug.  3,  1882. 

693.  Board  of  Directors  of  the  East  Boston  Ferries,  for 

leave  to  extend  and  reconstruct  its  Piers  on  the 
Boston  side  of  the  North  Ferry.  Approved  Aug. 
10,  1882. 

694.  J.  H.  Durgin,  for  leave  to  extend  his  wharf  on  Merri- 

mack River  at  Haverhill.  Approved  Aug.  10, 
1882. 

695.  Charles  W.  and  R.  Stuart  Chase,  for  leave  to  extend 

their  wharf  on  Merrimack  River  at  Haverhill.  Ap- 
proved Aug.  10,  1882. 

696.  A.  H.  Adams,  for  leave  to  extend  his  wharf  on  Merri- 

mack River  at  Haverhill.  Approved  Aug.  10, 
1882. 

697.  Eastern  Railroad  Company,  for  the  reconstruction  of 

the  draw-pier  in  its  bridge  across  Merrimack 
River  at  Newbury  port.     Approved  Aug.  10,  1882. 

698.  City  of  Haverhill,  for  leave  to  extend  City  Landing 

No.  10  on  Merrimack  River.  Approved  Aug.  31, 
1882. 


50       HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

Nos. 

699.  George  A.   Green,  for  leave  to  extend  his  wharf  on 

Merrimack  River  at  Haverhill.  Approved  Aug.  31, 
1882. 

700.  John  P.   Gilman,  for  leave  to  extend  his  wharf  on 

Merrimack  River  at  Haverhill.     Approved   Aug. 
31,  1882. 

701.  John  D.  Hillard,  for  leave  to  extend  his  wharves  at 

Provincetown.     Approved  Sept.   14,  1882. 

702.  Thomas  R.  Whorf,  for  leave  to  extend  and  widen  his 

wharf  at  Provincetown.     Approved  Sept.  14,1882. 

703.  The  Boston  and  Hingham  Steamboat  Company,  for 

leave  to  construct  a  dolphin  in  Chelsea  Creek. 
Approved  Oct.  12,  1882. 

704.  S.  S.  Swift,  for  leave  to  extend  his  wharf  in  Province- 

town  Harbor.     Approved  Oct.  12,  1882. 

705.  City  of  Boston,  for  leave  to  extend  the  southerly  pier 

of  the  East  Boston  South  Eerry,  East  Boston.  Ap- 
proved Oct.  13,  1882. 

706.  Onset  Bay  Grove  Association,  for  leave  to  extend  its 

wharf  at  Onset  Bay,  Wareham.  Approved  Nov. 
2,  1882. 

707.  Edward  P.   Shaw,  for  leave  to  construct   a  wharf  at 

Salisbury  Point,  near  Badger's  Rocks,  on  Merri- 
mack River.     Approved  Nov.   16,  1882. 

708.  Naumkeag  Steam  Cotton  Company,  for  leave  to  drive 

a  line  of  piling  for  the  foundation  of  a  sea-wall  on 
South  River,  Salem  Harbor.  Approved  Nov.  23, 
1882. 

709.  Edward  P.    Shaw,  for  leave  to  construct  a  wharf  on 

the  northwesterly  end  of  Plum  Island,  on  Merri- 
mack River,  at  Newburyport.  Approved  Nov.  23, 
1882. 

710.  Nantucket  Railroad  Company,  for  leave  to  construct 

a  solid  roadway  across  tide-water  in  Nantucket  Har- 
bor.    Approved  November  23,  1882. 

711.  County  Commissioners  of  Essex  County,  for  the  recon- 

struction of  the  draw  and  draw  pier,  in  Rocks 
Bridge,  across  Merrimack  River,  between  Haverhill 
and  West  Newbury.     Approved  Dec.  1,  1882. 


1883.]  PUBLIC   DOCUMENT  — No.  11.  51 

Sixty-one  licenses  have  been  granted.  Applications  for 
others,  which  the  Board  has  felt  obliged  to  refuse,  have  per- 
haps occupied  quite  as  much  of  its  time,  and  occasioned  more 
study  and  perplexity.  In  all  cases,  a  careful  examination  of 
the  localities  and  plans  of  the  works  proposed,  has  been 
made  by  the  Board  and  its  Engineers. 


ARCHIVES  OF  MAINE  LANDS. 

This  Board,  under  various  legislative  acts,  has  succeeded 
to  the  powers  and  duties  of  the  former  Land  Agents  of  the 
Commonwealth, —  among  which  is  the  custody  of  the  records 
of  lands  once  held  and  conveyed  by  Massachusetts,  and  now 
within  the  limits  of  the  State  of  Maine.  By  chapter  58  of 
the  Resolves  of  1873,  a  portion  of  these  records  was  trans- 
ferred to  the  latter  State  ;  and  the  records  of  Maine  lands 
granted  as  bounties  to  revolutionary  soldiers  and  their  heirs, 
have  always  been  in  the  custody  of  the  Secretary  of  this 
Commonwealth.  This  Board  is  still  responsible  for  the  safe 
keeping  of  seven  volumes  of  records  of  conveyances  by  this 
Commonwealth  of  lands  in  Maine,  one  volume  of  the  like 
records  of  lands  in  Madawaska,  one  volume  containing  the 
plans  and  records  of  the  drawings  of  the  "  Lottery  Lands,  " 
so  called,  in  the  easterly  section  of  Maine,  and  an  old  account 
book,  containing  a  record  of  the  receipts  and  disbursements 
of  the  Land  Agents  on  account  of  the  above  lands,  from  the 
year  1823  to  the  year  1853. 

These  records,  apart  from  their  historical  interest,  have 
no  present  value  except  as  furnishing  evidence  of  title  to 
lands  in  another  State ;  and  record  copies,  to  have  legal 
effect,  must  be  certified  by  the  Secretary  of  the  Common- 
wealth. As  a  matter  of  fact,  most  of  the  above  volumes 
are  now,  for  convenience  in  the  investigation  and  proof 
of  titles,  in  the  Secretary's  office,  this  Board  holding  his 
receipt  therefor ;  and  it  is  respectfully  recommended  that  all 
the  archives  of  Maine  lands  be  placed  by  law  in  the  charge 
and  custody  of  that  officer,  to  be  kept  in  his  office. 

JOHN  E.  SANFORD. 
FRANCIS  A.  NYE. 
HENRY  L.  WHITING. 

Boston,  January  1,  ISS3. 


APPENDIX. 


APPENDIX. 


[See  page  5  of  this  Report,  ante.] 

AGREEMENT  BETWEEN  THE  COMMONWEALTH  AND 
THE  BOSTON  &  ALBANY  RAILROAD  COMPANY 
ACTING  BY  THE  NEW  YORK  &  NEW  ENGLAND 
RAILROAD  COMPANY. 

Know  all  Men  by  These  Presents,  That 

Whereas,  by  an  agreement  between  the  Boston  &  Albany 
Railroad  Company  and  the  New  York  &  New  England  Rail- 
road Company,  made  on  the   fifteenth  clay  of  July,  A.   D. 
1880,  and  recorded  with  Suffolk  Deeds,  Lib.  1568,  Fol.  45, 
to  which  reference   may  be  had  as  if  fully  recited  herein, 
s  lid  Boston  &  Albany  Railroad  Company  agreed,  upon  and 
after  a  full  performance  by  said  New  York  &  New  England 
Railroad  Company  of  each  and  all  of  its  agreements  thereby 
made,  to  release  to  it  all  the  right,  title  and  interest  which 
said  Boston  &  Albany  Railroad  Company  had  or  could  have, 
under  and  by  virtue  of  any  agreements  theretofore  made  by 
it  with  the  Commonwealth   of  Massachusetts,  in  or  to  any 
lands  or  flats  in  that  part  of  Boston  called  South  Boston,  in 
said  Commonwealth  of  Massachusetts,  which  said  Common- 
wealth had  theretofore  agreed  to  convey  to  it,  subject  to  all 
the  terms,  provisions  and  conditions  of  each  and  all  of  said 
agreements  :  and  that  said  New  York  '&  New  England  Rail- 
road  Company  might  act  as  the  attorney  of  said  Boston  & 
Albany  Railroad  Company,  and  in   its  name  and  behalf  en- 
force, defend  or  settle  any  legal  right,  claim  or  liability  of 
or  against  it  under  said  agreements,  or  in  regard  to  or  in 
connection  with  said    lands  or  flats,  except  as  therein  ex- 
cepted, but  only  at  the  cost  and  expense  of  said  New  York 


56       HARBOR  AND  LAND  COMMISSIONEES.    [Jan. 

&  New  England  Railroad  Company,  and  without  increasing 
or  creating  any  liability  of  said  Boston  &  Albany  Railroad 
Company ; 

And  Whereas,  said  Commonwealth,  acting  by  its  Board 
of  Harbor  and  Land  Commissioners,  with  the  approval  of 
its  Governor  and  Council,  and  to  the  satisfaction  of  said 
Board,  of  the  one  part,  and  said  New  York  &  New  Eng- 
land Railroad  Company,  and  said  Boston  &  Albany  Railroad 
Company  acting  by  said  New  York  &  New  England  Rail- 
road Company  as  its  attorney  under  the  authority  and 
power  aforesaid,  of  the  other  part,  have  mutually  agreed 
upon  a  full  settlement,  on  the  terms  hereinafter  set  forth 
and  agreed  upon,  of  all  matters,  claims  and  demands 
asserted  in  the  suit  at  law  now  pending  in  the  Superior 
Court  in  and  for  the  County  of  Suffolk,  in  said  Common- 
wealth, or  in  the  proceedings  in  equity  now  pending  in  the 
Supreme  Judicial  Court  in  and  for  said  County  of  Suffolk, 
commenced  against  said  Boston  &  Albany  Railroad  Company 
in  pursuance  of  chapter  fifty  (50)  of  the  Resolves  passed 
by  the  General  Court  of  said  Commonwealth  of  Massachu- 
setts in  the  year  eighteen  hundred  and  eighty  (1880),  or 
arising  under  or  by  virtue  of  all  or  any  of  the  stipulations, 
agreements  or  provisions  contained  or  made  in  or  by  said 
agreements  between  said  Boston  &  Albany  Railroad  Com- 
pany and  said  Commonwealth ; 

NOW,  THEN,    IT    IS    HEREBY    AGREED,  Oil    this    first    day   of 

August,  in  the  year  1882,  by  and  between  said  Common- 
wealth, party  hereto  of  the  first  part,  and  said  New  York 
&  New  England  Railroad  Company,  and  said  Boston  & 
Albany  Railroad  Company  acting  as  aforesaid,  party  hereto 
of  the  second  part,  as  follows,  namely: 

That  the  total  sum  or  sums  of  money  due  or  payable  to 
said  Commonwealth  from  said  Boston  &  Albany  Railroad 
Company,  or  from  said  New  York  &  New  England  Rail- 
road Company,  on  account  of  any  or  all  of  said  matters, 
claims  or  demands,  or  under  all  or  an}'  of  said  agreements, 
including  all  principal,  interest,  damages  and  liabilities  of 
every  name  and  nature,  is  the  sum  of  one  hundred  thousand 
dollars,  and  no  more,  with  interest  at  the  rate  of  five  per 
centum  per  annum  from  the  first  day  of  May,  in  the  year 
1882. 


1883.]  PUBLIC   DOCUMENT  — No.  11.  57 

And  said  New  York  &  New  England  Railroad  Company 
agrees  with  said  Commonwealth,  that  said  company  will 

(I.)  Before  or  at  the  expiration  of  ten  (10)  years  from  and 
after  the  said  first  day  of  May,  A.  D.  1882,  pay  to  said 
Commonwealth  said  sum  of  $100,000,  with  interest  from 
and  after  said  first  day  of  May  at  the  rate  of  five  per  centum 
per  annum,  payable  semi-annually  on  the  first  days  of  May 
and  November  in  each  year ;  and  will  accept  instead  of,  and 
as  and  for  a  conveyance  of  the  land  which  said  Common- 
wealth in  and  by  said  agreements  agreed  to  convey  to  said 
Boston  &  Albany  Railroad  Company,  a  conveyance  in  fee 
simple,  free  from  all  incumbrances  except  as  hereinafter 
stated,  of  all  that  parcel  of  land  situated  in  said  South  Bos- 
ton, bounded  and  described  as  follows  : 

Beginning  at  the  southerly  corner  of  said  parcel,  at  the 
intersection  of  the  south-westerly  side-line  of  Congress 
Street  as  located  and  laid  out  by  the  Board  of  Street  Com- 
missioners for  the  City  of  Boston,  March  14,  1879,  with  the 
north-westerly  side-line  of  "  B  "  Street ;  thence  running  north 
40°  59'  59"  east,  along  the  north-westerly  side-line  of  said 
"  B"  Street,  seven  hundred  and  ninety-one  and  fifty-seven 
one-hundredths  (791^^)  feet ;  thence  running  north  30°  06' 
28"  east,  and  bounded  south-easterly  by  other  land  of  the 
Commonwealth,  one  thousand  five  hundred  and  twenty- 
three  and  sixteen  one-hundredths  (1,523^^)  feet ;  thence 
north  61°  01'  04"  west,  eight  hundred  and  twenty-two 
and  ninety-four  one-hundredths  (822^^)  feet;  thence,  on 
the  arc  of  a  curve  of  two  thousand  three  hundred  and 
seventy  (2,370)  feet  radius,  to  which  the  said  last-described 
line  is  tangent  at  its  westerly  end,  one  hundred  and  sixteen 
and  seventy-three  one-hundredths  (HGy7^)  feet,  more  or 
less,  to  the  dividing  line,  wherever  it  may  be,  between  the 
land  hereby  agreed  to  be  conveyed  and  other  land  known  as 
the  25-Acre  Lot,  heretofore  agreed  to  be  conveyed  by  the 
said  Commonwealth  of  Massachusetts  to  the  said  New  York 
&  New  England  Railroad  Company,  in  accordance  with  the 
provisions  of  chapter  two  hundred  and  sixty  (260)  of  the 
Acts  of  the  General  Court  of  Massachusetts  for  the  year 
1880.  The  course  of  a  straight  line  which  connects  the  ends 
of  said  last-described  curved  line  is  north  62°  25'  44"  west, 


58       HAKBOR  AND  LAND  COMMISSIONERS.     [Jan. 

and  its  length  is  one  hundred  and  sixteen  and  seventy-one 
one-hundredths  (116t7qL)  feet,  more  or  less.  Thence  con- 
tinuing south  30°  07'  50"  west,  along  the  said  division  line, 
and  bounded  north-westerly  by  the  said  25-Acre  Lot,  one 
thousand  and  three  hundred  and  seventeen  and  four-tenths 
(1,317t4q)  feet,  more  or  less ;  thence  south  55°  48'  31"  east, 
and  bounded  south-westerly  by  land  of  the  Boston  Wharf 
Company,  seventy  and  ninety-six  one-hundredths  (70^^) 
feet,  more  or  less,  to  a  point  which  is  on  a  south-easterly 
extension  of  the  straight  boundary  line  on  the  south-westerly 
side  of  the  land  hereinbefore  referred  to  as  to  be  conveyed 
in  accordance  with  the  terms  of  chapter  260  of  the  Acts 
of  the  General  Court  of  Massachusetts  for  the  year  1880, 
and  is  distant  ninety-seven  and  fifty-seven  one-hundredths 
(97t507q)  feet  from  a  copper  bolt  in  a  stone  bound  on  the 
said  boundary  line,  and  is  also  distant  one  thousand  and 
ninety-three  (1,093)  feet  from  the  intersection  of  said  south- 
westerly boundary  line  of  said  25-Acre  Lot  with  the  harbor 
line  on  the  easterly  side  of  Fort  Point  Channel,  as  defined  by 
chapter  thirty-five  (35)  of  the  Acts  of  the  General  Court  of 
Massachusetts  for  the  year  1840;  thence  south  30°  01'  35" 
west,  and  bounded  north-westerly  by  land  of  the  Boston 
Wharf  Company  and  by  Congress  Street,  eight  hundred  and 
eighteen  and  forty-five  one-hundredths  (818t405q)  feet  to  a 
point  in  the  south-westerly  side-line  of  Congress  Street 
hereinbefore  referred  to ;  thence  south  49°  00'  01"  east, 
along  the  south-westerly  side-line  of  said  Congress  Street, 
and  bounded  south-westerly  by  land  of  the  Boston  Wharf 
Company  and  other  land  known  as  the  12-Acre  Lot,  hereto- 
fore agreed  to  be  conveyed  by  the  said  Commonwealth  of 
Massachusetts  to  the  said  New  York  &  New  England  Rail- 
road Company,  seven  hundred  and  thirty-one  and  fifty-six 
one-hundredths  (731I5~(f-0)  feet  to  the  point  of  beginning, — 
containing  by  estimation  1,976,654  square  feet,  more  or  less. 
For  a  more  particular  description,  reference  may  be  had  to 
the  accompanying  plan.*  Intending  to  include  in  the  fore- 
going description  all  the  land  lying  between,  and  bounded 
by,  the  exterior  north-easterly  line   set  forth   in  the  accom- 

*  The  plan  referred  to  is  on  file  in  the  offices  of  the  Secretary  and  the  Treas- 
urer of  the  Commonwealth,  and  of  this  Board. 


1883.]  PUBLIC   DOCUMENT  — No.  11.  59 

panying  plan,  the  parcel  of  land  known  as  the  25-Acro  Lot 
described  in  chapter  2 GO  of  the  Acts  passed  by  the  Gen- 
eral Court  of  said  Commonwealth  in  the  year  1880,  land 
of  the  Boston  Wharf  Company,  the  parcel  of  land  described 
in  said  chapter  as  "a  parcel  of  land  and  flats  containing 
twelve  acres,  more  or  less,"  "B"  Street,  so  called,  and  a 
line  running  south  30°  06'  28"  west,  one  thousand  five 
hundred  and  twenty-eight  and  sixteen  one-hundredths 
(1,528^^)  feet  from  said  exterior  line  to  the  point  where 
said  line  intersects  with  the  northerly  line  of  "B"  Street. 
All  bearings  or  courses  stated  in  the  foregoing  description, 
are  to  be  referred  to  the  meridian  71°  00'  54.883"  west 
longitude. 

Said  conveyance  to  be  subject  to  any  rights  which  the 
City  of  Boston  may  have  acquired  in  Eastern  Avenue  or 
Congress  Street,  and  to  any  obligations  of  the  Common- 
wealth,- under  the  agreements  and  indenture  next  herein- 
after mentioned,  in  relation  thereto;  and  to  be  subject  to 
the  rights  as  to  the  laying  out  of  Northern  Avenue,  or  of 
any  drains  or  sewers  on,  over  or  in  said  parcel  of  land 
hereinbefore  described,  and  said  to  contain  by  estimation 
1,976,654  square  feet,  more  or  less,  which  are  reserved  to 
said  Commonwealth  and  to  the  City  of  Boston  in  and  by 
agreements  between  said  Commonwealth  and  said  Boston 
&  Albany  Railroad  Company,  dated  on  the  eighth  day  of 
December,  A.  D.  1869,  and  on  the  twenty-fourth  day  of 
June,  A.  D.  1873,  or  in  and  by  an  indenture  of  four  parts 
between  said  Commonwealth  of  the  first  part,  said  Boston 
&  Albany  Railroad  Company  of  the  second  part,  the  Boston 
Wharf  Company  of  the  third  part,  and  said  City  of  Boston 
of  the  fourth  part,  dated  on  said  twenty-fourth  day  of  June, 
1873,  except  so  far  as  the  rights  so  reserved  to  said  Com- 
monwealth are  modified  by  express  provisions  of  this  agree- 
ment ;  and  to  be  subject  to  any  obligations  of  said  Common- 
wealth, under  said  agreements  and  indenture,  in  relation  to 
said  parcel  of  land  or  any  portion  thereof. 

And  said  New  York  &  New  England  Railroad  Company 
further  agrees  with  said  Commonwealth,  that  said  Company 
will 

(II.)    Proceed  forthwith  to  perform  with  all  practicable 


60       HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

despatch  all  the  filling  and  other  work  which  said  Common- 
wealth is  now  entitled  to  have  performed  by  said  Boston  & 
Albany  Railroad  Company  upon  or  in  relation  to  said  parcel 
of  land,  which  filling  and  other  work  is  agreed  by  the  parties 
hereto  to  be  the  following  only  and  no  more ;  that  is  to  say  : 

(1)  Fill  with  solid  filling,  to  the  grade  of  sixteen  feet 
above  mean  low  water,  the  area  on  the  accompanying  plan 
within  a  line  drawn  from  a  to  b  to  c  to  d  to  e  to  g  to  h 
to  i  to  j  to  k  to  I  to  m  to  n  to  «,  the  place  of  beginning. 
]f  the  filling  of  said  area  along  said  line,  from  I  to  m  to  n, 
shall  not  be  done  in  such  time  and  manner  as  to  protect  the 
filling  of  the  adjoining  territory  by  said  Commonwealth, 
then  the  said  New  York  &  New  England  Railroad  Company 
shall,  on  demand,  pay  to  said  Commonwealth  the  actual  cost 
of  all  material  deposited  by  said  Commonwealth  on  said 
adjoining  territory,  which  may  flow  or  form  a  slope  upon 
said  area  along  said  line.  The  area  bounded  by  and  within 
a  line  beginning  at  point  e9  thence  to  o,  thence  to  jp,  thence 
to  g,  thence  to  point  e,  the  place  of  beginning,  is  for  the 
present  reserved  for  a  dock :  provided,  that  said  company 
shall  have  the  right,  at  any  time  within  twenty-five  (25) 
years  from  the  date  of  this  agreement,  to  fill  said  last- 
described  area  and  build  the  sea-walls  around  said  area  so 
far  as  indicated  on  the  accompanying  plan,  the  work  of  fill- 
ing and  of  building  the  said  wall  to  be  done  in  such  way  as 
shall  be  approved  by  said  Board  of  Harbor  and  Land  Com- 
missioners ;  but  if  said  company  does  not  within  said  twenty- 
five  (25)  years  exercise  said  right  of  filling  said  last-described 
area,  it  shall  be  taken  to  have  elected  to  have  reserved  the 
same  for  a  dock. 

(2)  Complete  the  wall  on  Pier  Number  four  (4)  as  shown 
on  the  accompanying  plan,  in  such  way  as  shall  be  approved 
by  said  Board  of  Harbor  and  Land  Commissioners. 

And  said  Commonwealth  on  its  part  agrees  with  said 
New  York  &  New  England  Railroad  Company,  that  said 
company  shall  be  permitted  to  pay  all  or  any  part  of  said 
sum  of  $100,000  at  any  time  within  the  period  of  ten  years 
aforesaid,  after  ten  (10)  days'  notice  of  its  intention  so  to 
do,  with  the  interest  accrued  on  the  part  so  paid  up  to  the 
date  of  such  payment ;  and  that,  upon  the  payment  to  said 


1883.]  PUBLIC  DOCUMENT  — No.  11.  61 

Commonwealth  by  said  New  York  &  New  England  Rail- 
road Company,  or  by  said  Boston  &  Albany  Railroad  Com- 
pany, of  the  whole  of  said  $100,000  with  the  interest  accrued 
thereon,  or  upon  the  giving  of  such  security  therefor  as  said 
Commonwealth,  by  its  officers  or  agents  hereafter  duly 
authorized  so  to  do,  shall  accept  as  satisfactory,  said  Com- 
missioners not  declaring  that  they  have  any  authority  so  to 
accept,  and  upon  the  due  performance  of  the  filling  and 
other  work  which  said  New  York  &  New  England  Railroad 
Company  is  bound  to  do  as  afuresaid,  and  of  all  acts  and 
things,  other  than  filling  or  work  or  payment  of  money, 
which  either  of  said  Railroad  Companies  is  bound  to  do, 
under  the  aforesaid  agreements  and  indenture  as  modified 
by  these  presents,  prior  to  the  conveyance  of  said  parcel  of 
land  by  said  Commonwealth,  said  Commonwealth,  under 
the  aforesaid  agreements  and  indenture  as  modified  by  these 
presents,  will  convey  by  a  good  and  sufficient  warranty  deed 
to  said  Boston  &  Albany  Railroad  Company,  or  to  such 
grantee  or  assignee  as  the  said  Boston  &  Albany  Railroad 
Company  shall  in  writing  designate  or  appoint,  or  to  said 
New  York  &  New  England  Railroad  Company,  upon  the  due 
execution  and  delivery  of  the  release  which  said  Boston  & 
Albany  Railroad  Company,  by  the  agreement  first  herein 
referred  to,  agrees,  as  therein  stated,  to  give  to  said  New 
York  &  New  England  Railroad  Company,  all  said  parcel 
of  land,  and  all  the  land  which  as  aforesaid  the  said  fore- 
going description  is  intended  to  include,  free  from  and  of 
all  incumbrances  except  as  aforesaid. 

And  whereas  Northern  Avenue,  so  called,  may  be  here- 
after so  laid  out  over  said  parcel  of  land  that,  by  reason  of 
the  provisions  of  the  agreements  or  indenture  next  here- 
inafter mentioned,  said  Boston  &,  Albany  Railroad  Company 
or  New  York  &  New  England  Railroad  Company  may  not 
be  entitled  to  compensation  therefor ;  and  whereas  the  cost, 
at  the  rates  hereinafter  specified,  of  the  portions  of  said 
parcel  which  may  be  so  taken  for  said  Northern  Avenue, 
is  included  in  said  sum  of  $100,000,  and,  in  case  of  the 
laying  out  of  said  Northern  Avenue  without  compensation 
for  the  reason  aforesaid,  ought  not  to  be  claimed  or  retained 
by  said  Commonwealth  : 


62      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Now,  then,  the  said  Commonwealth  cloth  further  agree 
that,  if  and  when  said  Northern  Avenue  is  or  shall  be  so 
laid  out,  whether  by  said  Commonwealth  or  by  the  City  of 
Boston,  under  the  provisions  of  the  aforesaid  agreements  of 
December  8,  1869,  and  June  24,  1873,  or  of  the  aforesaid 
indenture  of  June  24,  1873,  over  said  parcel  or  any  part 
thereof,  provided,  it  is  so  laid  out  by  said  Commonwealth 
or  said  City  of  Boston  in  the  due  exercise  of  the  rights 
reserved  or  given  by  said  agreements  or  indenture,  and  in 
such  manner  and  within  such  time,  that  said  Common- 
wealth or  City  of  Boston  is  not  bound  to  make  such  com- 
pensation and  does  not  incur  any  liability  for  land  damages 
for  so  doing,  said  Commonwealth  will  deduct  from  said 
$100,000,  or  credit  on  said  $100,000,  the  amount  of  the  cost, 
at  the  rate  of  fifty  (50)  cents  per  square  foot,  of  all  that  por- 
tion of  the  land  hereby  agreed  to  be  conveyed  which  shall 
be  included  within  said  Northern  Avenue  as  so  laid  out,  and 
which  lies  between  the  boundary  line  dividing  said  land  from 
the  25- Acre  Lot,  so  called,  as  said  line  is  shown  on  the  ac- 
companying plan,  (described  as  S.  30°  07/  50"  W.  1317.40 
feet,  more  or  less,)  and  a  line  drawn  parallel  to,  and  distant 
seventy  and  seventy-eight  one-hundreclths  (70^^)  feet 
south-easterly  from,  said  boundary  line,  and  of  the  cost,  at 
the  rate  of  twenty  (20)  cents  per  square  foot,  of  any  other 
portions  of  said  land  so  included  within  said  Northern 
Avenue,  with  interest  at  five  (5)  per  centum  per  annum 
from  and  after  the  first  day  of  May,  1882,  on  said  amount, 
or  repay  the  same  amount  and  interest,  if  already  paid  to 
it,  to  that  one  of  said  companies  which  shall  have  paid  the 
same.  And  said  Commonwealth  on  its  part  hereby  releases 
to  said  Boston  &  Albany  Railroad  Company  and  to  said  New 
York  &  New  England  Railroad  Company,  all  right  which  it 
has  by  virtue  of  the  aforesaid  agreement  of  December  8, 
1869,  to  lay  out  said  Northern  Avenue  on  or  over  said  par- 
cel of  land  or  any  part  thereof,  at  any  time  after  two  years 
after  the  filling  and  other  work,  hereinbefore  stipulated  to 
be  done,  has  been  completed,  and  written  notice  thereof 
given  to  said  Commonwealth. 

And  in  consideration  of  the  premises,  and  of  the  sum  of 
$330,000  heretofore  paid  by  said  Boston  &  Albany  Railroad 


1883.]  PUBLIC   DOCUMENT  — No.   11.  63 

Company  to  said  Commonwealth,  said  Commonwealth  hereby 
releases  and  discharges  said  Boston  &  Albany  Kail  road 
Company  of  and  from  all  debts,  claims,  demands,  liabilities 
or  obligations  to  or  for  the  payment  or  performance  of 
money,  damages,  filling,  or  other  work,  or  any  other  matters 
or  things  arising  under  or  by  virtue  of  said  agreements  made 
by  said  Boston  &  Albany  Railroad  Company  with  said  Com- 
monwealth, or  by  reason  of  any  breach  thereof,  and  accepts 
said  New  York  &  New  England  Railroad  Company  in  the 
place  of  said  Boston  &  Albany  Railroad  Company,  with  all 
the  rights  and  subject  to  all  the  liabilities  which  said  Boston 
<fe  Albany  Railroad  Company  would  have  or  be  liable  to  un- 
der said  agreements  as  modified  by  these  presents,  except 
that  said  Commonwealth  agrees  not  to  make  to  said  New 
York  &  New  England  Railroad  Company  the  conveyance 
aforesaid,  except  upon  and  after  the  full  performance  by  it 
of  all  its  agreements  made  in  and  by  said  first  herein  mentioned 
agreement  of  July  15,  1880,  or  upon  the  written  request  or 
with  the  written  consent  thereto  of  said  Boston  &  Albany 
Railroad  Company  ;  and  said  Boston  &  Albany  Railroad  Com- 
pany, acting  as  aforesaid  by  said  New  York  &  New  England 
Railroad  Company,  doth  hereby  release,  acquit,  and  dis- 
charge said  Commonwealth  of  and  from  all  claims  and  de- 
mands under  said  agreements  for  the  conveyance  to  it,  the 
said  company,  of  any  land  situated  in  said  South  Boston, 
except  said  parcel  of  land  and  except  the  land  which  as 
aforesaid  said  foregoing  description  is  intended  to  include. 

And  said  Commonwealth  and  said  Boston  &  Albany  Rail- 
road Company,  acting  as  aforesaid  by  said  New  York  & 
New  England  Railroad  Company,  and  said  New  York  & 
New  England  Railroad  Company  for  itself,  mutually  ac- 
cept these  presents  as  a  full  accord  and  satisfaction  of  all 
claims  and  demands  arising  under  any  previous  agreements 
relative  to  the  subject-matters  aforesaid. 

In  Testimony  Whereof,  on  this  first  clay  of  August,  in 
the  year  1882,  the  said  Commonwealth  of  Massachusetts, 
acting  by  its  Board  of  Harbor  and  Land  Commissioners, 
hath  caused  its  corporate  seal  to  be  hereto  affixed,  and  these 
presents  to  be  signed  and  delivered  in  its  name  and  behalf, 
and  the  same  to  be  approved  by  its  Governor  and  Council ; 


64      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

and  the  said  New  York  &  New  England  Railroad  Company, 
acting  for  itself,  and  as  the  attorney  of  the  said  Boston  & 
Albany  Railroad  Company,  by  James  H.  Wilson,  its  presi- 
dent, thereunto  duly  authorized  by  vote  of  its  directors,  a 
copy  of  which  vote  is  hereunto  annexed,  hath  hereunto  set 
its  corporate  name  and  seal ;  and  the  said  Boston  &  Albany 
Railroad  Company,  by  William  Bliss,  its  president,  there- 
unto duly  authorized  by  vote  of  its  directors,  a  copy  of 
which  vote  is  hereto  annexed,  in  token  of  its  assent  to  the 
provisions  of  the  foregoing  agreement,  hath  hereunto  set  its 
corporate  name  and  seal. 

COMMONWEALTH   OF  MASSACHUSETTS, 

By  John  E.  Sanford,  l     Harbor  and 

Francis  A.  Nye,      V  Land  coS™™.] 

Henry  L.  Whiting,  J  Commissioners. 

NEW  YORK  &  NEW  ENGLAND  RAILROAD  COMPANY, 

By  James  H.  Wilson,  President.  n.  t.  &  n.  e. 

E.  B.  CO.] 

BOSTON  &  ALBANY  RAILROAD  COMPANY, 
By  New  York  &  New  England  R.R.  Co.,  its  Attorne}-, 

By  James  H.  Wilson,  President. 

BOSTON    &   ALBANY   R.  R.    CO., 

By  William  Bliss,  President.  B.  &T.Ab.r.  co.j 


Boston,  December  26,  1882. 

At  a  meetino;  of  the  Directors  of  the  New  York  &  New 
England  Railroad  Company,  held  December  22,  1882,  the 
following  vote  was  passed  :  — 

"  A  draft  of  a  proposed  agreement  of  settlement  between  this  Com- 
pany, as  the  attorney  of  the  Boston  &  Albany  Railroad  Company,  under 
the  agreement  between  the  Boston  &  Albany  Railroad  Company  and 
this  Company,  dated  July  15th,  1880,  and  the  Commonwealth  of  Massa- 
chusetts, by  which  it  is  agreed  that  all  liabilities  shall  be  compromised 
for  the  sum  of  one  hundred  thousand  dollars  ($100,000),  with  interest  at 
five  (5)  per  cent,  from  May  1st,  1882,  was  submitted  by  the  General 
Solicitor  of  this  Company;  and,  on  motion  of  Mr.  Hart,  it  was 

"  Voted,  That  the  President  of  the  Company  be,  and  he  hereby  is, 
authorized,  in  its  name  and  behalf,  to  sign  its  corporate  name  and 
set  its  common  seal  to  the  instrument  which  has  just  been  sub- 
mitted, dated  the  first  (1st)  day  of  August,  1882;  provided,  however, 


1883.]  PUBLIC  DOCUMENT  — No.  11.  65 

that  any  modification  in  the  details  of  said  agreement,  which  may  be 
deemed  necessary  or  proper  by  the  President  and  General  Solicitor,  may 
be  made  before  the  execution  thereof." 

A  true  copy  from  the  record, 

Attest : 

CsEANLJfETHBEco.r&  JAMES  W.  PERKINS, 

Clerk  of  Board  of  Directors. 


Boston,  December  26,  1882. 
We  hereby  certify  that  the  foregoing  instrument  is  the  instrument 
submitted  to  the  Directors  of  the  New  York  &  New  England  Railroad 
Company,  at  their  meeting  held  December  22d,  1882,  and  referred  to 
in  the  appended  copy  of  vote  passed  at  said  meeting,  with  slight  verbal 
changes  approved  by  us. 

JAMES   W.   WILSON, 

President  of  N.  Y.  &  N.  E.  B.  B.  Co. 

WILLIAM  CALEB  LORING, 

General  Solicitor  of  N.  Y.  &  N.  E.  B.  B.  Co. 


Boston,  January  3,  1883. 

At  a  meeting  of  the  Board  of  Directors  of  the  Boston  & 
Albany  Railroad  Company,  duly  held  In  the  city  of  Boston 
this  third  day  of  January,  A.  D.  1883,  the  following  vote 
was  passed :  — 

Whereas,  The  Counsel  of  the  Corporation  has  examined  the  proposed 
agreement  of  settlement  of  the  controversy  between  the  N.  Y.  &  N.  E. 
R.  R.  Co.  and  the  Commonwealth  of  Massachusetts,  relative  to  the  South 
Boston  Flats,  and  approves  of  the  same, 

Voted,  That  the  President  be  authorized  to  consent  to  the  same  in 
writing  in  behalf  of  the  corporation. 

J.  A.  RUMRILL, 
Secretary  and  Clerk. 


COMMONWEALTH  OF   MASSACHUSETTS. 

Boston,  January  4,  1883. 
Approved  by  the  Governor  and  Council. 

HENRY  B.  PEIRCE, 

Secretary  of  the  Commonwealth. 


Secretary's  Department, 
Boston,  January  12,  1883. 

Recorded  in  Vol.  2,  Treaties,  Contracts,  &c.     Pages  360-373. 


66      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


[2.] 


AGREEMENT  BETWEEN  THE  BOSTON  &  ALBANY 
RAILROAD  COMPANY  AND  THE  NEW  YORK  &  NEW 
ENGLAND  RAILROAD  COMPANY,  REFERRED  TO  IN 
THE  PRECEDING  AGREEMENT. 

Memorandum  of  an  Agreement,  made  this  fifteenth  day  of 
July,  A.  D.  1880,  by  and  between  the  Boston  &  Albany 
Railroad  Company  and  the  New  York  &  New  England  Rail- 
road Company. 

Said  Boston  &  Albany  Railroad  Company  hereby,  pur- 
suant to  the  authority  given  it  by  St.  1869,  ch.  461,  and  all 
other  powers  it  has  in  the  premises,  agrees,  upon  and  after 
a  full  performance  by  said  New  York  &  New  England  Rail- 
road Company  of  each  and  all  of  its  agreements  hereby 
made,  to  release  to  it  all  the  right,  title  and  interest  which 
said  Boston  &  Albany  Railroad  Company  has,  or  can  have, 
under  and  by  virtue  of  any  agreements  heretofore  made  with 
it  by  the  Commonwealth  of  Massachusetts,  in  or  to  any  lands, 
or  flats,  situate  in  that  part  of  Boston,  in  said  Commonwealth, 
called  South  Boston,  which  said  Commonwealth  has  hereto- 
fore agreed  to  convey  to  it,  subject  to  all  the  terms,  provi- 
sions aud  conditions  of  each  and  all  of  said  agreements. 

And  said  New  York  &  New  England  Railroad  Company 
hereby  agrees  to  pay  to  said  Boston  &  Albany  Railroad 
Company,  forthwith,  the  sum  of  thirty  thousand  dollars, 
with  interest  at  the  rate  of  six  per  cent,  per  annum  from 
and  after  the  seventh  day  of  February,  A.  D.  1879,  and  the 
sum  of  three  hundred  thousand  dollars  within  ten  years 
from  said  day,  with  interest  thereon  until  paid,  payable 
semi-annually  on  the  first  days  of  January  and  July  of  each 
year,  at  the  rate  of  two  per  cent,  per  annum  for  the  first  five 
years,  and  at  the  rate  of  four  per  cent,  per  annum  for  the 


1883.]  PUBLIC  DOCUMENT  — No.   11.  67 

next  five  years ;  and  also  to  do,  pay  and  perform  all  acts, 
work,  moneys,  interest,  damages,  matters  and  things  of  any 
kind  or  description  whatever,  which  said  Boston  &  Albany 
Railroad  Company  has  agreed,  or  was,  is  now,  or  may  or  can 
hereafter  be,  legally  bound  or  required  to  do,  pay  or  per- 
form, either  by,  under  or  in  consequence  either  of,  or  of  any 
breach  of,  all  or  any  part  or  clause  of  any  agreement  or 
agreements  heretofore  made  by  it  with  said  Commonwealth, 
or  any  other  person  or  corporation,  for  or  in  relation  to  said 
lands  or  flats,  or  any  work  or  materials  already  or  to  be  done 
or  furnished  to,  for,  upon,  in  relation  to,  or  in  connection 
with  said  lands  or  flats,  or  as  owning  or  interested  in  said 
lands  or  flats,  or  any  part  thereof;  excepting  work  or  mate- 
rials in  fact  done  or  furnished  before  the  tenth  day  of  Sep- 
tember, A.  D.  1878,  or  moneys  heretofore  paid  by  it  to  said 
Commonwealth. 

Said  New  York  &  New  England  Railroad  Company  may 
occupy  and  use  said  lands  and  flats  if,  and  so  long  only  as,  it 
shall  fulfil  and  perform  its  agreements  hereby  made  ;  and  may 
act  as  the  attorney  of  said  Boston  &  Albany  Railroad  Com- 
pany, and,  in  its  name  and  behalf,  enforce,  defend  or  settle  any 
legal  right,  claim  or  liability  of  or  against  it  under  said  agree- 
ment or  agreements,  or  in  regard  to  or  in  'connection  with  said 
lands  or  flats,  except  as  aforesaid,  but  only  at  the  cost  and  ex- 
pense of  the  said  New  York  &  New  England  Railroad  Com- 
pany, and  without  increasing  or  creating  any  liability  of  said 
Boston  &  Albany  Railroad  Company ;  and  hereby  agrees  to 
pay  all  reasonable  expenses,  including  counsel  fees,  incurred 
by  said  Boston  &  Albany  Railroad  Company  in  defending  or 
resisting  any  such  claim  or  liability  of  or  against  it  under 
said  agreement  or  agreements,  or  in  regard  to  or  in  connec- 
tion with  said  lands  or  flats,  except  as  aforesaid,  and  to  pay 
or  indemnify  it  against  all  taxes  and  assessments  assessed 
after  the  seventh  day  of  February,  A.  D.  1879,  on  said  lands 
or  flats,  or  any  part  thereof. 

In  witness  whereof,  said  Boston  &  Albany  Railroad  Com- 
pany, and  said  New  York  and  New  England  Railroad  Com- 
pany, each  by  its  respective  President,  thereto  duly  author- 
ized, has  hereto  signed  its  corporate  name  and  set  its  com- 


68       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

mou  seal,  on  this  fifteenth  day  of  July,  in  the  year  eighteen 
hundred  and  eighty. 

THE  BOSTON    &  ALBANY  R.  R.  CO., 

By  ¥m.    Bliss,  President.         [corporate  skal.] 

NEW  YORK    &   NEW  ENGLAND  RAILROAD  CO., 

By  Wm.  T.  Hart,  President.  [corporate 

7  SEAL.J 

Signed,  sealed  and  delivered  in  presence  of 

Chas.  F.  Walcott, 
To  execution  by  B.  &  A.  R.  R.   Co. 

G.  W.  Baldwin, 
To  execution  by  N.  Y.   &  N.  E.  R.  R.  Co. 


1883.]  PUBLIC  DOCUMENT  — No.   11.  69 


[3.] 

[See  page  4  of  Report,  ante.] 

CONTRACT   OF   THE   COMMONWEALTH   WITH    THE 
NEW  ENGLAND  DREDGING  COMPANY. 

Articles  of  Agreement,  made  this  first  day  of  July,  in  the 
year  eighteen  hundred  and  eighty-two,  by  and  between  the 
New  England  Dredging  Company,  a  corporation  established 
under  the  laws  of  Massachusetts,  party  of  the  first  part,  and 
the  Commonwealth  of  Massachusetts,  acting  by  its  Board  of 
Harbor  and  Land  Commissioners,  party  of  the  second  part. 

Said  party  of  the  first  part  hereby  covenants  and  agrees  to 
furnish  all  the  plant,  tools,  appliances  and  labor  necessary  to 
receive,  store,  elevate  and  deposit,  as  hereinafter  provided, 
all  the  material,  except  rocks,  stones  and  sewage  matter, 
dredged  in  and  about  Boston  Harbor,  for  which  a  dumping- 
ground  is  desired,  or  may  be  assigned  by  the  Board  of  Har- 
bor and  Land  Commissioners. 

Said  party  of  the  first  part  may  locate  the  dumping-ground 
and  elevating  station  for  said  material,  between  the  elevating 
station  now  used  by  said  party  in  executing  its  contract  with 
said  party  of  the  second  part,  dated  August  twelfth  (12th), 
eighteen  hundred  and  eighty-one  (1881),  and  the  bulkhead 
extending  northerly  from  the  southerly  line  of  Eastern 
Avenue  on  a  line  parallel  with  and  fifty  feet  east  of  the  east- 
erly line  of  C  Street  extended,  or  in  any  other  location  ap- 
proved by  said  Board  of  Harbor  and  Land  Commissioners  ; 
and  the  same  shall  be  of  sufficient  capacity  to  accommodate 
and  dispose  of  all  the  material  offered. 

The  approach  to  said  dumping-ground  shall  be  kept  free 
and  easy  of  access  for  scows  and  tow-boats  to  bring  material 
thereto  at  or  near  high  water,  and,  should  it  be  necessary  to 
excavate  a  channel  for  that  purpose,  the  said  Board  of  Har- 
bor and  Land  Commissioners  may  require,  and  by  their 
engineer  direct,  the  party  of  the  first  part  to  dredge  the 
same,  the  material  so  dredged  to  be  deposited  in  accordance 


70       HARBOR  AND  LAISD  COMMISSIONERS.     [Jan. 

with,  and  accepted  as  part  performance  of,  the  aforesaid  con- 
tract dated  August  twelfth  (1 2th),  eighteen  hundred  and 
eighty-one  (1881),  and  the  channel  so  excavated,  and  the 
necessary  space  excavated  around  the  elevating  station,  to  be 
refilled,  upon  the  expiration  of  this  contract,  or  the  abandon- 
ment of  said  station  before  that  time,  to  its  present  level,  by 
said  party  of  the  second  part. 

The  two  elevating  stations  aforesaid  shall  be  separated  by 
a  substantial  bulkhead,  to  be  built  by  said  party  of  the  first 
part,  of  such  dimensions  and  construction  as  shall  be  ap- 
proved by  the  engineer  of  said  Board  of  Harbor  and  Land 
Commissioners. 

All  the  material  offered  as  aforesaid  shall  be  elevated,  con- 
veyed and  deposited,  between  the  present  surface  and  grade 
thirteen  (13),  on  the  area  lying  between  the  southerly  boun- 
dary of  the  area  to  be  filled  by  said  party  of  the  first  part 
under  the  aforesaid  contract  dated  August  twelfth  (12th), 
eighteen  hundred  and  eighty-one  (1881),  and  the  southerly 
line  of  Cipher  Street,  so  called,  and  between  B  Street  and  a 
line  one  hundred  feet  east  of  and  parallel  with  D  Street  ex- 
tended, in  such  places  and  in  such  order,  working  from  said 
B  Street  easterly,  as  is  consistent  with  a  systematic  and 
practicable  arrangement  of  tramways,  to  be  constructed  by 
said  party  of  the  first  part  for  that  purpose  ;  but  said  party 
of  the  second  part  reserves  the  right  to  fill,  or  cause  to  be 
filled  by  other  parties,  a  strip  along  the  southerly  side  of 
said  area,  not  exceeding  three  hundred  feet  in  width,  without 
prejudice  to  the  right  of  said  party  of  the  first  part  to  be 
paid  for  material  deposited  under  this  contract  and  flowing 
upon  said  strip. 

In  all  work  under  this  contract,  the  lines,  grades  and  in- 
structions, not  inconsistent  with  the  provisions  hereof,  of  the 
engineer  of  said  Board  of  Harbor  and  Land  Commissioners, 
shall  be  strictly  observed,  and  all  necessary  aid  and  materials 
for  giving  and  indicating  said  lines  and  grades,  shall  be  fur- 
nished by  said  party  of  the  first  part. 

All  the  work  aforesaid  shall  be  done  to  the  reasonable 
satisfaction  of  said  engineer,  from  time  to  time,  during  the 
progress  and  until  the  completion  and  acceptance  of  said 
work.      The  material   deposited   shall    be  left  smooth   and 


1883.]  PUBLIC  DOCUMENT— No.  11.  71 

level  at  grade  thirteen  (13),  except  in  such  places  as  may 
be  only  partially  filled  at  the  expiration  of  this  contract,  and, 
where  the  boundaries  are  unprotected,  the  filling  may  take 
its  natural  slope. 

Said  party  of  the  second  part  hereby  covenants  and  agrees 
to  pay  said  party  of  the  first  part,  for  the  work  aforesaid,  at 
the  rate  of  twenty-five  cents  for  each  cubic  yard,  as  measured 
in  the  fill,  of  material  received,  stored,  elevated  and  deposited 
as  aforesaid. 

Monthly  estimates  of  the  work  done  shall  be  made  by  the 
engineer  in  charge,  and  monthly  payments  made  of  seventy- 
five  per  cent,  of  the  contract  price  for  all  such  material  above 
grade  thirteen  (13),  and  ninety  per  cent,  of  the  contract 
price  for  all  such  material  below  grade  thirteen  (13). 

When  an  area  has  been  graded  level  at  grade  thirteen 
(13),  or  at  such  grade  as.  shall  be  thought  necessary  to  allow 
for  settling  to  said  grade,  payment  shall  be  made  of  ninety 
per  cent,  of  the  contract  price  for  all  such  material  on  said 
area  up  to  grade  thirteen  (13),  the  remaining  ten  per  cent, 
to  be  retained  until  the  final  completion  and  acceptance  of 
the  work,  or  the  expiration  of  this  contract. 

When  the  area  filled  from  one  tramway  has  been  levelled 
and  maintained  at  grade  thirteen  (13)  for  one  month,  such 
area  shall  be  accepted  as  to  grade,  and  the  contractor  re- 
lieved of  further  responsibility  for  the  same. 

Upon  all  questions  of  measurements,  lines  or  grades,  pro- 
posed in  writing  by  one  party,  the  decision  of  the  engineer 
of  said  Board,  after  notice  to  the  other  party,  shall  be  final. 

This  agreement  shall  expire  on  the  eighteenth  (18th)  day 
of  August,  eighteen  hundred  and  eighty-four  (1884),  and,  if 
said  party  of  the  first  part  shall  refuse  or  neglect  to  prosecute 
the  work  herein  contracted  for,  or  in  any  other  substantial 
respect  shall  violate  or  fail  to  carry  out  this  agreement,  said 
party  of  the  second  part  may  at  any  time  annul  the  same, 
and  contract  anew  with  other  parties,  without  prejudice  to 
its  claim  for. damages  arising  from  breach  hereof. 

In  Witness  Whereof,  the  said  New  England  Dredging 
Company  has  caused  its  corporate  seal  to  be  hereto  affixed, 
and  these  presents  to  be  signed  and  delivered,  in  its  name 
and  behalf,  by  Charles  H.  Souther,  its  President  and  Treas- 


72       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

urer,  and  the  said  Commonwealth  has  caused  its  seal  to  be 
hereto  affixed,  and  these  presents  to  be  signed  and  delivered, 
in  its  name  and  behalf,  by  its  Board  of  Harbor  and  Land 
Commissioners,  the  day  and  year  first  above  written,  and  the 
same  to  be  approved  by  its  Governor  and  Council. 


NEW   ENGLAND   DREDGING   COMPANY, 

SrVnTTTTTT?  [seal  of  js 

SOUTHER,  DREDGI 

President  and  Treasurer. 


By  Charles  H.  Souther,         [SE^°nF.™^N?LAND 


THE   COMMONWEALTH  OF   MASSACHUSETTS 

By  John  E.  Sanford,    \    Harbor  and 

Francis  A.  Nye,       >         Land  coS™ 

Henry  L.  Whiting,  j  Commissioners. 


Executed  in  presence  of 

D.  KOPPMANN, 

Witness  to  all  the  signatures. 

In  Council,  August  15,  1882*     Approved. 

HENRY  B.  PEIRCE,  Secretary. 


1883.]  PUBLIC  DOCUMENT  — No.   11.  73 


[4-] 

[See  page  4  of  Report,  ante.] 

CONTRACT  OF  THE  COMMONWEALTH  WITH  STEPHEN 
JENNEY  &  COMPANY. 

This  Indenture,  made  this  first  day  of  July,  1882,  by  and 
between  the  Commonwealth  of  Massachusetts,  party  of  the 
first  part,  and  Bernard  Jenney  and  Francis  H.  Jenney,  co- 
partners, doing  business  under  the  name  of  Stephen  Jenney 
&  Company,  parties  of  the  second  part,  witnesseth  :  — 

Said  party  of  the  first  part  covenants  and  agrees  that  it 
will  not,  for  the  term  of  three  years  from  the  day  of  the  date 
hereof,  hinder  or  obstruct  the  access  of  said  parties  of  the 
second  part,  their  heirs  and  assignes,  to  their  wharf,  situate 
at  South  Boston,  and  known  as  Jenney's  Wharf,  by  any  fill- 
ing or  deposit  made,  or  structure  built,  or  other  thing  done 
by  it,  or  under  its  license  or  authority,  between  said  wharf 
and  a  line  indicated  by  the  red  line  A  B  C  on  the  plan*  here- 
to annexed  and  made  a  part  hereof;  nor,  in  any  manner  as 
aforesaid,  during  said  term,  cut  off  the  approach  to  said  wharf, 
from  the  main  harbor  of  the  City  of  Boston,  by  some  channel 
or  course  having  as  deep  water  as  the  present  channel  or 
course  affords. 

Said  party  of  the  first  part  doth  also  hereby  lease,  de- 
mise and  let  unto  said  parties  of  the  second  part,  to 
have  and  to  hold  to  them,  their  heirs  and  assigns,  for  the 
term  aforesaid,  a  certain  rectangular  parcel  of  land  or  flats, 
lying  adjacent  to  their  wharf  aforesaid,  and  indicated  on  said 
annexed  plan*  by  the  letters  D  E  F  and  G,  placed  in  red  ink 
at  the  several  corners  thereof;  together  with  all  the  right, 
title  and  interest  which  said  party  of  the  first  part  hath  in 
and  to  so  much  of  the  street  laid  out  or  projected,  and  called 
E  Street,  as  lies  between  said  parcel  and  Monks  Wharf,  and 
between  the  lines  E  F  and  D  G,  on  said  plan,  extended. 

*  The  plan  referred  to  is  on  file  in  the  offices  of  the  Secretary  and  the  Treasurer  of 
the  Commonwealth,  and  of  this  Board. 


74      HARBOR  AND  LAND  COMMISSIONERS.     |  Jan. 

In  consideration  of  the  foregoing,  said  parties  of  the  second 
part,  for  themselves,  their  heirs,  executors,  administrators 
and  assigns,  covenant  and  agree  to  pay  to  said  party  of  the 
first  part,  the  sum  of  six  hundred  and  fifty  dollars  ($650) 
each  year  during  the  term  aforesaid,  in  equal  semi-annual  in- 
stalments of  three  hundred  and  twenty- five  dollars  ($325) 
each,  payable  on  the  first  days  of  January  and  July,  the  first 
payment  to  be  made  on  the  first  day  of  January,  1883. 

In  testimony  whereof,  the  said  party  of  the  first  part,  by 
its  Board  of  Harbor  and  Land  Commissioners,  has  caused 
these  presents  to  be  executed  in  its  name  and  behalf,  and  its 
seal  to  be  hereto  affixed,  and  the  same  to  be  approved  by  its 
Governor  and  Council ;  and  the  said  parties  of  the  second 
part  have  hereunto  set  their  hands  and  seals,  the  day  and 
year  first  above  written. 

COMMONWEALTH  OF  MASSACHUSETTS, 
Bv  John  E.  Sanford,    j      Harbor  and 
'  Francis  A.  Nye,   '    J  Land  oJBSMMSj 

Henry  L.  Whiting,  )  Commissioners. 

BERNARD  JENNEY.   (seal.) 
FRANCIS  H.  JENNEY.  (seal.) 

Signed,  sealed  and  delivered  in  presence  of 

D.  Koppmann,  Witness  to  all  Parties. 
In  Council,  August  15,  1882.     Approved. 

HENRY  B.  PEIRCE,  Secretary. 


1883. J  PUBLIC  DOCUMENT— No.  11.  75 


[5-] 

[See  page  4  of  Report,  ante.] 

CONTRACT     OF     THE     COMMONWEALTH    WITH    THE 
TRUSTEES  UNDER  THE  WILL  OF  JOHN  P.  MONKS. 

This  Indenture,  made  this  first  day  of  July,  1882,  by  and 
between  the  Commonwealth  of  Massachusetts,  party  of  the 
first  part,  and  Richard  J.  Monks  and  Frank  H.  Monks, 
trustees  under  the  will  of  John  P.  Monks,  parties  of  the 
second  part,  witnesseth  :  — 

Said  party  of  the  first  part  covenants  and  agrees  that  it  will 
not,  for  the  term  of  three  years  from  the  day  of  the  date  hereof, 
hinder  or  obstruct  the  access  of  said  parties  of  the  second 
part,  their  successors  and  assigns,  to  their  wharf,  situate  at 
South  Boston,  and  known  as  Monks  Wharf,  by  any  filling  or 
deposit  made,  or  structure  built,  or  other  thing  done  by  it,  or 
under  its  license  or  authority,  between  said  wharf  and  a  line 
indicated  by  the  red  line  A  B  C  on  the  plan*  hereunto 
annexed  and  made  apart  hereof;  nor,  in  any  manner  as  afore- 
said, during  said  term,  cut  off  the  approach  to  said  wharf, 
from  the  main  harbor  of  the  City  of  Boston ,  by  some  channel 
or  course  having  as  deep  water  as  the  present  channel  or 
course  affords. 

In  consideration  thereof,  said  parties  of  the  second  part, 
for  themselves,  their  successors  and  assigns,  covenant  and 
agree  to  pay  to  said  party  of  the  first  part,  the  sum  of  three 
hundred  and  fifty  dollars  ($350)  each  year  during  the  term 
aforesaid,  in  equal  semi-annual  instalments  of  one  hundred 
and  seventy-five  dollars  ($175)  each,  payabls  on  the  first 
days  of  January  and  July,  the  first  payment  to  be  made  on 
the  first  day  of  January,  1883. 

In  witness  whereof,  the  said  party  of  the  first  part,  by  its 
Board  of  Harbor  and  Land  Commissioners,  has  caused  these 
presents  to  be  executed  in  its  name  and  behalf,  and  its  seal 

*  The  plan  referred  to  is  on  file  in  the  offices  of  the  Secretary  and  the  Treasurer  of 
the  Commonwealth,  and  of  this  Board. 


76       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

to  be  hereto  affixed,  and  the  same  to  be  approved  by  its 
Governor  and  Council ;  and  the  said  parties  of  the  second 
part  have  hereunto  set  their  hands  and  seals,  the  day  and  year 
first  above  written. 

COMMONWEALTH  OF  MASSACHUSETTS, 

By  John  E.  Sanford,    ")     Harbor  and 

Francis  A.  Nye,      [  Land  commonwealth.) 

Henry  L.  Whiting.  \  Commissioners. 


RICHARD  J.  MONKS,  )  T  <«^-> 

FRANK  H.   MONKS,     )  Irustees'      («al.) 


Signed,  sealed  and  delivered  in  presence  of 

D.  Koppmann,    Witness  to  all  Parties. 

In  Council,  August  15,  1882.     Approved. 

HENRY  B.   PEIRCE,  Secretary. 


1883.]  PUBLIC  DOCUMENT  — No.  11.  77 


[6.] 

[See  page  3  of  Report,  ante.] 

SUPPLEMENTARY   CONTRACT    OF    THE    COMMON- 
WEALTH  WITH   THOMAS   POTTER. 

Supplementary  Agreement,  made  this  twenty-sixth  day  of 
December,  1882,  by  and  between  Thomas  Potter,  party  of 
the  first  part,  and  the  Commonwealth  of  Massachusetts,  party 
of  the  second  part. 

Whereas,  the  said  parties,  on  the  28th  day  of  August,  1880, 
entered  into  an  agreement  in  writing,  which  is  referred  to 
and  made  a  part  hereof  as  if  fully  recited  herein,  whereby 
the  said  Potter,  upon  the  terms  and  conditions  in  said  agree- 
ment set  forth,  agreed  to  do  certain  dredging  in  Boston  Har- 
bor and,  with  the  material  so  dredged,  to  fill  certain  flats  of 
said  Commonwealth  at  South  Boston ; 

And  whereas,  it  was  stipulated  in  said  agreement  that  the 
aforesaid  dredging  and  filling  should  be  completed  by  said 
Potter  on  or  before  the  first  day  of  January,  1883  ; 

And  whereas,  the  said  Potter  will  be  unable  to  complete 
said  work  on  or  before  said  first  day  of  January,  1883,  and 
desires  an  extension  of  time  for  completing  the  same  : 

Now,  therefore,  it  is  agreed  by  the  parties  hereto,  that  the 
time  for  executing  and  completing  the  work  stipulated  to  be 
done  by  the  said  Potter  in  the  agreement  aforesaid,  shall  be, 
and  is  hereby,  extended  one  year  from  and  after  said  first 
day  of  January,  1883. 

It  is  also  agreed  that  said  Commonwealth  may,  by  its 
Board  of  Harbor  and  Land  Commissioners,  and  in  their  dis- 
cretion, appoint  from  time  to  time  a  suitable  person  as  in- 
spector, who  shall  have  supervision,  subject  to  the  direction 
and  control  of  the  engineer  of  said  Board,  of  the  place  and 
depth  of  the  dredging  to  be  done  by  said  Potter  under  said 
original  agreement;  and  the  compensation  of  such  inspector, 
at  a  reasonable  and  ordinary  rate  for  such  service,  shall  be 
paid  by  said  Potter,  by  deducting  the  same  from  the  pay- 


78       HAEBOR  AND  LAND  COMMISSIONERS.    [Jan. 

merits  which  may  be  due  him  from  time  to  time  under  said 
agreement. 

All  the  provisions  of  said  original  agreement  of  August 
28th,  1880,  regarding  rate  of  compensation  per  cubic  yard, 
and  otherwise,  shall  be  and  remain  in  full  binding  force  upon 
the  parties  hereto,  except  so  far  as  expressly  modified  by  the 
provisions  of  this  agreement  as  aforesaid 

In  testimony  whereof,  the  said  Thomas  Potter  has  here- 
unto set  his  hand  and  seal,  and  the  said  Commonwealth  has 
caused  its  seal  to  be  hereto  affixed,  and  these  presents  to  be 
signed  and  delivered,  in  its  name  and  behalf,  by  its  Board  of 
Harbor  and  Land  Commissioners,  the  day  and  year  first  above 
written,  and  the  same  to  be  approved  by  its  Governor  and 
Council. 

THOMAS  POTTER.  [seal.] 

COMMONWEALTH    OF   MASSACHUSETTS, 

By  John  E.  Sanford,     ")    Harbor  and 

Francis  A.  Nye,        [         Land  o«3fiSiS«i 

Henry  L.  Whiting,  )  Commissioners. 


Commonwealth  of  Massachusetts. 

Boston,  January  1,  1883. 
Approved  bv  the  Governor  and  Council. 

HENRY  B.    PEIRCE, 

Secretary  of  the  Commonwealth. 


1883.]  PUBLIC   DOCUMENT  —  No.   11.  79 


[7.] 

[See  page  40  of  Report,  a?ite.] 

United  States  Engineer  Office, 

Waeeham,  Mass.,  December  18,  1882. 

To  the  Hon.  the  Board  of  Harbor  and  Land  Commissioners. 

Gentlemen,  —  In  reply  to  your  request  of  the  14th  inst., 
I  have  to  state  that  it  is  only  since  September  last  that  I  have 
been  charged  with  river  and  harbor  improvements  under  the 
general  government  within  the  limits  of  your  Commonwealth, 
and  consequently  there  is  little  to  be  said  upon  the  subject 
in  addition  to  the  data  you  have  probably  already  before 
you. 

At  the  above  mentioned  date,  I  took  charge  of  the  harbors 
of  Hyannis  and  Wareham,  vacated  by  the  death  of  the  late 
General  Warren,  and  subsequently  relieved  General  Thorn 
of  the  charge  of  the  harbors  of  Scituate,  Plymouth  and 
Provincetown.  Although  but  little  has  been  done  within 
the  limited  period  I  have  had  charge  of  these  works,  I  am 
happy  to  furnish  you  with  the  information  I  understand  you 
to  desire  even  as  regards  that  little,  and  as  follows. 

Hyannis, 

This  is  a  completed  harbor,  the  charge  consisting  in  seeing 
that  the  stone  breakwater  protecting  the  anchorage  is  kept  in 
repair. 

General  Warren,  in  his  last  annual  report,  suggests  im- 
provement of  the  channel  of  entrance  by  dredging.  I  shall 
examine  into  the  matter  and  follow  it  up  in  my  next  annual 
report. 

Wareham. 

The  improvement  is  designed  to  afford  a  commodious 
channel  from  Buzzard's  Bay  to  the  town  front,  through 
which  vessels  drawing  thirteen  feet  can  sail  at  high  tide. 
This  involves  the  expenditure  of  about  $30,000  in  dredging, 
which  can  only  be  done  advantageously  in  bulk,  and   con- 


80       HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

sequently  the  small  appropriation  of  $5,000,  made  at  the  last 
session  of  Congress,  is  now  being  expended  upon  catch-sand 
fencing  on  Long  Beach,  a  sand  spit  which  is  encroaching  on 
the  navigable  channel. 

By  aid  of  this  $5,000,  within  a  month  or  so  I  shall  have 
this  sand  spit  thoroughly  under  my  control,  arresting  all 
further  channel  encroachment,  and  raising  the  beach  beyond 
flood-tide  level,  ready  to  be  planted  with  beach  grass  in 
1883,  which  measure  will  fully  complete  the  desired  im- 
provement as  far  as  this  beach  is  concerned,  all  further 
operations  being  simply  designed  to  widen  the  beach,  and  to 
place  it  in  such  condition  as  to  be  beyond  danger  of  incom- 
moding the  channel  hereafter. 

The  work  of  securing  this  beach  is  being  done  by  build- 
ing brush  fences,  of  alternate  layers  of  scrub-pine  trees  and 
stone,  to  a  height  of  three  feet.  These  catch  the  sand,  but 
are  soon  enveloped  with  it,  the  practical  result,  however, 
being  to  raise  the  beach  to  the  height  of  their  crest,  and  to 
the  width  between  the  fences.  General  Warren's  work  has 
resulted  in  bringing  up  the  beach  to  high-tide  level.  I  am 
now  building  a  frame  barrier,  1,000  feet  long,  on  the  basis  of 
his  work,  by  which  I  expect  to  bring  the  crest  of  the  beach  at 
least  two  feet  above  flood-tide  level,  and,  when  it  is  planted 
with  beach  grass,  the  improvement  will  be  permanently 
secured. 

The  prime  necessity  of  this  harbor  now  is  an  appropria- 
tion of  at  least  $10,000,  to  enable  the  channel  improvement, 
by  dredging,  to  be  undertaken.  A  less  amount  than 
>,000  is  inadequate  even  to  begin  the  work. 


Scituate,  Plymouth  and  Provincetoivn. 
For  your  fuller  information  with  regard  to  the  stage  of 
improvement  of  these  harbors,  I  have  the  pleasure  to  mail 
you  herewith  a  marked  copy  of  the  aiiuual  report  of  Gen- 
eral Thom,  which  carries  the  history  of  the  several  improve- 
ments as  far  as  June,  1882.  I  have  only  to  add,  with  re- 
gard to 

Scituate, 

That  the  contractor  is  now  vigorously  prosecuting  his  con- 
tract, in  connecting  the  last  year's  work  with  the  shore  line 
above  high  tide,  at  the  old  Cedar  Point  lighthouse. 


1883.]  PUBLIC   DOCUMENT  — No.  11.  81 


Plymouth . 

The  contractor  has  placed  1,888  tons  of  stone  upon  the 
shore  protection  at  the  inner  end  of  Long  Beach,  and  has 
nearly  connected  the  enrockment  with  the  main  land  at  the 
point  I  have  indicated  to  him.  This  improvement  will  per- 
manently hold  the  end  of  the  beach,  but  will  not  protect  the 
adjacent  channel  to  Plymouth  wharves  from  encroachment  by 
the  sand  carried  from  the  beach  into  the  channel  through  the 
enrockment  by  undertow.  Consequently,  in  my  next  annual 
report,  I  shall  estimate  to  secure  this  beach  in  a  manner,  not 
only  to  take  care  of  the  beach  itself,  but  to  prevent  damage 

to  the  channel. 

Provincetoivn. 

Here  the  preservation  of  Long  Point  only  is  in  question  at 
present,  although  the  whole  peninsula,  from  Truro,  both  on 
the  Atlantic  and  Massachusetts  Bay  side,  needs  watching.  I 
shall  patrol  it  personally  before  making  my  next  annual 
report.  At  Long  Point,  the  beach  protection  (enrockment) 
should  have  been  continued  this  year  to  high-water  line,  and 
thence  an  apron  of  granite  blocks  should  be  carried  at  least  a 
hundred  feet  along  the  beach.  On  assuming  charge  of  these 
works,  I  tried  to  have  this  done  at  once,  but  I  was  unable  to 
find  contractors  or  men  who  would  undertake  it,  to  carry  it 
out  completely,  so  late  in  the  year.  As  the  incomplete  work 
would  damage  the  beach  more  than  it  would  do  it  good,  I 
have  given  the  matter  over  until  next  spring,  and  will  have 
it  under  contract  by  that  time. 

In  conclusion,  I  beg  leave  to  state  that  I  am  glad  to  have 
received  your  letter  of  the  14th  inst.,  as  I  recognize  the  fact 
that  the  interests  of  the  United  States  and  the  Common- 
wealth are  identical  in  these  matters,  and  can  best  be  sub- 
served by  free  communication  between  their  several  agents. 
Accordingly,  I  am  always  at  the  service  of  your  honorable 
body,  as  far  as  our  several  duties  concur,  and  have  the  honor 
to  be, 

Very  respectfully, 

F.   HARWOOD, 

Major  of  Engineers. 


82  HARBOR  AND  LAND  COMMISSIONERS.  [Jan.'83. 


[8.] 


[See  page  26  of  Report,  ante.] 

Commonwealth  of  Massachusetts. 

In  the  year  one  thousand  eight  hundred  and  eighty-three. 

An  Act  to  define  the  Boundary  Line  of  Tide  Water  between  the  State  of 
Massachusetts  and  the  State  of  Rhode  Island  and  Providence  Plan- 
tations. 

Be  it  enacted,  etc.  : 

Section  1.  The  boundary  line  of  tide  water  between  the  State  of 
Massachusetts  and  the  State  of  Rhode  Island  and  Providence  Plantations, 
is  hereby  located  and  defined  as  follows :  Beginning  at  the  southerly 
end  of  the  boundary  line  of  land  between  the  said  States,  as  the  same  is 
now  established  by  law,  and  thence  running  southerly,  in  a  course  across 
and  at  right  angles  with  the  shore  line,  (which  is  a  line  drawn  from  the 
headland  at  Gooseberry  Neck,  in  the  former  State,  to  the  headland  at 
Warren's  Point,  in  the  latter  State,)  to  a  point  in  latitude  41°  25'  05", 
longitude  71°  05'  28",  and  distant  one  marine  league,  southerly,  from  the 
said  shore  line. 

Section  2.    This  act  shall  take  effect  when  the  said  boundary  line,  as 
herein  located  and  defined,  has  been  approved  and  established  by  the 
General  Assembly  of  the  State  of  Rhode  Island  and  Providence  Planta- 
tions. 


PUBLIC  DOCUMENT.  No.  11. 


ANNUAL   REPORT 


HARBOR    AND    LAND    COMMISSIONERS 


TOR 


THE  YEAE  1883. 


BOSTON: 

WRIGHT  &  POTTER  PRINTING  CO.,  ST/4  TE  PRINTERS, 

No.  18  Post  Office  Square. 

1884. 


APPENDIX. 


Commijtttoealijr  of  gtassatlpt&ttls. 


HARBOR  AND   LAND  COMMISSIONERS'  REPORT. 


To  the  Honorable  the  Senate  and  the  House  of  Bepresentatives  of  the 
Commonwealth  of  Massachusetts. 

The  Board  of  Harbor  and  Land  Commissioners,  in  accord- 
ance with  the  provisions  of  law,  respectfully  submit  their 
Annual  Report  for  the  year  1883. 

Back  Bay  Lands. 

The  Commonwealth  has  realized  from  the  sale  of  its  lands 
on  the  Back  Bay,  up  to  the  present  time,  after  deducting 
the  cost  of  filling  and  improvement,  and  the  expenses  of 
auction  sales,  the  net  sum  of  $3,285,602.68  ;  and  it  may  be 
safely  estimated  that  a  further  sum  of  $180,000  will  be  re- 
ceived for  the  lots  remaining  unsold. 

It  is  interesting  to  notice  that  these  large  amounts  will 
have  accrued  from  the  actual  sale  of  less  than  one-half  of  the 
entire  area  originally  owned  by  the  Commonwealth.  More 
than  two- fifths  of  the  whole  area  were  devoted  to  avenues, 
streets  and  passage-ways ;  and  nearly  one-seventh  of  the 
residue  reserved  for  sale,  has  been  donated  to  the  city  of 
Boston  and  to  public  institutions. 

The  sales  during  the  vear  1883  have  been  as  follows  :  — 

19,040  feet  on  Boylston  Street,  north  side,  for     .  .  .  $76,048  00 

12,320  feet  on  Newbury  Street,  north  side,  for    .  .  .  48,160  00 

9 ,4u8  feet  on  Newbury  Street,  south  side,  for    .  .  .  31,808  00 

2,744  feet  on  Marlborough  Street,  north  side,  for  .  .  12,348  00 


43,512  feet  in  all,  sold  for $168,364  00 


4        HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

The  prices  of  lots  have  been  gradually  advanced  from  time 
to  time.  The  highest  price  per  foot  obtained  in  1883,  was 
$4.50,  the  lowest  price  $3.00,  and  the  average  price  $3.8693. 
Nearly  one-half  of  all  the  land  remaining  for  sale  at  the 
beginning  of  the  year  1883  was  disposed  of  during  the 
year. 

The  land  still  unsold  is  located  as  follows  :  — 


On  Boylston  Street,  north  side,   . 
Boylston  Street,  south  side,  . 
Newbury  Street,  south  side,  . 
Commonwealth  Avenue,  south  side, 
Marlborough  Street,  north  side,    . 

Total  unsold, 


17,136 

7,875 
8,400 
3,237 
8,008 

44,656 


A  summary  statement  is  here  presented,  showing  the  sales 
and  other  disposition  of  the  Back  Bay  lands,  the  gross  re- 
ceipts and  expenditures,  and  the  net  proceeds,  on  account  of 
the  same,  from  the  beginning  of  the  enterprise  to  the  present 
time  :  — 


In  1857,  the  Commonwealth  owned  on  the  Back  Bay, 


Of  which  there  have  been  donated,     . 
Devoted  to  streets  and  passage-ways, 
Sold,  as  per  last  Report,      .       2,235,453.40 
Sold  in  1883,        .         .         .  43,512.00 


363,308.00 

2,037,068.60 


2,278,965.40 
44,656.00 


L,755,239  17 
168,364  00 


Remaining  for  sale  December  31,  1883, 


The  gross  proceeds  of  land  sold,  as  per 

last  Report, 

The  gross  proceeds  of  land  sold  in  1883,  . 

Rights  in  Parker  Street  sold,  as  per  last 
Report, 


Cost  of  filling,  grading,  etc.,  as  per  last 

Report,   .  $1,626,008  71 

Cost  of  auction  sales,  as  per  last  Report,  .  14,291  78 


FEET. 

4,723,998 


4,723,998 

14,923,603  17 

2,300  00 

4,925,903  17 

1,640,300  49 


Net  proceeds  to  December  31,  1883,    . 


!,285,602  68 


1884.]  PUBLIC  DOCUMENT  — No.   11.  5 

Buildings  on  the  Back  Bay. 

The  attention  of  the  Board  is  called  with  increasing  fre- 
quency to  cases  of  the  alleged  erection  or  use  of  buildings, 
on  the  Back  Bay,  iu  a  manner  contrary  to  the  stipulations  of 
the  deeds  by  which  the  premises  have  been  granted  by  the 
Commonwealth ;  or  its  advice  is  sought  in  regard  to  the 
proper  manner  of  the  erection  and  use  of  such  buildings. 

With  the  growing  tendency  of  owner  and  architect  to 
engraft  new  features  upon  the  plans  and  style  of  building, 
an  increased  strain  is  brought  to  bear  on  the  limitations  of 
the  deed.  Variety  of  architectural  effect,  so  far  as  it  is 
attainable  within  the  limits  of  correct  taste,  and  with  a  due 
regard  for  rights  which  the  Commonwealth  is  bound  in  good 
faith  to  protect,  and  without  impairing  the  force  of  regula- 
tions which  it  is  for  the  interest  of  all  to  maintain,  — ought 
not  to  be  discouraged. 

The  restrictions  which  inhere  in  the  title  of  the  Back  Bay 
lots,  were  wisely  adapted  to  make  them  desirable  to  pur- 
chasers, and  to  enhance  their  value  to  both  seller  and  buyer, 
by  carefully  guarding  the  manner  of  their  occupation  and 
use.  The  intention  was,  and  the  result  has  been,  to  make 
the  Back  Bay  an  especially  attractive  place  for  residence, 
and  for  such  other  uses  and  pursuits  as  shun  the  annoyance 
and  unsightliness  of  the  factory  and  workshop,  and  the  en- 
croachments of  business  and  trade. 

The  plans  of  the  Commonwealth  were  taken  on  a  liberal 
scale.  Large  areas  were  devoted  to  public  use  and  orna- 
ment. Spacious  avenues  were  laid  out,  and  their  breadth 
and  elegance  were  made  still  more  effective  by  the  reserva- 
tion of  ample  marginal  spaces  for  turf,  shrubbery  and  other 
ornamentation,  upon  which  no  building  should  encroach  ex- 
cept under  strict  and  uniform  limitations.  All  buildings 
were  required  to  be  of  a  height  in  keeping  with  the  general 
scale ;  and  no  building  was  suffered  to  obstruct  the  light  and 
outlook  of  other  buildings  more  than  its  own  were  liable  to 
be  obstructed. 

Owners  of  estates  who  have  been  induced  to  purckase  by 
reason  of  these  regulations,  and  who  have  kept  within  the 
stipulations  of  their  deeds  in  the  erection  and  use  of  build- 


6        HAEBOR  AND  LAND  COMMISSIONERS.     [Jan. 

ings  on  their  own  lands,  have  just  ground  of  complaint  if 
others  are  allowed  to  disregard  them  ;  and  the  Common- 
wealth would  be  guilty  of  gross  neglect  if,  by  its  proper 
agents,  it  made  no  effort  to  prevent  or  remedy  the  wrong. 

There  is  already  ample  reason  to  apprehend  the  effect  of 
infringements  which,  though  not  serious  in  themselves,  in- 
volve the  principle  of  the  restrictions,  and  become  mis- 
chievous precedents  for  larger  and  bolder  encroachment. 
The  distinctive  character  of  the  Back  Bay,  in  the  features 
here  referred  to,  can  be  kept  intact  and  permanent,  only  by 
resolutely  maintaining  the  limitations  upon  its  occupation 
and  use  which  have  made  it  what  it  is. 

The  consequences  of  a  violation  of  restrictions  which 
attach  in  perpetuity  to  the  title  derived  from  the  Common- 
wealth, are  so  serious  to  the  owner  of  the  estate,  —  exposing 
him  to  the  peril  of  intrusion  and  legal  interference,  and 
operating  like  a  cloud  on  the  title  to  impair  the  market 
value  of  his  property,  —  that  it  may  be  presumed  that  such 
violations  occur  oftener  from  ignorance,  or  inadvertence,  or 
bad  advice,  than  from  deliberate  purpose. 

For  the  convenience  of  the  Board  upon  occasions  when 
its  advice  or  direction  may  be  hereafter  sought,  and  also,  it 
is  hoped,  for  the  better  information  of  all  interested  parties, 
an  attempt  is  made,  on  the  following  pages,  to  reduce  the 
stipulations  of  the  deed  to  a  system  of  rules,  with  notes  and 
illustrations  intended  to  make  their  meaning  and  intent 
clear.  Some  of  the  latter  may  seem  too  obvious  to  require 
statement,  but  the  need  of  most  of  them  has  been  suggested 
by  cases  within  the  experience  of  the  Board. 

It  is  desirable  first  to  state,  so  far  as  applicable  to  the 
matter  now  in  hand,  the  precise  terms  of  the  stipulations 
embodied  in  the  deed,  and  also  in  the  bond  for  a  deed 
usually  given  at  the  time  of  the 'original  purchase. 


1884.]  PUBLIC  DOCUMENT  — No.   11.  7 

Pro  visions  of  the  Back  Bay  Deeds. 
/ 
All   deeds/?    an(^    bonds    for   deeds,   of   Back    Bay   lands 

granted  by  ^e  Commonwealth  since  January  28,  1863,  have 

contained  Ahe  following  clauses, — others,  not  material  to 

the  prese/"t  purpose,  being  here  omitted  :  — 

This  /conveyance   is   made  upon  the  following  stipulations  and 
agreem/ent : 

1,  €  That  any  building  erected  on  the  premises  shall  be  at  least 
three  ^stories  high  for  the  main  part  thereof,  and  shall  not,  in  any 
evenJPt,  be  used  for  a  stable,  or  for  an}r  mechanical,  [mercantile,  if 
them  building  is  on  Commonwealth  Avenue, ~\  or  manufacturing  pur- 
p^oses. 

2.  That  the  front  wall  thereof,  on  [avenue  or  street],  shall  be 
set  back  [twent}7,  twenty-two,  o?*twent}-five,  according  to  location,] 
feet  from  said  [avenue  or  street]  ;  provided,  that  steps,  windows, 
porticoes,  and  other  usual  projections,  appurtenant  to  said  front 
wall,  are  to  be  allowed  in  this  reserved  space  of  [twent}7,  twent}T- 
two,  or  twenty-five]  feet,  subject  to  the  following  limitations, 
namely  : 

First,  that  no  projection  of  any  kind  (other  than  doorsteps  and 
balustrades  connected  therewith,  and  also  cornices  at  the  roof  of 
the  building),  will  be  allowed  to  extend  more  than  five. feet  from 
said  front  wall  into  said  space  ;  and 

Second,  that  no  projection  in  the  nature  of  a  bay-window, 
circular  front,  or  octagon  front,  with  the  foundation  wall  sustaining 
the  same  (such  foundation  wall  being  a  projection  of  the  front 
wall) ,  will  be  allowed,  unless  any  horizontal  section  of  such  projec- 
tion would  fall  within  the  external  lines  of  a  trapezoid  whose  bas^ 
upon  the  rear  line  of  the  aforesaid  space  does  not  exceed  seven! 
tenths  of  the  whole  front  of  the  building,  nor  exceed  eighteen  feel 
in  any  case,  and  whose  side  lines  make  an  angle  of  forty-five 
degrees  with  the  base  ;  and  each  house  in  a  block  shall  be  con- 
sidered a  separate  building  within  the  meaning  of  this  limitation. 

3.  That  no  cellar  or  lower  floor  of  any  building  shall  be  placed 
more  than  four  feet  below  the  level  of  the  mill-dam,  as  fixed  by^ 
the  top  surface  of  the  hammered  stone  at  the  south-easterly  corner] 
of  the  emptying  sluices. 

4.  That  a  passage-way,  [sixteen  or  twent3T-five,  according  tc 
location,']  feet  wide,  is  to  be  laid  out  in  the  rear  of  the  premises 
the  same  to  be  filled  in  by  the  Commonwealth   and  to  be  kept  opej 
and  maintained  by  the  abutters  in  common. 


8        HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

And  said  Commonwealth  reserves  the  right  to#  enter  upon  the 
premises,  by  its  agents  and  at  the  expense  oh  the  party  at 
fault,  to  remove  or  alter,  in  conformity  with  the  abovmp  stipulations, 
any  building,  or  portion  thereof,  which  may  be  erMected  on  the 
premises  by  the  said  grantee,  or  his  representatives  orm  assigns,  m 
a  manner,  or  to  a  use,  contrary  to  the  above  stipulations 

And  the  said  Commonwealth  doth  covenant  with  ^^he  said 
[grantee],  and  his  assigns,  that  the  afore-granted  premiBfcses  are 
free  from  all  incumbrances,  except  as  mentioned  in  said  ^stipula- 
tions above  recited. 

The  corresponding  clauses  in  the  deeds  and  bonds  g«^en 
prior  to  January  28,  1863,  —  comparatively  few  in  numo^|r' 
—  were  the  same  as  the  foregoing,  with  the  exception  of  tl 
second  clause,  which  read  simply  as  follows  :  — 

2.  That  the  front  wall  thereof,  on  [avenue  or  street],  shall  be 
set  back  [twenty,  twenty-two,  or  twenty-five,  according  to  location,'] 
feet  from  said  [avenue  or  street]  ;  provided,  that  steps,  windows, 
porticoes,  and  other  usual  projections  appurtenant  thereto,  are  to 
be  allowed  in  said  reserved  space  of  [twenty,  twenty-two,  or 
twenty-five]  feet. 

It  is  stated  in  the  Twelfth  Annual  Report  of  the  Commis- 
sioners on  Public  Lands  (1863),  that  the  "  more  specific 
terms"  of  this  clause,  in  the  amended  form  first  above 
given,  were  employed,  after  consultation  with  eminent  archi- 
tects, "  to  avoid  the  confusion  in  which  the  subject  [of  pro- 
jecting fronts]  was  in  danger  of  becoming   involved    here- 

fter,  from  the  interpretation  of  the  phrase  usual  projections, 
phich  each  purchaser  would  refer  to  the  date  of  his  deed." 

t  also  appears  by  the  testimony  of  Franklin  Haven,  chair- 
man of  the  Commissioners,  as  reported  in  the  case  of  Linzee 
v.  Mixer,  101  Mass.  523,  that  this  amended  form  was  not 
considered  as  changing  the  substantial  meaning  and  intent, 

>ut  as  being  a  "  fair  construction  of  the  restrictions  and  limi-  . 
feat-ions  of  the  former  deed." 


1884.]  PUBLIC  DOCUMENT  —  No.   11.  9 

Rules    for   the    Erection    and.  Use    of    Buildings    on 
Back  Bay  Lands  granted  by  the  Commonwealth. 

/.     Height  and  Grade  of  Building . 

1.  The  main  part  of  the  building  must  be  at  least  three 
stories  high. 

There  must  be  at  least  three  stories  above  the  grade  of  the 
street.  A  French  or  Mansarchroof  story  has  been  accepted  as  one 
of  the  stories  required. 

A  church,  or  public  hall,  should  be  of  a  height  in  keeping  with 
the  scale  here  indicated,  but  the  second  and  third  floors  ma3T,  of 
course,  be  omitted. 

2.  No  cellar  or  lower  floor  of  any  building  can  be  placed 
more  than  four  feet  below  the  level  of  the  mill-dam,  as 
fixed  by  the  top  surface  of  the  hammered  stone  at  the  south- 
easterly corner  of  the  emptying  sluices. 

The  "  hammered  stone"  is  no  longer  accessible  as  a  grade 
monument,  but  its  level  has  been  transferred  to  other  monuments, 
and  the  proper  grade  for  the  building  is  furnished  by  the  Inspector 
of  Buildings  or  City  Surveyor  of  the  city  of  Boston. 

The  boundary  lines  of  lots,  and  the  line  for  the  front  wall  of 
buildings,  are  located  under  direction  of  this  Board,  on  application 
at  this  office. 

II     Location  of  Building  on  Lot. 

1.  The  front  wall  of  the  building,  if  located  on  either 
side  of  Commonwealth  Avenue,  must  be  set  back  twenty  feet 
from  said  avenue ;  if  located  on  the  north  side  of  Boylston 
Street,  on  the  south  side  of  Beacon  Street,  or  on  either  side 
of  Newbury  Street  or  Marlborough  Street,  twenty-two  feet ; 
and,  if  located  on  the  south  side  of  Boylston  Street,  twenty- 
five  feet,  from  said  streets  respectively. 

The  entire  wall  must  be  set  back  the  distance  specified,  so  that 
its  face  will  be  on  the  rear  line  of  the  reserved  space. 

Taking  this  clause  literally,  the  front  wall  must  be  set  back  the 
prescribed  distance,  neither  more  nor  less.     Other  clauses  in  the 


10      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

deed,  and  the  rules  as  here  given,  assume  that  it  will  be  so  placed. 
In  the  case  of  a  detached  building,  —  a  public  building,  for  ex- 
ample, occupying  a  square,  or  with  open  areas  on  each  side,  — 
there  seems  to  be  nothing  in  the  reason  of  the  restriction  to  pre- 
vent its  being  placed  as  far  back  as  desired.  It  is  hardly  to  be 
conceived  that  the  owner  of  a  building  in  a  block,  would  place  it 
further  back  than  required  by  the  deed.  If,  however,  it  is  allow- 
able to  so  place  any  building,  and  it  is  so  placed,  its  projections, 
so  far  as  thej^  project  bej'ond  the  rear  line  of  the  reserved  space, 
must  conform  to  the  limitations  of  the  deed  in  the  same  manner  as 
if  the  front  wall  were  on  that  line. 

As  regards  buildings  on  corner  lots,  which  have  a  secondary 
frontage  on  Arlington  Street,  or  other  parallel  street  crossing 
Commonwealth  Avenue  and  the  streets  above  named  at  right 
angles,  there  is  no  requirement  in  the  deed  of  airy  reserved  space 
between  the  building  and  such  cross  street. 

2.  A  passage-way,  in  rear  of  the  premises,  twenty-jive 
feet  wide,  if  the  lot  is  located  on  the  south  side  of  Boylston 
Street,  and  sixteen  feet  wide,  if  the  lot  has  any  other  loca- 
tion above  specified,  must  be  kept  open  and  maintained  by 
the  abuttors  in  common. 

No  part  of  the  building  can  project  into  or  over  this  passage- 
way. The  passage-way  must  be  kept  open  its  full  width  from  the 
ground  up  to  the  sk}^.  See  Schwoerer  v.  Boylston  Market  Associ- 
ation, 99  Mass.  285. 

III.     Projections  of  and  from.  Front  Wall  of  Building. 

Steps,  windows,  porticoes,  and  other  usual  projections, 
appurtenant  to  the  front  wall  of  the  building,  may  be  ex- 
tended into  the  reserved  space  aforesaid,  subject  to  the 
following  limitations :  — 

(1)     Only  usual  projections  are  allowable. 

In  determining  what  is  usual,  reference  must  be  had  to  usage 
in  the  city  of  Boston,  established  at  the  time  of  the  original  pur- 
chase from  the  Commonwealth,  and  not  to  usage  which  may  be 
established  at  the  time  of  the  erection  of  the  building. 

Usual  implies  general  use.  A  single,  or  a  few,  precedents  or 
examples  do  not  make  a  usage. 

Projections  must  be  usual  in  kind  and  in   character.     Details 


1884.]  PUBLIC  DOCUMENT  — No.  11.  11 

of  style  and  construction  may  be  varied  at  pleasure ;  but  projec- 
tions which  involve  new  methods  or  principles  of  construction, 
and  require  a  larger  occupation  of  the  reserved  space,  are  not 
allowable. 

In  particular,  no  usage  or  precedent  which  is  contrar}^  to,  or  in 
violation  of,  the  express  stipulations  and  limitations  of  the  deed, 
can  be  adopted  as  a  guide.  "  Usage  may  be  admissible  to  explain 
what  is  doubtful ;  it  is  never  admissible  to  contradict  what  is 
plain." 

The  case  of  Linzee  v.  Mixer,  101  Mass.  512,  arose  under  the 
earlier  form  of  deed  which  contains  no  specific  limitations  of  pro- 
jecting fronts.  It  was  proved  or  admitted  in  this  case,  that  an 
octagonal  projection  of  the  whole  front  wall  of  a  dwelling  house, 
except  twent}-one  inches  at  each  end  of  the  front,  —  such  projec- 
tion extending  from  the  ground  to  the  roof,  and  the  extreme 
distance  of  projection  being  four  feet  eight  and  one-fourth  inches, 
—  was  a  usual  projection  in  the  city  of  Boston.  But  it  was  held 
to  be  in  violation  of  the  restrictions  of  the  deed,  as  being  sub- 
stantially a  projection  of  the  whole  front  wall  into  the  reserved 
space,  contrar3T  to  the  express  stipulation  that  the  front  wall  should 
be  set  back  twenty-two  feet. 

(2)  All  projections  must  be  appurtenant  to  the  front 
wall  of  the  building. 

Allowable  projections  are  of  two  classes :  — 
First,  Projections  of  the  front  wall. 
Second,  Projections  from  the  front  wall. 

It  will  be  important  to  observe  this  distinction  hereafter. 

Every  projection  must  be  a  projection  of,  or  a  projection  from, 
the  front  wall.  In  other  words,  the  base  of  the  trapezoid  or  rec- 
tangle, (within  one  of  which  figures,  as  will  be  hereafter  seen,  every 
horizontal  section  of  every  projection  must  fall,)  must  rest  upon 
the  front  wall,  and  not  wholly  or  in  part  upon  another  projection. 

One  projection  cannot  be  appurtenant  to  another  projection,  — 
that  is,  cannot  be  a  projection  of,  or  a  projection  from,  another 
projection.  Porticoes  and  doorsteps,  for  example,  must  project 
from  the  front  wall,  and  not  from  a  bay-window,  circular  or  octa- 
gon front. 


12      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

-  (3)  Doorsteps,  and  balustrades  connected  with  door- 
steps, and  cornices  at  the  roof  of  the  building,  may  project 
from  the  front  wall  into  the  reserved  space  without  limit  of 
distance. 

Such  projections  are  subject  to  all  other  limitations  applicable  to 
projections  of  the  second  class. 

(4)  No  projection  of  any  kind,  other  than  those  last 
named,  can  extend  more  than  five  feet  from  the  front  wall 
into  the  reserved  space. 

No  part  or  member  of  such  projection  can  extend  beyond  the  dis- 
tance named.  Every  horizontal  section  of  any  projection,  except 
those  specified  in  limitation  (3),  must  fall  within  a  line  parallel  to, 
and  five  feet  distant  from,  the  face  of  the  front  wall. 

(5)  No  projection  in  the  nature  of  a  bay-window,  circu- 
lar front,  or  octagon  front,  with  the  foundation  wall  sustain- 
ing the  same  (such  foundation  wall  being  a  projection  of  the 
front  wall) ,  is  allowed,  unless  any  horizontal  section  of  such 
projection  would  fall  within  the  external  lines  of  a  trapezoid 
whose  base  upon  the  rear  line  of  the  aforesaid  reserved  space 
does  not  exceed  seven-tenths  of  the  whole  front  of  the  build- 
ing, nor  exceed  eighteen  feet  in  any  case,  and  whose  side 
lines   make  an  angle  of  forty-five    degrees  with    the  base. 

Each  house  in  a  block  is  to  be  considered  a  separate  build- 
ing within  the  meaning  of  this  limitation. 

The  fourth  side  of  the  trapezoid  must  come  within  the  preceding 
limitation  (4). 

This  limitation  (5),  and  the  following  limitation  (6),  apply  to 
all  projections  of  the  first  class. 

The  distinctive  feature  of  a  bay-window,  circular  or  octagon 
front,  is,  that  it  is  formed  by  a  projection  of  the  front  wall ;  and 
all  projections  so  formed,  tor  the  purpose  or  with  the  effect  of  en- 
larging the  interior  spaces  of  the  building,  or  of  enclosing  spaces 
in  advance  of  the  line  of  its  front  wall,  are  projections  in  the  nature 
of  a  bay-window,  circular  or  octagon  front,  and  are  subject  to  all 
the  limitations  of  such  projections. 

A  portico  is  an  outside  space  at  the  entrance  of  a  building,  cov- 
ered with  a  roof  supported  by  columns  or  posts,  with  front  and 


1884.]  PUBLIC  DOCUMENT  — No.  11.  18 

sides  open  to  the  light  and  air ;  and,  as  such,  is  subject  to  the 
limitations  of  projections  of  the  second  class.  If,  however,  the 
front  and  sides  are  enclosed  by  a  projection  of  the  front  wall,  it  ceases 
to  be  a  portico,  and  becomes  a  projection  in  the  nature  of  a  ba}*- 
window,  and  subject  to  all  the  limitations  of  projections  of  the 
first  class.  If  the  outside  door  of  a  building  were  placed  in  such  a 
projection,  it  would  not  admit  of  a  portico.  See  limitation  (2), 
page  11. 

The  owners  of  two  adjoining  houses  cannot,  by  concert  of  plan, 
combine  their  fronts,  and  therebjT  enlarge  the  amount,  or  change 
the  character,  of  the  projection  of  either  or  both  fronts :  e.g.,  a 
house  of  20  feet  front  admits  of  a  limiting  trapezoidal  base  of  14 
feet ;  one  of  30  feet  front,  18  feet.  Each  base  must  rest  upon  its 
own  front.  The  fronts  cannot  be  treated  as  two  fronts  of  25  feet, 
admitting  of  two  bases  of  17 J-  feet,  nor  can  they  in  any  respect,  as 
regards  projections,  be  treated  as  one  front  of  50  feet. 

(6)  Any  number  of  projections  of  the  front  wall  of  a 
building,  in  the  nature  of  a  bay-window,  circular  front,  or 
octagon  front,  are  allowable,  provided,  (1)  that  the  bases  of 
all  the  limiting  trapezoids  within  which  their  horizontal  sec- 
tions must  severally  fall,  do  not  together  exceed  seven-tenths 
of  the  whole  front  of  the  building,  and  (2)  that  no  one  of 
the  said  bases  exceeds  eighteen  feet. 

The  limitation  in  the  deed  was  obviously  drawn  with  special 
reference  to  dwelling  houses  on  lots  of  an  ordinary  frontage,  and 
practically  admitting  of  only  one  such  projection.  How  shall  the 
limitation  be  applied  to  a  longer  front,  say  of  100  feet?  Evidently 
according  to  the  intent,  — -  which  is,  that  not  over  seven-tenths  of 
the  whole  front  shall  be  so  projected,  and  that  every  such  projec- 
tion shall  be  limited  by  a  trapezoid  whose  base  does  not  exceed 
18  feet.     See  Diagram  No.  1,  on  page  15. 

The  limitation,  as  above  stated,  supposes  the  projections  to  be 
placed  laterally  to  each  other  on  the  same  level  of  the  front,  and 
not  as  under  limitation  (9),  page  16. 

Each  house  in  a  block  is,  of  course,  to  be  considered  a  separate 
building  in  applying  this  limitation. 


14      HARBOR  AND  LAND  COMMISSIONERS.     [Jan, 

(7)  Any  horizontal  section  of  a  projection  not  in  the 
nature  of  a  bay-window,  circular  front  or  octagon  front, 
must  fall  within  the  external  lines  of  a  rectangle  whose  base 
is  upon  the  rear  line  of  the  aforesaid  reserved  space. 

This  limitation  applies  to  all  projections  of  the  second  class. 

The  manifest  purpose  of  all  the  limitations  is,  to  require  that  the 
building,  as  defined  by  its  front  wall,  shall  actually,  and  in  appear- 
ance and  effect,  stand  back  the  prescribed  distance  from  the  street ; 
and  to  keep  its  projections  within  such  limits  as  not  to  form  or 
have  the  effect  of  a  continuous  and  advanced  front. 

It  is  to  this  end  that  the  sides  of  the  limiting  trapezoid  of  the 
bay-window  and  other  projections  of  its  class,  are  required  to 
converge  at  angles  of  45°,  thereby  cutting  off  the  corners  of  this 
important  projection,  and  narrowing  its  front  to  less  than  half  of 
its  base.  Triangular  spaces  are  thus  left  between  the  sides  of  the 
trapezoid  and  the  sides  of  a  rectangle  standing  on  the  same  base, 
as  indicated  by  the  letter  C  in  the  Diagrams  on  page  15.  These 
triangular  spaces  are  clearly  intended  to  be  left  open  and  un- 
occupied by  any  projection  whatever.  If  the  side  lines  of  the 
sections  of  other  projections  on  either  side  of  the  bay-window  may 
diverge,  and  encroach  upon  these  spaces,  the  spaces  may  be  filled 
up,  and  a  continuous  horizontal  projection  may  thus  be  formed 
across  the  front  of  the  building,  and  substantially  the  whole  front, 
to  a  greater  or  less  height,  advanced  into  the  reserved  space.  The 
main  purpose  of  the  limitations  might  thus  be  wholly  evaded. 
Hence  the  general  rule,  that  every  projection  must  keep  within 
its  own  base. 

(8)  If  two  projections  are  placed  laterally  to  each  other 
on  the  same  level  of  the  front,  the  base  of  the  trapezoid 
or  rectangle  limiting  the  one  must  not  overlap  the  base  of 
the  trapezoid  or  rectangle  limiting  the  other. 

This  limitation,  which  applies  to  projections  of  both  classes, 
rests  upon  the  same  reasons  as  the  last,  and  is  equally  necessary 
to  give  effect  to  the  limitations  of  the  deed. 

To  apply  the  last  two  limitations  to  the  common  case  of  a  bay- 
window  and  portico  placed  side  by  side  on  the  same  front,  and 
referring  to  the  Diagrams  on  page  15,  —  the  base  of  the  rectangle  B 
which  limits  the  portico,  must  not  overlap  the  base  of  the  trape- 
zoid A  which  limits  the  bay-window ;  and  no  part  or  member  of 
either  portico  or  bay-window  must  encroach  upon  the  triangle  C 
which  lies  between  the  rectangle  and  the  trapezoid. 


1884.] 


PUBLIC  DOCUMENT  — No.  11. 


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16     HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

(9)  Projections  without  limit  of  number,  class  or  kind, 
may  be  placed  one  above  another,  without  intervening  spaces, 
if  each  projection  is  in  all  other  respects  within  the  restric- 
tions and  limitations  applicable  to  its  class  and  kind. 

There  is  nothing  in  the  letter  or  spirit  of  the  foregoing  limita- 
tions in  conflict  with  this  limitation.  A  portico,  for  example,  may 
support  a  bay-window,  if  the  portico,  as  such,  and  the  bay-window, 
as  such,  are  each  otherwise  allowable. 

It  is  not  necessary  that  the  projections  be  placed  vertically  one 
above  another.  It  is  sufficient  if  they  occupy  wholly  different 
levels  of  the  front. 

Before  leaving  the  subject  of  Projections,  it  may  be 
remarked,  that  the  foregoing  limitations,  as  well  as  the  notes 
and  illustrations,  have  special  application  to  what  may  be 
called  optional  and  movable  projections,  which  may  be  added 
to  the  front  wall  or  not,  as  the  owner  pleases,  and,  if  added, 
may,  within  certain  limits,  be  located  and  grouped  at 
pleasure.  They  do  not  apply  in  all  cases  with  the  same 
force  to  what  may  be  called  necessary  projections,  forming 
an  essential  part  of  the  building,  and  having  a  fixed  place 
and  function  in  its  structure.  The  cornice  at  the  roof  of 
the  building,  and  the  water-table  at  the  base  of  the  wall,  for 
example,  are  in  their  nature  continuous  projections  extending 
across  the  whole  front  of  the  building,  and  nothing  on  the 
foregoing  pages  is  to  be  understood  as  interfering  in  such 
cases  with  the  usual  and  necessary  modes  of  construction. 

IV.     Prohibited   Uses  of  Building. 

The  building  must  not,  in  any  event,  be  used  for  a  stable, 
for  any  mechanical  or  manufacturing  purposes,  nor  (if 
located  on  Commonwealth  Avenue)  for  any  mercantile 
purposes. 

No  part  of  the  building  can  be  so  used. 

On  the  27th  of  November,  1858,  the  Commissioners  on  the 
Back  Bay  passed  the  following  vote,  which  is  copied  from  their 
records  :  —  "  Voted,  That  it  is  understood  that  the  Commonwealth 
will  not  enforce  the  stipulation  and  agreement  of  the  deed,  that 
buildings  erected  on  the  Back  Bay  shall  not,  in  any  event,  be  used 


1884. J  PUBLIC  DOCUMENT  — No.  11.  17 

for  a  stable,  in  such  manner  as  to  prevent  the  erection  and  use  of 
private  stables  by  gentlemen  as  appurtenances  to  their  own  dwell- 
ing houses  ;  provided,  such  stables  are  so  constructed  and  used  as 
not  to  be  justly  offensive  to  the  occupants  of  the  surrounding 
buildings." 

All  of  the  printed  Catalogues,  prepared  and  used  in  connection 
with  the  several  auction  sales  of  Back  Bay  lots,  have  contained  a 
copy  of  the  deed  proposed  to  be  given  to  purchasers,  in  the  usual 
form,  with  a  note  appended,  and  a  reference  to  the  note  at  the 
word  stable,  as  follows:  —  "It  is  understood  that  the  Common- 
wealth will  not  enforce  the  stipulation  and  agreement  of  the  deed, 
that  buildings  erected  upon  the  Back  Bay  shall  not,  in  any  event, 
be  used  for  a  stable,  in  such  a  manner  as  to  prevent  the  erection  and 
use  of  private  stables  \yy  purchasers  as  appurtenances  to  their  resi- 
dences ;  provided,  such  stables  are  so  constructed  and  used  as 
not  to  be  justly  offensive  to  the  occupants  of  the  surrounding 
buildings." 

With  a  few  exceptions,  the  foregoing  vote  and  catalogue  note 
have  nut  been  embodied  in  the  deeds  given  to  purchasers, 
whether  at  public  or  private  sale,  either  in  terms,  in  substance,  or 
by  any  reference  thereto.  How  far  the  absolute  prohibition  of 
use  for  a  stable,  in  a  deed  given  in  the  usual  form,  may  be  qualified, 
in  point  of  law,  by  these  extraneous  memoranda,  query.  Their 
purport  as  a  collateral  agreement  is,  that  the  Commonwealth,  the 
grantor,  will  forbear  to  enforce  the  restriction  regarding  stables 
according  to  the  strict  letter  of  the  deed.  The  deed  itself  gives  no 
notice  of  such  agreement  to  forbear.  Assuming  that  the  Common- 
wealth is  bound,  it  may  be  a  question  how  far  the  right  of  grantees 
under  such  deeds  to  enforce  the  restriction  as  against  each  other, 
as  hereafter  explained,  is  thereby  abridged,  —  so  far,  at  least,  as 
purchasers  at  private  sale,  without  express  or  actual  notice  of  the 
collateral  agreement,  are  concerned. 

If  the  right  to  a  stable  exists  in  any  case,  such  stable 

(1)  Must  be  strictly  a  private  stable. 

(2)  Must  be  used  by  the  owner  or  occupant  of  a  dwelling 
house  on  the  same  premises  as  an  appurtenance  to  such  dwell- 
ing house. 

(3)  Must  be  so  erected  and  used  as  not  to  be  justly  offensive 
to  the  occupants  of  the  surrounding  buildings. 

The  other  prohibited  uses  would,  at  the  least,  include  the  use  of 
any  building,  or  part  thereof,  as  a  factory  or  shop  for  the  manu- 
facture of  articles  intended  for  the  market,  or  for  the  exercise  of 
any   mechanical  trade   or   occupation  with  a  view  to  profit   and 


18        HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

general  patronage  ;  and,  if  the  building  is  on  Commonwealth  Ave- 
nue, as  a  store  or  shop  for  traffic  in  merchandise  or  the  sale  of 
goods  and  articles  to  the  general  public. 

V.     Remedies  for   Violation  of  Stipulations  of  Deed. 

(1)  There  is  expressly  reserved  to  the  Common  wealth, 
in  the  deed,  the  right  to  enter  upon  the  premises,  by  its 
agents  and  at  the  expense  of  the  party  at  fault,  to  remove 
or  alter,  in  conformity  with  the  stipulations  of  the  deed,  any 
building,  or  portion  thereof,  erected  on  the  premises  by 
the  grantee,  or  his  representatives  or  assigns,  in  a  manner, 
or  to  a  use,  contrary  to  said  stipulations. 

(2)  Chapter  264  of  the  Acts  of  the  year  1866  contained 
the  following  provisions,  which  are  now  incorporated  in  the 

Public  Statutes,  Chapter  19,  Section  5, 

In  all  cases  where  the  Commonwealth  has  the  right,  by  its  agents 
and  at  the  expense  of  the  party  at  fault,  to  enter  upon  premises 
and  remove  or  alter  a  building,  or  a  portion  thereof,  by  virtue  of 
the  agreements  or  stipulations  in  a  deed  or  deeds  given  in  its 
name,  all  grantees  under  such  deeds,  and  their  legal  representatives 
and  assigns,  shall  have  the  right  by  proceeding  in  equity  to  compel 
the  said  Board  [of  Harbor  and  Land  Commissioners]  so  to  enter 
and  remove  or  alter  such  building  or  portion  thereof.  The  supreme 
judicial  court  shall  have  full  jurisdiction  of  such  proceedings,  and 
shall  have  full  power  to  make  such  orders  and  decrees  as  justice 
and  equity  may  require  to  make  the  rights  hereby  granted  effectual, 
and  the  attornej'-general  shall  in  all  such  proceedings  appear  for 
said  Board  and  attend  to  the  interests  of  the  Commonwealth. 

It  was  decided  in  the  case  of  Linzee  v.  Mixer,  101  Mass. 
512,  which  was  a  bill  in  equity  filed  under  this  statute  to 
compel  the  alteration  of  a  building,  the  Commissioners  on 
Public  Lands  being  joined  as  defendants,  —  that  all  of  the 
grantees  under  such  deeds  need  not  be  joined  as  parties  in 
such  proceeding,  but  that  each  grantee  may  so  proceed  at 
his  own  option. 

The  right  of  resort  to  a  court  of  equity  to  enforce  a  com- 
pliance with  the  stipulations  of  the  deed,  was  not,  however, 
conferred  by,  and  does  not  rest  upon,  the  above  statute,  — 
the  main  purpose  of  which  seems  to  have  been  to  supply  an 


1884.]  PUBLIC  DOCUMENT —  No.  11.  91 

additional  remedy,  by  providing  a  method  of  compelling  the 
agents  of  the  Commonwealth  to  exercise  the  right  to  enter, 
and  to  remove  or  alter  a  building,  which  is  reserved  in  the 
deed. 

Before  the  passage  of  the  above  Act  of  1866,  it  was  well 
established  that  deeds  of  parcels  of  the  same  tract  of  land, 
given  by  the  same  grantor,  and  containing  like  restrictions 
upon  the  manner  of  use  and  of  building  thereon,  create  an 
equitable  easement  in  the  estate  of  each  grantee  in  favor  of 
the  grantor  and  of  all  other  like  grantees,  which  a  court  of 
equity  will  recognize  and  protect  by  enforcing  compliance 
with  the  stipulations  of  the  deed.  Relief  is  thus  granted  by 
the  court  not  only  to  the  grantee  of  an  adjoining  lot,  or  of  a 
lot  abutting  on  the  same  street  or  passage-way,  but  to  the 
grantee  of  any  lot  in  the  entire  tract  so  parcelled  out ;  and 
not  only  to  the  grantor  and  his  immediate  grantees,  but  to  all 
who  hold  by  mesne  conveyance  or  otherwise  under  immediate 
grantees. 

An  important  condition,  however,  attaches  to  the  use  of 
this  remedy  by  one  grantee  or  his  assigns  as  against  another. 
If  the  former  would  avail  himself  of  his  right  to  compel  a 
compliance  with  the  stipulations  of  the  deed  by  resort  to  a 
court  of  equity,  he  must  seasonably  and  with  due  diligence, 
after  notice  or  knowledge  of  the  alleged  improper  structure, 
advise    the    other   party    of  his    objections    thereto,    either 
directly,   or  through  the  intervention  of  the  agents  of  the 
Commonwealth,  or  otherwise.     He  cannot,  by  silence  and 
inaction,  and  with  apparent  acquiescence,  allow  the  structure 
to  be  advanced  to  completion,  without  endangering  or  wholly 
losing  his  right  to  relief  in   a  court  of  equity.     "It  would 
be  contrary  to  equity  and  good'  conscience  to  suffer  a  party 
to  lie  by  and  see  acts  done  involving  risk  and  expense  by 
others,  and  then  permit  him  to  enforce  his  rights  and  there- 
by inflict  loss  and  damage  on  parties  acting  in  good  faith. 
In  such  cases,  a  prompt  assertion  of  right  is  essential  to  a 
just  claim  for  relief  in  equity."     Bigelow,  J.,  in  Whitney  v. 
Union  Railway  Co.,   11  Gray,  367.     See  also  Linzee  v. 
Mixer,  101  Mass.  526-8,  in  which  the  general  principle  just 
stated,   as  regards  negligence  or  laches,  is  applied  by  the 
court,  Ames,  J.,  to  the  facts  in  that  case. 


18        HARBOR  AND  LAND  COMMISSIONERS.   [Jan. 

(3)  In  the  case  of  the  Attorney  General  v.  Gardiner, 
117  Mass.  492,  it  appeared  that  a  certain  structure,  on  a  lot 
on  Commonwealth  Avenue,  was  in  violation  of  the  restric- 
tions in  an  indenture  between  the  Commonwealth  and  the 
Boston  Water  Power  Company,  providing  for  the  concerted 
laying  out  of  said  avenue  over  their  adjacent  Back  Bay 
lands,  and  regulating  the  manner  of  building  thereon,  —  and 
also  in  violation  of  the  restrictions  in  the  deed  by  which  the 
lot  in  question  had  been  conveyed  by  the  Commonwealth. 
The  particular  restriction  violated  was  that  requiring  all 
buildings  on  Commonwealth  Avenue  to  be  set  back  twenty 
feet,  with  an  allowance  of  usual  projections.  The  unauthor- 
ized structure  was  built  in  this  reserved  space  of  twenty 
feet.  It  was  held  in  this  case,  that  the  Commonwealth 
might  enforce  this  restriction  by  an  Information  in  Equity, 
filed  in  its  behalf  by  the  Attorney  General,  against  any  per- 
son bound  thereby  ;  and,  upon  such  an  information,  the 
structure  was  ordered  to  be  removed. 

The  court,  Gray,  C.  J.,  in  the  opinion  in  this  case,  says  : 
—  "  No  question  of  laches  appears  to  have  been  made  at  the 
hearing,  or  is  reserved  in  the  report,  or,  upon  the  facts 
found,  could  avail  the  defendant." 

The  following  opinion  of  the  late  Attorney  General  Mars- 
ton,  given  in  reply  to  inquiries  which  are  necessary  to  its 
full  meaning,  is  here  presented  as  covering  points  of  interest 
in  this  connection. 

(Copy.) 

Harbor  and  Land  Commissioners'  Office, 

Boston,  November  20,  1882. 

Hon.  George  Marston,  Attorney  General: 

Dear  Sir  :  The  Commonwealth  has  conveyed  a  large  portion 
of  its  Back  Bay  lands  by  deeds  in  the  form  hereto  annexed  [con- 
taining the  same  clauses  as  those  already  given  on  pages  7  and  8]. 

You  will  observe  that  the  deed  provides  that  a  passage-way, 
sixteen  feet  wide,  in  the  rear  of  the  premises  conveyed,  is  to  be 
'•''kept  open"  by  the  abutters  in  common,  and  that  a  right  is 
reserved  to  the  Commonwealth  to  enter  "  by  its  agents"  and 
remove  any  structure  erected  contraiy  to  the  stipulations  of  the 
deed. 

A  bay-window,  it  is  alleged,  has  been  erected  by  a  grantee  under 
such  deed,  in  or  over  such  passage-way,  in  violation  of  the  terms 


1884.]  PUBLIC  DOCUMENT  — No.   11.  21 

of  the  deed.  The  Commonwealth  still  holds  lands  abutting  on  the 
same  passage-way,  the  value  of  which  is,  or  ma}7  be,  affected  by 
the  unlawful  structure.  Complaint  is  also  made  to  this  Board  by 
other  grantees  or  purchasers  of  lands  on  the  passage-way  in  ques- 
tion, of  injury  to  their  estates  from  the  same  cause.  So  far  as  is 
known,  the  bay-window  complained  of,  and  the  building  of  which 
it  forms  a  part,  were  fully  completed  before  the  present  members 
of  the  Board,  or  their  predecessors,  or  any  persons  having  official 
charge  of  the  Back  Bay  lands,  had  any  notice  or  knowledge  of 
their  intended  or  actual  erection. 

The  following  questions  are  respectfully  submitted  for  your 
opinion  and  advice  :  — 

1.  Are  the  Harbor  and  Land  Commissioners  "agents"  of  the 
Commonwealth  within  the  meaning  of  the  deed,  so  that  the  right 
reserved  to  enter  and  remove  such  unlawful  structure  may  be 
exercised  by  them? 

2.  If  the  Commissioners  are  such  agents,  have  they  a  right 
under  the  deed,  or  have  they  a  right  as  Commissioners  under 
chapter  19  of  the  Public  Statutes,  or  under  an}7  law,  to  enter  and 
remove  such  unlawful  structure  upon  their  own  judgment  and  sense 
of  official  duty,  without  any  preliminary  proceedings  in  law  or  in 
equity  to  determine  the  lawfulness  of  such  structure  and  the  rights 
of  all  parties  in  relation  thereto  ? 

3.  If  they  do  so  enter  upon  their  own  motion,  and  remove  a 
structure  in  their  judgment  unlawful,  do  they  incur  personal 
liability  if  such  structure  is  adjudged  not  to  be  unlawful? 

4.  Can  the  Commissioners  institute,  or  cause  to  be  instituted, 
any  proceedings,  in  law  or  in  equity,  by  which  the  right  of  the 
Commonwealth  to  remove,  or  the  right  of  the  respondent  to  main- 
tain, the  structure  in  question,  can  be  first  judicially  determined, 
and  a  judgment,  order  or  decree  of  the  court  obtained  accordingly  ? 
Has  the  Commonwealth  any  remedy  in  such  case  by  resort  to  the 
courts,  and,  if  so,  what  is  the  remedy? 

5.  Can  negligence  or  laches  be  set  up  as  an  objection  or  defence 
to  any  proceedings  on  the  part  of  the  Commonwealth,  or  the  Com- 
missioners, to  remove  such  structure  ? 

6.  Can  a  grantee  whose  deed  is  subsequent  to  the  erection  of 
the  structure  complained  of,  be  deprived  of  the  remedy  provided 
in  chapter  19,  section  5,  of  the  Public  Statutes,  on  the  ground  of 
negligence,  delay  or  laches? 

I  am,  very  respectfully,  yours, 

For  the  Harbor  and  Land  Commissioners, 

John  E.  Sanford,  Chairman. 


22        HAEBOR  AND  LAND  COMMISSIONERS.   [Jan. 

(Copt.) 

Attorney-General's  Office,  Boston,  November  21,  1882. 

Hon.  John  E.  Sanford,  Chairman,  etc. : 

Dear  Sir  :  To  yours  of  the  20th  instant,  I  have  the  honor  to 
reply  as  follows  :  — 

1.  I  am  of  opinion  that  the  Harbor  and  Land  Commissioners 
are  the  agents  of  the  Commonwealth  in  the  matter  referred  to. 
The  authority  given  in  Public  Statutes,  chapter  19,  section  3,  to 
"  prevent  further  encroachments  and  trespasses,"  is  sufficient  to 
authorize  action  to  prevent  the  farther  continuance  of  existing 
encroachments  and  trespasses. 

2.  In  mj'  opinion,  the  Commissioners  have  the  right  and  power 
by  law  to  enter  and  remove  an  unlawful  structure  such  as  is 
referred  to  in  this  inquiry. 

3.  In  H13-  opinion,  the  Commissioners  would  incur  personal 
liabilitj'  if  it  should  appear  that  the  structure  which  they  assumed 
to  remove  was  not  unlawful. 

4.  But  it  is  much  better  to  resort  to  the  courts ;  and,  in  my 
opinion,  the  Supreme  Judicial  Court  has  jurisdiction  in  equity 
adequate  to  reach  the  remedy,  as  for  a  nuisance,  and  probably 
otherwise.  I  should  prefer  to  include  as  complainant  some  person 
interested  alike  with  the  Commonwealth. 

5.  I  do  not  think  laches  or  neglect  can  be  set  up  against  the 
Commonwealth  or  the  present  Commissioners. 

6.  Nor  do  I  think  a  subsequent  purchaser  can  be  affected  by 
laches;  though  this  may  admit  of  some  question. 

Very  respectfully,  etc., 

Geo.  Marston,  Attorney- General. 


1884.]  PUBLIC  DOCUMENT  — No.  11.  23 

South  Boston  Flats. 
Progress  of  the   Work. 

The  scheme  for  the  improvement  of  the  South  Boston 
Flats,  as  originally  conceived,  and  as  in  process  of  execution, 
contemplates  the  reclamation  of  an  area  of  flats  and  shoal 
water  extending  from  the  northerly  shore  of  South  Boston 
to  the  main  channel  of  Boston  Harbor,  with  a  deep-water 
frontage  of  2J-  miles  reaching  from  Fort  Point  Channel  to 
Castle  Island.  The  whole  extent  of  this  area,  excluding  the 
portion  previously  given  to  the  Boston  Wharf  Company,  is 
710  acres. 

It  was  obvious  that  the  filling  of  so  large  a  territory  would 
require  a  considerable  period  of  time,  and  that  it  would  not 
be  wrise  to  take  the  whole  tract  in  hand  at  once.  The  work 
naturally  began  at  the  Fort  Point  Channel  end,  nearest  the 
city  proper,  and  has  extended  thence,  section  by  section, 
eastward  towards  Castle  Island. 

There  has  already  been  walled  in,  filled  and  sold,  or  sold 
to  be  filled  and  improved  by  the  purchaser,  a  tract  of  82||q 
acres  lying  nearest  Fort  Point  Channel.  The  total  price 
obtained  was  $1,539,519.20,  of  which  $552,987.20  has  been 
actually  received  in  cash.  Of  the  unpaid  balance,  $86,532 
will  be  due  July  1,  1890;  $800,000  will  be  due  May  1, 
1891  ;  and  $100,000  will  be  due  May  1,  1892,  — making  an 
unpaid  total  of  $986,532,  on  all  of  which  interest  is  payable 
semi-annually,  on  the  first  two  sums  at  the  rate  of  four  per  cen- 
tum, and  on  the  last  at  the  rate  of  five  per  centum,  per  annum. 

Of  the  82lyo-  acres  so  disposed  of,  all  (except  t|q  of  an 
acre)  has  been  sold  either  directly  to  the  New  York  and 
New  England  Kailroad  Company,  or  has  passed  by  transfer 
into  its  hands,  and  is  now  in  the  occupation  of  that  com- 
pany, which  has  expended  large  sums  of  money  in  filling,  in 
the  erection  of  buildings  and  docks,  and  in  other  improve- 
ments thereon.  As  security  for  the  unpaid  purchase  money, 
the  Commonwealth  still  retains  the  fee  of  the  entire  prem- 
ises, and  cannot  be  called  upon  to  give  a  deed  of  any  parcel 
thereof  until  all  payments  of  principal  and  interest  have 
been   made,  and    all   filling  and   other  work  done,  and  all 


24      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

other  conditions  performed,  as  required  by  the  legislative 
acts,  or  by  the  indentures  and  agreements,  relating  to  such 
parcel . 

It  is  proper  to  add  that  one  of  these  parcels,  the  "12- 
acre  lot,"  so  called,  was  required  by  chapter  260  of  the  Acts 
of  1880  to  be  filled  to  the  grade  of  13  feet  above  mean  low 
water  before  April  25,  1883.  The  railroad  company  has 
done  no  work  on  this  lot  since  September,  1882,  and  38,085 
cubic  yards  of  filling  are  yet  to  be  done.  Hardly  any  work 
has  been  done  on  the  "  50-acre  lot"  since  December,  1882, 
although  the  work  is  agreed  to  be  performed  with  all  prac- 
ticable despatch,  and  over  GO, 000  cubic  yards  of  filling,  be- 
sides pier  work,  remain  to  be  done.  On  these  two  lots 
together,  there  are  3,717  cubic  yards  of  filling  yet  to  be 
levelled  off.  It  is  important  for  the  Commonwealth  that  this 
agreed  work  should  be  completed,  because  the  successful 
development  of  its  own  property  lying  beyond  will  be  hin- 
dered if  the  improvement  of  these  intervening  parcels  is  too 
long  delayed. 

Turning  now  to  the  work  of  the  Commonwealth  in  the 
further  reclamation  and  improvement  of  these  flats,  —  four 
additional  sections,  adjacent  to  those  sold  as  above,  are  now 
in  process  of  filling  : 

1.  A  section  of  16t5q3q  acres  under  a  contract  with 
Thomas  Potter,  dated  August  28,  1880.  The  time  for  the 
completion  of  this  contract,  which  has  been  twice  extended, 
will  expire  June  1,  1884,  and  the  agreed  work  is  expected 
to  be  finished  by  that  date.  During  the  year  1883,  there 
have  been  deposited  under  this  contract  188,957  cubic 
yards  of  dredged  material,  equivalent,  when  levelled,  to 
i^tVo  acres  of  completed  work, — by  which  is  meant  so  much 
area  filled  with  material  dredged  from  the  harbor  to  the 
grade  of  13  feet  above  mean  low  water.  This  grade  is  to  be 
hereafter  raised  by  gravel  filling,  When  and  where  found 
necessary,  to  a  street  grade  of  16  feet  above  mean  low  water. 

2.  A  section  of  44^^-  acres,  under  contract  No.  1  with 
the  New  England  Dredging  Company,  dated  August  12, 
1881.  This  contract  bids  fair  to  be  completed  by  the  time 
agreed,  August  18,  1885.  During  the  last  year,  254,138 
cubic  yards  of  dredged  material  have  been  deposited  under 


1884.]  PUBLIC  DOCUMENT  — No.  11.  25 

this  contract,   equivalent,  when   levelled,   to    13^  acres  of 
completed  work. 

Under  both  of  the  above  contracts,  an  important  secondary 
object  is  accomplished.  The  contractors  are  required  to 
obtain  the  material  for  filling  by  dredging  shoal  places  in 
the  harbor  proper  to  the  depth  of  23  feet  at  mean  low  water. 
About  72  acres  have  thus  been  already  added  to  the  deep- 
water  area  of  the  harbor  in  connection  with  the  work  at 
South  Boston,  all  of  which  will  be  made  fully  available, 
probably  before  the  close  of  present  year,  by  the  com- 
pletion of  the  removal  of  the  shoal  in  the  main  channel 
near  the  mouth  of  Fort  Point  Channel. 

3.  A  section  of  30T2-09^  acres,  under  contract  No.  2  with 
the  New  England  Dredging  Company,  dated  July  1,  1882. 
During  1883,  there  have  been  deposited,  under  this  contract, 
108,725  cubic  yards  of  dredged  material,  equivalent,  when 
levelled,  to  7T|7  acres  of  completed  work. 

This  contract  differs  from  the  preceding  in  that  the  con- 
tractor is  not  required  to  dredge  the  material  deposited  by 
him,  but  to  receive  all  proper  material  brought  to  him  by 
other  parties  for  which  a  dumping-ground  is  sought,  and 
which,  if  not  so  utilized,  would  be  wasted,  or  might  work 
injury  to  the  harbor  by  being  dumped  in  improper  places. 
The  amount  deposited  under  this  contract  represents  approxi- 
mately the  amount  of  miscellaneous  dredging  done  in  Boston 
upper  harbor  during  the  year  by  the  United  States  and  other 
parties,  except  that  done  for  the  Commonwealth  as  above 
specified,  and  that  done  by  the  Mystic  River  Corporation. 

Under  all  of  the  above  contracts,  the  dredged  material  is 
first  dumped  from  scows  at  receiving  or  elevating  stations, 
is  again  hoisted  by  dredging  machines  into  cars,  and  con- 
veyed by  locomotives  over  tramways  to  the  place  of  final 
deposit,  where  it  is  levelled  to  the  required  grade. 

4.  A  section  of  8^-$  acres  nearest  to  the  original  shore 
line,  and  in  rear  of  the  above  sections,  has  been  reserved 
out  of  the  above  contracts,  and  is  in  process  of  filling  at  a 
small  cost  by  the  deposit  from  carts  of  ashes  and  other 
proper  refuse  material  for  which  a  dumping-place  is  sought 
by  the  city  of  Boston  and  other  parties.  About  40,000 
cubic  yards  of  such  material  have  been  deposited  during 


26      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

1883,  making  an  area  of  about  2\  acres  of  completed 
work. 

In  all,  99^-ff  acres  are  now  under  treatment  as  aforesaid, 
on  which  591,820  cubic  yards  of  material,  equivalent  to 
33j2^  acres  of  work  completed  to  grade  13,  have  been 
deposited  during  1883,  —  an  amount  greater  by  190,000 
cubic  yards  and  13  acres  than  in  any  previous  year. 

The  whole  amount  of  work  done  in  1883  and  previous 
years  on  the  area  of  99t4q60-  acres  now  under  treatment,  is 
equivalent  to  55^^  acres  completed  to  grade  13. 

There  have  also  been  built  during  the  last  year  176  linear 
feet  of  bulkhead  to  hold  and  protect  filling,  and  about  1,000 
feet  have  been  repaired  and  strengthened. 

A  Plan  of  a  part  of  Boston  Harbor  appended  to  this  Re- 
port, though  specially  prepared  for  another  purpose,  will 
exhibit  to  the  eye  the  tract  already  sold,  the  sections  now 
in  process  of  filling  as  above  specified,  and  the  area  yet  to 
be  taken  in  hand,  in  connection  with  this  great  enterprise. 

Acquisition  of  Riparian  Rights. 

With  a  view  to  obtaining  full  control  for  purposes  of  re- 
clamation, provision  was  made  by  chapter  446  of  the  Acts  of 
1866,  and  by  subsequent  acts  and  resolves,  for  the  purchase, 
in  the  name  and  behalf  of  the  Commonwealth,  of  the  rights 
of  all  other  parties  in  and  to  the  flats  along  the  South  Bos- 
ton shore  as  far  east  as  the  easterly  line  of  E  Street  ex- 
tended, which  coincides  nearly  with  the  westerly  line  of 
Monks  Wharf. 

A  strip  of  flats  along  the  upland,  already  partially  im- 
proved by  the  riparian  owners,  220  feet  in  width,  lying 
between  First  Street  and  a  projected  parallel  street  called 
Cipher  Street,  was  left  out  of  the  purchase  for  the  owners  to 
fill  and  further  improve  on  their  own  account.  All  known 
claims  to  title  in  all  the  rest  of  the  flats  between  B  Street  on 
the  west  and  E  Street  on  the  east,  have  been  extinguished  by 
purchase  and  conveyance  to  the  Commonwealth,  except  an 
undivided  ^th  interest  in  the  "  Cains  Lot"  adjoining  B 
Street,  and  an  undivided  ^g-ths  interest  in  the  "  Fan  Piece  " 
near  D  Street. 

Repeated  efforts  have  been  made  to  buy  these  outstanding 


1884.]    x     PUBLIC  DOCUMENT— No.  11. 

rights,  and  appropriations  for  that  purpose  have  been  m 
and  renewed  from  time  to  time,  the  last  of  which  has 
now  lapsed.  Pecent  negotiations  have  left  the  impressio1 
that  the  parties  are  not  anxious  to  sell  at  any  reasonable 
price,  and  prefer  to  bide  their  time.  Meanwhile  the  work 
of  filling  goes  on.  The  Commonwealth  is  exempt  from 
suits,  and  suffers  no  present  inconvenience  ;  but,  when  ready 
to  sell,  will  be  unable  to  give  a  perfect  title,  and  may  be 
seriously  embarrassed  in  finding  a  purchaser  or  getting  its 
price. 

Viewing  the  work  at  South  Boston  as  a  great  public  har- 
bor improvement, — which  was  and  is  its  primary  object,  — 
the  legislature  has  wisely  determined  that  the  acquisition 
and  control  of  these  flats  is  a  necessary  step  in  its  execu- 
tion ;  and  it  seems  proper  that  the  right  to  take  property 
should  now  be  invoked  in  its  aid.  With  a  view  to  acquiring 
these  known  interests,  which  it  is  impracticable  to  buy,  and 
other  possible  interests  not  yet  brought  to  light,  and  thus 
perfecting  the  title  of  the  Commonwealth,  it  is  recommended 
that  authority  be  given  to  take  all  the  flats  within  the  limits 
above  described,  with  full  provision  for  compensation,  and 
an  appropriation  sufficient  to  cover  the  probable  outlay. 

Provision  for  Continuing  the   Work. 

The  net  proceeds  of  the  sales  of  the  reclaimed  flats  on 
the  Back  Bay,  and  of  other  tide- water  lands  sold  by  the 
Commonwealth,  — amounting  to  $3,500,000  in  round  num- 
bers, —  would  supply  the  natural  fund  on  which  to  draw  for 
the  first  cost  of  a  work  of  like  character.  The  moneys  so 
received  have,  however,  and  probably  not  unwisely,  all  been 
covered  into  funds  and  sinking-funds  established  for  various 
purposes,  or  have  been  otherwise  applied,  and  are  not  avail- 
able for  the  work  now  in  hand. 

The  outlay  in  all  such  enterprises  necessarily  goes  before 
the  return.  Land  cannot  be  sold  until  it  is  fit  for  the 
market.  So  far  as  the  account  with  the  South  Boston  enter- 
terprise  can  be  closed,  the  balance  is  in  favor  of  the  Com- 
monwealth. The  cost  of  improvement  of  the  S2^\  acres 
already  sold  was  $869,765.93.  The  price  obtained,  as 
before  stated,  was  $1,539,519.20,  —  showing  a  net  gain  to 


HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


'.p^      r  r.,„ 


Commonwealth  of  $669,753.27;  and  this,  notwithstand- 
fche  tract  sold  includes  the   "  25-acre   lot,"  lying  at  the 

notion  of  Fort  Point  Channel  with  the  main  harbor,  requir- 
ing a  costly  sea-wall  on  two  sides  of  it,  with  no  land  to  sell 
in  rear  of  it,  and  costing  for  its  improvement  several  times 
the  sum  required  for  any  other  area  of  equal  extent. 

The  total  cost  of  the  enterprise  to  December  31,  1883, 
for  improvement  of  land  sold  and  unsold,  and  including 
$243,091.41  paid  for  the  flats  purchased  from  riparian  own- 
ers as  above  mentioned,  is  $1,540,581.66.  The  whole 
amount  received  from  sales  and  rents  to  the  same  date  is 
$1,550,019.20, — showing  still  a  balance  in  favor  of  the 
enterprise,  excluding  interest  from  both  sides  of  the  ac- 
count, of  $9,437.54.  To  this  balance  is  to  be  added  the 
increased  value  of  99^^  acres  of  flats  in  process  of  filling, 
equivalent  to  55^^  acres  already  filled  to  grade  13,  and  on 
which  there  has  been  actually  expended,  including  cost  of 
flats  purchased  as  above,  $670,815.73. 

It  is  not  deemed  necessary  at  this  late  day  to  urge  the 
general  advantages  to  the  Commonwealth,  and  to  the  trade 
and  business  of  its  chief  commercial  city,  which  will  accrue 
from  the  carrying  out  of  this  great  enterprise,  or  to  repeat 
the  arguments  which,  apart  from  the  consideration  of  the 
pecuniary  results  to  be  expected,  have  induced  the  legisla- 
ture to  sanction  and  undertake  the  work.  The  evident 
advantages  were  certainly  never  greater,  and  the  arguments 
never  had  more  force  than  now. 

To  provide  for  the  cost  of  the  work,  in  anticipation  of  re- 
ceipts from  future  sales,  the  "  Commonwealth's  Flats  Improve- 
ment Fund"  was  established  by  chapter  237  of  the  Acts  of 
1878,  and  the  sum  of  $200,000  appropriated  from  the  fund 
to  meet  all  payments  authorized  and  required  to  be  made 
under  the  laws  providing  for  the  improvement  and  sale  of  the 
South  Boston  flats.  A  further  appropriation  of  $500,000 
was  made  from  this  fund  for  the  same  purposes  by  chapter  71 
of  the  Resolves  of  1881. 

The  unexpended  balance  of  these  appropriations,  January 
1,  1884,  is  $223,947.19,  and  the  amount  of  money  actually 
in  the  fund  and  available  for  carrying  on  the  work,  is  $212,- 
031.96.     The  whole  of  this   sum,  and  something  more,  will 


1884.]  PUBLIC  DOCUMENT  — No.  11. 

be  required  to  pay  for  the  work  already  under  contracted 
in  process  of  execution.  Two  of  these  contracts  expire 
present  year.  To  enable  the  making  of  contracts  for  the 
continuance  of  the  work,  an  additional  appropriation  will  be 
necessary,  which  should  be  large  enough  to  allow  the  making 
of  contracts  on  a  scale  consistent  with  the  highest  economy, 
both  as  regards  terms  and  the  best  development  of  the  gen- 
eral plan  of  improvement. 

Receipts  from  Grants  of  Tide- Water  Lands. 

The  amount  received  during  the  past  year  for  grants  of 
rights  and  privileges  in  tide-water  lands  of  the  Common- 
wealth, under  licenses  of  this  Board  for  filling  and  for  the 
erection  of  wharves  and  other  structures  in  and  over  tide- 
waters, is  $7,031.25.  Payment  for  such  grants  was  first 
required  by  chapter  284  of  the  Acts  of  1874,  now  chapter 
19,  section  16,  of  the  Public  Statutes.  Since  the  passage 
of  that  act,  the  total  amount  so  received  and  paid  into  the 
State  treasury  has  been  $152,209.27.  Before  its  passage, 
large  tracts  of  valuable  territory  were  given  for  the  asking, 
to  the  great  advantage  of  the  recipient,  and  sometimes  to 
the  injury  of  the  public  and  the  hindrance  of  other  and  better 
schemes  of  harbor  improvement. 

Removal  of  Wrecks. 

Under  the  provisions  of  chapter  260  of  the  Acts  of  1883, 
entitled  "  An  Act  to  provide  for  the  Removal  of  Wrecks  and 
other  obstructions  from  Tide- Waters,"  the  Board  received 
notice  the  last  autumn  from  Mr.  Charles  F.  Dunham,  a  com- 
missioner of  wrecks  and  shipwrecked  goods  for  Dukes 
County,  of  the  existence  of  several  wrecks  in  the  waters  of 
Edgartown  harbor.  Upon  a  visit  to  the  locality  in  question 
by  a  member  and  the  engineer  of  the  Board,  it  was  found 
that  there  were  four  such  wrecks  in  all,  only  two  of  which 
were  in  positions  likely  to  interfere  with  the  navigable  and 
anchorage  room  of  the  harbor.  These  two  were  vessels 
which  had  taken  fire  from  the  combustion  of  their  cargoes  of 
lime,  in  consequence  of  leakage  caused  by  damage  in  gales 
of  wind,  in  which  condition  they  were  run  aground  and 
scuttled  in  order  to  subdue  the  fires,  and  afterwards  aban- 


HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


eel.  This  occurred  in  18G9,  and  the  sunken  vessels  have 
since  remained  quite  near  together  on  the  northerly 
edge  of  the  channel,  and  in  sufficiently  deep  water,  (one  being 
in  about  11  feet,  and  the  other  in  about  14  feet,  at  mean  low 
tide,)  to  cause  serious  obstruction  and  even  danger  to  other 
vessels  passing  or  anchoring  near  them.  Their  removal, 
therefore,  was  deemed  necessary  to  the  safety  and  preserva- 
tion of  the  harbor. 

Proposals  for  the  execution  of  this  work  were  duly  adver- 
tised, and  the  lowest  of  the  bids  received  was  that  of  Capt. 
George  W.  Mudget,  of  Edgartown,  who  proposed  to  break 
up  and  remove  both  of  the  wrecks  referred  to,  including 
their  cargoes,  to  some  place  above  high-water  mark,  or  other 
place  approved  by  the  Board,  for  the  sum  of  $1,475.  This 
offer  has  been  accepted,  and  the  work  will  be  undertaken  the 
coming  spring.  In  the  meantime  notice  has  been  given  to 
the  supposed  owners  of  these  wrecked  vessels  in  accordance 
with  the  provisions  of  the  act  referred  to. 

It  may  here  be  remarked  that  the  above  act  will  undoubt- 
edly prove  a  wise  and  useful  one,  not  only  by  its  provisions 
for  the  removal  of  existing  obstructions,  but  by  preventing 
the  abandonment  of  vessels  and  the  placing  of  unlawfril 
obstructions  in  tide-water  where  their  removal  may  be 
required  at  the  cost  of  the  party  at  fault.  Cases  have  already 
occurred  where  its  usefulness  in  the  latter  direction  has  been 

proved. 

Charles  River  Basin. 

By  chapter  211  of  the  Acts  of  1881,  the  Charles  River 
Embankment  Company  was  authorized  to  fill  and  improve 
certain  lands  and  flats  in  the  City  of  Cambridge,  and  was 
required  within  three  years  from  April  21,  1881,  to  deposit 
thereon  not  less  than  300,000  cubic  yards  of  earth  dredged 
from  Charles  River  Basin,  between  West  Boston  and  Brook- 
line  bridges,  in  such  localities  and  to  such  depths  as  this 
Board  should  prescribe.  Directions  have  accordingly  been 
given  and  reports  made  to  the  Board  of  the  progress  of  the 
work. 

The  whole  amount  of  filling  with  material  so  dredged,  to 
December  31,  1883,  is  142,683  cubic  yards.  One  thousand 
feet  of  sea-wall  have  been  built.      Owing  to  ice  aud  cold 


/ 


1884.1  PUBLIC  DOCUMENT  — No.  11. 

weather,  all  of  the  cap-stones  of  this  wall  have  not  yet  be? 
put  in  place,  but  this  work  is  expected  to  be  done  as  soon  as' 
the  [spring   opens. 

Local  Haijbor  Funds. 

It  is  expected  that  works  of  general  harbor  improvement 
and  preservation  will  be  done  by  the  national  government. 
There  is,  however,  in  every  considerable  harbor,  frequent 
demand  for  improvements  of  a  more  special  and  limited 
character  for  which  other  provision  must  be  made. 

By  chapter  149  of  the  Acts  of  1866,  compensation  in 
money  or  kind  for  tide-water  displaced,  was  first  authorized 
to  be  assessed  upon  all  parties  who  should  thereafter  (ill  flats 
or  erect  structures  in  tide-water.  If  levied  in  money,  the 
money  was  to  be  paid  into  the  treasury  of  the  Common- 
wealth, and  to  constitute  a  special  fund  for  the  improvement 
of  the  harbor  from  which  it  was  collected.  The  Act  of 
1866,  as  amended  in  some  details  by  later  statutes,  is  now 
incorporated  in  the  Public  Statutes,  chapter  19,  sec- 
tion 14. 

This  system  of  assessment  has  from  the  first  been  applied 
in  Boston  Harbor,  and  with  very  happy  results.  By  means 
of  the  compensation  fund  so  created,  the  Board  has  been 
enabled  to  make,  or  to  aid  in  making  much  needed  improve- 
ments which  the  national  government  could  not  be  expected 
to  make,  and  which  otherwise  would  have  been  impracti- 
cable ;  and  the  usefulness  of  the  fund  will  be  greater  and 
more  apparent  from  year  to  year. 

It  is  to  be  regretted  that  the  system  has  not  been  applied 
from  the  outset  to  ail  the  more  important  harbors  of  the 
Commonwealth.  Though  not  too  late  to  begin,  the  need  of 
a  fund  already  established  is  felt.  In  Gloucester  Harbor, 
for  example,  which  has  become  second  in  importance  only  to 
Boston  Harbor,  there  is  frequent  pressure  to  relocate  the  harbor 
lines  so  as  to  permit  the  further  encroachment  of  wharves 
upon  its  reserved  areas,  and  the  capacity  of  the  harbor 
is  likely  in  time  to  be  fully  tested.  As  its  room  is 
diminished,  its  quality  needs  to  be  improved.  It  is  worthy 
of  present  consideration  wThether  an  improvement  fund  for 
this  harbor  might  not  now  be  wisely  created,  not  only  by 


HARBOR  AND  LAND  COMMISSIONERS.     [Jan, 

plying  the  system  of   compensation  to  future    structures, 

ut  by  an  equitable  assessment,  either  voluntary  or  under 

special  provision   of   law,   upon    existing   structures.      The 

same  suggestion   would  not  be   out  of  place  in    regard   to 

other  principal  harbors. 

Boundary  Lines  between  Cities  and  Towns  Bordering 

upon  the  Sea. 

The  Board  has  made  progress,  during  the  past  year,  in 
the  work  devolved  upon  it  by  chapter  196  of  the  Acts  of 
1881,  of  locating  and  defining  the  boundary  lines  between 
cities  -  and  towns  bordering  upon  the  sea,  from  high-water 
mark  outward  to  the  line  of  the  Commonwealth. 

To  do  this  work  properly  requires  a  careful  search  for 
ancient  colony  ordinances  and  records  and  for  legislative 
acts  bearing  on  the  town  lines,  for  records  of  perambulations 
by  selectmen,  and  for  all  other  information  that  can  be  got 
by  appointed  meetings  with  the  town  officers  and  from  other 
sources.  A  study  of  charts  and  of  coast  and  channel  lines 
must  then  be  made,  and  plans  prepared  on  which  the  proper 
tide-water  bounds  may  be  worked  out  and  finally  delineated. 
In  work  of  this  nature  and  importance,  safe  progress  is  more 
to  be  desired  than  hurried  dispatch. 

The  Act  of  1881,  which  authorizes  and  directs  the  Harbor 
and  Land  Commissioners  to  locate  and  define  the  boundary 
lines  in  question,  requires  them  to  "  file  a  report  of  their 
doings,  with  suitable  plans  and  exhibits  showing  the  boun- 
dary lines  of  any  town  by  them  located  and  defiued,  in  the 
registry  of  deeds  in  which  deeds  of  real  estate  situated  in 
such  town  are  required  to  be  recorded,  and  also  in  the  office 
of  the  Secretary  of  the  Commonwealth."  The  filing  of  such 
report,  plans  and  exhibits  is  understood  to  be  the  final  and 
conclusive  act  of  the  Board  establishing  such  boundary 
lines. 

The  tide-water  boundaries  of  the  several  sea-bordered 
cities  and  towns  in  the  counties  of  Bristol,  Dukes  County, 
Nantucket,  and  Barnstable,  have  been  so  established  during 
the  past  year,  by  filing  in  the  proper  registry  of  deeds  an 
explanatory  and  descriptive  report  in  print,  with  elaborate 
plans,  defining  in  words  and  exhibiting  to  the  eye  the  boun- 


1884.]  PUBLIC  DOCUMENT  — No.  11.  33 

claries  of  the  cities  and  towns  within  such  registry  district, 
and  by  also  tiling  in  the  office  of  the  Secretary  of  the  Com- 
monwealth a  duplicate  of  each  report  and  set  of  plans. 
Extra  copies  of  the  printed  report,  without  the  plan,  have 
also  been  sent  to  each  registry  and  to  each  of  the  cities  and 
towns  concerned. 

It  is  believed  that  these  reports  and  plans  will  not  only 
give  full  and  correct  data  to  such  as  may  have  occasion  to 
consult  them,  but  will,  when  the  other  counties  are  com- 
pleted, furnish  a  ready  and  convenient  basis  for  exhibiting 
accurately  on  the  next  published  map  of  the  Commonwealth 
the  limits  of  its  jurisdiction  over  the  sea  as  well  as  the  land, 
and  the  tide-water  bounds  of  its  several  counties  and  munici- 
palities. 

During  the  year  the  preliminary  work  of  locating  and  de- 
fining these  boundaries  along  the  coasts  of  Plymouth,  Norfolk 
and  Suffolk  Counties,  and  a  part  of  Essex  County,  has  also 
been  carried  forward ;  and  similar  reports  and  plans  will  be 
prepared  and  filed  for  each  of  these  counties  in  due  time. 
The  recent  change  in  the  location  of  the  rooms  of  the  Board 
has  interrupted  and  delayed  this  and  other  office  work,  par- 
ticularly that  involving  the  use  and  preparation  of  maps  and 

plans. 

Fish-Weirs. 

It  is  provided  in  section  70  of  chapter  91  of  the  Public 
Statutes,  that  "  The  mayor  and  aldermen  of  a  cit}',  and  the 
selectmen  of  a  town,  lying  upon  tide-water,  may  authorize 
in  writing  any  person  to  construct  fish-weirs  in  said  waters, 
within  the  limits  of  such  city  or  town,  for  a  term  not  exceed- 
ing five  years  :  provided,  such  weirs  cause  no  obstruction  to 
navigation,  and  do  not  encroach  on  the  rights  of  other  per- 
sons." 

Without  going  into  the  facts  and  grounds  of  complaint  in 
detail,  there  is  reason  to  believe  that  this  statute,  seemingly 
so  well  guarded  in  its  provisions,  is  not  working  to  the  satis- 
faction of  either  fishermen  or  sailors,  nor,  it  is  said,  of  the 
people  of  the  towns.  The  fishermen  complain  that  it  does 
not  protect  their  weirs  as  against  vessels,  and  the  sailors  that 
it  does  not  protect  their  vessels  as  against  fish-weirs.  Both 
are  right.     Practically,  the  statute  does  not  give  any  certain 


34      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

and  definite  protection  to  fish-weirs  as  duly  authorized  and 
lawful  structures,  nor  does  it  prevent  the  erection  of  fish- 
weirs  which  are  a  serious  obstruction  to  navigation. 

Navigation  and  fisheries  are  both  important  interests,  and 
neither  is  to  be  ignored  in  dealing  with  this  question.  They 
meet  on  the  same  ground,  and  each  must  concede  something 
to  the  other. 

The  statute  prescribes  that  the  weirs  shall  "cause  no  ob- 
struction to  navigation.''''  As  a  fish-weir  must  of  necessity 
cause  some  obstruction,  at  least  to  some  kinds  of  craft,  this 
must  mean  that  they  shall  cause  no  unnecessary  or  unreason- 
able or  dangerous  obstruction.  But  who  shall  decide  the 
proper  limit  of  obstruction  ?  Just  here  is  the  defect  in  the 
statute.  The  fishermen  have  not  fixed  the  limit  to  suit  the 
sailors,  and  the  sailors  would  not  fix  it  to  suit  the  fishermen. 
In  point  of  fact,  it  has  not  been  settled  by  any  one,  and  the 
statute  provides  no  way  of  settling  it.  What  is  needed  is,  that 
some  disinterested  party,  giving  due  regard  to  the  rights  and 
requirements  of  each  interest,  shall  impartially  apply  the  pro- 
visions of  the  statute,  which  are  intended  for  the  protection 
of  both  interests,  to  the  facts  of  each  particular  case. 

It  would  seem  proper  that  all  structures  which  are  per- 
mitted to  encumber  and  obstruct  the  free  use  of  tide  waters, 
whether  in  the  nature  of  fish-weirs  or  wharves,  should  be 
submitted  to  the  same  general  tests  of  public  safety  and  con- 
venience, making  due  allowance  for  their  location  and  the 
manuer  of  their  construction  and  use.  Fish-weirs  appear  to 
have  been  built  without  much,  if  any,  regard  for  such  gene- 
ral rules,  and  sometimes,  it  would  seem,  in  disregard  of  ex- 
press statute  limitations. 

When  the  general  court,  by  special  legislative  act,  au- 
thorizes a  bridge  or  other  structure  to  be  built  in  or  over 
tide-waters,  it  requires  that  the  plans  for  its  location  and 
construction  shall  be  approved  before  the  work  begins.  It 
would  seem  equally  proper  that,  when  a  fish-weir  is  licensed, 
the  plans  for  its  location  and  construction  should  be  ap- 
proved in  like  manner;  and,  when  built  in  accordance  with 
such  approval,  the  fish-weir  should  have,  during  the  term  for 
which  the  license  has  been  granted,  the  same  legal  status 
and  protection  as  a  duly  authorized   bridge  or  wharf.     In 


1884.]  PUBLIC  DOCUMENT  — No.  11.  35 

this  way,  too,  the  rights  and  interests  of  navigation  ought  to 
find  their  full  and  due  protection. 

Protection  of  Harbors. 

There  are  several  statutes  of  local  application,  intended 
for  the  preservation  of  harbors  and  navigable  waters,  which 
forbid  the  removal  of  sand,  gravel,  stones  and  other  material, 
and  the  doing  of  other  acts,  which  tend  to  the  weakening 
or  destruction  of  the  beaches,  headlands,  bars  and  islands 
which  form  their  shores  or  protecting  barriers.  There  are 
other  localities  where  such  prevention  is  needed,  and  where 
no  authority  exists  for  its  exercise.  It  is  recommended 
that  a  general  power  be  given  to  forbid  and  stop  such  acts 
wherever  they  are  deemed  prejudicial  to  the  harbors  and 
navigable  waters  of  the  Commonwealth. 

It  is  provided  in  chapter  69,  section  23,  of  the  Public 
Statutes,  that  "  No  person  shall  throw  into,  or  deposit  in  a 
harbor,  stones,  gravel,  ballast,  cinders,  ashes,  dirt,  mud,  or 
any  other  substances,  which  may  in  any  way  tend  to  injure 
the  navigation  of  such  harbor."  No  penalty  is  specially  pro- 
vided for  the  violation  of  this  statute,  and  there  seems  to  be 
none  unless  it  be  by  the  cumbrous  process  of  indictment  as 
for  a  nuisance.  A  small  fine,  bringing  offences  within  the 
jurisdiction  of  the  inferior  courts,  would  in  most  cases  be  suf- 
ficient to  prevent  wrongful  acts  of  this  character,  and  would 
be  a  much  more  effective  remedy ;  and  it  is  recommended 
that  such  a  penalty  be  enacted. 

Field  and  Office  Work. 

Miscellaneous  Surveys, 

The  field  work  done  during  the  year,  beside  the  regular 
and  constant  work  in  connection  with  the  various  contracts 
for  filling  the  South  Boston  Flats,  in  measuring  the  grade 
and  amount  of  filling  and  determining  the  depth  and  extent 
of  dredging,  is  as  follows  :  — 

In  February,  a  survey  of  Duncan's  Point  and  the  north 
side  of  Harbor  Cove  in  Gloucester  Harbor  was  made,  pre- 
liminary to  recommending  a  change  in  the  Harbor-line. 


36      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

In  the  same  month,  the  town  line  between  Truro  and 
Provincetown,  across  what  used  to  be  the  mouth  of  East 
Harbor,  was  run  out  and  defined  in  pursuance  of  chapter 
196  of  the  Acts  of  1881,  by  request  and  agreement  of  said 
towns. 

In  April,  a  survey  was  made  of  the  shoal  at  the  mouth  of 
Neponsct  River,  opposite  Commercial  Point,  to  ascertain  in 
what  condition  it  had  been  left  by  the  contractors  upon  the 
completion  of  the  work  in  connection  with  the  '..'  Improved 
Sewerage  System  "  of  the  City  of  Boston.  . 

In  the  same  month,  a  survey  was  made  of  Miller's  River, 
to  ascertain  if  it  had  been  excavated  in  accordance  with 
the  terms  of  the  license  given  to  the  Fitchburg  Railroad 
Company. 

In  April  and  November,  surveys  were  made  in  Fort  Point 
channel  of  areas  dredged  by  the  Boston  Wharf  Company. 

In  November,  a  careful  survey  was  made  of  the  shoal  off 
Piers  Nos.  6  and  7  of  the  Grand  Junction  Wharves  at  East 
Boston,  upon  the  petition  of  the  Boston  and  Albany  Railroad 
Company  for  its  removal. 

Re-survey  of  Boston  Inner  Harbor. 

The  re-survey  of  Boston  Inner  Harbor  was  continued 
during  the  summer  around  Jeffries  Point,  East  Boston,  as 
far  as  the  Boston,  Revere  Beach  and  Lynn  Railroad,  and 
triangulation  points  were  established  along  the  north  shore 
of  South  Boston,  in  order  to  continue  the  survey  along  that 
shore,  as  opportunity  offers,  during  the  coming  season. 

All  of  the  above  surveys  have  been  carefully  mapped  in 
the  office,  and  make  a  valuable  addition  to  the  archives  of 
the  Board. 


1884.]  PUBLIC  DOCUMENT— No.  11.  37 


Licenses  granted  and  Plans  approved  for  the  erection  of 
structures  in  and  over  tide-waters. 

More  than  the  usual  number  of  applications  have  been  made 
to  the  Board  for  licenses  for  wharves  and  other  structures 
in  and  over  tide-waters,  and  for  the  approval  of  plans  for 
bridges  and  other  tide-water  structures  authorized  by  acts 
of  the  legislature.  A  list  of  the  licenses  granted,  and  plans 
approved,  seventy-nine  in  number,  is  hereto  appended. 

Nos. 

712.  Petition  of  the  Philadelphia  and  Reading  Coal    and   Iron 

Company  for  license  to  extend  its  Coal  Pocket  Wharf  in 
the  Harbor  of  New  Bedford.  Granted  February  1, 
1883. 

713.  Petition  of  Joseph  H.  Williams  for  license  to  construct  a 

pile  wharf  on  Swift's  River  in  the  town  of  Wareham. 
Granted  February  15,  1883. 

714.  Petition  of  Edward  P.  Shaw  for  license  to  construct  a  pile 

wharf  on  the  northwesterly  end  of  Plum  Island  at  the 
mouth  of  the  Merrimack  River  in  the  City  of  Newbury- 
port.     Granted  February  15,  1883. 

715.  Petition  of  Frederick  P.  Cheney  and  Patrick  Driscoll   for 

license  to  construct  buildings  over  Little  River  in  the 
City  of  Haverhill.     Granted  March  1,  1883. 

716.  Petition  of  the  Commercial  Wharf  Company  of  Wellfleet  for 

license  to  extend  its  wharf  in  the  Harbor  of  Wellfleet. 
Granted  March  15,  1883. 

717.  Petition  of  Charles  F.  Morse  for  license  to  extend  his  wharf 

on  the  Merrimack  River  in  the  City  of  Haverhill. 
Granted  March  15,  1883. 

718.  Petition  of  John  B.  Nichols  for  license  to  extend  his  wharf 

on  the  Merrimack  River  in  the  City  of  Haverhill. 
Granted  March  15,  1883. 

719.  Petition  of  Daniel  Fitts  for  license  to  extend  his  wharf  on 

the  Merrimack  River  in  the  City  of  Haverhill.     Granted 

March  15,  1883. 
720  &  721.     Petitions  of  Naylor  and  Company  for  license  to  fill 

flats   in   South  Bay  in   the  City  of  Boston.      Granted 

March  22,  1883. 
722.     Petition  of  WiHiam  H.  Swift  and  Company  for  license  to 

extend  their  wharf  on  Chelsea  Creek  in  East  Boston. 

Granted  March  29,  1883. 


38       HARBOR  AND  LAND  COMMISSIONERS.     [Jan, 

Nos. 

723.  Petition  of  Montgomer}1"  and  Howard  for  license   to   con- 

struct a  launching-way  on  piles  on  Chelsea  Creek  in  the 
City  of  Chelsea.     Granted  March  30,  1883. 

724.  Petition  of  the  Roxbury  Gas  Light  Company  for  license  to 

construct  a  sea-wall  and  (ill  flats  on  Roxbury  Canal  in 
the  City  of  Boston.     Granted  March  30,  1883. 

725.  Petition  of  George  Lawley  and  Son  for  license  to  construct 

a  pile  wharf  at  the  foot  of  O  Street  in  South  Boston. 
Granted  April  12,  1883.  ,     * 

726.  Petition  of  Jabez  Davis  for  license  to  construct  a  pile  wharf 

in  Wood's  Holl  Harbor  in  the  town  of  Falmouth. 
Granted  April  19,  1883. 

727.  Petition  of  William  B.  Rice  for  license  to  construct  a  pile 

pier  in  Boston  Harbor  in  the  town  of  Winthrop. 
Granted  April  19,  1883. 

728.  Petition  of  the  Old  Colony  Railroad   Company  for  license 

to  extend  its  wharf  in  the  Harbor  of  Provincetown. 
Granted  April  19,  1883. 

729.  Petition  of  the  Mercantile  Wharf  Company  of  Wellfleet  for 

license  to  extend  its  wharf  in  the  Harbor  of  Wellfleet. 
Granted  April  19,  1883. 

730.  Petition  of  David  Conwell  for  license  to  extend  his  wharf 

in  the   Harbor  of  Provincetown.       Granted  April  26, 
1883. 
731  &  732.     Petitions  of  Cyrus  A.  Bartol  for  license  to  construct 
two  wharves   in  the  Harbor  of  Manchester.     Granted 
April  26,  1883. 

733.  Petition  of  Theodore  Brown  for  license  to  extend  his  wharf 

in  the  Harbor  of  Wellfleet.     Granted  April  26,  1883. 

734.  Petition  of  the  City  of  Boston  for  approval  of  plans  for  the 

reconstruction  of  Warren  Bridge  across  Charles  River, 
as  authorized  by  chapter  140  of  the  acts  of  1883.  Ap- 
proved May  1,  1883. 

735.  Petition   of  Charles   Parkhurst   for  license   to   extend   his 

wharf  partly  solid  and  partly  on  piles  in  Gloucester 
Harbor.     Granted  May  3,  1883. 

736.  Petition  of  the  Charles  River   Embankment  Company   for 

approval  of  plans  for  the  construction  of  a  sea  wall  and 
solid  rilling  on  the  Charles  River  in  the  City  of  Cam- 
bridge, as  authorized  by  chapter  211  of  the  acts  of  1881. 
Approved  May  3,  1883. 

737.  Petition  of  the  Globe  Coal  Company  for  license  to  extend 

the  "I'-Mlman   Wharf,"   so   called,  on   Taunton   Great 


1884.]  PUBLIC  DOCUMENT  — No.   11.  39 

Nos. 

River  in  the  City  of  Fall  River.  Granted  May  10, 
1883. 

738.  Petition  of  the  Columbian  Rowing  Association  for  license  to 

construct  a  boathouse  and  raft  in  *  Boston  Harbor. 
Granted  May  10,  1883. 

739.  Petition  of  A.  H.  Fuller  for  license  to  construct  a  pile  wharf 

and  floating  stage  at  Onset  Bay  in  the  town  of  Ware- 
ham.     Granted  May  10,  1883. 

740.  Petition  of  Albert  C.  Bloody  for  license  to  construct  a  wharf 

in  Boston  Harbor  in  the  town  of  Winthrop.  Granted 
May  17,  1883. 

741.  Petition  of  the  Commissioners  on  West  Boston  and  Cragie 

Bridges  for  license  to  construct  intermediate  pile  piers  in 
West  Boston  Bridge  over  Charles  River.  Granted  May 
17,  1883. 

742.  Petition  of  James  P.  Chase  and  others  for  license  to  extend 

their  wharf  on  the  Merrimack  River,  in  the  City  of 
Haverhill.     Granted  May  24,  1883. 

743.  Petition  of  John  B.  Farrar  for  license  to  extend  his  wharf 

on  the    Merrimack    River    in    the    City    of    Haverhill. 
Granted  May  24,  1883. 

744.  Petition  of  Ezra  Kelley  for  license  to  extend  his  wharf  on 

the  Merrimack  River  in  the  City  of  Haverhill.  Granted 
May  24,  1883. 

745.  Petition  of  Levi  Taylor  for  license  to  extend  his  wharf  on 

the  Merrimack  River  in  the  City  of  Haverhill.  Granted 
May  24,  1883. 

746.  Petition  of  the  Mercantile  Wharf  Corporation  of  Boston  for 

license  to  construct  a  pile  wharf  in  Boston  Harbor. 
Granted  May  31,  1883. 

747.  Petition  of  Dexter  A.  Hall  and  Patrick  H.  Carroll  of  Bos- 

ton, for  license  to  construct  a  pile  wharf  in  Boston  Har 
bor  at  South  Boston.     Granted  June  7,  1883. 

748.  Petition  of  the  Board  of  Health  of  the  City  of  Salem  for 

approval  of  plans  for  the  filling  of  flats  and  the  construc- 
tion of  a  canal  on  North  River  in  said  city,  as  author- 
ized by  chapter  213  of  the  acts  of  1881  and  chapter  185 
of  the  acts  of  1883.     Approved  June  7,  1883. 

749.  Petition  of  Albert  N.  Nickerson  for  license  to  construct  two 

wharves  on  Buzzard's  Bay  in  the  town  of  Marion. 
Granted  June  15,  1883. 

750.  Petition  of  the  A.  T.  Stearns  Lumber  Company  for  license 


40      HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Nos. 

to  extend  its  wharves  on  the  Neponset  River  at  Nepon- 
set.     Granted  July  23,  1883. 

751.  Petition  of  the  Franconia  Iron  and  Steel  Company  for  license 

to  extend  its  wharf  on  Wareham  River  in  the  town  of 
Wareham.     Granted  June  15,  1883. 

752.  Petition   of  the    New   Bedford,    Vineyard    and   Nantucket 

Steamboat  Company  of  New  Bedford  for  license  to  con- 
struct a  pile  wharf  at  Gay  Head  in  Vineyard  Sound. 
Granted  June  21,  1883. 

753.  Petition  of  the  Bradley  Fertilizer  Company  of  Boston  for 

license  to  extend  its  wharf  on  Weymouth  Back  River  in 
the  town  of  We3'mouth.     Granted  June  21,  1883. 
754  &  754a.     Petition  of  the  United  States  for  license  to  construct 
retaining  and  pier  walls  in  Wood's  Holl  Great  Harbor  in 
in  the  town  of  Falmouth.     Granted  June  22,  1883. 

755.  Petition  of  the  town  of  Winthrop  for  approval  of  plans  for 

the  construction  of  a  bridge  across  Crystal  Cove  in  said 
town,  as  authorized  by  chapter  146  of  the  acts  of 
1883.     Approved  July  12,  1883. 

756.  Petition    of    Sylvanus    Smith    for    license  to  construct   a 

pile  wharf  in  Gloucester  Harbor.  Granted  Juty  26, 
1883. 

757.  Petition  of  Augusta  B.  Thompson  for  license  to  construct  a 

pile  wharf  in  Gloucester  Harbor.  Granted  July  26, 
1883. 

758.  Petition  of  Benjamin  Low  for  license  to  construct  a  pile 

wharf  in  Gloucester  Harbor.     Granted  July  26,  1883. 

759.  Petition  of  John  P.  Gilman  for  license  to  extend  his  wharf 

on  the  Merrimack  River  in  the  City  of  Haverhill. 
Granted  July  26,  1883. 

760.  Petition  of  the  Eastern  Junction,  Broad  Sound  Pier  and 

Point  Shirley  Railroad  Company  for  license  to  widen 
and  repair  its  wharf  in  Boston  Harbor  at  Point  Shirley. 
Granted  July  20,  1883. 

761.  Petition  of  the  City  of  Haverhill  for  approval  of  plans  for 

the  construction  of  a  wharf  and  stone  bridge  at  the  mouth 
of  Little  River  in  said  city,  as  authorized  by  chapter  82 
of  the  acts  of  1883.     Approved  July  20,  1883. 

762.  Petition   of  Nathaniel  Webster  for  license  to   construct  a 

solid  wharf  in  Gloucester  Harbor.  Granted  July  26, 
1883. 

763.  Petition  of  James  E.  Margeson  for  license  to  construct  a  pile 

wharf  in  Gloucester  Harbor.     Granted  July  26,  18S3. 


1884.]  PUBLIC  DOCUMENT  — No.  11.  41 

Nos. 

764.  Petition  of  the  Trustees  of  Quincy  and  Hingham  Bridge  for 

license  to  construct  a  new  draw  in  said  bridge  over 
Weymouth  Fore  River.     Granted  August,  2,  1883. 

765.  Petition  of  the  Boston  Gas  Light  Company  for  license  to 

extend  its  wharf  on  Charles  River  in  the  City  of  Boston. 
Granted  August  9,  1883. 

766.  Petition  of  John   Gary  and  others   for  license  to   extend 

"  Tufts  Wharf,"  so  called,  on  Charles  River,  Charles- 
town  District,  in  the  City  of  Boston.  Granted  August 
15,  1883. 

767.  Petition  of  John  E.  Cassidy  of  Watertown  for  license  to  con- 

struct a  wharf  on  Charles  River,  Brighton  District,  in  the 
City  of  Boston.     Granted  September  6,  1883. 

768.  Petition  of  John  Gary  and  others  for  license  to  construct  a 

sea  wall  on  Charles  River,  Charlestown  District,  in  the 
City  of  Boston.     Granted  September  6,  1883. 

769.  Petition  of  the  Trustees  of  the  estate  of  John  Carter  Brown 

of  Providence  for  license  to  extend  French's  Wharf  on 
Fort  Point  Channel  in  the  City  of  Boston.  Granted 
September  6,  1883. 

770.  Petition  of  the  Trustees  under  the  will  of  John  W.  Trull  for 

license  to  extend  Lovejoy's  wharves,  so  called,  on 
Charles  River  in  the  City  of  Boston.  Granted  Septem- 
ber 6,  1883. 

771.  Petition  of  the  City  of  Boston  for  license  to  construct  a 

wharf  on  the  southerly  side  of  Gallop's  Island  in  Boston 
Harbor.     Granted  September  6,  1883. 

772.  Petition  of  the  Boston  and  Lowell  Railroad  Corporation  for 

license  to  construct  a  sea  wall  and  solid  filling  on  Miller's 
River  in  the  City  of  Cambridge.  Granted  September  13, 
1883. 

773.  Petition  of  Joshua  Brown  for  license  to  construct  a  pile 

wharf  in  Salem  Harbor  in  the  City  of  Salem.  Granted 
September  13,  1883. 

774.  Petition   of  Oscar   Dubois  for  license  to  construct  a  stone 

wharf  on  Mount  Hope  Bay  in  the  City  of  Fall  River. 
Granted  September  20,  1883. 

775.  Petition  of  the  Town  of  Braintree  for  approval  of  plans  for 

the  construction  of  a  new  drawbridge  and  piers  over 
Monatiquot  River  in  said  town,  as  authorized  by  chap- 
ter 31  of  the  acts  of  1882.  Approved  September  20, 
1883. 


42       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

Nos. 

776.  Petition  of  the  Haverhill  Paper  Company  for  license  to  con- 

struct a  pile  wharf  on  the  Merrimack  River  in  the  town 
of  Bradford.     Granted  October  18,  1883. 

777.  Petition  of  the   City  of  Taunton  for  license  to  construct  a 

bank-wall,  coffer-dam  and  wharf  on  Taunton  River  in  said 
cit}\     Granted  October  4,  1883. 

778.  Petition  of  Charles  C.   Hine  for  approval  of  plans  for  the 

construction  of  a  causewa}'  and  bridge  across  Lagoon 
Pond  at  Vine3Tard  Haven  in  the  town  of  Tisbury,  as 
authorized  by  chapter  38  of  the  acts  of  1883.  Approved 
October  18,  1883. 

779.  Petition  of  the  Philadelphia  and  Reading  Coal  and  Iron 

Company  for  license  to  extend  its  wharf  on  Acushnet 
River  in  the  City  of  New  Bedford.  Granted  November 
1,  1883. 

780.  Petition  of  Emma  J.  Ta3'lor  for  license  to  construct  a  wharf 

on  Weymouth  Fore  River  in  the  town  of  Quincy. 
Granted  November  15,  1883. 

781.  Petition  of  Hamilton  and  Balcomb  for  license  to  build  a  pile 

structure  on  South  River  in  Salem  Harbor  in  the  City 
of  Salem.     Granted  November  8,  1883. 

782.  Petition  of  the  City  of  Salem  for  license  to  construct  a  bulk- 

head and  solid  filling  on  South  River  in  the  harbor  of 
said  city.     Granted  November  8,  1883. 

783.  Petition  of  Joshua  G.  and  Nathan  G.  Gooch  for  license  to 

extend  their  wharf  on  Charles  River,  Brighton  District, 
in  the  City  of  Boston.     Granted  November  15,  1883. 

784.  Petition  of  the  Osterville  Improvement  Association  for  li- 

cense to  construct  a  wharf  on  Vinej^arcl  Sound  at  Oster- 
ville in  the  town  of  Barnstable.  Granted  November  22, 
1883. 

785.  Petition  of  J.  W.  Stickney  for  license  to  construct  two  dol- 

phins on  Chelsea  Creek  in  the  City  of  Chelsea.  Granted 
December  6,  1883. 

786.  Petition  of  Walter  W.  and  Charles  F.  Wonson  for  license 

to  extend  their  wharf  on  Rocky  Neck  in  Gloucester 
Harbor.     Granted  December  6,  1883. 

787.  Petition  of  Robert  A.  Whyte  for  license  to  fill  solid  a  por- 

tion of  Sargent's  Wharf  in  Boston  Harbor.  Granted 
December  6,  1883. 

788.  Petition  of  the  Town  of  Braintree  for  approval  of  a  change 

in  plans  for  the  construction  of  the  draw-piers  in  the 
bridge  over  Monatiquot  River  in  said  town,  as  author- 


1884.]  PUBLIC  DOCUMENT  — No.  11.  43 

Nob. 

ized  by  chapter  31  of  the  acts  of  the  year  1882. 
Approved  December  6,  1883. 

789.  Petition  of  the  Philadelphia  and  Reading   Coal   and  Iron 

Company  for  license  to  extend  its  wharf  on  Acnshnet 
River  in  the  City  of  New  Bedford.  Granted  December 
27,  1883. 

790.  Petition  of  the  Boston  Steamboat  and  Pier  Company  for 

license  to  extend  its  pier  on  Broad  Sound  in  the  town  of 
Revere.     Granted  December  27,  1883. 

Mystic  River. 

The  Mystic  River  Corporation  was  chartered  by  chapter 
105  of  the  Acts  of  1852.  Additional  acts  have  been  passed 
from  time  to  time  in  amendment  and  extension  of  its  powers 
and  privileges,  and  of  the  time  allowed  for  completing 
its  authorized  work.  By  these  several  acts,  authority  is 
given  to  build  sea  walls,  docks,  warehouses  and  wharves, 
and  to  excavate  and  fill  flats,  in  the  Mystic  River,  within  the 
limits  and  in  the  manner  specified  in  the  acts. 

The  places  on  the  flats  from  which  certain  material  was  to 
be  taken  were  to  be  approved  by,  and  the  whole  work  to  be 
done  under  the  supervision  and  to  the  satisfaction  of,  a 
special  commissioner  to  be  appointed  by  the  governor,  who 
was  to  report  annually  to  the  governor  and  council  ;  and  all 
the  costs  of  his  services  and  expenses  were  to  be  paid  by  the 
corporation,  which  was  also  authorized  to  sell  its  lands  and 
improvements  subject  to  his  supervision.  Other  corpora- 
tions have  also  been  chartered  having  relation  to  the  same 
scheme  of  improvement. 

By  chapter  234  of  the  Acts  of  1883,  the  office  of  special 
commissioner  was  abolished,  and  all  his  authority,  powers 
and  duties  were  transferred  to  this  Board,  which  now  sus- 
tains the  same  relation  to  the  work  in  the  Mystic  River  as  to 
all  other  like  works  in  tide  water. 

The  following  communication  of  the  president  of  the  cor- 
poration contains  information  in  regard  to  the  operations  of 
the  last  year  :  — 


44      HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 


24  Milfokd  Street,  Bostox,  January  7,  1884. 
To  the  Board  of  Harbor  and  Land  Commissioners : 

Gentlemen,  —  In  answer  to  a  note  received  from  your  engineer, 
D.  Koppman,  on  Saturday  last,  informing  me  that  it  was  voted  by 
your  Board  that  "  Dr.  Bartlett,  President  of  the  Mystic  River 
Corporation,  be  requested  to  report  to  the  Board  all  work  and 
proceedings  done  by  said  corporation  and  its  grantees"  during  the 
past  year,  I  herewith  submit  substantial^7  what  has  been  done, 
as  follows :  — 

The  JVTystic  River  Corporation  has  continued  the  dredging  of  the 
flats  on  the  northwesterly  side  of  Chelsea  Bridge  and  its  enclosure 
adjacent  thereto,  and  has  filled  up  to  grade  with  the  material  so 
dredged  an  area  of  about  40,000  square  feet. 

On  the  premises  of  its  grantee,  the  Boston  and  Lowell  Railroad 
Corporation,  about  80,000  square  feet  have  been  filled  to  grade. 
About  one  half  of  this  area  has  been  surface  filling  above  the 
eight  feet  grade  previously  filled  with  dredging ;  the  other  half  has 
been  filled  up  to  full  grade  with  dredged  material. 

In  addition  to  the  above,  about  20,000  cubic  yards  of  material 
dredged  from  the  flats  bordering  on  the  South  Channel  have  been 
deposited  on  other  portions  of  the  premises  of  said  grantee.  All 
the  dredged  material  above  described  has  been  taken  from  the  flats 
and  borders  of  the  channels,  in  accordance  with  the  requirements 
of  the  charter  of  the  Mystic  River  Corporation. 

Contracts  have  recently  been  made  by  said  grantee  as  follows  :  — 

1.  For  the  completion  of  its  quay  line  of   seawall,  about 

1,500  feet  in  length,  extending  from  that  portion  pre- 
viously  built  to  the  easterly  line  of  Elm  Street  ex- 
tended. 

2.  For  a  belt  cf  pile  wharf,  21  feet  in  width,  extending  along 

the  said  quay  line  above  described. 

3.  For  the  dredging  from  the  flats  in  said  South  Channel  of 

an  amount  of  material  sufficient  to  fill  to  full  grade  an 
area  of  about  five  acres,  already  partially  filled,  in  the 
rear  of  said  sea  wall. 
All  the  above-named  contracts  provide  for  their  completion  by 
July  of  the  present  year. 

Two  dredging  machines  are  now  emplo}red  day  and  night  in  the 
prosecution  of  the  above-named  work. 

Most  respectfully  submitted, 

Joseph  E.  Bartlett, 

President  of  the  Mystic  River  Corporation. 


1884.]  PUBLIC  DOCUMENT  — No.  11.  45 


Harbor  Improvements  by  the   United   States. 

The  Board  is  again  indebted  to  the  courtesy  of  the  officers 
of  the  United  States  Corps  of  Eugineers  for  interesting  re- 
ports of  the  valuable  works  done  under  their  supervision,  in 
the  harbors  and  on  the  coast  of  the  Commonwealth,  during 
the  past  season. 

The  charge  of  the  work  on  the  Southern  section  of  the 
coast  of  Massachusetts,  has  been  assigned  by  the  United 
States  Engineer  Department  to  Lieut.  Col.  George  H. 
Elliot,  as  successor  to  the  late  Gen.  G.  K.  Warren  ;  and  the 
charge  of  the  work  on  the  Eastern  section  of  the  coast, 
formerly  under  Gen.  George  Thorn,  has  beer  assigned  to 
Maj.  Charles  W.  Raymond.  To  each  of  these  officers  of  the 
United  States,  the  Commonwealth  and  the  public  are  in- 
debted for  zealous  and  efficient  service. 

Improvements  on  the   Eastern    Coast  of  Massachusetts. 

For  information  relating  to  the  work  done  on  the  Eastern 
water- face  of  the  Commonwealth,  including  the  harbor  of 
Boston,  the  Board  has  received  from  Maj.  Raymond  a  clear 
and  concise  special  report  brought  up  to  a  recent  date, 
which  is  presented  in  full  below. 

As  au  evidence  of  the  careful  and  comprehensive  study 
which  Maj.  Raymond  has  already  made  of  the  needs  of  Bos- 
ton Harbor,  attention  is  specially  called  to  the  mention  in 
this  report  of  a  work  of  much  importance  to  its  navigation, 
inaugurated  and  executed  by  him,  namely,  the  excavation 
of  a  channel  between  Long  Island  Head  and  Nix's  Mate 
(through  the  Nubble),  by  which  vessels  of  moderate  draught 
can  now  pass  by  a  direct  and  convenient  course  from  George's 
into  President  Roads.  This  channel  gives  a  shorter  route 
for  such  vessels  bound  up  the  harbor  than  by  the  "  Western 
Way,"  and  avoids  the  difficulties  and  dangers  of  passing 
through  the  main  ship  channel  at  the  Narrows  while  crowded 
by  larger  vessels. 

Other  important  works  of  preservation  and  improvement  in 
this  and  other  harbors,  to  which  attention  is  invited,  are  de- 
tailed in  the  report. 


46       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 


United  States  Engineer  Office, 

Boston,  Mass.,  December  24,  1883. 

The  Board  of  Harbor  and  Land  Commissioners,  Boslon,  Mass. 

Gentlemen:  —  In  compliance  with  your  request  of  November 
22,  1883,  I  take  pleasure  in  sending  you  the  following  abstract  of 
work  done,  under  my  charge,  by  the  United  States  in  the  harbors 
and  rivers  of  the  State  of  Massachusetts,  during  the  past  year. 

1 .   Newburyport   Harbor. 

The  north  jetty,  projecting  from  Salisbury  Beach,  has  been  com- 
pleted for  a  length  of  1,540  feet,  and  a  submerged  core,  reaching 
to  the  plane  of  mean  low  water,  has  been  carried  500  feet  in  ad- 
vance of  the  finished  work. 

.The  south  jetty  projects  from  Plum  Island.  The  shore  exten- 
sion, which  consists  of  a  sheet  piling  covered  with  stone,  507  feet 
in  length,  has  been  completed.  Be}'ond  the  high-water  line,  the 
rubble-stone  jetty  has  been  finished  for  a  length  of  570  feet.  The 
total  length  (completed)  of  the  south  jetty  is  1,077  feet. 

A  dike  817  feet  in  length  has  been  built  across  the  mouth  of 
Plum  Island  Basin. 

A  detailed  lrydrographic  survey  of  the  bar  and  entrance  to  the 
Merrimack  River,  and  frequent  surve}Ts  of  the  shore  line,  have  been 
made  for  the  purpose  of  watching  the  changes  now  in  progress. 

2.    Merrimack   River. 

North  Rock  has  been  removed  to  a  depth  of  9  feet  below  mean 
low  water,  or  16.7  feet  below  mean  high  water.  This  depth  of 
water  now  extends  to  a  line  22  feet  from  the  North  Pier. 

A  survey  has  been  made  of  the  river  channel  at  Rock's  Bridge. 

3.    Sandy   Bay,   Rockport. 

A  detailed  survey  of  Sand}'  Ba}7,  has  been  made  ;  and  a  project 
for  a  breakwater  to  form  a  harbor  of  refuge  has  been  prepared  and 
submitted  to  the  Engineer  Department. 

4.   Lynn   Harbor. 

For  the  information  of  the  Board  of  Engineers  in  connection  with 
the  study  of  the  project  for  the  improvement  of  this  harbor  submit- 
ted by  Colonel  George  Thorn,  Corps  of  Engineers,  a  detailed  hy- 
drographic  survey,  observations  of  the  tidal  currents  and  a  general 
study  of  the  physical  peculiarities  of  this  locality  have  been  made. 


f 


1884.]  PUBLIC  DOCUMENT  — No.  11.  47 

5.    Boston   Harbor. 

Repairs  have  been  made  upon  the  sea  walls  at  Deer  and  Lovell's 
Islands. 

Aprons  of  rubble  stone,  with  short  projecting  jetties,  have  been 
constructed  on  the  northern  shore  of  the  eastern  point  of  Gallop's 
Island  and  on  the  eastern  and  northern  shores  of  Lovell's  Island- 
These  aprons  have  a  total  length  of  2,708  feet,  an  average  width  of 
30  feet,  and  an  average  rise  of  crest  of  18  feet  above  mean  low 
water.     The}7  contain  about  14,000  tons  of  granite  grout  and  chips 

The  object  of  these  constructions  is  the  protection  of  the  shores 
from  the  abrading  action  of  the  sea,  which  is  not  only  causing  the 
deposit  of  material  in  the  main  ship  channel,  but  also  changing  the 
forms  of  the  islands,  thereby  tending  to  diminish  the  resultant  tidal 
scour. 

The  channel  between  Long  Island  Head  and  Nix's  Mate  (through 
the  Nubble)  has  been  dredged,  for  a  width  of  200  feet,  to  a  depth 
of  12  feet  at  mean  low  water.  A  direct  and  convenient  course 
has  thus  been  made  for  vessels  of  moderate  draught,  and  the  main 
ship  channel  at  the  Narrows  (before  dangerously  crowded)  has 
thus  been  relieved. 

In  conformity  with  the  general  plan  for  the  improvement  of  the 
main  ship  channel  in  the  Upper  Harbor,  a  spur  of  the  Castle  Island 
Shoal  has  been  removed  by  dredging,  and  the  width  of  the  channel 
has  thus  been  increased  to  870  feet,  with  a  depth  of  23  feet  at 
mean  low  water. 

During  the  progress  of  this  work,  a  rock  of  about  30  tons  weight 
was  discovered  near  the  edge  of  the  channel  and  about  16^-  feet  be- 
low mean  low  water.  Fragments  of  copper  found  in  the  vicinity 
and  evidently  torn  from  the  bottoms  of  vessels,  show  that  it  has 
been  a  serious  danger  to  navigation.  It  has  been  reduced  in  size 
and  pushed  to  the  edge  of  the  shoal,  and  it  will  be  removed  as 
soon  as  possible. 

6.    Charles  River. 

A  channel  from  80  to  100  feet  wide  and  16  feet  deep  at  mean 
high  water  has  been  dredged  from  a  point  1,700  feet  below 
Brighton  Street  Bridge,  to  a  point  8,800  feet  above  it ;  in  all  a 
distance  of  about  two  miles.  This  channel  will  probably  be  com- 
pleted next  spring  as  far  as  the  wharf  of  the  Brighton  Abattoir. 

7.     Channel  leading  to  JSfantasket  Beach. 

Fifty  cubic  yards  of  ledge  were  removed,  giving  the  channel  a 
minimum  width  of  100  feet  and  a  depth  of  9£  feet  at  mean  low 
water. 


48       HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 

8.  Maiden  River. 

A  channel  }\  miles  long,  from- 50  to  70  feet  wide  and  12  feet 
deep  at  mean  high  water,  has  been  dredged  below  the  drawbridge. 

9.  Scituate  Harbor. 

The  north  breakwater  has  been  connected  with  the  shore,  and 
extended  for  a  total  length  of  720  feet,  with  a  height  of  about  5 
feet  above  mean  high  water. 

A  brush  and  stone  bulkhead  450  feet  long,  and  a  stone  apron 
385  feet  long  and  10  feet  wide,  have  been  constructed  for  the  pro- 
tection of  the  beach  between  Cedar  Point  and  the  main  land. 

10.     Plymouth  Harbor. 

Along  the  western  shore  of  the  beach  the  bulkhead  was  prolonged 
for  a  distance  of  830  feet,  and  the  old  portion  was  backed  with 
cedar  trees  and  small  stone  so  as  to  render  it  sand-tight  for  a  dis- 
tance of  G40  feet.  A  catch-sand  fence  of  cedar  trees  and  stone, 
730  feet  long,  was  also  constructed  parallel  to  and  15  feet  east  of 
the  old  crib-work,  and  a  leak  was  stopped  by  backing  60  feet  of 
the  6tone  bulkhead  with  trees  and  small  stone. 

11.    Provincetown  Harbor. 

The  Long  Point  bulkhead  has  been  extended  367  feet.  Between 
the  bulkhead  and  the  crest  of  the  beach,  5  groins,  aggregating  490 
eet  in  length,  have  been  built  of  small  trees  and  stone. 

Very  respectfully,  }rour  obedient  servant, 

Chas.    W.   Raymond,  Major  of  Engineers. 

Improvements  on  the  Southern  Coast  of  Massachusetts, 

By  the  courtesy  of  Lieut.  Col.  George  H.  Elliot,  the 
Board  has  received  a  printed  copy  of  his  report  to  the 
United  States  Engineer  Department  of  work  done  under 
his  charge  up  to  July  31,  1883,  from  which  the  following 
extracts  are  taken  :  — 

Nantucket  Harbor. 

"  At  the  date  of  the  last  annual  report,  the  work  of  extending 
the  jetty  on  the  west  side  of  the  channel  of  entrance  was  in  pro- 
gress under  a  contract,  .  .  .  and  its  extension  was  continued  until 
January,  1883,  when  it  was  completed.  The  total  amount  of  stone 
delivered  under  the  contract  was  16,123  tons.  .  .  . 


1884.]  PUBLIC  DOCUMENT  — No.  11.  49 

"  On  the  24th  of  November,  1882,  by  direction  of  the  Secre- 
tary of  War,  the  work  was  transferred  to  Lieut.  Col.  George  H. 
Elliot,  Corps  of  Engineers.  Work  was  resumed  on  May  4,  1883, 
and  continued  till  the  close  of  the  fiscal  year,  when  it  was  still  in 
progress.   .   .   . 

u  Up  to  the  end  of  the  fiscal  year,  there  had  been  delivered 
the  contract  9,223.78  tons  of  stone,  leaving  3,776.22  tons  tc( 
plete,  which  was  expected  to  be  delivered  during  the   moi 
July.     The  length  of  the  completed  stone  work  at  the  samel 
was  2,894  feet,  and,  including  the  stone  and  timber  work  a| 
inner  end,  the  total  length  was  3,075  feet. 

"  There  has  been  some  settling  of  the  jetty  for  about  500  fel 
its  length  near  the  shore  end,  where  it  was  built  in  shoal  wate] 
fine  sand.     To  rebuild  this  part  of  the  work  to  its  proper 
and  height,  will  require  about  600  tons  of  stone. 

"  There   have   been   some   minor    changes    in   section  in  o^ 
parts  of  the  jetty  by  the  action  of   the  waves,  or  scour  of 
bottom,  or  both,  which  will  require  an  additional  amount  of  stoi 
and,  to  prevent  the  lateral  dispersion  of  the  ebb-tide  to  the  we] 
ward  through  the  jetty,  it  is  proposed  to  fill  with  chip  stones  tl 
interstices  of  parts  of  it  which  were  somewhat  loosely  built.     Th| 
amount  of  stone  required  for  both  of  these  objects  is  estimated 
800  tons,  making  the  whole  amount  of  stone  yet  required  to  be\ 
placed  in  the  existing  part  of  the  work  1,400  tons. 

' '  During  the  last  fiscal  year  frequent  surveys  have  been  made  to 
discover  what  changes,  if  any,  were  taking  place  in  the  channel 
and  on  the  shores  near  the  work. 

"  A  large  deposit  of  sand  west  of  the  jetty,  in  the  angle  between 
the  jetty  and  the  shore,  still  continues.  To  the  eastward  of  the 
jetty  there  has  been  but  little  deposit  of  sand  along  the  shore,  and 
but  little  change  in  the  channel.  Careful  soundings,  from  time  to 
time,  show  only  minor  changes  in  the  depths,  but  these  are  generally 
not  constant.  One  survey  may  show  a  deepening,  and  the  next 
one  a  shoaling,  in  the  same  locality ;  but  the  general  result  seems 
to  be  a  slight  deepening  of  the  channel,  although,  by  reason  of  the 
irregularity  of  the  changes,  the  navigable  depth  has  not  been  in- 
creased. It  was  not  anticipated  that  any  marked  change  would 
occur  before  the  jetty  reached  the  outer  bar,  from  which  (or  rather 
from  the  outer  12-feet  curve)  it  is  now  distant  2,785  feet,  and  it 
was  thought  that  it  might  be  found,  even  then,  that  a  second  jetty, 
starting  from  Coatue  Point,  on  the  east  side  of  the  entrance,  would 
be  required. 

"  The  spurs,  or  short  jetties,  built  out  from  Coatue  Point  to  arrest 


50       HARBOR  AND  LAND  COMMISSIONERS.    [Jan. 


the  abrasion  of  the  shore,  have  been  somewhat  extended  during  the 
year,  and  there  seems  to  be  no  danger  of  further  damage  here. 

"It  is  proposed  with  the  remainder  of  the  funds  available  for 
this  harbor,  to  continue  the  extension  of  the  west  jetty  towards  the 
^mter  bar,  since,  in  any  event,  this  jetty  must  be  finished  to  the 
whether  the  other  is  found  necessary  or  not,  in  order  to  direct 
Current  across  it,  to  protect  the  channel  from  waves,  from  ice, 
from  the  sand  which  moves  with  the  littoral  current  from  the 
[ward.     In  continuing  the  work,  it  is  proposed  to  make  it  as 
[pact  as  practicable,  in  order  to  prevent  the  dispersion  of  the 
tide  through  it.     It  is  also  proposed  to  continue  the  observa- 
|s  to  determine  the  velocit}T  and  amount  of  tidal  flow,  to  furnish 
on  which  to  fix  the  width  of  channel  and  the  location  and 
|n  of  the  east  jetty,  should  one  be  required." 

Wood's  Holl  Harbor. 

F'  At  the  date  of  the  last  annual  report,  no  work  was  in  progress. 

"  By  the  act  of  Congress  of  August  2,  1882,  $52,000  was  appro- 
Hated  for  a  harbor  of  refuge  at  Wood's  Holl,  an  estimate  for 
i/hich  had  been  submitted  by  the  late  Gen.  Warren.  This  esti- 
pnate  contemplated  the  construction  of  a  breakwater  pier,  a  basin 
'for  the  use  of  the  United  States  Fish  Commission,  and  wharves 
for  the  use  of  that  Commission  and  other  branches  of  the  public 
service.  ... 

"  The  project  was  approved  by  the  Secretary  of  War  on  the 
2d  of  February,  1883,  and  the  fee-simple  title  to  the  land  was 
acquired  by  the  United  States  Fish  Commission,  April  20,  1883.  .  .  . 

"The  retaining  walls  are  to  be  built  along  the  front  of  the  old 
marine  railway  in  the  Great  Harbor  at  Wood's  Holl,  in  about  6 
feet  of  water  at  mean  low  water,  and  of  an  aggregate  length  of 
about  520  feet.  The  pier  walls,  of  an  aggregate  length  of  about 
570  feet,  and  founded  in  water  from  10^  to  20  feet  depth  at  mean 
low  water,  are  to  form  a  hollow  pier  in  front  of  the  retaining 
walls.  .  .  . 

"It  is  probable  that  the  present  appropriation  will  not  \>e  suffi- 
cient for  anything  more  than  the  work  alread}-  advertised  for,  and 
that  the  wharfing,  the  filling  in  behind  the  retaining  walls,  and  the 
dredging  inside  the  pier  and  in  front  of  the  wharves,  will  have  to 
be  provided  for  by  future  appropriations.  The  estimated  cost  of 
them  is  $25,000." 

Considerable  work  has  been  done  in  prosecution  of  the  above 
scheme  since  the  report  of  Lieut.  Col.  Elliot  was  made,  the  details 
of  which  cannot  now  be  given. 


1884.] 


PUBLIC  DOCUMENT  — No.  11. 


Wareham  Harbor. 

"By  act  of   Congress  of   August  2,  1882,  $5,000  was 
priated   for  continuing   the  improvement   [of  this    harbor] 
which  contemplated  the  further  construction  of  works  at 
Beach,  designed  to  protect  it  from  the  sea.  .  .  . 

"  A  wall  of  brush  and  stone,  150  feet  in  length,  similar  to 
formerly  built  at  this  place,  was  constructed  across  the  west  e 
the  beach  near  the  line  of  mean  high  water,  and  another  o 
same  kind,  950  feet  long,  commencing  near  the  west  end  of  J 
stone  and  brush  wall  built  in  1878,  was  built  parallel  to  and  15 
from  it.     A  vertical  sand-catch  fence,  10  feet  high  and  1,032 
long,  of  scantling  and  boards,  similar  to  those  which  have 
successfully  built  on  the  shores  of  the  western  lakes,  was  built1 
tween  these  parallel  stone  and  brush  walls.     Another  sand-cai 
fence,  7  feet  high,  similar,  but  inclined  towards  the  sea,  was  bi 
from  the  end  of  the  vertical  fence  just  mentioned  832  feet  to  tl 
eastward.   .   .   . 

"The  construction  of  sand-catch  walls  of  stone  and  brush  was 
commenced  [June  21,  1883]  at  the  north  side,  which  had  worn  soj 
much  as  to  endanger  the  works  previously  built.  Two  hundred! 
and  seventy-two  feet  of  these  walls  were  completed  up  to  the  end' 
of  the  fiscal  year.  In  addition  to  this,  an  area  of  30  feet  square 
on  the  sea  side,  where  it  is  washed  by  the  waves,  was  covered  with 
brush  weighted  down  with  stone,  as  an  experiment.  It  is  thought 
that  the  sand  brought  in  by  the  waves  will  be  caught  and  that  in 
this  way  the  beach  ma}^  be  raised. 

"  With  the  remainder  of  the  appropriation,  it  is  designed  to  con- 
tinue the  stone  and  brush  wall,  just  built  on  the  north  side  of  the 
point,  about  310  feet  further  to  the  eastward ;  to  build  six  spurs, 
each  about  20  feet  long,  running  westward  from  the  stone  and  brush 
wall  which  has  been  built  across  the  west  end  of  the  point ;  to 
build  out  from  the  south  side  of  the  point  four  additional  stone  and 
brush  jetties  of  a  total  length  of  about  500  feet ;  and  to  till  inside 
the  triangular  frames  on  which  the  wooden  sand-catch  fence  has 
been  built,  with  brush,  with  the  view  of  catching  the  wet  sand  which 
is  now  washed  through  this  fence  by  the  waves  from  seaward. 

■"  The  amount  of  the  last  appropriation  was  not  considered  suffi- 
cient to  warrant  any  attempt  to  continue  the  work  of  deepening  the 
harbor,  which  constituted  the  main  portion  of  the  original  project, 
and  is  yet  incomplete. 

' c  The  estimated  cost  of  the  work  in  Wareham  Harbor  was 
$44,050.     Of  this  amount  there  has  been  appropriated  $15,000. 


[ARBOR  AND  LAND  COMMISSIONERS.     [Jan, 


Taunton  River. 
the  date  of  the  last  annual  report,  work  was  being  prose- 
knder  a  contract,  ...  in  dredging  to  secure,  between  Weir 
ie  Needles,  a  depth  of  11   feet  at  mean  high  water,  with  a 

;h  of  60  feet,  and  additional  width  at  the  bends. 

to  January  1,  1883,  there  had  been  removed  40,313  cubic 

[,  and  the  enlarged  channel  was  carried  from  Phillips's  Wharf 

rt's  Turn,  a  distance  of  1^-  miles.     Work  was  resumed  under 

|nne  contract  on  the  12th  of  April,  1883,  and  continued  until 

lth  of  May,  1883,  when  it  was  completed,   except   a  small 

[int  of  work  at  the  fishery  near  North  Dighton,  which  was  left 

the  fishing  season  was  over. 

5y  act  of  Congress  of  August  2,  1882,  $25,000  was  appropri- 
for  continuing  the  improvement  of  Taunton  River.   .  .   . 
In  the  first  section  (The  Needles,  Briggs'  Shoal,  The  Nook, 
a  part  of  the  river  at  Wikamount)  the  material  was  stated  to  be 
Ind,  gravel,  clay,  pebbles,  and  bowlders  under  two  tons.     In  the 
;cond  section  (Berkley  Bridge  Shoal,  a  part  of  the  river  at  Wika- 
Inount,  and  between  Peter's  and  Ferry  Points)   the  material  was 
[tated  to  be  mud,  sand,  and  gravel. 

"  The  channel  was  to  be  made  11  feet  deep  at  mean  high  water 
[above  Berkley  Bridge  Shoal,  and  12  feet  on  and  below  that  shoal, 
Jthe  existing  depths  being  from  5  feet  to  the  proposed  depths.  .  .  . 
"  Mr.  Beard  commenced  work  under  his  contract  at  The  Needles, 
and,  up  to  the  end  of  the  fiscal  year,  he  removed  5,672.82  cubic 
yards  from  that  shoal  and  from  Briggs'  Shoal.  The  work  is  still 
in  progress.  .  .  . 

"  There  is  now  a  continuous  channel  11  feet  deep  at  mean  high 
water  from  the  bridge  at  Weir  to  Briggs'  Shoal,  a  distance  of  3 
miles  ;  but  there  are  many  scattering  bowlders  in  the  channel  .  .  . 
which  will  be  removed  later  in  the  season.   .   .  . 

"The  remainder  of  the  work  near  North  Dighton  will  be  com- 
pleted  early  in  this  fiscal  year.   .  .    . 

"  The  estimated  cost  of  the  approved  project  for  the  improve- 
ment of  this  river  was  $94,000,  of  which  $67,500  has  been  appro- 
priated, leaving  $26,500  to  complete.   .  .   . 

"  The  completed  improvement  will  enable  three  and  four  masted 
schooners,  carrying  from  600  to  1,400  tons,  and  barges  of  equal 
capacity,  to  reach  Taunton." 


rBLIC  DOCUMENT  — No.  11.  53 


[ts  in  the  Channels  of  Boston  Harbor. 

FoM  |^rpose  of  illustrating  the  improvements  ",hich 
have  SM^far  been  made,  both  by  this  State  and  by  the 
United  States,  in  the  channels  and  deep-water  facilities  of 
Boston  Harbor,  and  also,  to  some  extent,  pending  and  pro- 
jected improvements,  a  Plan  has  been  prepared,  and  is 
appended  to  this  Report,  on  which  are  indicated  the  outlines 
and  extent  of  the  several  areas  which  have  a  depth  of  water 
of  23  feet  and  over  at  mean  low  tide. 

The  plan  shows  both  the  natural  and  the  improved  deep- 
water  areas  above  the  passage-way  between  Governor's  and 
Castle  Islands,  with  distinguishing  signs  for  the  parts  deep- 
ened by  the  Commonwealth  and  by  the  United  States 
respectively.  The  water-space  of  President  Roads,  and 
other  areas  of  a  depth  of  23  feet  and  over,  which  lie  below 
this  passage-way  and  above  that  between  Long  Island  Head 
and  Deer  Island  Spit,  are  also  shown. 

The  term  "inner  harbor"  is  generally  applied  to  the 
upper  and  smaller  basin,  which  lies  above  Governor's  and 
Castle  Islands  and  below  the  bridges,  and  which  contains, 
within  the  limits  of  projected  improvements,  an  area  of  about 
1,150  acres.  But  what  is  really  the  inner  harbor,  or  may 
properly  be  so  regarded,  is  the  larger  area  comprising  the 
water-spaces  (including  this  upper  basin)  which  are  enclosed 
and  protected  by  the  high  grounds  of  East  Boston  and 
Winthrop  on  the  north,  Deer  Island  and  Long  Island  on  the 
east,  and  Spectacle  Island,  Moon  Head  and  Squantum  on 
the  south,  —  a  nearly  land-locked  basin,  —  capable  of  an 
improved  area  of  not  less  than  6,300  acres.  This  includes 
President  Roads,  which  in  itself  contains  nearly  one  thousand 
acres  of  anchorage  ground  of  the  first  order  as  regards  depth 
of  water  (twenty-three  to  fifty  feet  at  mean  low  tide),  hold- 
ing ground  and  shelter. 

The  width  of  entrance  (between  Long  Island  Head  and 
Deer  Island  Spit)  to  this  larger  "  inner  basin,"  while  am- 
ply sufficient,  is  less  in  proportion  to  the  water-space  en- 
closed (thereby  affording  better  shelter)  than  the  entrance 
to  the  smaller  basin  above  described ;  and  the  latter  has  re- 
quired artificial  deepening  to  23  feet,  while  the  outer  gate- 


54  HARBOR  AND  LAND  COMMISSIONE 


Hi 


I 


way  has  a  bold  and  deep  threshold   (over  50 
at  once  into  a  basin  which  has,  as  before  state 
age  capacity  of  a  thousand  acres. 

The  plan  further  shows  the  approaches  from  belWK  this 
latter  entrance,  by  the  deep-water  channels  from  Broad 
Sound  and  through  the  Narrows,  with  the  improvements  in 
the  latter  channel,  and  the  cut  through  the  "  Nubble"  be- 
tween Long  Island  Head  and  Nix's  Mate,  which  have  been 
made  by  the  United  States. 

Characteristic  soundings  are  also  given,  showing  the 
general  natural  and  artificial  depths  in  the  several  parts  of 
the  harbor  which  are  covered  by  the  plan. 

As  elsewhere  stated,  the  plan  may  also  be  interesting  and 
useful  as  exhibiting  the  relation  of  the  reclamation  of  the 
South  Boston  Flats  to  the  improvement  of  the  harbor,  and 
the  large  increase  of  deep-water  frontage  which  will  thereby 
be  secured.  The  portion  of  these  flats  already,  sold,  the 
sections  in  process  of  filling  under  the  several  contracts 
elsewhere  mentioned,  and  the  large  area  still  open  to  im- 
provement, are  severally  indicated  on  the  plan. 


Archives  of  Maine  Lands. 

By  chapter  99  of  the  acts  of  1883,  the  custody  of  the  books 
of  records  of  grants  and  conveyances  of  lands  formerly  held 
by  the  State  of  Massachusetts,  and  now  within  the  limits  of 
the  State  of  Maine,  and  of  all  other  books  and  records  relating 
to  said  lands,  was  transferred  from  this  Board  to  the  Secre- 
tary of  the  Commonwealth.  All  such  archives  were  accord- 
ingly transferred  to  the  office  of  the  Secretary  on  the  8th  day 
August,  1883,  and  his  receipt  taken  therefor. 

JOHN   E.    SANFORD. 
HENRY   L.    WHITING. 
JOHN   I.   BAKER. 

Boston,  January  1,  1884. 


APPENDIX. 


A 


r 


APPENDIX. 


[A.] 

Supplementary  Agreement,  made  this  First  Day  of  October, 
1883,  by  and  between  Thomas  Potter,  Party  of  the  First 
Part,  and  the  Commonwealth  of  Massachusetts,  Party  of 
the  Second  Part. 

Whereas,  the  said  parties,  on  the  28th  da}'  of  August,  1880, 
entered  into  an  agreement  in  writing,  and  on  the  26th  day  of 
December,  1882,  entered  into  a  further  or  supplementary  agree- 
ment in  writing,  both  of  which  are  referred  to  and  made  a  part 
hereof  as  if  fully  recited  herein,  whereby  the  said  Potter,  upon  the 
terms  and  conditions  in  said  agreements  set  forth,  agreed  to  do 
certain  dredging  in  Boston  Harbor,  and  with  the  materials  so 
dredged  to  fill  certain  flats  of  said  Commonwealth  at  South 
Boston  ; 

And  whereas,  it  was  stipulated  in  said  agreement  that  the  afore- 
said dredging  and  filling  should  be  completed  b}^  said  Potter  on  or 
before  the  first  day  of  January,  1884  ; 

And  whereas,  the  said  Potter  will  be  unable  to  complete  said 
work  on  or  before  said  first  day  of  January,  1884,  and  desires  an 
extension  of  time  for  completing  the  same  ; 

And  whereas,  it  was  also  stipulated  in  said  agreements  that  the 
aforesaid  dredging  should  be  done  from  a  certain  space  or  area 
colored  red  on  the  plan'  annexed  to  the  aforesaid  agreement  of 
August  28th,  1880  ; 

And  whereas,  it  may  be  found  expedient  not  to  excavate  at 
present  a  portion  of  the  said  area,  but  to  substitute  therefor  a 
certain  other  area  hereinafter  described  ; 

Now,  therefore,  it  is  agreed  by  the  parties  hereto,  that  the 
time  for  executing  and  completing  the  work  stipulated  to  be  done 
by  the  said  Potter  in  the  agreements  aforesaid,  shall  be,  and  is 
hereb3T,  extended  to  the  first  day  of  June.  1884. 

It  is  also  agreed,  that  the  area  shaded  red  on  the  plan  hereto 


•NERS.     rjan.™ 


58       HARBOR  AND  LAND  COMMISSIONERS.     [Jan. 

annexed,  shall  constitute  a  part  of  the  space  or  area  from  which, 
in  the  discretion  of  the  Board  of  Harbor  and  Land  Commissioners, 
and  by  the  direction  of  its  engineer,  the  said  Potter  may  be 
required  to  dredge  material  in  the  execution  of  the  work  to  be 
done  by  him  under  the  aforesaid  agreements ;  and  that  the  said 
Potter  shall  not  have  or  claim,  under  said  agreements  or  otherwise, 
any  extra  or  additional  compensation  on  account  of  such  change 
or  substitution  of  areas. 

All  the  provisions  of  said  agreements  of  August  28th,  1880,  and 
December  26th,  1882,  regarding  rate  of  compensation  per  cubic 
}Tard,  depth  and  manner  of  dredging,  and  otherwise,  shall,  not- 
withstanding said  extension  of  time,  and  said  change  or  substitu- 
tion of  areas,  be  and  remain  in  full  binding  force  upon  the  parties 
hereto,  except  so  far  as  expressfy  modified  by  the  provisions  of 
this  agreement  as  aforesaid. 

In  testimony  whereof,  the  said  Thomas  Potter  has  hereunto  set 
his  hand  and  seal,  and  the  said  Commonwealth  has  caused  its  seal 
to  be  hereto  affixed,  and  these  presents  to  be  signed  and  delivered, 
in  its  name  and  behalf,  by  its  Board  of  Harbor  and  Land  Commis- 
sioners, the  day  and  year  first  above  written,  and  the  same  to  be 
approved  b}^  its  Governor  and  Council. 

THOMAS    POTTER.       [Seal.] 


COMMONWEALTH  OF  MASSACHUSETTS, 

By  John  E.  Sanford,    \  TT    ,           ,  r      , 

TT           T     w               \  Harbor  and  Land 

Henry  L.  Whiting,  >  ^         .    . 

T         T  t>                 '  i  Commissioners. 
John  I.  Baker,          ) 

In  Council,  November  20,  1883.    Approved. 

[skalopthe  HENRY  B.  PEIRCE, 

Commonwealth.]  Secretary. 


F 


884.]  PUBLIC  DOCUMENT  — No.   11. 


[B.] 

Articles  of  Agreement,  made  this  Fifth  Day  of  December, 
in  the  Year  Eighteen  Hundred  and  Eighty-Three,  by  and 
between  the  commonwealth  on  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 
Massachusetts,  Party  of  the  Second  Part. 

The  said  party  of  the  second  part  hereby  covenants  and  agrees 
with  said  party  of  the  first  part  to  dredge  the  entire  area  of  that 
part  of  Fort  Point  Channel  between  Congress  Street  and  Federal 
Street  bridges,  which  is  shaded  red  on  the  plan  hereto  annexed,  to 
the  depth  of  sixteen  feet  below  mean  low  water,  and  to  deposit  the 
dredged  material  at  the  place  provided  for  such  material  by  said 
party  of  the  second  part  under  a  contract  between  said  parties, 
dated  July  1st,  1882. 

The  party  of  the  second  part  agrees  not  to  injure  the  bridges  or 
draw  piers  in  any  way,  nor  to  endanger  their  foundations  by  exca- 
vating below  the  plane  of  sixteen  feet  below  mean  low  water,  and 
to  use  all  diligence  to  complete  the  work  as  soon  as  practicable. 

All  the  work  aforesaid  shall  be  done  to  the  satisfaction  and 
acceptance  of  said  Board  of  Harbor  and  Land  Commissioners,  and 
subject  to  the  direction  of  the  engineer  of  said  Board. 

The  party  of  the  first  part  will  furnish  all  facilities  in  its  power 
for  executing  the  work,  by  having  the  draws  left  open  when  prac- 
ticable, and  by  preventing  the  passage  of  vessels  through  the  draw- 
waj^s  when  said  passage  would  interfere  with  said  work. 

The  party  of  the  first  part  hereby  covenants  and  agrees  with 
said  party  of  the  second  part,  upon  the  due  completion  of  the 
work  aforesaid,  to  pay  said  party  of  the  second  part  the  sum  of 
seven  thousand  five  hundred  dollars  ($7,500),  the  same  to  be  in 
full  compensation  for  all  work,  expenses  and  delays  done  and 
incurred  by  said  party  of  the  second  part  in  the  execution  of  this 
contract. 

In  testimony  whereof,  the  said  Commonwealth  has  caused  its 
seal  to  be  hereto  affixed,  and  these  presents  to  be  signed  and 
delivered  in  its  name  and  behalf,  by  its  Board  of  Harbor  and  Land 


HARBOK  AND  LAND  COMMISSIONERS.  [Jan.  '84 

commissioners,  and  the  said  New  England  Dredging  Company 
has  caused  its  corporate  seal  to  be  hereto  affixed,  and  these  pres- 
ents to  be  signed  and  delivered  in  its  name  and  behalf,  by  Charles 
H.  Sonther,  its  President  and  Treasurer,  the  day  and  }Tear  first 
above  written. 


THE  COMMONWEALTH  OF  MASSACHUSETTS, 


By  John  E.  Sanford 
Henry  L.  Whitin 
John  I.  Baker 


>rd,    } 
ing,    > 


Harbor  and  Land 

Commissioners. 


NEW  ENGLAND  DREDGING  COMPANY, 


[Seal  of  the 

N.  E.  Dredging 

Company.] 


By  Charles  H.  Souther, 
President  and  Treasurer 


Witness  the  Seal  of  the  Commonwealth. 


[Seal  of  the 
Commonwealth.] 


HENRY  B.  PEIRCE, 

Secretary  of  the  Commonwealth. 


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