that, not having to open the draws so often, there would be much less delay in the passage of trains, and hence less expense incurred. (4) We would also recommend that the fender-piling around the east pier be extended to a point on the shore opposite the south end of the crib work erected in the center of the water-way, and that the time within which the bridge shall be completed be reasonably extended. W. R. KING, NEW YORK CITY, April 10, 1888. Major of Engineers. EDW. MAGUIRE, Captain of Engineers. SUPPLEMENTAL REPORT OF THE BOARD OF ENGINEERS. NEW YORK CITY, May 5, 1888. GENERAL: The Board of Engineers convened by Special Orders Nos. 8 and 9, current series, Headquarters Corps of Engineers, has carefully considered the questions contained in the indorsement of the Secretary of War of April 28, 1888, and has the honor to report, in answer to the several questions, as follows: Q. 1. Cost of changes in the bridge recommended by the report of the majority of the Board. The Board is of opinion that the cost of these changes will be about $143,000. Q. 2. Cost of changes in the bridge recommended by the minority. The Board is of opinion that the cost of these changes will be about $38,000. Q. 3. Cost of increasing the length of the draw on each side of the pivot to 300 feet (no increase in height of bridge). The Board is of opinion that the pivot truss of 500 feet, as now being built, can not be lengthened practically by 100 feet so as to give waterway spans of 300 feet. All the members of the original truss would have to be enlarged, which can not be done in a satisfactory manner, and it would be cheaper in the end to build a new truss of the dimensions required, namely, 600 feet. The Board is of the opinion that the present bridge could be altered so as to contain a 300-foot pivot draw for the sum of $125,000. Q. 4. What will be the cost of the necessary widening and deepening of the Kill at or near the bridge on the Staten Island side if provided for in the river and harbor propriation? Taking the cost of the land at $500 per acre and the price of dredg ing at 25 cents per yard the cost will be about $9,500. All of which is repectfully submitted. The CHIEF OF ENGINEERS, U. S. A. THOS. LINCOLN CASEY, Major of Engineers. EDW. MAGUIRE, Captain of Engineers. W W 3. REPORT OF BOARD OF ENGINEERS ON SENATE BILL NO. 1850, FIFTIETH CONGRESS, FIRST SESSION, TO AUTHORIZE THE CONSTRUCTION OF A BRIDGE ACROSS THE STATEN ISLAND SOUND, KNOWN AS ARTHUR KILL AND KILL VON KULL, AT OR NEAR THE TOWN OF WESTFIELD, STATEN ISLAND, AND TO ESTABLISH THE SAME AS POST-ROAD. NEW YORK CITY, April 10, 1888. GENERAL: The Board of Engineers convened by special orders Nos. 8 and 9, current series, from the headquarters Corps of Engineers, and to which was referred by your indorsement of March 2, 1888, Senate bill 1850 for consideration and report, has the honor to state: That Senate bill 1850 authorizes the construction of a bridge across the waters of the Arthur Kill from some point or points between the town of Westfield, Staten Island, Richmond County, New York, to some point or points in Middlesex County, in the State of New Jersey, as a foot-bridge, wagon-road, and railway bridge. The bridge is to be a pivot draw-bridge, with spans not less than 200 feet in the clear, the other spans to be not less than 250 feet, if the proper location of the draw will admit of spans of this width, and the height of the superstructure is to be not less than 15 feet above low water, or 10 feet above extreme high water, measuring to the bottom chord of the bridge; or the bridge may be a lifting bridge. By the bill, the bridge may be placed at any point of a portion of the Kill 5 miles in length. This reach is in the lower half of the stream and where the waters of the Kill have their greatest width. Taking into consideration the amount and character of the commerce and navigation over the stream, the Board is of opinion that the bridge proposed in the bill would be a serious obstruction to navigation, and should not be constructed. The Board would recommend in its stead a bridge having a clear height of superstructure above mean high water of 50 feet, a clear span 500 feet in width over a channel-way of 13 feet depth at low water, and a draw-span next to this span of at least 200 feet in width. The other spans of the bridge should not be less than 250 feet in the clear. Section 6 of the same bill authorizes the construction of a suspension, cantilever, or lifting bridge over the Kill Von Kull, to and from some point or points commencing on the northerly side of Third street and York avenue, in the village of New Brighton, Staten Island, Richmond County, in the State of New York, to some point or points at or near Constable's Point, in the State of New Jersey, of such a height or in such a manner as not to interfere with the free navigation thereof by vessels and boats customarily navigating the same. In view of the extensive commerce passing the position proposed for this bridge, being not only that coming through the Arthur Kill, but in addition that from Elizabethport, Newark Bay, and the north shore of the Kill Von Kull, the latter being extensively carried on by oceangoing ships, the Board is of opinion that this bridge when built should be a cantilever bridge of three bays, spanning the entire water-way, the center bay to be not less than 900 feet in width in the clear, and furnishing a clear height over the channel-way at mean high water of at least 150 feet. HIGHWAY BRIDGE ACROSS THAT PART OF THE WATERS OF LAKE CHAMPLAIN LYING BETWEEN THE TOWNS OF NORTH HERO AND ALBURGH, VERMONT, AUTHORIZED BY ACT OF CONGRESS APPROVED JUNE 20, 1884. LA GRANGE, NORTH HERO, VT., August 28, 1886. DEAR SIR: Iinclose herewith a letter just received from our Senator, George F. Edmunds, in regard to a bridge we are now building from the town of North Hero, Vt., to the town of Alburgh, Vt., across Lake Champlain, calling our attention to the fact that we have never obtained the approval of the War Department. We supposed we had complied with every requirement of the law in regard to the matter until we received this letter. We obtained a charter from the General Government, also from our State in 1884, which we supposed was all that was required of us. If you will please inform us what steps we shall take now in regard to the matter, that we may be guided thereby, we would be greatly ob liged. I am, sir, very respectfully, yours, "An act to authorize the construction of a highway bridge across that part of the waters of Lake Champlain lying between the towns of North Hero and Alburgh, in the State of Vermont," was approved June 20, 1884 (U. S. Statute, vol. 23, pages 49, 50). The second section of the act provides That the structure authorized by the preceding section shall be built and located under and subject to such regulations for the security of navigation of such waters as the Secretary of War shall prescribe, and shall be provided with such suitable and convenient draw as the said Secretary shall deem needful for the proper purposes of navigation, etc. It does not appear that the requirements of law have been complied with, and it is suggested that the plans of the bridge be submitted without delay, and in submitting them, that the parties interested comply with the requirements of the rule of the Secretary of War of July 31, 1886, in reference to bridge plans requiring his approval. The attention of the parties interested should be invited to the provision of section 6 of the act approved February 22, 1883, Stat. at Large, vol. 22, page 423. JOHN G. PARKE, [Second indorsement.] WAR DEPARTMENT, September 7, 1886. The suggestions of the officer in charge of the office of the Chief of Engineers are concurred in, and he will take the necessary steps by correspondence with the proper authorities to place the case in condition to be submitted to the Secretary of War for final action. By order of the Acting Secretary of War. JAY STONE, Acting Chief Clerk. [Third indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, November 18, 1886. Respectfully referred to Major M. B. Adams, Corps of Engineers, for his information and for examination and report. The bridge referred to is authorized by an act of Congress approved June 20, 1884; copy with the papers. Major Adams will report whether the location and plan of the bridge is in strict conformity with the acts of Congress authorizing its construction. Respectfully returned to the Secretary of War through the Acting Judge-Advocate General, U. S. A., inviting attention to the accompanying report of Major M. B. Adams, Corps of Engineers, from which it will appear that the bridge in question is already built; that it affords the only highway communication from North Hero Island to the mainland, and gives ready passage between the island and the railroad station on the Vermont Central Railroad at East Alburgh. Major Adams considers the bridge as slight an obstruction to navigation as any bridge crossing the waters of Lake Champlain at any point; its draw gives a width of 78 feet, while that of the Lamoil Valley Extension Railroad Bridge is really only about 36 feet. Major Adams concludes his report as follows: Upon careful consideration of all these facts, I have the honor to recommend the approval of this bridge in both its plan and location, and would respectfully recommend as follows for its management and lighting: That the draw shaft be opened promptly by the proper authorities of the bridge upon the ordinary reasonable signal from any boat that may wish to effect a passage through it, and the bridge shall be lighted according to the usual prescribed rules made and provided by the Light House Board to govern in all such cases, both the operating of the draw and lighting of the bridge to be done at the expense of the bridge-owners. In view of the above statements, and for the reasons more fully set forth in Major Adams's report, the plans and location of the "Highway bridge across that part of the waters of Lake Champlain lying between the towns of North Hero and Alburgh, in the State of Vermont," as provided for by the act of June 20, 1884, are recommended for approval. J. C. DUANE, Brig. Gen., Chief of Engineers. [Fifth indorsement.] WAR DEPARTMENT, Approved as recommended by the Chief of Engineers. January 13, 1887. JOHN TWEEDALE, Chief Clerk. [Sixth indorsement. [ OFFICE CHIEF OF ENGINEERS, U. S. ARMY, January 22, 1887. Respectfully returned to Major M. B. Adams, Corps of Engineers, inviting attention to the foregoing indorsements (fourth and fifth), by which he will be guided. Major Adams will advise the bridge authorities acccordingly, and will see that the requirements of the War Department are fully complied with. After such record has been taken as may be required for the files of his office, Major Adams will return the papers, with report of his action thereon. By command of Brigadier General Duane. JOHN G. PARKE, [Seventh indorsement.] UNITED STATES ENGINEER OFFICE, Burlington, Vt., January 26, 1887. Respectfully returned to the Chief of Engineers, U. S. A., having made the necessary records, and with the information that the bridge authorities have been notified of the approval of the plans and location of their bridge, and requested to inform me what rules govern the operating of the draw and lighting of the bridge at the present time. M. B. ADAMS, Major of Engineers. [Eighth indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, February 5, 1887. Respectfully returned to Major M. B. Adams, Corps of Engineers, calling attention to fourth indorsement, and to the quotation from his |