repoet
ON
SHIP CANAL
PROM
Taunton River to Boston Harbor
BY THE
BOARD OF HARBOR AND LAND COMMISSIONERS.
Under Resolves of 1901, Chapter 104, and Resolves
of 1902, Chapter 82.
BOSTON :
WRIGHT & POTTER PRINTING CO., STATE PRINTERS,
18 Post Office Square.
1902.
report
ON
SHIP CANAL
PROM
Taunton River to Boston Harbor
BY THE
BOARD OF HARBOR AND LAND COMMISSIONERS.
Under Resolves of 1901, Chapter 104, and Resolves
of 1902, Chapter 82.
BOSTON :
WRIGHT & POTTER PRINTING CO., STATE PRINTERS,
18 Post Office Square.
1902.
U¡3.-.*r\ f
BUREAU OF RAILWAY ECONOMICS,
WASHINGTON, D. C,
HE31«TW
11
Resolves or 1902, Chapter 82.
Resolved, That the board of harbor and land commissioners is
hereby authorized and directed to prepare, on or before the first
day of May in the year nineteen hundred and two, a report of its
survey of the proposed canal from Taunton river to Weymouth
Fore river, and to have five hundred copies thereof printed. The
said report shall include such maps as the board may deem neces¬
sary, a statement of the cost of making the proposed canal, and a
statement of the expenses incurred by the board in making the
survey. The cost of printing the report shall not exceed the sum
of one hundred dollars, and shall be paid out of the sum appro¬
priated for the said survey. A copy of the report shall be delivered
to each member of the general court, and a copy shall be sent to
each representative and senator from Massachusetts in the congress
of the United States. [Approved April 30, 1902.
®ommoittojeaIl^ al ISassax&nsetts.
Boston, May 1,1902.
The Board of Harbor and Land Commissioners, pursuant
to the provisions of Resolves of 1902, chapter 82, submits
the following report on its survey of the proposed canal from
Taunton River to Weymouth Fore River.
Chapter 104 of the Resolves of 1901 directed the Board
to make surveys and estimates as to the probable cost of
constructing a ship canal from Narragansett Bay through
Taunton, Brockton and Weymouth to Boston harbor, by
way of Weymouth Fore River, and to report thereon to the
General Court now sitting.
The depth and width of the proposed canal were appar¬
ently left to the judgment of the Board. A uniform depth
of 25 feet and a width of 130 feet on the bottom, with side
slopes of 1 on 2 in earth, and 180 feet with vertical sides
where rock is encountered, have been fixed for the dimen¬
sions of the trunk of the canal.
A general location was determined from a study of the
topographical maps, base lines were run, and a topographic
and hydrographie survey was made for a distance of not less
than 500 feet on either side for the entire distance from
Weymouth Fore River to Slade's Ferry bridge near the
mouth of Taunton River, with levels on the same and on
cross-sections 500 feet apart. Other necessary levels were
run and tidal observations made. The plane of reference of
the survey was established at 1.5 feet below the mean sea
level at Boston.
The results of these surveys were plotted on large scale
plans, and contours drawn, showing every difference of 2
feet in elevation over the area surveyed. After a careful
study of the information accumulated, a route was finally
adopted.
6
The total length of the canal upon which the estimates
are based between the ends of the approach structures of the
tidal locks is 31.79 miles, of which 7.24 miles are on curves,
the radii varying from 5,000 to 10,000 feet, and 2.22 miles
of shorter radii, none, however, less than 2,000 feet. In
fixing the line, due regard was had to economical construc¬
tion.
Provision is made for 14 locks, 6 between Boston harbor
and the summit level and 8 between there and the dam in
Taunton River, with lifts varying from 7 to 25 feet. On the
basis of 20 lockages a day, 33,000,000 cubic feet of water
will be required for the daily operation of the locks.
A careful examination of the water supply and of the
different methods of providing the necessary amount of
water led to the adoption of a pumping system, as being the
most advisable. The water surface of the summit level lies
between Brockton and Randolph. The summit level is
16,000 feet long, at an elevation of 130 feet.
Two masonry dams are planned at the two ends of the
canal, across Taunton River and Weymouth Fore River,
respectively, opposite the tidal locks, to maintain the water
in the rivers at high tide level.
The pi'oposed line of the canal crosses the railroad at eleven
places ; it is proposed to avoid five of these by diverting the
location of the tracks, and two of the others are drawbridges
at the present time. It also crosses forty-six highways, of
which a number are avoided by a rearrangement in such
manner that the distance to be travelled will not be ma¬
terially increased. Twenty drawbridges will cross the canal
in most of which a clear width of 100 feet is provided for the
passage of vessels.
Wherever the water level of the canal rises above the
adjacent country, the side embankments are planned with
puddle walls of clay ; but where it runs through earth, a
protection of broken stone, extending from 5 feet above to
5 feet below the water level, will be provided. Turning
basins are proposed at Taunton, Brockton and Holbrook,
approximately 600 feet square.
The cost of a sufficient right of way has been estimated.
All estimates are based on unit prices, carefully considered ;
7
and yet allowance must be made, owing to the brief time
permitted for the examination of so large an undertaking.
The total cost is estimated at $57,618,358.
A full report by the engineer of the Board, together with
plans of location and profile, may be found in the Appendix.
Expenses of Survey, under Resolves of 1901, Chapter
May 1,1902.
Services of engineers, .
Board of employees,
Travelling expenses,
Surveying instruments and repairs,
Labor,
Boat hire,
Carriage hire,
Drawing materials,
Expressage, freight, etc.,
Hardware, tools, etc.,
Lumber,
Maps,
Rubber boots,
Stakes,
Stationery and office supplies,
Sundries, ....
Telephone and telegrams,
101, up to
16,762 92
1,824 88
529 21
411 30
431 90
44 06
114 50
25 00
15 83
35 87
12 24
10 00
85 50
61 64
22 40
35 60
18 89
810,441 74
Note. — Of the above, $900 was for salaries of regular employees of
the Harbor and Land Commission detailed on this work, and was paid
from the office appropriation.
The foregoing report is respectfully submitted.
WOODWARD EMERY,
CHARLES C. DOTEN,
GEORGE E. SMITH,
Commissioners.
APPENDIX.
REPORT OF ENGINEER ON TAUNTON RIVER AND
BOSTON HARBOR CANAL.
Boston, Jan. 20, 1902.
To the Board of Harbor and Land Commissioners, Stale House, Boston,
Mass.
Gentlemen : — In accordance with your instructions, I have had
surveys and estimates made as to the probable cost of constructing
a ship canal from Narragansett Bay to Boston harbor through
Taunton River and Weymouth Fore River, under chapter 104 of
the Resolves of 1901 : —
Resolved, That the board of harbor and hind commissioners is hereby
directed to make or cause to be made surveys and estimates as to the
probable cost of constructing a ship canal beginning at some convenient
point on Narragansett bay and Taunton river, harbor or estuary thereof,
and extending across the state of Massachusetts through the cities of
Taunton and Brockton and the town of Weymouth to Boston harbor by
way of Weymouth Fore river For this purpose the board may employ
an engineer or engineers and other assistants, and may expend a sum
not exceeding ten thousand dollars. The board shall report to the gen¬
eral court not later than the fifteenth day of January in the year nine¬
teen hundred and two. Whatever amount is expended by the board for
the purpose authorized by this resolve shall, in the event of the granting
of any charter or franchise for the construction of a canal between the
points above specified, be repaid to the Commonwealth by the grantee
or grantees of such charter or franchise. [Approved June 13, 1901.
The statute simply provides for the surveys and estimates for a
ship canal, without in any way indicating the size of ships to be
provided for ; but it limits the location by providing that it shall
pass through the cities of Taunton and Brockton and through the
town of Weymouth.
The plan adopted for the investigation is as follows : First, to
determine the general character and dimensions of the canal, and
where it could probably be located. Then the field surveys were
undertaken, under the general supervision of Mr. Henry B. Wood,
with Mr. Eugene E. Pierce, Mr. A. D. Butterfield and Mr. L. H.
Bateman in immediate charge of the different survey parties ; and
12
in the office Mr. John R. Burke, Mr. W. W. Marrs, Mr. T. W.
Bailey and Mr. E. W. Hadcock were employed in the preparation
of the plans and estimates, the field note books being sent to the
office, and the plans prepared as soon as the books could be
spared from the field work.
Mr. F. W. Dean, Mr. S. E. Tinkham, Mr. Henry D. Woods
and Mr. E. L. Brown have made estimates and examinations as to
pumping, machinery, bridges, mechanical lift locks, and the nature
of the soil through which the canal is to be constructed.
Upon the completion of the field surveys, Mr. D. J. Howell, who
had been engaged as assistant engineer on the surveys and in pre¬
paring the report of the United States Board of Engineers on deep
water ways from the Great Lakes to the Atlantic coast, and as con¬
sulting engineer in charge of the surveys and estimates for a barge
canal from the Great Lakes to the Hudson River, under the direc¬
tion of Hon. Edward A. Bond, State engineer and surveyor of
New York, was engaged to assist in the preparation of the plans
and estimates. Mr. Howell brought to the work a great fund of
information collected during bis work on the New York investiga¬
tions, and to this is due much of the completeness of this report ;
as, owing to the limited time after the completion of the field work,
it would otherwise have been impossible, with the small appropri¬
ation available, to prepare the necessary plans and estimates,—
and, as it is, much is lacking, owing to our inability, through lack
of means, to make borings and do other work necessary to obtain
a complete knowledge of the facts.
My first endeavor was to determine the size of the canal which
was required, and at my request you addressed a letter to Mr.
Parker C. Chandler, who had been prominent in advocating the
passage of the resolve through the Legislature, asking him for any
information he had bearing on the subject under investigation,
and also as to the size of the canal desired by the petitioners. In
his reply he stated that considerable information might be ob¬
tained from documents in the State Library, and referred to the
report of the committee of the Legislature who explored a line for a
canal over this route, and made a report on the same in February,
1808. He also stated that reports had been made by officers of
the general government on the same subject; and a copy of a
report made by the Board of Internal Improvement and trans¬
mitted to Congress by the Secretary of War on Feb. 16, 1825, on
the proposed canal from Barnstable Bay to Buzzards Bay, and
also on a general examination of the route from Narragansett Bay
to Boston harbor, has been found. This report stated that a gen¬
eral and thorough survey of this route appeared to be wanting.
13
A copy of a portion of a plan made by the United States Topo¬
graphical Engineers in 1833, from a detailed survey of the portion
of the route from Boston harbor to Brockton, has also been found ;
but the report of the engineers on this survey we have not been able
to find up to the present time, although search has been made for
it in the State Library and at the office of the Chief of Engineers
at the War Department at Washington.
In regard to the size of the canal, Mr. Chandler stated that it
was the intention of the petitioners to have that matter left open,
so that the commissioners would study the matter and decide as to
the size of the canal which would be required by modern vessels.
He also stated that the general government had comprehensive
plans for a scheme of inland navigation stretching along the coast
line from Boston harbor to Florida, and the line from Boston har¬
bor to Narragansett Bay was one link in this scheme. He also
called attention to the various forms of mechanical lifts which had
been designed and in some cases put in successful operation to
take the place of the ordinary canal lock ; and also to the modern
machinery which had been designed for the construction of canals,
thereby greatly reducing their cost, and also stated that the project
for this canal would be called to the attention of the next Con¬
gress. He promised at the same time to forward several books,
documents and maps which would be of service, but he was unable
to do so.
As his letter did not give information as to the size of the canal
required, in seeking other sources of information as to this ques¬
tion, letters were addressed to the Secretary of the Navy and the
Secretary of War, asking what plans the government had in rela¬
tion to water ways along the Atlantic coast, and especially between
Narragansett Bay and Boston harbor, and as to the size of any pro¬
posed water ways in this location, also for such opinions as might
have been expressed by any of the officers of the Engineer Corps
or of the Navy as to the dimensions which such a water way should
have.
The Secretary of the Navy in replying simply stated the di-'
mensions which had been adopted in 1884 for a projected canal
from Barnstable Bay to Buzzards Bay, and the dimensions of the
Kaiser Wilhelm Canal and the Suez Canal, stating that this was
all the information on file in the department which it was deemed
would be of value to us.
The letter to the Secretary of War was referred to the Chief of
Engineers, and in his reply he stated that no plan had been formed
by the federal government for a system of internal water ways
along the coast from Maine to Florida, but that a number of inland
14
routes are being improved, under appropriations made by Con¬
gress, between Delaware Bay and Florida, and that surveys for
others within the same limits had been made, and forwarded copies
of the latest reports on these works. On examination of these
documents, it was found that all the water ways now under im¬
provement are for light-draft vessels, and the only information as
to such a ship canal as is proposed in the case under consideration
was in a report made in 1894 on a survey for the Chesapeake and
Delaware Canal, which was to connect Baltimore harbor with deep
water at the mouth of the Delaware River. This was to be a canal
100 feet wide on the bottom and 26 feet deep at low water.
In view of the fact that the statute incorporating the Boston,
Cape Cod & New York Canal Company, in 1899, fixed the dimen¬
sions of this canal as depth 25 feet and bottom width not less than
100 feet, it was decided that it would not be wise to adopt any
smaller dimensions. A depth of 25 feet is sufficient to float the
vessels engaged in the coastwise traffic, and, with the width of 60
feet in the locks, any of the naval vessels, except battle ships,
could pass through.
In order that the canal shall have sufficient cross-section to en¬
able vessels to pass through at a fair rate of speed, the width has
been made 130 feet on the bottom, with the side slopes 1 on 2, for
all sections where it is expected earth will be found ; but where
rock is encountered, the section will be 180 feet wide, with ver¬
tical sides. This gives cross-sections about four times greater
than the midship section of the largest vessel which could safely
navigate a canal of this depth, and is about the same as that of the
Manchester Ship Canal. In this width the ordinary coastwise
steamers could safely pass in any place with only a slight reduc¬
tion in their normal speed through the canal.
Having fixed the dimensions of the trunk of the canal, search
was made for an approximate location, using the plans of the
State topographical map. A study was made on this map of the
different lines which had been suggested at different times by
various parties, among them the lines shown on the lithograph
plan presented to the Legislature by Mr. Chandler, and the two
lines surveyed by the United States Topographical Engineers
between 1821 and 1833.
All the lines surveyed along this general location except the
present scheme have been for small barge canals, and it was found
that the general course followed by these would be the best for the
proposed ship canal. In general, the line selected starts in Wey¬
mouth Fore River, a short distance above the bridge at Quincy
Point ; thence follows the valley of the river to Weymouth land-
STANDARD CROSS SECTIONS
Ol
16
ing ; thence up the valley of Smelt Brook a short distance, crossing
the south shore branch of the Old Colony Railroad at Weymouth
landing and the main street of the town close to the East Braintree
boundary line ; thence continuing up the brook and through the
divide into the valley of the Monatiquot River-; thence following
up this valley, crossing the Plymouth & Whitman branch of the
Old Colony Railroad and the present main line of the Old Colony
Railroad just south of the South Braintree station ; thence across
Dyer hill, following along the Cochato meadows and crossing the
Taunton branch railroad opposite Mayflower Park, and the line of
the Cape Cod branch railroad about 3,000 feet north of Holbrook
station ; thence keeping a short distance east of the railroad and
passing through the divide near Avon station into the valley of
Trout Brook, and along the valley of this brook and Salisbury Plain
River through the city of Brockton, crossing the Middleborough
section of the Plymouth division of the New York, New Haven
& Hartford Railroad a little south of Campello station ; thence
through the divide between the valley of the Salisbury Plain River
and Town River, crossing the West Bridgcwater branch of the
Old Colony Railroad ; thence along the valley of Town River,
passing through Hockanock swamp, Nippinicket Pond, and the
divide into the valley of the next stream south, a tributary of the
Taunton River, which runs through the village of Raynham ;
thence down the valley of this stream and the Taunton River to
Weir village in the city of Taunton, and thence following the
Taunton River to its mouth in Mount Hope Bay.
The general location having been determined from the study of
the maps, two parties were organized for making a detailed survey
of the location. Base lines were run and the topography and
hydrography surveyed the whole distance from Weymouth Fore
River to Slade's Ferry bridge near the mouth of Taunton River.
In general, the base line followed the line of the proposed canal,
and the topography was surveyed for a distance of not less than
500 feet on either side of the line. The angles in the base line
were connected with the triangulation stations of the town boun¬
dary survey, and in this way the whole work was checked and errors
avoided. At a number of places where there appeared to be a
choice as to the best location, the surveys extended over a con¬
siderably greater width.
Levels were run the whole length of the base lines, and on
cross-sections every 500 feet; these levels furnished points from
which the topographic parties could check their work. In addi¬
tion, a line of precise levels was run from Somerset to Weymouth
landing, following the line of the railroad and highways, connect-
17
ing at frequent intervals with the line of levels run along the base
lines. At the same time, tidal observations were made at both
ends of the canal, and compared with the benches of the United
States Coast Survey. From these levels, adopting the mean sea
level calculated from the observations of the Coast Survey at Bos¬
ton, it was found that the plane of reference of the survey was
1.5 feet below mean sea level at Boston, while the mean water
level at Somerset was a few tenths of a foot higher than that at
Boston, due probably to its distance up the river from the sea.
The difference in elevation of the various benches, as determined
by the line of precise levels and the line run over the base line, did
not vary at any point more than .3 of a foot. Many bench marks
were established along the line of these levels, which will probably
be found useful in future work. The results of these surveys have
been plotted on a series of 24 sheets, each 30 by 52 inches, on a
scale of 1 to 2,000, and one sheet about the same size on the scale
of 1 to 5,000. On the large scale sheets contours were drawn
showing every 2 feet difference of elevation, and on the sheets thus
prepared the centre line of the proposed canal was located.
A diligent inquiry was made for information as to borings which
had been made for any purpose along the line of the proposed
canal, and as to the character of the material through which the
wells in the vicinity had been dug or driven, also the same infor¬
mation in relation to other excavations. The outcrop of all ledges
along the line of the survey were located by the survey parties, so
that, although unable to make any borings of our own, sufficient in¬
formation was obtained to give a very fair idea of the character
of material to be excavated, and on what material the various
structures would probably be founded.
Information furnished by the city engineers of Brockton and
Taunton and by Mr. Edward Parrish of the United States Engineer
Office at Newport was of much value in this part of the investiga¬
tion, and other parts of the work were very much facilitated by
using the plans and data furnished by them and others.
South of Brockton, in addition to the route finally adopted, sur¬
veys were made over a route crossing the divide to the west of
Campello station, and following down the valley of Black Betty
and West Meadow brooks, rejoining the original route at Skim-
milk bridge, a short distance north of Nippinicket Pond. This
route would have avoided the necessity of going directly through
the village of West Bridgewater, but after considering the two, the
easterly one was adopted as preferable. At the northern end an
alternative route from South Braintree to the Weymouth Fore
River was to follow the valley of the Monatiquot River from South
18
Braintree to Braintree ; thence across the country to a point in
Weymouth Fore River just south of the new works of the Fore
River Ship and Engine Company. On the maps this appeared to
be quite feasible, but, as it did not enter the town of Weymouth,
as is required by the statute, it was not surveyed.
South of Taunton the line follows the general location of the
Taunton River ; but, owing to the sharp curves in the river, it was
found necessary to cut through the bends in many places in order
to get such an alignment as would enable large steamers and
barges to safely navigate the new channel. It is planned to estab¬
lish tidal locks at each end, the one in the Taunton River to be
located just north of the village of Dighton, and the one at Wey¬
mouth Fore River on the westerly bank of the river, about oppo¬
site the northerly end of White's Neck. Between the tidal locks
are 12 other locks, with lifts varying from 16 to 25 feet.
Alignment.
The total length of canal on which the estimates are based be¬
tween the ends of the approach structures of the tidal locks is
31.79 miles; of this, 22.33 miles is straight, and the balance,
9.46 miles, on curves of radii varying from 2,000 to 10,000 feet,
only 2.22 miles having radii of less than 5,000 feet.
On all curves of less than 10,000 feet radii the width of the
canal was increased by an amount determined by the following
formula: 60 — .005 X radius, all dimensions in feet, the addi¬
tional width being added one-half on each side at the middle of
the curve, and tapered to nothing at the tangent points.
The canal line was located where, from all the information ob¬
tained, it appeared that the canal could be most economically
constructed within the limits prescribed by the resolve. Further
investigations and borings to determine the character of the mate¬
rial through which it is to be built and on which the various struc¬
tures are to be founded will undoubtedly show the advisability of
some changes in the location of the canal and its various struc¬
tures ; but any changes which are liable to be made will not, in all
probability, materially alter the total cost.
Northern Approach.
At the northern end of the canal deep water is found at the
mouth of Weymouth Fore River, about 2^ miles below the bridge
at Quincy Point. This channel is the approach to the works of
the Fore River Ship and Engine Company ; and in making the
estimates it has been assumed that it would be enlarged and
deepened by the general government as an approach to these
19
works, and the cost of doing this work has not been included in
the estimates for the canal.
Between the bridge and the tidal ldck (a distance of about 1
mile) the estimates are for a channel substantially 500 feet wide and
25 feet deep at mean low water, the width being much greater
than at any other portion of the canal, owing to the very sharp
curves which it is necessary to introduce.
The most natural location for the purposes of navigation would
have been to excavate a channel across the neck of land known as
Old Spain, which would have given practically a straight channel
from the mouth of the canal into the lower part of Weymouth
Fore River. No estimates have been made for this, as it did not
seem that the increased facilities for navigation would be sufficient
to justify the greatly increased cost.
The plans of the general government for the improvement of
the Weymouth Fore River are simply to obtain a channel from a
point about opposite the proposed entrance lock of the canal up to
the head of navigation, not less than 6 feet deep at mean low
water, and of a width varying from 100 feet to 50 feet. This has
been substantially completed, and no plans have been adopted for
any further improvement.
Southern Approach.
At the southern end of the canal deep water is found in Mount
Hope Bay just below the point where the line between Massachu¬
setts and Rhode Island crosses it. Above this in Fall River harbor
and between Fall River and Somerset there are long sections where
the channel is more than 25 feet deep for a width of not less than
300 feet, but there are bars crossing it at a number of places. The
plans of the general government contemplate the excavation of a
channel 25 feet deep at mean low water and 300 feet wide through
these bars up through Fall River harbor to Slade's Ferry bridge.
From this point nearly up to Somerset, a distance of 3 miles, the
channel is continuous, and of sufficient width and depth; from
thence up to the entrance lock, a distance of 4.5 miles, the chan¬
nel will have to be excavated to a depth of 25 feet at mean low
water with a width of 300 feet. The plans of the general govern¬
ment at present contemplate the deepening and widening of the
channel so as to secure a depth of at least 12 feet at high water,
with a width of 100 feet up to Berkley bridge; thence the same
depth and 80 feet wide up to Briggs shoal ; thence 11 feet in depth
with the same width up to the ship yard ; thence 11 feet depth with
a width of 60 feet up to Weir bridge at Taunton. These plans
have been practically completed. The work remaining to be done
20
consists of the removal of a small amount of ledge and some
dredging below Berkley bridge. In making the estimates it has
been assumed that the general government will carry out its plans
and excavate the channel up to Slade's Ferry bridge, and the esti¬
mates include only the work of dredging the channel from the deep
water below Somerset to the tidal lock.
Style of Lock.
In a canal of this size the question of the water supply is a very
serious one, especially in a flat country, where the drainage areas
tributary to the canal, especially those above the elevation of the
summit level, are not large.
The ordinary form of lock to accommodate vessels of the size
which may be expected to use a canal in this location requires the
discharge of a very large volume of water from the upper level
into the lower level whenever a vessel passes from one to the
other. This loss from the upper level must be supplied from some
source. In order to avoid the necessity for such a great loss of
water, various mechanical devices have been designed. Many of
these have been used on barge canals, but I know of no case
where they have been used on a canal as large as the one now
under consideration. In addition to the saving of water, these
mechanical appliances are designed to be used for much higher
lifts than the ordinary lock, so that each one will take the place of
a number of the ordinary type, with a corresponding decrease in
the length of time required for a vessel to pass from one level to
another.
These mechanical appliances are of different types. The earli¬
est, known as chain lifts, consisted of a wooden or metal box
with gates at each end, filled with water, and large enough to con¬
tain the largest boat using the canal. To this were attached a
number of chains which passed up over pulleys mounted on frame¬
work, the other ends of the chains being connected with counter¬
weights sufficient to counterbalance the weight of the box full of
water. After the boat was placed in the lock and the gates
closed, sufficient water was either drawn into or from the box to
make it heavier or lighter than the counterweight, so that it would
either drop or rise, as required, to the other level of the canal.
Next come the various kinds of hydraulic lifts. These also
consist of boxes or tanks sufficient in size to contain enough water
to float vessels using the canal, and they are raised or lowered by
hydraulic rams, which are either placed directly under the box or
alongside it; in the latter case, the ends of the rams carry large
pulleys over which pass chains or wire ropes, one end of which is
21
attached to the press of the ram, the other to the side of the lock.
These are ordinarily constructed in pairs.
The third form is the floating lift, which consists of one or more
tight tanks floating in a deep pit, and supporting above them on
trestle work the box of the lock. The floats being submerged, it
requires the application of a small amount of power to raise or
lower the lock.
The fourth form is the pneumatic lock, which consists of an
inverted tank in a pit filled with water. On the top of this tank
is the ordinary lock box, with gates at the ends, filled with water.
These locks are designed to be used in pairs, the two inverted
tanks being connected by large pipes, and the air passing from
one to the other as the locks are raised and lowered, one rising as
the other lowers.
The first three styles have been used in various forms in this
and European countries, but so far as I have been able to learn,
the pneumatic lifts have not been in use as yet.
Mr. Woods's notes, describing the various lifts which have been
designed or built, are hereto annexed.* From the results of this
study, and as the heights of the lifts in the canal under considera¬
tion are well within the range of work which has already been
constructed, and as the construction of mechanical lifts of this
size would be somewhat of an experiment, none having actually
been constructed, it has been decided that for the purpose of this
estimate it will be better to provide for using the ordinary style of
lock.
Water Supply.
Having decided to base the estimates on the ordinary style of
lock, the question arises as to where the necessary water supply
can be obtained.
The number of vessels arriving at Boston from southern ports
in 1900, as stated in the annual report of the Boston Chamber of
Commerce, is as follows: tugs, 1,235; steamers, 1,083; barges,
2,817 ; total, 5,135, — an average of about 14 per day. If these
all came and returned through the canal and passed through the
locks singly, it would make 28 lockages per day ; but, as the
arrivals are not regular, and the locks being large a number
can pass through at one lockage, it has been deemed best to
assume 20 lockages per day of the full-sized locks as a basis on
which to calculate the supply of water required. All of the locks
north of the summit level of the canal except the tidal lock have
lifts of practically 25 feet each. The locks south of the summit
* Not printed.
22
level vary from 16 feet to 21 feet lift, and, on the basis of 20
lockages each day, it will require 30,000,000 cubic feet of water
daily to operate the locks.
As the canal is located so as to be generally below the ground¬
water level of the surrounding country, the loss of water from
seepage would probably not be large. To provide for this and for
the leakage through the lock gates and culverts, it is estimated
that 3,000,000 cubic feet per day will be required, making the
total amount of water required 33,000,000 cubic feet per day.
There is no drainage area, near the location of the canal which
will supply such a large quantity of water at an elevation above
the summit level, and such small portions as are at the necessary
elevation are largely used at the present time in supplying the popu¬
lation in their vicinity with water for domestic use. The stream
which most nearly meets the required conditions is the Blackstone
River. This has a drainage area above the dam at Mill ville in
Blackstone of 258 square miles ; and, if all the water from this
drainage area can be intercepted and stored, it would nearly sup¬
ply the demands of the canal, on the basis of 20 lockages per day
of the full-sized locks. The river at Mill ville is about 70 feet
above the summit level of the canal, — a sufficient elevation to en¬
able the water to be diverted into it.
An aqueduct capable of conducting the water would be about 30
miles long, and would have to be built very largely in tunnel. It
would be very nearly straight, and would pass along the southerly
side and near the summit of the main divide, separating the streams
which flow northerly into Boston Bay and southerly into Narragan-
sett Bay, crossing nearly all the valleys which it intersects substan¬
tially at right angles.
Owing to the configuration of the country, it would be difficult
and expensive to construct reservoirs to store all the water on this
water-shed. For this reason, another method of furnishing the
water supply was investigated, viz., to pump it from the Weymouth
Fore River at the northern end of the canal up into the summit
level. For this purpose four sets of pumps would be required : one
set to pump from the river directly into the level above lock No. 3 ;
another set to pump from the level below lock No. 4 into the level
above the same lock ; the third to pump the water from the level
below lock No. 5 to the level above the same lock ; and the fourth
to pump from the level below lock No. 6 into the summit level.
Owing to the large quantity of water to be raised, the estimates
have been made for furnishing a steam plant at each pumping sta¬
tion, as being cheaper and more reliable than generating the power
at one station and distributing it by electricity. The first cost of
23
the pumping plant is very small compared with the cost of furnish¬
ing the water from the Blackstone River, but the operating ex¬
penses are very large. Upon comparing the two estimates on the
basis of capitalizing the operating expenses of both systems, the
pumping system was found to be the least expensive. Moreover,
the pumping system would be more compact, and there would be
much less disturbance of local conditions.
One serious objection to the use of the water from the Black-
stone River is its polluted condition, it being, according to the
reports of the State Board of Health, the most seriously polluted
stream in the Commonwealth.
Locks.
The highest point on the line of the canal is about 160 feet
above mean sea level, and is located just north of the city of
Brockton, in Holbrook and Avon ; and the water surface of the
summit level of the canal has been fixed at elevation 130. The
ascent from Weymouth Fore River to the summit is quite regular,
and much steeper than the descent to Taunton River.
The estimate provides for 5 locks, each of 25 feet lift, in addi¬
tion to the tidal locks, to reach the summit level from Weymouth
Fore River. The first 2 of these, located at Weymouth landing,
are arranged as tandem locks, and are built double. The other 3
locks are built single, and are located on one side of the centre
line, so that a companion lock can be built in the future without
disturbing the existing one.
Between the summit level and the tidal lock in the Taunton
River the estimates provide for 7 locks, with lifts varying from
21 to 16 feet; they are all single locks, arranged the same as
the single locks between the summit level and Weymouth Fore
River.
The locks are all planned to be 60 feet wide and 550 feet long
between the hollow quoins, this length being divided into two
chambers, respectively 350 feet and 200 feet, by a set of middle
gates. The total length of the lock structure over all is about 730
feet, and the depth on the sill 25 feet. The gates are planned
to be of steel, and of the standard mitre form.
In addition to the operating gates, the estimates include guard
gates at both ends of all the single locks, and at the foot and head
of the combined locks at Weymouth landing; so that, in case of
accident, by closing the guard gates the lock may be pumped out
and repairs made without interfering with the other portions of
the canal.
The estimates for the locks, as well as for the other structures
24
in the canal, are principally based on the designs and estimates
made by the United States Board of Engineers on deep water
ways, and on those of the State engineer and surveyor of New
York for a 1,000 ton barge canal from Lake Erie to tide water.
Lock Approaches.
The estimates provide for the construction at both ends of each
lock of vertical walls either of concrete or timber cribs, to guide
vessels into the lock and allow for their being tied up awaiting the
opening of the gates. These are planned so that, in case an addi¬
tional lock is built later alongside of the existing one, as small a
portion as possible of the existing structures will have to be torn
out and rebuilt.
By-passes. — Waste Weirs.
The estimates also include the cost of the necessary structures
to maintain the level of the water in the canal by discharging any
surplus over spillways or waste weirs either into adjacent streams
or artificial channels, which will take the water around the various
locks into the level below, or waste it into existing streams.
These are designed to care for the largest freshet which is likely to
occur on the water-shed. It will probably be necessary to enlarge
the standard section of the canal in a few places, to enable it to
pass the flood discharges ; but the time has not been sufficient to
go into this matter fully, but, in any event, it will not be a large
additional expense.
Estimates have been made for two masonry dams at the two
ends of the canal across the Taunton and Weymouth Fore rivers
opposite the tidal locks, to impound and maintain at about high-
tide level the water in the rivers and tide-level sections of the
canal. These, as in the case of the waste weirs of the canal,
have been designed to take care of the flood discharges without
unduly raising the water level either in the canal or rivers.
Stream Crossings.
»
As the canal generally follows the thread of the streams flowing
through the valleys in which it is located, it receives the natural
drainage from the water-shed ; and, as the water supply of the
canal is to be supplied by pumping water from the Weymouth
Fore River, the drainage into the lower levels will be discharged
through the waste weirs into the streams where they diverge from
the line of the canal ; and the Town River, which crosses the line
of the canal at West Bridgewater, is to be conducted through a
25
culvert under the canal, so that the water supply to the streams
below will not be interfered with. The mills and dams on the
streams at South Braintree and Raynham, lying, as they do,
directly in the line of the canal, are necessarily destroyed.
Diversion of Railroads and Highways.
In planning for the construction of work of this magnitude, it
is impossible to avoid interfering with many existing structures.
The proposed line of the canal crosses the various lines of the
New York, New Haven and Hartford Railroad at eight places, in
addition to the existing drawbridges at Somerset and Slade's
Ferry, and the freight yard at Brockton. At four of these places
the crossing cannot be avoided, and estimates have been made for
drawbridges. At the others, estimates have been' made for divert¬
ing the railroads so as to avoid their crossing the canal.
Forty-six highways now cross the line of the canal. Estimates
have been made for 14 drawbridges, and for rearranging the high¬
ways and diverting some of them. The plans have been so
arranged that the distance to be travelled in most cases will not
be materially increased over the distance between the same points
by the existing routes.
The railroad bridges are all planned for two tracks, except the
one at Campello, which is planned for four. The highway bridges,
are planned to carry an electric railway, to have a roadway 34 feet
wide, and two sidewalks, the whole to be 50 feet wide over all.
In all cases the clear width for the passage of vessels is to be
100 feet, except in the four-track bridge, and where the bridges
are located at the ends of locks ; in these cases the clear passage¬
way is to be 60 feet, the same as the width of the locks.
Owing to the sharp angles at which the railroads cross the canal
in some places, and at others to the curves in the railroads, it was
found necessary to plan slight deviations in the locations of all the
railroads but one, in order that they might cross the bridges on
tangents, and more nearly at right angles to the line of the canal.
The estimates include the cost of a new railroad bridge across the
Taunton River at Somerset, as the draw in the present bridge is
not adapted for the convenient passage of large vessels.
Protection of the Walls and Banks of the Canal.
Wherever the water level of the canal will be above the present
surface of the adjacent country, the embankments on the sides are
planned to have puddle walls of clay built through their centres ;
and wherever the banks of the canal throughout its length consist
26
of earth, the estimates provide for protecting them with a coating
of broken stone, extending from 5 feet below the water level of
the canal to 5 feet above that level, as shown on the standard
cross-section, in order that they may not be injured by waves
created by passing vessels.
Turning Basins.
In order to enable vessels to enter the canal from either end
with cargo for any of the cities or towns on the line of the canal,
turning basins or harbors have been provided at Taunton, Brock¬
ton and Holbrook, approximately 600 feet square, where vessels
may be turned around so that they may return.
In addition to these harbors, wharf walls, to be located at various
points along the canal, are included in the estimates.
Electric Power and Lights.
The estimates include the cost of an electric power and lighting
plant, to be located and operated with one of the pumping stations
and the necessary wire lines, lamps and motors, to operate the
drawbridges, lock gates and sluices and to light the canal through¬
out its length.
Right of Way.
The cost of sufficient right of way to enable the canal to be,con¬
structed without trespassing on other property has been included.
The area required is based on the amount of territory required to
deposit the material excavated from the canal alongside of the place
from which it is excavated, without piling it higher than 10 feet
above the surface, and not allowing it to come within 25 feet of
the bank of the canal at any point. This general plan has been
modified in its application, so that through cities and improved
territory a comparatively narrow strip should be taken, generally
little more than sufficient for the operation of the canal ; and where
the land was of less value, larger areas are included, in order to
allow room for the deposit of material taken from the narrower
sections.
Unit Prices.
The unit prices used in determining the value of the work to be
done in the construction of the canal are based very largely on
those adopted by the United States Board of Engineers on deep
water ways, and those used by the State engineer and surveyor of
New York in making his estimates for the 1,000 ton barge canal
through New York. These have been compared with the prices
27
paid for work on the metropolitan water system and other works in
the vicinity of Boston, and modified as found necessary.
The larger part of the masonry has been estimated as concrete,
stone to be used only where the masonry will be subject to wear.
Estimates.
Owing to the short time which was available for making up the
estimates, and to the uncertainty as to the exact character of the
material through which the canal is to be constructed, it has been
impossible to make the estimates with the exactness which would
have been done if time and means had allowed ; and for this reason
it has been deemed best to add 15 per cent, to the figures, to cover
possible contingencies and unknown quantities, as well as the usual
expenses attending any such undertaking. The estimates are as
follows : —
Excavation (including Approaches between Quincy Point Bridge and
Blade's Ferry Bridge).
Earth : —
13,115,965 cubic yards, at $0 85, $4,590,587 75
9,654,478 cubic yards, at 30, 2,896,343 40
16,357,074 cubic yards, at 25, 4,089,268 50
2,314,477 cubic yards, at 20, 462,895 40
$12,039,095
Rock : —
4,938,482 cubic yards, at fl 00, $4,938,482 00
850,434 cubic yards, at 2 50, 2,126,085 00
100,000 cubic yards, at 10 00, 1,000,000 00
8,064,567
$20,103,662
Backfill, 4,540,400 cubic yards, at 20 cents, .... 908,080
Culverts and by-passes, 980,000
Retaining walls 1,494,660
Puddle walls, 144,317
Wash walls, 1,196,072
Spillways and waste weirs, 815,000
Stop-gates, 300,000
Highway changes, 343,100
Railroad changes, 462,000
Highway Bridges.
At Weymouth, $97,000
At South Braintree, 101,000
At Holbrook, 114,000
$26,746,891
Amounts carried forward, . . . $312,000 $26,746,891
28
Amounts brought forward,
At Avon,
At Montello, ....
At Ashland Street, .
At Center Street,
At Crescent Street, .
At Perkins Avenue, .
At West Bridgewater,
At South end Nippinicket Pond,
At Raynham, ....
At County Street, Taunton,
At Weir Village,
At Berkely bridge, .
South Shore branch,
Whitman branch,
Main line at Campello,
New Bedford branch,
Fall River branch, .
Dams,
Railroad Bridges.
1312,000
87,000
116,000
117,000
112,000
112,000
102,000
112,000
102,000
110,000
119,000
121,000
111,000
1113,000
113,000
302,000
117,000
735,000
$26,746,891
1,633,000
1,380,000
170,000
Locks.
Lock No. 1,
Lock Nos. 2 and 3,
Lock No. 4,
Lock No. 5,
Lock No. 6,
Lock No. 7,
Lock No. 8,
Lock No. 9,
Lock No. 10,
Lock No. 11,
Lock No. 12,
Lock No. 13,
Lock No. 14,
Operating machinery,
Lock approaches,
Power and lighting plant
Water supply plant,.
Maintenance plant, .
Right of way (4,045 acres) and damages,
Engineering and contingencies, 15 per cent.,
Total,.
$575,000
2,281,000
731,000
866,000
866,000
662,000
662,000
706,000
706,000
796,000
706,000
706,000
570,000
1,400,000
12,233,000
2,406,620
220,000
2,532,499
200,000
2,580,910
7,515,438
$57,618,358
The work of preparing the report and estimates has been pushed
with all practicable speed, and every effort has been made to have
29
the estimates as complete and accurate as possible with the infor¬
mation available ; in order to do this, plans have been used before
they were inked in and completed. The office force is still at work
on them, but it will be some time before they are completed, and,
with the field notes, put in proper shape to record and file away.
Two plans, one showing the location and the other the profile of
the proposed canal line, are forwarded herewith, together with a
diagram showing the standard cross-sections on which the estimates
are based.
Respectfully,
FRANK W. HODGDON,
Engineer.
■MPELLJ
'EST \BERKjlEY,
COMMONWEALTH OF MASSACHUSETTS
HARBOR AND LAND COMMISSIONERS QfFICE
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