swers well the purpose of its construction. It not only straightens the channel in the Middle Chute, but it also facilitates the ascent of boats through the Indiana Chute, in which the rapidity of the current is greatly lessened, Two wings, each 50 feet in length, were also built at the entrance of the chute to protect from side currents. After putting in place the iron trestles of the extension, a coffer-dam had to be constructed to permit the removal of the old portion of the dam, all of which was accomplished and the débris removed by October 4, 1883.

At the Indiana Chute fortunately the breakwater erected in 1881 had stood well against drift and ice. A water tight coffer-dam had to be built inside the break water, which was successfully done and the water was pumped out. The bed of the river at this point proved to be very rugged and considerable rock had to be removed to gain a level foundation for the sill of the 160-foot Boulé movable dam. All was, however, successfully accomplished, the iron trestles were put in place, and the coffer-dam, breakwater and all débris were removed by October 9, 1883.

The raising of the south abutment of the chute, to conform to the height of the iron trestles, remains to be done, as also the building of wings at the entrance of the chute.

Both these improvements, the widening of the Middle Chute from 300 feet to 500 feet, and the completion of the work at the Indiana Chute, which permitted the removal of the temporary obstructions in the channel way, and restored this opening to its original width of 600 feet, proved very beneficial to navigation, and upon inquiry among pilots I learn that they experience no difficulty in ascending or descending the falls with steamers.

Though the stage of water kept low enough to allow work in protected and inclosed places, it did not fall sufficiently to permit the removal of rock obstructions in the Indiana Chute.

The survey of the rock ledge was continued above the dam and extended some distance below the railroad bridge. A comparatively small triangular space is all that yet remains to be surveved. The rise in the river prevented the completion of this

survey.

The usual record of vessels passing over the falls and not using the canal was kept at this office, the information having been kindly furnished by the falls' pilots. The annexed tables contain these interesting data in a condensed farm.

The falls were navigable during the year 124 days for descending, and 67 days for ascending boats. Sixteen hundred and eighty-five vessels passed during that time, representing an undertonnage of 531,332 tons. Among the cargoes were 18,230,000 bushels of coal, 3,800 tons of iron ore, 33,000 barrels of salt, thus again proving the great importance of this water-way to commerce.

COMMERCE OF THE OHIO RIVER.

As there are no custom-houses on the Ohio River, and no laws requiring reports of cargoes, it is impracticable to procure exact statistics of the river commerce. The following reports of coal shipped from Pittsburgh, and of the chief shipments of Cincinnati, are given as sam ples of certain classes of river commerce. The traffic through the Louisville and Portland Canal is given in the report on the canal, and the traf fic that passed the falls in high water without going through the canal has just been given:

Coal shipments from Pittsburgh, by Ohio River, during the fiscal year ending June 30, 1884.

As a matter of general interest, and as having an important bearing on the widths of channel required at bridges below Louisville in order to accommodate the coal trade, I annex a diagram of the largest coal tow thus far shipped south from Louisville. It left Louisville May 11, 1882, towed by the Joseph B. Williams, and contained 712,000 bushels or 25,632 tons of coal. It is proper to add that coal tows are usually doubled in size after passing the Fal's of the Ohio.

Col. Sidney D. Maxwell, superintendent of the Cincinnati Chamber of Commerce, prepares the fullest commercial reports to be obtained in the Ohio Valley, but as they are based on voluntary reports to the chamber they are necessarily incomplete, especially in coarse and bulky articles, like brick, stone, sand, gravel, cobble-stones, &c. From his an nual report for the year ending August 31, 1883, the following leading items have been selected:

Left Louisville May 11, 1882.

DIMENSIONS OF TOW.

River commerce of Cincinnati for the year ending August 31, 1883.

Schedule of rates on flour per barrel by rail and river from Cincinnati during the calendar

How transported.

year 1883.

To Pittsburgh. To Louisville. To New Orleans.

The following tables, compiled from Colonel Maxwell's report, furnish some additional information regarding the steamboat interests of Cincinnati :