Ohio River, and the direction and strength of its currents which change with the different stages of water. The principal difficulty encountered in this locality is to get the tow into position for passing through the channel span in the short distance available after making the bend above the bridge and to allow for the drift resulting from the combination of the currents of the two rivers. In running large tows a deviation of their width to either side of the middle of the span brings them against one or the other of the piers. Navigation at the bridge is also somewhat complicated by a quick turn to the right being necessary as the boats leave the channel-span. With the guiding-dike constructed as proposed they believe there would be no danger of coming in contact with the left channel pier, the one now most feared. They regard the possibility of a side blow upon the dike with little apprehension, and are of the opinion that the construction of the dike will not materially strengthen the currents with which the empty tows passing up-stream will have to contend. In reply to the letters addressed by the Board to the Pittsburgh Coal Exchange, to the general manager of the railroad company, and to the Steam-boat Officers' Protective Association, referred to in the preliminary report, communications have been received containing as far as practicable the information asked for. These are appended to the report. In the statement of the Coal Exchange, it is shown that during the past nine years the annual shipments of coal have been from 2,300,000 to 4,172,000 tons, and that the loss during this period occasioned by the bridge, so far as is shown by the incomplete records that have been kept, amounts to about $40,000. The names of several coal operators who have also sustained losses are given, the amount of which is not included in the sum mentioned. By reference to the letter of the general manager of the railroad it will be observed that there have been other losses at the bridge not mentioned by the Coal Exchange. It is also noted from these two letters, that the losses have not been confined to the years when the bridge was first built, but that they extend over the entire period it has been in existence. It is highly probable that the amount of coal lost at this bridge would have been much greater but for the precaution that is now taken by some of the coal owners of sending a second steamer with the larger coal fleets to assist them in passing through it. The reply of the Steam-boat Officer's Protective Association contains a resolution in favor of the construction of the dike of the dimensions proposed. This association is composed largely of Ohio River steamboat captains and pilots. The resolution was almost the unanimous expression of that body, there being but three dissenting votes. The survey of the Ohio River in the vicinity of the bridge requested in the preliminary report was recently made during a low stage of water. A tracing of this is inclosed. In 1876, to comply with the act of December 17, 1872, the railroad company submitted a survey of the river showing the location of the then proposed bridge. For convenience of comparison, the soundings contained in this survey have been reduced by 10 feet the difference between the heights of the water at the times of the surveys as near as could be ascertained. A tracing of the survey thus reduced is also inclosed. By examining these tracings it will be seen that the latter one gives a wider channel, and the shoals generally lower than the one made at the higher stage of water. This is readily accounted for by the fact that in the Ohio River the scour upon the bottom is as a rule greater as the water falls to the level of low water than at other times. The most notable change discovered by the last survey is the formation of a bar near the left hand channel pier of the bridge, which partly obstructs the low-water channel between the piers. It is now 4 feet above low water, and extends nearly 60 feet from the left-hand pier directly across the channel. Should this shoal continue to increase it is probable that it will become a serious obstacle to navigation. After carefully considering all the questions brought before it, together with all the information obtained, the Board is of the opinion that it is important to the interests of navigation that the dike should be constructed as designed. It is considered to be not only necessary as an aid to the coal tows passing the bridge, but also as a check to the future growth of the shoal now partly closing the water-way of the channelspan, and threatening to become a material obstruction. The Board, therefore, recommends that the order of the Secretary of War issued April 2, 1886, be enforced, and that the railroad company be required to build the dike 918 feet long and 15 feet high extending upstream from the left hand channel pier. Respectfully submitted. Brig. Gen. JAMES C. DUANE, Chief of Engineers, U. S. A. WM. P. CRAIGHILL, Major of Engineers. JAS. C. POST, Major of Engineers. LETTER OF THE CHIEF OF ENGINEERS. OFFICE OF THE CHIEF OF ENGINEERS, SIR Referring to the letter of D. T. Watson, esq., general solicitor of the Pittsburgh and Lake Erie Railroad Company, dated August 10, 1886, requesting the War Department to refer the question, as to the expediency of building a guiding dike 918 feet up-stream from the lefthand channel-pier of the bridge over the Ohio River, at Beaver, Pa., as directed by the order of the Secretary of War issued April 2, 1886, to a Board of Engineers; and to the report of this office indorsed thereon, dated August 17, and approved August 18, 1886, I have now the honor to submit the report of the Board appointed to consider the subject, and to invite attention thereto. The Board, as will appear from its report, has given the subject the fullest and most careful consideration, and after consultation with the commercial bodies of Pittsburgh and parties interested in the navigation of the Ohio River, and personal investigation, by passing the bridge on coal tows for three consecutive days, has reached the following conclusions: After carefully considering all the questions brought before it, together with all the information obtained, the Board is of the opinion that it is important to the interests of navigation that the dike should be constructed as designed. It is considered to be not only necessary as an aid to the coal tows passing the bridge, but also as a check to the future growth of the shoal now partly closing the water-way of the channel-span, and threatening to become a material obstruction. The Board therefore recommends that the order of the Secretary of War, issued April 2, 1886, be enforced, and that the railroad company be required to build the dike 918 feet long and 15 feet high, extending up-stream from the left-hand channelpier. The conclusions of the Board are concurred in by this office. In connection with the subject I beg also to invite attention to the letter of the 25th of January, from Col. W. P. Craighill, Corps of Engineers, the senior member of the Board, and to the suggestion contained therein, which is also concurred in, viz: That if the opinion of the Board be approved the dike be constructed under the supervision and to the satisfaction of the officer of the Corps of Engineers having in charge the improvement of the Ohio River near Pittsburgh, Pa., and that it be so arranged as to admit of an increase of its height by 3 or 4 feet, should such an increase be found necessary or expedient, of which, in my opinion, the probability is strong. Previous papers herewith. Very respectfully, your obedient servant, Hon. WILLIAM C. ENDICOTT, Secretary of War. J. C. DUANE, Brig. Gen., Chief of Engineers. [First indorsement.] WAR DEPARTMENT, February 9, 1887. The recommendations of the Board of Engineers are approved, and these papers are respectfully referred to the Acting Judge AdvocateGeneral for report whether it will be necessary to file a new notice with the company, containing the recommendations of the Board and Colonel Craighill. By order of the Secretary of War. JOHN TWEEDALE. Chief Clerk. [Second indorsement.] WAR DEPARTMENT, JUDGE-ADVOCATE GENERAL'S OFFICE Respectfully returned to the Secretary of War. "The question as to the expediency of building a guiding-dike 918 feet up-stream from the left-hand channel pier of the bridge over the Ohio River at Beaver, Pa.," having, at the request of the Pittsburgh and Lake Erie Railroad Company, by its general solicitor, D. T. Watson, esq., been referred by the Secretary of War to a Board of Engineers, the question as to the necessity of a guiding dike of such dimensions has, in my opinion, been re opened. And inasmuch as the report of said Board of Engineers is adverse to the railroad company, it is believed that it will be necessary to file with the company a new notice showing the conclusions and recommendations of the Board and the adoption and approval of the same by the Secretary of War. G. NORMAN LIEBER, Acting Judge-Advocate-General. [Third indorsement.] WAR DEPARTMENT, February 17, 1887. Respectfully returned to the Chief of Engineers to draw up a form of a new notice to be served on the Pittsburgh and Lake Erie Railroad Company by the Secretary of War, in accordance with the preceding recommendation of the Acting Judge-Advocate-General. By order of the Secretary of War. JOHN TWEEDALE, [Fourth indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, March 4, 1887. Respectfully returned to the Secretary of War, with form of new notice prepared in compliance with preceding instructions. J. C. DUANE, Brig. Gen., Chief of Engineers. [Fifth indorsement.] WAR DEPARTMENT, March 16, 1887. Respectfully returned to the Chief of Engineers, with the notice that has been approved by and received the signature of the Acting Secretary of War. The Chief of Engineers will cause proper service of this notice to be made upon the Pittsburgh and Lake Erie Railroad Company by an offi cer of the Corps of Engineers. By order of the Acting Secretary of War. JOHN TWEEDALE, [Sixth indorsement.] Chief Clerk. Respectfully returned to the Secretary of War, with letter of Lieut. Col. W. E. Merrill, Corps of Engineers, dated March 30, 1887, reporting personal service by him March 29, 1887, of the notice of the Secretary of War dated March 16, 1887, requiring the Pittsburgh and Lake Erie Railroad Company to construct in the interests of navigation a guidingdike at their bridge across the Ohio River at Beaver, Pa., and inclosing acknowledgment of the service in behalf of the company by W. C. Quincy, its general manager, dated March 29, 1887, by whom it was received. J. C. DUANE, Brig. Gen., Chief of Engineers. [Seventh indorsement.] WAR DEPARTMENT, April 7, 1887. Seen by the Secretary of War. File. SAM'L HODGKINS, XX 5. BRIDGE ACROSS THE WILLAMETTE RIVER AT OR NEAR THE CITY OF PORTLAND, OREGON. UNITED STATES SENATE, Washington, D. C., December 9, 1886. SIR: I am directed by the Committee on Commerce to refer to you the inclosed bill (S. 2904) to authorize the construction of a bridge across the Willamette River at Portland, Oregon, and to request you to furnish the committee with such suggestions as you may deem proper touching the merits of the bill and the propriety of its passage. Very respectfully, Respectfully returned to the Secretary of War with copy of the Report of the Board of Engineers constituted by orders from this office to consider and report upon the question of the construction of the bridge across the Willamette River, at Portland, Oregon, mentioned in Senate bill 2904, Forty-ninth Congress, second session, to which attention is invited. The Board has given the subject careful and intelligent consideration, and its views are concurred in by this office. The recommendations of the Board are embodied in the proposed substitute for Senate bill 2904, now under consideration, and are recommended for adoption. J. C. DUANE, Brig. Gen., Chief of Engineers. LETTER OF INSTRUCTIONS TO BOARD OF ENGINEERS. OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., December 16, 1886. SIR: The inclosed letter to the Secretary of War, from the Committee on Commerce of the United States Senate, with accompanying Senate bill 2904, a bill "To authorize the construction of a bridge across the Willamette River at Portland, Oregon," is transmitted for the information of the Board of Engineers constituted by Special Orders, No. 195, Headquarters Corps of Engineers, dated December 16, 1886, of which you are the presiding officer. It is desired that the Board make full investigation of the subject, and submit its report with recommendations at the earliest practicable period consistent with a proper consideration of the questions involved. An additional copy of the bill is also inclosed, with request that the Board indicate upon it any amendments, etc., that it may deem it advisable to propose. By command of Brigadier-General Duane. JOHN G. PARKE, Colonel of Engineers, Maj. W. A. JONES, Corps of Engineers. Bvt. Maj. Gen., Ú. S. A. |