vicinity of an existing bridge legalized by an act of Congress may be made to correspond in length and location of spans to the clear channel-spans of said existing bridge: Provided also, That for any two adjacent draw openings of 200 feet each, one draw opening of 300 feet may be substituted, if the interests of navigation be not injured thereby: Provided further, That in low bridges over the Illinois and Des Plaines rivers, two or more draw openings of not less than 160 feet each may be permitted: Provided further, That on the Mississippi River above the mouth of the Missouri and on the Illinois and Des Plaines rivers, all bridges may be constructed as pile and ponton bridges similar to the ponton railway bridge at Prairie du Chien, Wis., legalized by act of Congress approved June 6, 1874, and such bridges shall be provided with a ponton draw giving not less than 400 feet clear channel way for each navigable channel of the river, and such other openings for the passage of rafts and logs as in the opinion of the Secretary of War may be necessary: And provided further, That pile and ponton bridges shall be subject to all the restrictions of this act as regards plans, location, and accessories as provided for in case of high and low bridges so far as they are applicable to such kind of bridges. Moved by Colonel Suter that this report be accepted and the recommendations adopted. Seconded by Major Miller. Carried. The committee on sections 14, 15, 16, 17 then reported as follows: The committee appointed by resolution of the Board of January 19, 1888, to report on sections 14, 15, 16, 17, of Senate bill 275, have the honor to subinit the following: Strike out section 14 and substitute therefor the following: SEC. 14. That all bridges over the Mississippi River between the mouth of the Missouri River and a point 8 miles above the Eads bridge over the Mississippi River at Saint Louis, Mo., shall be high bridges, with unbroken and continuous spans having at least one channel-span of not less than 500 feet clear water-way; all other spans to have a clear water-way of not less than 400 feet; all spans to have a clear headroom of not less than 55 feet at high water. The committee is governed by the following considerations in recommending the change suggested: Low bridges are considered inadmissible below the mouth of the Missouri River on account of the intolerable delay, danger, and difficulty of passage offered and liabilities of change in the position of the channel. Channel-spans of 500 feet are suggested as affording ample and necessary facility for the passage of the large rafts which come down the river. Other spans of 400 feet are recommended as required to afford ample water-way for the flood water of the river and fair facility for passing through such spans, if desired, at high water. A clear head-room of 55 feet is recommended as giving sufficient room to allow the passage of all boats now navigating this or the river above, or that can now pass under the Eads bridge. The committee also recommend that for section 15 the following be substituted: SEC. 15. That all bridges over the Mississippi River, between the Eads bridge over said river at Saint Louis, Mo., and a point miles above said bridge, shall be high bridges, with unbroken and continuous spans, and shall have chanuel-spans of not less than 500 feet clear water-way over that portion of the river-bed included between the harbor wharf lines as now established or as may hereafter be established by proper authority; all spans over the remaining portion of the present river-bed to have a clear water-way of not less than 300 feet, and the clear head-room under all spans shall not be less than 55 feet above high-water mark. Your committee is constrained to this action by the same considerations as above mentioned, and in addition by a desire to so plan the bridges which may be constructed in the harbor of Saint Louis as to afford the least obstruction to harbor traffic, and to conform to such harbor lines as are now or may be hereafter established. Your committee recommend for section 16 the following substitute: SEC. 16. That all bridges over the Mississippi River between the Eads bridge at Saint Louis, Mo., and the mouth of the Ohio River shall be high bridges with unbroken and continuous spans, having at least one channel-span of not less than 700 feet clear water-way; all other spans to have a clear water-way of not less than 500 feet. All spans to have a clear head-room of not less than 70 feet at high water. The changes recommended are judged desirable for the following reasons: The length of a full or high-water tow of the Mississippi Valley Transportation Company is 660 feet, and in navigating such a tow down stream it is absolutely necessary to flank or work obliquely to the current. These tows are also subject to much trouble on account of wind, exposing as they do a very large surface, about 15 feet above water, to its influence. For these reasons it would be a very exceptional case when one of these tows could pass through the channel-spans in a normal direction. On the contrary an oblique passage would generally be made. The committee are therefore of the opinion that a channel-span of 700 feet is the least that should be allowed for the convenience of such traffic. The other spans are made at least 500 feet for convenience of navigation and for the passage of floods of high water. The draw-spans are omitted as entirely unnecessary in a high bridge; a clear headroom of 70 feet being considered ample to allow the passage of all boats now navigating, or likely in the future to navigate, this portion of the river if they lower their chimneys, ample room being thus allowed for height of pilot-house. For section 17 substitute as follows: SEC. 17. That all bridges constructed over the Mississippi River between the mouth of the Ohio River ånd Natchez, Miss., shall be high bridges with unbroken and continuous spans, having at least one channel-span of not less than 800 feet clear waterway, all other spans to have a clear water-way of not less than 600 feet. All spans to have a clear head-room of not less than 70 feet at high water. The considerations which lead the committee to recommend these dimensions are the same as for changes deemed advisable in the last section. In this part of the river the large coal-tows from Pittsburgh are 880 feet in length and create a necessity for a corresponding increase in width of channel-span. This increase is not made in the same proportion as above because these coal-tową, being very low in the water, are not so liable to be affected by wind. SAINT LOUIS, January 20, 1888. CHAS. R. SUTER, Lieut. Col. of Engineers, U. S. A. The report was accepted. Colonel Suter moved the adoption of sections 14 and 15 as amended by committee. Carried. Colonel Suter moved adoption of section 16 as amended by committee. Seconded by Major Miller. Discussion followed. Last motion withdrawn by Colonel Suter. The following was moved by Major Miller: Resolved, That in the opinion of the Board, draw openings in bridges between the Eads Bridge at Saint Louis, Mo., and the mouth of the Ohio River are not admissible. Seconded by Colonel Suter.. Major Handbury moved to amend Major Miller's resolution above by adding the words at the end of the resolution, " under any circumstances." Seconded by Major Mackenzie. Amendment carried-3 ayes to 1 no. Vote on resolution as amendedresolution lost by tie vote. The following was moved by Major Mackenzie: Resolved, That in the opinion of the Board steamers can not safely pass through draw openings of practicable width in bridges over the Mississippi River below the Eads Bridge. Seconded by Colonel Suter. Carried unanimously. Moved by Colonel Suter that the substitute for section 16 be adopted, leaving out of consideration for the present the last clause. Seconded by Major Miller. Carried unanimously. Colonel Suter moved that the remainder of the substitute for section 16 be adopted. Seconded by Major Miller. Major Miller moved to amend the clause above referred to by substi tuting 65 feet for 70 feet. Accepted by Colonel Suter. Discussion followed. Amended motion carried-3 to 1. Major Miller moved the adoption of the substitute for section 17. Seconded by Colonel Suter. Carried-3 to 1, Major Handbury voting in the negative. See minutes of January 30, 1888. Major Miller moved that section 5 of Senate bill 275 be omitted in the recommendations of the Board. Seconded by Colonel Suter. Carried. Adjourned at 4.30 p. m. to meet at 10 a. m. to-morrow. SAINT LOUIS., Mo., January 21, 1888. Board met at 10.20 a. m., pursuant to adjournment. Present, all the members and the recorder. Mr. John F. Dravo, representing the Pittsburgh Coal Exchange, then came before the Board to describe their necessities in the matter of bridges over the Mississippi River. He gave his reasons to show that the Lower Mississippi is absolutely needed for transportation of coal fleets in order to supply the Mississippi Valley with coal; says the railroads can not supply the demand. Asks a channel-way of 1,000 feet; says 800 feet is absolutely the least they can get along with. Mr. Dravo laid before the Board two diagrams of coal tows, one a tow of the steamer Jos. B. Williams:` Total length of tow, including tow-boat and her wheel................ Total width.... Total number of pieces in the tow. Cargo... ......bushels.. 821,640 The other tow was of the steamer W. W. O'Neill, May 17, 1886: The diagrams are herewith. The sizes of tows have largely increased since 1882. He wants bridgepiers to be located by Government engineers. Mr. Dravo also submitted a table of heights of pilot-houses and chimneys of coal tow-boats; also left a newspaper cutting, hereto appended. He left at 11.10 a. m. [E. W. MacDonald, coal gauger; office 155 Third avenue, residence No. 523 West Chestnut street.] bushels. LOUISVILLE, KY., March 19, 1887. Measurement of Pittsburgh coal for Grand Lake Coal Company and others. Thirty boats and four barges lump coal and one barge nut coal No. Jos. B. Williams to New Orleans. per steamer Lake Erie Discrimination.—Report of the Commission favors the Railroad Company. The official report of the decision of the interstate Commerce Commission in the case of Riddle, Dean and Company vs. the Pittsburgh and Lake Erie Railroad Company, deciding some very important and interesting points, and in favor of the railroad company, has just been published. Both shippers and railroad men have been awaiting the report with anxiety. The coal company complained first that the Lake Erie Railroad, in violation of section 3 of the act to regulate commerce, was guilty of giving unlawful preference to other coal miners along the Pittsburgh, McKeesport and Youghiogheny Railroad, by refusing to furnish their proportion of cars daily to the Rainbow Coal Company and the Lake Shore Gas Coal Company, for shipments of coal to Buffalo, N. Y.; second by giving unlawful preference to the coke trade; and third in failing to compel the various mills and furnaces located along its line to unload ore, limestone, and iron promptly from its cars, but allowed them to stand loaded for days at a time on their sidings, and thereby gave an unlawful preference in this matter to the undue and reasonable prejudice and disadvantage of the Rainbow Coal and the Lake Shore Gas Coal Company, and other mines represented by complainants. The commission finds that the Lake Erie, operating the Pittsburgh, McKeesport and Youghiogheny, is an independent line with close running arrangements and the exchange of business between the Atlantic and Great Western Railroad Company and the Lake Shore and Michigan Southern Railroad Company. These arrangements providing for the exchange of business do not contain any provision that is in conflict with the right of the connecting company to give directions as to the traffic in the handling of which their cars shall be used, when furnished by either of them to the Pittsburgh and Lake Erie Railroad Company, to be loaded and returned to points on their respective lines. The bulk of the equipment of the Pittsburgh and Lake Erie is used for its local business between New Haven and Youngstown. At the time when this complaint was made, as stated in the opinion, there was a "car famine," and the road could only furnish about one-half the number of cars required for the transportation of coal and coke. There was a blockade at Buffalo, and cars carrying coal to that market were detained on the sidings there from ten days to two weeks. In consequence of this orders were issued by the connecting lines of the Lake Erie road against having any of their cars loaded for Buffalo, the object being to keep their cars at home along their own line in transporting coal and coke to Ashtabula and Cleveland. The evidence does not show that any other persous applied to the company for coal cars to Buffalo during this period, although it does show that the company refused to allow coal cars to go there for any shipper during this period on account of the reasons assigned. In conclusion the Commissioners say that they are unable to perceive by what construction the evidence could be held to sustain the charge of "unlawful preference." The Pittsburgh and Lake Erie Railroad Company was not permitting any of its cars to go to Buffalo for reasons which were sufficient. The report continues: "It is in no way in conflict with either the spirit or the letter of any of the provisions of the act to regulate commerce. These reasons were that on account of causes, for which it was in no way responsible, and for which in no way it could be justly blamed, the company then had more work than it could possibly do in transporting freights over its own line, and if it had permitted its coal cars to go to Buffalo with coal for these two mines it would have thereby rendered itself less able to serve all the business over its line. The company had its legal duty to perform. Its first and most paramount legal duty to the shipping public was to make its entire freight equipment do its utmost in serving the shippers along its own line." The minutes of yesterday's meeting were then read, amended, and approved. Major Mackenzie moved the following change in Senate bill No. 275: Section 4, line 13 (19 pencil corrected copy), after "water" add "and said draw opening shall be visible from all parts of the channel for a distance of not less than 1 mile above said opening; and wherever practicable, and in the interests of navigation, all bridges located in the vicinity of important landings shall be placed above rather than below said landings." Seconded by Major Miller. Carried. Moved by Major Mackenzie that in Section 12, line 18 (pencil copy), there be added after the word "traffic" the words "and a draw opening of low bridges shall, if practicable, be located next or near one shore." Section 12, line 7 (pencil copy), after word "water" add "and the clear headroom under other than channel-spans may be less than 55 feet, provided that no part of such superstructure shall give a less head-room than 10 feet at high water, and that the interests of navigation be not injured by such reduction in height of said fixed spans." |
