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in plans shall be made during construction of said bridges, or after their completion, unless said changes or alterations conform to the provisions of this act and are authorized by the Secretary of War. That during original construction or in carrying out any authorized changes or repairs of said bridges, a navigable channel shall be preserved at the site of the bridge at all times and the water-way of the river shall not be obstructed to a greater extent than is absolutely necessary, and such lights and buoys shall be kept on all coffer-dams, piles, etc., as may be necessary for the security of navigation.

Carried.

The following was adopted as a new section:

SEC. 30. That if the interest of navigation so require, the clear channel-ways of any proposed bridge located in the immediate vicinity of an existing bridge legalized by an act of Congress, shall be made to correspond in length and location of spans to the clear channel-spans of said existing bridge.

Discussion followed as to the order of sections in the bill as recommended by the Board.

The Board at 4.30 p. m. adjourned to meet at 10 a. m. to-morrow.

SAINT LOUIS, Mo., January 28, 1888.

Board met at 10.15 a. m. pursuant to adjournment. Present, all the members and the recorder. The minutes of yesterday's meeting were read, amended, and approved.

The following changes of Senate bill No. 275 were adopted:

Section 30, lines 4 and 5, strike out "legalized by act of Congress "; line 5, change "shall" to "may."

Section 31, changed to read

That all former acts or parts of acts granting authority for the erection of any bridge or bridges over the portions of the rivers set forth in section 1 of this act be, and the same are hereby, repealed in each and every case where actual construction of said bridge or bridges be not commenced on or before the date on which this bill becomes a law.

Moved by Colonel Suter

That it is expedient to call attention in the report of the Board to the fact that for the Missouri River the provisions of Senate bill 275 apply only as far up as the mouth of the James or Dakota River, and on the Mississippi River only as far down as the port of Natchez. The Board consider that there is no physical feature requiring this limitation. On the Missouri River essentially the same features prevail, so far as navigation is concerned, from the mouth of the Platte to the head of navigation at Fort Benton; and on the Mississippi there is no change of any importance until the month of Red River is reached. Below that point some special modifications in the requirements might be needed, but the Board do not consider this likely to be the case until sea-going ships are met with, as at New Orleans.

Adopted.

The Board agreed to reconsider sections 14, 15, 16, 17. Adopted January 20, 1888.

The following changes were moved by Colonel Suter:

Section 14, line 12, change to read "above high-water mark." Line 1, change to read "all bridges authorized by this act"; line 10, change to read "and all said spans shall have"; line 8, change to read "all other spans over the water-way to have a clear channel-way"; line 8, change "water-way" to "channel-way."

The section as amended was adopted.

Section 15, line 1, change to read "bridges authorized by this act"; line 6, omit all of section after word "have," and substitute as follows:

Over that portion of the river-bed embraced between the wharf-line of the city of Saint Louis, as now established, or as may hereafter be established, within the limits ENG 88-152

specified and a line parallel thereto and 1,500 feet distant therefrom, spans of not less than 500 feet clear channel-way, and having not less than 55 feet clear head-room above high-water mark. The spans over the remaining portion, if any, of the riverbed shall have not less than 300 feet clear channel-way, and may have such reduced head-room as in the opinion of the Board of Engineers, else where provided for in this act, will not be prejudicial to the interest of navigation.

The section as amended was adopted.

Section 16, line 1, change to read "bridges authorized by this act"; line 7, change to read "channel-way"; line 8, change to read "channelway"; line 7, change to read "all other spans over the water-way"; line 9, change to read "and all said spans shall have"; line 11, change to read "above high-water mark"; line 6, change to read "six hundred and fifty feet."

The section as amended was then adopted, three to one.

Section 17, line 1, change to read "bridges authorized by this act over"; line 7, change to read "channel-way"; line 7, change to read "spans over the water-way"; line 8, change to read "channel-way "; line 9, change to read "feet and all said spans shall have "; line 11, change to read "above high-water mark."

Carried.

At 4.30 p. m. Board adjourned to meet at 10 a. m. Monday.

SAINT LOUIS, Mo., January 30, 1888.

Board met pursuant to adjournment at 10 a. m. The minutes of last meeting were read and approved.

Committee on sections 10 and 11 appointed January 19, 1888, for bridges over the Missouri River, then at 10.30 a. m. began the duty assigned them. At 12.45 p. m. they reported as follows:

SAINT LOUIS, Mo., January 30, 1888.

Your committee on sections 10 and 11 of Senate bill 275 beg leave to submit the accompanying draughts of three sections as substitutes for sections 10 and 11 of the

bill.

The main features in the substitutes to be noted are that high bridges alone are allowed, and that geographical divisions, having reference to the size and volume of the river, are substituted for the arbitrary division introduced in the bill. The necessity of prohibiting draw-bridges is, in the opinion of your committee, plainly evident to any one conversant with the fierce current and changeable character of the Missouri River. Out of a total of 17 bridges already built or now in process of construction, only four are draw-bridges, and these are all extremely difficult and dangerous of passage at high water, and two at least have been rendered at times impassable at low water by the shifting of the channel from under the draw-spans. The last drawbridge built was constructed at Atchison in 1874, and since then ten other bridges have been built in which the high type has been used, although their charters authorized draw-bridges, and this is understood to have been mainly on the score of economy in construction. There would seem, therefore, to be no hardship involved in forbidding a type of bridge which is admitted by all to be dangerous and undesirable, and can not even be recommended in most cases on the score of economy. The lengths of spans called for are not excessive, and it is worthy of note, in this connection, that all recent bridges have 400-foot spans over the water-way, although their charters have never called for more than 300 feet. The reason for this is stated to be that the cost of foundation ontweighs that of the superstructure. Above the Kaw River the height heretofore called for by all bridge acts, viz, 50 feet, is retained. Below the Kaw River this height is increased to 55 feet, for the reason that high floods recur here more frequently, and, as in the natural order of things, more boats will be likely to ply here than above the Kaw, the detention from insufficient height will be more frequent, more serious, and of longer duration.

CHAS. R. SUTER,

Lieut. Col. of Engineers.
A MACKENZIE,

Major of Engineers.

Sections as recommended by committee:

SEC. 11. That all bridges authorized by this act, over the Missouri River above the mouth of the Platte River shall be high bridges with unbroken and continuous spans, all spans over the water-way to have a clear channel-way of not less than 300 feet, and a clear head-room of not less than 50 feet above high-water mark.

SEC. 12. That all bridges authorized by this act, over the Missouri River below the mouth of the Platte River and above the mouth of the Kaw River, shall be high bridges with unbroken and continuous spans, having at least one channel-span of not less than 400 feet clear channel-way, all other spans over the water-way to have a clear channel-way of not less than 300 feet, and all said spans shall have a clear headroom of not less than 50 feet above high-water mark.

SEC. 13. That all bridges authorized by this act, over the Missouri River between its mouth and the mouth of the Kaw River, shall be high bridges with unbroken and continuous spans, all spans over the water-way to have a clear channel way of not less than 400 feet, and a clear head-room of not less than 55 feet above high-water mark.

Report and sections as recommended were adopted.

Discussion followed as to sequence of sections in amended bill. An order was agreed upon.

At 2.30 p. m. Mr. Henry Flad, M. A. S. C. E., and president Board of Public Works, came before the Board; said "the Saint Louis Harbor line ended at Bissell's Point; limit of 8 miles above Eads bridge does not extend to new city limits; Chain of Rocks, 9 miles from Eads bridge; 7.5 miles from water-works to Chain of Rocks. New city limits comes about one-half to 1 mile above Chain of Rocks."

Moved, by Colonel Suter, that section 15, line 3, be changed to read: "And the northern limits of the city of Saint Louis, Mo."

Carried.

Moved, by Colonel Suter, that section 16, line 3, be changed to read: "And the northern limits of said city shall be," etc.

Carried.

General discussion of practicable length of truss-spans followed. Colonel Flad says, "600-foot truss is about the present limit; above that limit have to use another system, like cantilever." In a cantilever he has no preference between upper and under suspension. Says "upper suspension would probably be cheaper. Settlement would probably not make much different results in cantilever and other kinds of bridges. Fifteen years ago made calculations for arched bridge of 1,500 feet span. Suspension safest for long bridges. Can get guarantees of steel wire of 240,000 pounds per square inch." Says, "for Lower Mississippi thinks spans should be at least 1,500 feet. If he was to build a bridge below mouth of Ohio would make spans as wide as possible."

Wants harbor line for Saint Louis to be established; asks whether United States Engineers can not do it.

At 3.20 p. m. Mr. Flad left.

Moved by Major Handbury:

Resolved, That the words "800 feet" in line 6, section 18,* be changed to read "650 feet."

Seconded by Major Mackenzie.

Vote.-Major Mackenzie, aye; Major Miller, no; Major Handbury,

aye; Colonel Suter, no.

Lost.-Tie vote.

Moved by Major Mackenzie that section 18 (final number), line 6, be changed to read "700 feet" instead of "800 feet."

Seconded by Major Handbury.

*Final number referred to in previous minutes as section 17.

Vote-Major Handbury, aye; Major Miller, no; Major Mackenzie, aye; Colonel Suter, no.

Lost.-Tie vote.

Major Handbury moved that section 18 (final number), line 8, be changed to read "5" instead of "6."

Seconded by Major Mackenzie.

Vote.-Major Handbury, aye; Major Miller, no; Major Mackenzie, no; Colonel Suter, no.

Lost.-Three to one.

Major Mackenzie desired to change his vote January 20, 1888, for the adoption of section 17 (section 18 final number).

Colonel Suter moved the adoption of section 18 (final number), as amended January 28, 1888, excepting the words "eight hundred," in line 6.

Seconded by Major Miller.

Vote.-Major Handbury, no; Major Miller, aye; Major Mackenzie, aye; Colonel Suter, aye.

Carried.-Three to one.

Colonel Suter moved the adoption in line 6, section 18 (final number), so as to read "eight hundred feet."

Seconded by Major Miller.

Vote.-Major Handbury, no; Major Miller, aye; Major Mackenzie, no; Colonel Suter, aye.

Lost by tie vote.

The following was moved by Major Miller:

Resolved, That in the opinion of the Board for bridges over the Mississippi River below the mouth of the Ohio, channel-spans of 500 feet and 600 feet, as authorized by Senate bill No. 275, are inadequate.

Seconded by Colonel Suter; carried unanimously,

Moved by Major Miller that Colonel Suter be requested to write the report of the Board.

Seconded by Major Mackenzie; carried three to one.
Board at 4.30 p. m. adjourned without day.

CHAS. R. SUTER,

Lieut. Col. of Engineers,

President of Board.

THEODORE A. BINGHAM,
First Lieut. of Engineers,
Recorder.

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BRIDGE ACROSS STATEN ISLAND SOUND, KNOWN AS ARTHUR KILL.

WAR DEPARTMENT, Washington City, May 11, 1888.

SIR: I have the honor to inclose a letter of the 20th ultimo from the Chief of Engineers, together with two reports from a Board of Engineer Officers, appointed to investigate the alleged obstruction to navigation of the bridge in process of construction across the Arthur Kill, and the necessity of Senate bill No. 1842, Fiftieth Congress, first session, or other legislation relating to said bridge. These reports, being a majority and a minority report, are transmitted in response to the resolution of your committee, dated February 9, 1888.

The majority recommends a span 400 feet long on the Staten Island side, to be connected with the New Jersey shore by a pivot-draw having a total length of 500 feet, the whole to be 50 feet above mean high water. The Board estimates that the cost of the changes proposed by the majority will be $143,000.

The minority recommends that the bridge now being constructed be raised so as to be 50 feet above mean high water. It is stated that this will accommodate 81 per cent. of the water traffic without requiring the draw to be opened, and that the change proposed can be made for $38,000.

If any modification is to be required by Congress in the plans approved by the War Department, under which the bridge is now in process of construction, as directed by the act of June 16, 1886, I concur in the recommendation of the minority report of the Board, which changes the existing plans only in the elevation of the present structure to 50 feet above mean high water.

A supplemental report, giving the approximate cost of changes proposed, is also transmitted, in accordance with your oral request of the 27th ultimo.

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UNITED STATES ARMY, Washington, D. C., April 20, 1888. SIR: I have the honor to return herewith the letter from the Committee on Commerce of the United States Senate, inclosing resolution of the committee and S. 1842, a bill "to amend an act to authorize the construction of a bridge across Staten Island Sound, known as Arthur Kill, and to establish the same as a post-road," and to report that, in compliance with the request of the committee, a Board of Engineers was, with the sanction of the Secretary of War, convened by Special Orders Nos. 8 and 9 from this office, to examine and report upon the bill in question.

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