cessity for the accommodation of the individual wants of the citzens of Cincinnati, Newport, and Covington, and the Ohio River Commission earnestly protest against the construction of the said bridge. Resolved, That the Ohio River Commission most respectfully but earnestly request the Secretary of War to scrutinize closely the purposes and the necessity for the con struction of the proposed bridge, believing, as we do, that it is not a necessity, and will largely increase the difficulties and hazards of the navigation at that point, now already obstructed by the piers and dangers of four bridges within 1 mile distance. Resolved, That the Ohio is almost the only transportation facility by which Cincinnati and other cities on the Lower Ohio and Mississippi rivers can be supplied with coal and salt at a cheap rate, it is the duty of the Government to remove instead of allowing the increase of obstacles to the safest, most commodious, and cheapest navigation of the Ohio. Resolved, That these resolutions be presented by the president of this Commission to the Secretary of War. Countersigned: JOHN A. SHANK, LETTER OF THE CHIEF OF ENGINEERS. OFFICE OF THE CHIEF OF ENGINEERS, SIR: I have the honor to submit herewith the report of the Board of Engineers convened, with the sanction of the War Department, by Special Orders, No. 11, paragraph 2, Headquarters Corps of Engineers, February 25, 1888, to examine and report upon plans and location of the proposed bridge of the Central Railway and Bridge Company of Newport, Ky., across the Ohio River, between Cincinnati, Ohio, and Newport, Ky., and to invite attention thereto. It will be seen that the Board has given the subject the full consideration provided for by the acts of December 17, 1872, and February 14, 1883, and finds that "the requirements of the law as to length and location of channel-span are complied with, in that the clear space between the channel-piers is not less than 500 feet, measured on the low-water line, and these piers are so placed that the span crosses that part of the river usually run by descending coal fleets," but that the requirements of the act of February 14, 1883, "that the channel-span shall be at least 40 feet above local highest water measured to the lowest part of the span" has not been literally complied with, inasmuch as "for a length of 208 feet in the middle of the channel-span the height is made 43.345 feet above the recognized highest water (64 feet on the water-works gauge), or 3.345 feet higher than required by law; but from the ends of this portion a descending grade extends towards each adjacent pier, and at the under side of each floor-beam nearest these adjacent piers the height is but 38.8 feet, or 1.2 feet less than required." "All piers are parallel with the direction of the current at the stage most important for navigation." While the Board attaches no importance to this departure from the strict requirements of the law because the minimum height is still practically greater than that at either the Newport and Cincinnati Railroad Bridge, 1,200 feet up-stream, or the suspension bridge below, it recommends the approval of the plans and location of the bridge under consideration subject to such modifications as to height of channel-span as the law requires. Since the receipt of the report of the Board, however, a communication dated the 24th instant has been received from the consulting en gineer of the bridge company, written with the sanction of the president of the company, requesting authority to amend the plans of the bridge so as to meet the objection of the Board and conform to the requirements of the law. This privilege has been granted him, and he has made the required change in height of span accordingly. No objection now is known to the approval of the plans by the Secretary of War, and it is recommended accordingly. Very respectfully, your obedient servant, Hon. WILLIAM C. ENDICOTT, J. C. DUANE, Brig. Gen., Chief of Engineers. Secretary of War. REPORT OF BOARD OF ENGINEERS. CINCINNATI, OHIO, March 17, 1888. GENERAL: The Board of Engineer Officers constituted by paragraph 2, Special Orders, No. 11, Headquarters Corps of Engineers, dated February 25, 1888, "to examine and report upon plans and location of proposed bridge across the Ohio River between Cincinnati, Ohio, and Newport, Kentucky," have the honor to submit the following: At the call of the senior member the Board met at the United States Engineer Office, custom-house, Cincinnati, Ohio, at 10 a. m., March 14, 1888, and continued in session during that and the three following days. Due public notice of the time and place of meeting was given by advertisement in the Cincinnati Enquirer, Pittsburgh Daily Dispatch, and the Charleston (W. Va.) Daily Star, and special notice by direct communication was given to those most prominently interested in the construction of the proposed bridge, as well as to those known to be opposed thereto, and particularly to such as are interested in coal transportation. The first three days were devoted to public meetings, except the afternoon of the 14th, which was occupied in a personal examination of the proposed site of the bridge and its vicinity both from the shore and from the Newport and Cincinnati Railroad Bridge, and to a critical examination of the maps and plans transmitted for the consideration of the Board. The stage of water was about 21 feet and afforded reasonable opportunity for verifying the accuracy of the maps submitted to the Secretary of War by the bridge company. During the public meetings of the Board the opposing parties interested were not only permitted but invited to present such facts as would be, in their estimation, of value in reaching a just conclusion. Each side called a number of experts in river navigation in the vicinity of the proposed site, who were questioned by the representative of each interest and, when necessary to a clear understanding by the Board, were further questioned by the latter. The persons having the greatest practical knowledge of the requirements for safe navigation of large coal fleets reported themselves unable to be present, and the Board was therefore deprived of the opportunity to examine them, but the statements of these experts as they were given in the case of the Cincinnati and Covington Bridge, now in course of construction, were available and were generally applicable to the case of the bridge in question. The plans and evidence before the Board show that the requirements of the law as to length and location of channel-span are complied with, in that the clear space between the channel-piers is not less than 500 feet, measured on the low-water line, and these piers are so placed that the span crosses that part of the river usually run by descending coal fleets. The act approved February 14, 1883, requires than the "channelspan shall be at least 40 feet above local highest water, measured to the lowest part of the span." This requirement has not been literally complied with. For a length of 208 feet in the middle of the channel-span the height is made 43.345 feet above the recognized highest water (64 feet on the water-works gauge), or 3.345 feet higher than required by law, but from the ends of this portion a descending grade extends towards each adjacent pier, and at the under side of each floor-beam nearest these adjacent piers the height is but 38.8 feet, or 1.2 feet less than required. Whilst this departure from the strict requirements of the law is a fact, the Board attaches no importance to it, because the minimum height named is still practically greater than that at either the Newport and Cincinnati Railroad Bridge, 1,200 feet up-stream, or the suspension bridge, a greater distance below. All piers are parallel with the direction of the current at the stage most important for navigation. Although the proposed bridge, except in the single particular referred to, complies with all the requirements of the acts of December 17, 1872, and February 14, 1883, yet its location, directly on a portion of the waterfront, where business is active, seems to warrant the expression of the Board's opinion that in such busy harbors as that of Cincinnati all piers in the navigable portion of the river are very objectionable, and that the interests of navigation can only be properly subserved by bridges with considerably longer spans than are now required by law. ever, in view of the privileges granted by existing laws, the Board would not be justified in reporting that the site of the proposed bridge is unfavorable, or in recommending other changes in the bridge or its piers than those required by the law. The Board therefore recommend the approval of the plans and loca tion of the proposed bridge, subject to such modifications as to height of channel-span above highest water as the laws require. At the same time they beg leave to remark that, if any discretion in the matter were left to them, they would recommend that, for reasons already given, this requirement should not be insisted upon. All of which is respectfully submitted. The CHIEF OF ENGINEERS, U. S. A. O. M. POE, LETTER OF CONSULTING ENGINEER OF CENTRAL BRIDGE COMPANY. WASHINGTON, D. C., March 24, 1888. GENERAL: Having been informed that an objection has been raised with regard to the approval of the plans submitted by the Central Bridge Company, for its proposed bridge across the Ohio River, between Cincinnati and Newport, arising from the fact that the two floor-beams next to the piers of the channel-span are slightly lower than required by law, I desire to ask your permission to amend the plans submitted by raising the floor-beams in question to 40 feet above high-water in order that there shall be as little delay as possible in the approval of the plans. This modification will place every foot of the superstructure of the channel-span 40 feet or more above high water, as required by law. I would state that I am authorized by the president of the bridge. company, through verbal instructions, to make this modification. UNITED STATES ARMY, Washington, D. C., April 28, 1888. SIR: The Secretary of War has, under date of the 18th of April, 1888, approved plan and map of location submitted by the Central Railway and Bridge Company for proposed bridge between the cities of Newport, Ky., and Cincinnati, Ohio, with the understanding and agreement "that this approval is given upon the express condition that the Engineer Officer of the United States Army in charge of the district within which the bridge is to be built may supervise its construction, so far as may be necessary, in order that the plans herein approved shall be complied with and the bridge built accordingly." Copies of tracings showing plan and location of the bridge, with copy of the approval of the Secretary attached, are sent herewith for your information and guidance. By command of Brigadier-General Duane. Very respectfully, your obedient servant, Lieut. Col. WILLIAM E. MERRILL, Corps of Engineers. JAS. C. POST, Major of Engineers. W W 17. BRIDGES OF THE GEORGIA PACIFIC RAILROAD COMPANY ACROSS THE UNITED STATES ENGINEER OFFICE, SIR: I have sent three tracings, marked A, B, and C, in another package, and I transmit herewith a letter marked D, from E. C. Carroll and others, all referring to a railroad bridge proposed to be built across Yazoo River, in the State of Mississippi. Tracing A was made from a map submitted by S. H. Purcell, of Greenville, Miss., division superintendent Georgia Pacific Railroad Company. I have been over the stretch of river represented, and I have shown the map to pilots and others who are acquainted with the upper river, and we agree that the map is correct. I have no surveys with which I can compare this one, and there are no well-determined bench-marks for elevation nearer than Greenville or Yazoo City, but the high-water mark is evident to the eye, and the elevation of low water may be accepted as near enough for practical purposes. I believe that this bridge is the one authorized by the act approved March 3, 1887, Public 172, and that the place of crossing is as prescribed at Glen Mary, above the upper mouth of Roebuck Lake. Tracing A shows a straight piece of river for 1 mile above and below the proposed crossing, which is about 10 miles below Greenwood and about 260 miles above Vicksburg. The low-water channel is about 300 feet wide, of uniform section, and of sufficient depth for the largest boats in the trade, and with the channel-line in mid-stream. The banks are generally higher than ordinary high water and are permanent to a certain degree. That is to say, overflow from Mississippi River being now cut off by the completion of the levees on Yazoo Front, it is not probable that this reach will change materially from its present condition. The place of crossing seems to be well chosen with reference to landings above and below, and the axis is normal to the channel line; but the arrangement of piers and the width of draw passage are not good. As it would be unreasonable to require a high bridge with single span, or a swing-bridge so large as to need steam-power, it only remains to suggest dimensions for a swing-bridge of the largest size that can be maneuvered conveniently by hand to give reasonably safe passage at any stage of the river. Referring to section on tracing A, it will be seen that only one opening can be used at low water, and that a considerable rise would have to occur before the east passage could be used. Besides, from the unequal contraction caused by Pier C, it is almost certain that there would be a strong cross-current from the east bank above the bridge that would make the passage on that side dangerous to up-stream as well as down-stream boats. Moving Pier C eastward would improve the east passage, but at best the openings are not wide enough. Tracing B gives openings of 115 feet, but with Pier C at its first position the east opening is still useless. The dimensions in this case were taken from a bridge crossing Yazoo River near its mouth, it being assumed that steam-boat men thought them sufficient, because they had not entered complaints. The county bridge near Yazoo City has openings less than 90 feet in the clear, so that at first blush it would seem unreasonable to require greater open. ings in a bridge 150 miles further up the river. But if unauthorized or dangerous bridges may be taken as models, the extreme can be found in the railroad bridge of the Valley Line across Black River, in this State. The company, under State charter, had authority to build a draw-bridge across that stream near its mouth, but it put up a low fixed bridge, and contracted the water-way by piling, so that only flat-boats can pass. The railroad bridges at Shreveport and Garland City, across Red River, were built without reference to the War Department. The former is now impassable at any stage under 5 feet, and the latter, giving only one opening, and that one badly placed, fell into the river early this |
