measured on the low-water line, a bridge at the site selected would be admissible. The increase in channel space should be given by moving the south channel-pier nearer to the south shore. It was suggested that a site at Saw-mill Run, with a central span somewhat greater than that called for by law, would not be seriously objected to by the river interests. The Board have not investigated this site in detail, as the railroad authorities protested against it, and stated that the objections to it from their point of view were insuperable. A third line was suggested, which crossed the back channel 3,100 feet below Cork's Run, and runs in a straight line across both channels at Brunot's Island to a point about 50 feet north of the center of the stock-yards. It was stated by the representatives of the river interest that such a line, if provided with a 400-foot opening over the back channel and a 500-foot opening over the main channel, would be acceptable to them. In that case the southern pier of the 400-foot span in the back channel should be located about 60 feet north of the intersection of the axis of the bridge with the pool-line of the Davis Island Dam at that locality, and the northern pier of the main-channel span should be placed about 100 feet south of the corresponding intersection on the right bank of the main channel. In conclusion, the Board would recommend that the site selected by the bridge company be accepted, on the condition that the axis of the bridge be changed as recommended, and that the channel-space be increased to 800 feet; but that otherwise the site be rejected. They also recommend that the company be notified that the location which crosses Brunot's Island, as indicated above, will be acceptable to the United States; and that they are at liberty to bring up other sites for examination in case neither of the two named is accepted under the conditions herein imposed. Respectfully submitted. WM. E. MERRILL, Lieut. Col. of Engineers. J. W. BARLOW, Lieut. Col. of Engineers. Maj. of Engineers. E. J. SPENCER, First Lieut. of Engineers, The CHIEF OF ENGINEERS, U. S. A. Recorder. LETTER OF THE CHIEF ENGINEER OF THE OHIO CONNECTING RAIL WAY COMPANY. ОHIо CONNECTING RAILWAY COMPANY, Columbus, Ohio, September 7, 1887. DEAR SIR: In accordance with the report of the Board of United States Engineers of June 25, 1887, which accompanied your letter of June 30, 1887, to myself, I submit herewith plans of the revised location of a bridge for the Ohio Connecting Railway, over the Ohio River at Brunot's Island, near Pittsburgh, Pa., as recommended by the Board. These plans consist of (1) A map of the Ohio River on a scale of 200 feet per inch, showing high and low-water mark and shore topography and contour lines of the river bottom. (2) A map of the Ohio River, showing the current lines and velocities above and below the proposed bridge site on a scale of 200 feet per inch. (3) A plan and profile of the proposed bridge on a scale of 40 feet per inch. (4) A plan and profile of the proposed bridge on a scale of 40 feet per inch, indorsed by a committee of the Coal Exchange of Pittsburgh. In compliance with the law, duplicates of each of the foregoing are also inclosed herewith for file in the office of the Chief of Engineers. Yours truly, It is recommended that the Board of officers of the Corps of Engineers which considered the original maps and plans submitted by the Ohio Connecting Railway Company for a bridge across the Ohio River near Pittsburgh, Pa., be reconvened, with the exception of Lieut. E. J. Spencer, recorder, at Pittsburgh, Pa., upon the call of the senior member, at such time as the other duties of the members will permit, to consider and report upon the plans now submitted by that company. If approved by the Secretary of War, the Board will be reconvened by orders from this office. Previous papers herewith. J. C. DUANE, Brig. Gen., Chief of Engineers. [Second indorsement.] WAR DEPARTMENT, September 15, 1887. The recommendation of the Chief of Engineers in the first indorsement is approved. By order of the Acting Secretary of War. L. W. TOLMAN, Acting Chief Clerk. LETTER OF LIEUTENANT-COLONEL WILLIAM E. MERRILL, CORPS OF ENGINEERS, TRANSMITTING SECOND REPORT OF BOARD OF ENGINEERS. UNITED STATES ENGINEER OFFICE, SIR: I have the honor to transmit herewith the second report of the Board of Engineers on the proposed bridge of the Ohio Connecting Railway Company, this Board having been reconvened by Special Orders No. 74, current series, from the headquarters of the Corps of Engineers. The documents relating to the bridge in question, which were received with your letter of the 19th ultimo, are herewith returned, the maps being in a separate roll. Respectfully, your obedient servant, The CHIEF OF ENGINEERS, U. S. A. WM. E. MERRILL, Lieut. Col. of Engineers. [First indorsement.] OFFICE CHIEF OF ENGINEERS, U. S. ARMY, October 18, 1887. Respectfully submitted to the Secretary of War, inviting attention to the accompanying report of the Board of Engineers, reconvened, with the sanction of the War Department, by Special Orders No. 74, Head quarters Corps of Engineers, current series, to assemble at Pittsburgh, Pa., to consider and report upon new plans submitted by the Ohio Connecting Railway Company for their proposed bridge across the Ohio River near Pittsburgh, Pa. After due examination and consideration of the maps and plans presented by the railway company the Board were unanimously of the opinion "that a bridge built upon the proposed location and plans would be acceptable and satisfactory to all interests." The Board state, however, that "the construction of a bridge upon the proposed plans will not meet all of the requirements of the general law governing the bridging of the Ohio River; but, owing to the peculiar location of the bridge, the Board are of the opinion that it will conform to the spirit of the law, and that the departures from some of its minor requirements are not such as to injuriously affect navigation, for the protection of which the law was framed. This opinion is also held by the parties who represented the river interests at the meeting of the Board." The Board further state that "the proposed plans for a span 525 feet long between centers of piers and 507 feet clear water-way across the main channel of the river to the right of Brunot's Island" practically spans "the entire water-way of this branch of the river at low water." * "Over the left-hand channel, which is only run by tows when by accident they fail to make the right-hand channel, the plans provide for a span giving a clear water-way of 400 feet, which is deemed ample." The plans submitted, however, contemplate only a height of 80 feet above low water, while the law requires an elevation of 90 feet above low water, but the Board are of "opinion that 80 feet height near Pittsburgh will give as much head-room in floods as 90 feet at Steubenville, owing to the fact that the extreme oscillation of the river at Pittsburgh is more than 10 feet less than it is at Steubenville, and they therefore think that the proposed reduction in height will not be an injury to navigation." Finally, the Board recommend "the approval of the proposed bridge except in the matter of height, which should be left open until Congress has had time to act on the application of the Bridge Company" for a change of the law in this respect. In the event of the failure of Congress to authorize the proposed reduction in height the superstructure must of necessity be 90 feet above low water, as required by existing law. The views of the Board are concurred in, and it is accordingly recommended that the company be informed that the plan and location of the bridge will be approved provided Congress, by appropriate legislation, authorizes a reduction of the height required for the superstructure to 80 feet above low water. CHAS. W. RAYMOND, Acting Chief of Engineers. SECOND REPORT OF BOARD OF ENGINEERS. OCTOBER 4, 1887. The Board of Officers of the Corps of Engineers, constituted by Special Orders No. 60, Headquarters Corps of Engineers, current series, and reconvened by Special Orders No. 74, Headquarters Corps of Engineers, September 17, 1887, "to consider and report upon new plans submitted by the Ohio Connecting Railway Company for the proposed bridge across the Ohio River, near Pittsburgh, Pa.," would respectfully submit the following report: The Board met at Pittsburgh on the 4th of October, at the call of the senior member, and held a public session in the Monongahela House. At this session the railway company was represented by their chief engineer and his assistants, and the river interests were represented by a number of the leading coal operators. The maps and plans presented by the railway company were examined and discussed by those present, and it was their unanimous opinion that a bridge built upon the proposed location and plans would be acceptable and satisfactory to all interests. The construction of a bridge upon the proposed plans will not meet all of the requirements of the general law governing the bridging of the Ohio River; but, owing to the peculiar location of the bridge, the Board are of the opinion that it will conform to the spirit of the law, and that the departures from some of its minor requirements are not such as to injuriously affect navigation, for the protection of which the law was framed; this opinion is also held by the parties who represented the river interests at the meeting of the Board. The proposed plans provide for a span 525 feet long between centers of piers and 507 feet clear water-way across the main channel of the river to the right of Brunot's Island, thus practically spanning the entire water-way of this branch of the river at low water. The piers are about parallel to the direction of the current at low water, making a slight angle at higher stages. The 7 feet in excess of the 500 required by law is deemed sufficient to compensate for the slight obliquity of current at the higher stages. Over the left-hand channel, which is only run by tows when by accident they fail to make the right-hand channel, the plans provide for a span giving a clear water-way of 400 feet, which is deemed ample. The spans between the two channel-spaces, as proposed by the plans, are to be deck-spans. Owing to the facts that the left-hand channel is what might be termed an accidental channel, only occasionally used, and that the right-hand channel is narrower above the bridge location than the channel-span, the Board do not deem it important to require that the minor spans of the bridge should be through spans; they are also of the opinion that across the higher part of the island, say for a distance of about 600 feet, the construction of an embankment would not be objectionable to the interests of navigation. The general bridge law requires that all bridges across the Ohio River above the mouth of the Big Sandy River shall be 90 feet above low water. The plans under consideration contemplate a bridge giving a clear height of 80 feet above low water, or 10 feet less than required by law, and the representatives of the river interest state that they are content with this reduced height. The Board are of the opinion that 80 feet height near Pittsburgh will give as much head-room in the floods as 90 feet at Stubenville, owing to the fact that the extreme oscillation of the river at Pittsburgh is more than 10 feet less than it is at Steubenville, and they, therefore, think that the proposed reduction in height will not be an injury to navigation. Under these circumstances they are in favor of an 80-foot bridge at this locality, but in view of the positive requirements of the Ohio River bridge law, that bridges in this part of the river shall have a height of 90 feet, they do not see how the War Department can approve of the proposed height without additional legislation. As the Bridge Company has announced its intention of asking for such legislation, the Board would recommend that the War Department give the Bridge Company their support and co-operation in endeavoring to secure from Congress the privileges desired. In conclusion, the Board would recommend the approval of the proposed bridge, except in the matter of height, which should be left open until Congress has had time to act on the application of the Bridge Company; it is evident that a failure of Congress to authorize the proposed reduction in height will necessarily compel the raising of the superstructure to a height of 90 feet above low water. Respectfully submitted. The CHIEF OF ENGINEERS, U. S. A. WM. E. MERRILL, Lieut. Col. of Engineers. J. W. BARLOW, Lieut. Col. of Engineers. Major of Engineers. LETTER OF THE CHIEF OF ENGINEERS. OFFICE OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY, Washington, D. C., June 1, 1888. SIR: I have the honor to submit the accompanying plans and papers pertaining to the proposed bridge of the Ohio Connecting Railway Company across "the Ohio River from the south shore to the north shore thereof at a point about one-half mile south of the mouth of Cork's Run, in Allegheny County, Pennsylvania," provided for by "an act to authorize the construction of the Ohio Connecting Railway Company Bridge," approved May 14, 1888, and to state that upon measurement the main channel-span is found to be 525 feet from center to center of piers, and the piers to be 18 feet in thickness on the low-water line; deducting therefor 9 feet from each of the piers-18 feet-the clear width of the main-channel span is 507 feet, as required by the act. The back-channel span, adopting the same method of measurement, is found to be 416 feet from center to center of piers, from which deducting 16 feet for width of piers, leaves 400 feet clear width, as required by law. The plan also shows the bridge to be 80 feet above low water to the |