RECAPITULATION. I briefly recapitulate the conclusions reached by the discussion, and which are the basis of my recommendations: 1. Improvement must not only be made, but maintained. 2. Temporary expedients fail to answer the requirements, for want of reliability. 3. Permanent improvements are known to be practicable by actual experience in the case of other rivers, similar in character, though of less size, and the practicability of executing permanent works in the Mississippi is demonstrated by works already constructed. 4. In an improvement the natural channel should be followed as rule. 5. The rights of individuals and municipal or other corporations should be defined, and all proposed works subject to approval by United States authority, as is the case now with bridges. 6. The order of execution of work should be decided with a view to afford the earliest possible relief to navigation at difficult places. 7. Improvement of the channel can be best secured by bringing all the water into a single channel of moderate width; an early step would be the closure of secondary channels at islands and elsewhere; closing chutes will raise questions of jurisdiction between States, which should be provided for at an early date. 8. A combination of the appliances designed for temporary improvement with permanent works may be practicable, giving earlier results and at less expense. Estimates, however, are made upon the basis of improving by permanent works alone. 9. The estimated cost of improving the Mississippi, so as to afford six feet depth in the channel from the Illinois to Saint Louis, and eight feet from Saint Louis to the Ohio, is $3,159,200; and the estimate for such maintenance-works as can now be foreseen, is $4,000,000. The improvement division of the work can be completed in four years, and the appropriation of $1,000,000 is recommended for the first year. 10. A mixed system of conducting the work is recommended; critical and uncertain operations by the United States directly, and those whose character can be definitely ascertained in advance by contract. 11. The removal of wrecks and snags from the channel will remain as heretofore-an important part of the work of maintaining the channel. During the progress of the improvement the removal of many existing wrecks would be essential to success. These operations, not being under my charge, are not included in the estimate submitted, and the matter is not formally discussed in the body of my report. Before closing I cannot omit mentioning the great obligations I am under for the very material aid I have received in the consideration of this report from my able assistants, Captain Charles J. Allen, Corps of Engineers, U. S. A., Robt. E. McMath, chief civil assistant, and Civil Assistant I. D. McKown, conducting the survey of the river from the mouth of the Illinois to the mouth of the Ohio Rivers, and his assistants, Samuel H. Yonge, D. M. Currie, Charles S. True, and S. E. McGregory, conducting the operations, respectively, at Devil's Island, Horsetail Bar, and Turkey Island, and Alton Slough, and the upper portion of Saint Louis Harbor. Every one of these gentlemen has contributed, from his intelligence, observation, and experience, to the results arrived at; and it is a matter of congratulation that all concur in the principles presented, and the plan of operations pursued and proposed. I am also indebted to Mr. William Popp, civil assistant engineer and S. Ex. 19, pt. 3-3 draughtsman, for the delineation of the maps submitted with the report. The map accompanying this report is in four sheets: 1. Extending from the mouth of the Illinois to the mouth of the Missouri. 2. Extending from the mouth of the Missouri to Turkey Island. 3. Extending from Turkey Island to Cape Girardeau. 4. Extending from Cape Girardeau to the mouth of the Ohio. All of which is respectfully submitted. J. H. SIMPSON, Colonel of Engineers, Bet. Brig. Gen., U. S. A. Brig. Gen. A. A. HUMPHREYS, Chief of Engineers, U. S. A. In obedience to law, a copy of the report of Maj. Wm. E. Merrill relative to the survey of and estimate for the extension of the Chesapeake and Ohio Canal from Cumberland, Md., to Pittsburgh, Pa. FEBRUARY 12, 1875.-Referred to the Select Committee on Transportation-Routes to the Seaboard, and ordered to be printed. WAR DEPARTMENT, February 9, 1875. The Secretary of War has the honor to transmit to the United States Senate, in further compliance with requirements of act of June 23, 1874, appropriating for surveys and estimates upon the four routes of transit indicated by the Senate Committee on Transportation-Routes to the Seaboard, copy of report of Maj. Wm. E. Merrill relative to survey and estimate for the extension of the Chesapeake and Ohio Canal from Cumberland, Md., to Pittsburgh, Pa. WM. W. BELKNAP, OFFICE OF THE CHIEF OF ENGINEERS, Washington, D. C., February 8, 1875. SIR: In compliance with so much of the river and harbor act of June 23, 1874, appropriating for surveys and estimates upon the four routes of transit, indicated by the Senate Committee on Transportation-Routes to the Seaboard, as provides, in addition, for a survey and estimate for the extension of the Chesapeake and Ohio Canal from Cumberland, Md., to Pittsburgh, Pa., I herewith submit a copy of a preliminary report of Maj. Wm. E. Merrill, Corps of Engineers, showing the project and condition of this survey, it being found impracticable to complete the final estimates and plans from the results of last season's field-work, which left 17 miles of the canal-route and 24 miles of the river route still to be surveyed. Very respectfully, your obedient servant, A. A. HUMPHREYS, Brigadier-General and Chief of Engineers. Hon. W. W. BELKNAP, SURVEYS FOR EXTENSION OF THE CHESAPEAKE AND OHIO CANAL FROM CUMBERLAND TO PITTSBURGH.-PRELIMINARY REPORT. UNITED STATES ENGINEER'S OFFICE, GENERAL: It having been found impracticable to complete, before the middle or the close of February, the report on the surveys made during the summer and autumn of 1874 for the extension of the Chesapeake and Ohio Canal, from Cumberland to Pittsburgh, I directed Colonel Sedgwick, the assistant engineer in charge of this survey, to send in at once a preliminary report, in order that Congress might receive information of the progress of the survey in time to take such action as might be deemed advisable in regard to the completion of this work. From this report it appears that the line of the canal has been definitely located from Cumberland to a point two miles north of Ohio Pyle Falls. The sum allotted for the survey was insufficient to carry the work beyond this point. The total distance surveyed was 78 miles, leaving 17 miles yet to be surveyed in order to reach Connellsville, at which place it is expected that the canal will terminate, and that the remainder of the line, to the mouth of the Youghiogheny, may be com pleted by slack-water navigation in the river itself. The lower portion. of the river (from West Newton to its mouth, a distance of 19 miles) was surveyed, under my direction, in 1873 by Lieut. F. A. Mahan, engineeers. The distance between Connellsville and West Newton is 24 miles. There is, therefore, yet to be surveyed 17 miles of canal and 24 miles of river. The reason why the survey did not reach Connellsville was on account of the extraordinarily difficult nature of the line, made yet more complicated by the occupancy of the narrow valley by a railroad, built on the exact site originally chosen for the canal. The railroad fully doubles the difficulties in traversing the valley of Wills Creek. The conclusion thus far reached is, that it is simply impossible to construct a canal of the usual type between Cumberland and the summitlevel. This conclusion substantially holds for the route surveyed in 1873 by way of the North Branch of the Potomac and Savage Rivers. Whichever route be chosen for the canal, this portion of it must of necessity be wholly or partly built after the style so long in successful use on the Morris and Essex Canal; that is, the ascent of the heavier grades by inclined planes. On this canal, at places where the lift is so great that it would otherwise require many locks and short pools, the boats are taken on carriages, whose platforms are horizontal, but whose wheels are at different heights, conforming to the slope of the plane. These carriages are drawn up by water-power, obtained from a turbine placed at the lowest attainable position and supplied with water from the upper level. A dam is thrown across the end of the upper level in order to retain the water, and this dam must be ascended and descended by the carriages, thus adding to the total distance to be lifted. Where a single plane is used, the whole weight of boat and carriage must be lifted, and the total friction of all the machinery must be overcome. With a double plane there is a partial counterbalance. In both cases the work to be performed is variable, and necessitates a careful management of the power in order to avoid too slow a motion in one case or too rapid a one in the other. The change of grade at the summit is particularly disadvantageous, as at the commencement of the maneuver both carriages are rising out of the water. To avoid these difficulties Colonel Sedgwick proposes to use double planes, and to transport the boats in caissons, in which they will be water-borne. By this means the ascending and descending carriages will always exactly counterbalance, and the power will only be used for overcoming the hurtful resistances. In addition, he proposes to avoid the crossing of the dam at the end of the upper level by using gates, and by so arranging the caissons that, by means of these gates in the caissons themselves, direct communication may be made between the water in the upper level and the water in the caisson. The boat will thus pass at once from the caisson into the upper level, and similarly into the lower one. In this preliminary report of progress it is not necessary to discuss these planes in detail. It will suffice to state that whether caissons should be used or not will depend upon similar calculations as to the work to be done with or without their use. The system which promises the least expenditure of water, consistent with effectiveness in other particulars, will be the one that will be recommended for adoption. I regret to state that the results of the present survey will yet leave the estimates incomplete. The work that will remain to be done will be as follows: 17 miles of canal survey, Ohio Pyle to Connellsville; 24 miles of river survey, Connellsville to West Newton; survey and estimate of summit-reservoir; survey and estimate of auxiliary reservoir near summit; gauging rivers and creeks; revision of special sections of former line. The surveys and estimates for the main summit reservoir, the auxiliary reservoirs, the gauging of the streams, and the general question of water-supply, are matters that require special attention, as the practicability of the route depends upon the possibility of securing an adequate supply of water. I think that this can be done; but we have had no time as yet to make it a special study. It is quite evident that there will be no great surplus of water, and that the reservoirs will require to be of considerable magnitude. The last item has been included because it is very desirable that some portions of the line, especially that part in the valley of Wills Creek, should receive a careful revision. This valley presents extraordinary difficulties, and a thorough revision of some of its worst sections is exceedingly desirable. From a careful personal examination I think that I can safely say that no canal has ever been built on a line presenting such formidable obstacles to be overcome as this Wills Creek division. To accomplish the work marked out above, would require two parties under one chief. The first party should complete the survey from Ohio Pyle to West Newton. The second party should study the question of water-supply, and should revise the line in difficult places. The chief of the whole survey should be employed continuously until the survey is finished, or ceases from lack of an appropriation. I therefore estimate his services one year. It will take the first party about three months and a half to finish the field-work between Ohio Pyle and West Newton, and there will be about three months' office-work for the engineers of the party. The second party will require about four months for field-work and three months for office-work. A draughtsman will also be required at the office of the chief of the survey in compiling the general maps of the survey, and in making drawings of the locks, aqueducts, inclined planes, &c. This will probably occupy him for a year. The total estimate will be as follows: Chief of survey, 12 months, at $300. $3,600 1,800 5, 128 |