should cause a reestablishment of harbor lines at Jacks Run rather than the reproduction of another section too narrow to pass floods without increasing the flood height.

The calculations made by this office and by the American Steel and Wire Company, in order to determine the necessary area of front and back channels at Neville Island, show the need of a greater width and area of channel than exist now at the upper end of Neville Island, in order that the carrying capacity of the river at this place may be the same as that at the narrowest section between Davis Island dam and Pittsburg, with corresponding variations between high and low

water.

Assuming, however, that the present conditions must govern, which conditions as to narrowness of channel have been produced to some extent by the railroad companies on both sides of the Ohio River filling out into said stream in the past, this office was guided by the fact that 560 feet is the total width of back channel for a certain distance at the upper end of Neville Island, which width was adopted for practically the entire length of the back channel, and that notwithstanding that it was less than the calculated width necessary.

Attention is respectfully invited to a report of a Board of Engineers dated November 28, 1899 (copy herewith"), concerning the establishment of a harbor line including the reach of river in question, also to a letter dated December 13, 1899, from the Honorable Secretary of War to Mr. W. H. Bragdon, McKees Rocks, Pa. (copy inclosed"). The river interests in and about Pittsburg made every effort after the report of this Board to have the act of June 12, 1876, repealed, but were unable to accomplish it prior to the river and harbor act of June 13, 1902. On October 30, 1901, patents had been issued for all of the river bed comprised in the back channel, and that apparently notwithstanding the fact that this Board of Engineers had recommended the repeal of this act prior to the granting of these patents.

An examination of the map (in 9 sheets) submitted herewith, which gives the high bank lines and the proposed harbor lines for the entire reach of river under consideration, will show that the proposed harbor lines are within the bed of the stream as it exists in fact.

The establishment of harbor lines in the reach of river in question is, in the opinion of this office, certainly a case where such establishment is for the preservation and protection of the navigable waters of the United States. If the back channel be abandoned and filled up the flood heights would be materially increased in the front channel and the currents would become so swift as to add greatly to the difficulties of navigation.

The following is a list of the inclosures" forwarded with this report: Copy of advertisement of public hearing with list of papers in which the advertisement appeared.

Copy of circular notice of public hearing with list of parties to whom the notice was delivered or mailed, and of places where posted.

Transcribed notes of stenographic record of public hearing.

Copy of advertisement of public exhibition of maps and list of papers in which the advertisement appeared.

Copy of circular notice of public exhibition of maps and list of parties to whom the notice was delivered or mailed, and of places where posted.

List of protestants with summary.

Protests as follows: Charles I. Travelli, William C. Shanks, E. C. Kleinman, Clara

a Not printed.

C. Phillips, Fred. W. Krugh, Charles V. Krugh, Matilda Kerr, William J. White, George H. Nichols, Georgena G. Hay, Phillip Fetter, R. A. Phillips et al., John A. Ferguson, Kate Fralich, Milton I. Baird, American Steel and Wire Company, and American Land Company.

Blueprint showing computation of discharge capacities of respective channels. Tracings (9) showing recommended harbor lines.

Copy of report of Board of Engineers dated November 28, 1899.

Copy of letter dated December 13, 1899, from the Secretary of War to Mr. W. H. Bragdon, McKees Rocks, Pa.

Very respectfully, your obedient servant,

WM. L. SIBERT, Captain, Corps of Engineers.

Brig. Gen. A. MACKENZIE,

Chief of Engineers, U. S. A.

APPENDIX F F.

CONSTRUCTION OF LOCKS AND MOVABLE DAMS IN OHIO RIVER BETWEEN THE PENNSYLVANIA STATE LINE AND CINCINNATI, OHIO, AND IMPROVEMENT OF KANAWHA AND LITTLE KANAWHA RIVERS, WEST VIRGINIA.

REPORT OF MAJ. GEO. A. ZINN, CORPS OF ENGINEERS, OFFICER IN CHARGE, FOR THE FISCAL YEAR ENDING JUNE 30, 1904, WITH OTHER DOCUMENTS RELATING TO THE WORKS.

UNITED STATES ENGINEER OFFICE, Wheeling, W. Va., July 19, 1904. GENERAL: I have the honor to transmit herewith the annual report of the works under my charge for the fiscal year ending June 30, 1904. The following assistant engineers were in local charge of the works: Charles Humphreys, Dams Nos. 8, 11, and 13, Ohio River; W. M. Hall, Dams Nos. 18 and 19, Ohio River, and Little Kanawha River; and Thos. E. Jeffries, Kanawha River.

Very respectfully, your obedient servant,

Brig. Gen. A. MACKENZIE,

Chief of Engineers, U. S. A.

GEO. A. ZINN, Major, Corps of Engineers.

FFI.

MOVABLE DAMS IN OHIO RIVER BETWEEN THE PENNSYLVANIA STATE LINE AND CINCINNATI.

OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1904.

Dam No. 8, about 46 miles below Pittsburg, Pa.-All the land required for this site was acquired. Plans for the lock and guide walls were completed and received the approval of the Department.

As the lock is to be founded on gravel, the plans provide for a foundation of piling to be driven to rock with close-driven sheet piling along both sides of the river wall and gate tracks, outer side of each gate recess, and channel side of land wall and each guide wall. The exposed sides of the entire foundation, considering the lock and guide walls as a whole, are to be protected with heavy riprap, except the lower end of river wall and lower gate track which are to be protected by a crib filled with stone. The plans also provide for paving the floor of the lock chamber with concrete. Openings are to be left in this floor to prevent its damage in case of any upward pressure of water under the floor. No drift chute or power or flushing conduits are provided for, as they are considered unnecessary. The emptying of the lock will be done through valves in the gates, the filling through valves in the river wall. Only two Poirée dams are to be built, instead of four as in previous plans. These plans were prepared in accordance with the report of a Board of Engineer officers, a synopsis of which is given in the Annual Report of the Chief of Engineers for 1903, page 1714, under Dam No. 13.

This method of construction, together with the increased price of material and labor, has added considerably to cost of lock and dam construction on the Ohio, and the structures where founded on sand and gravel can not be built within the original estimates ($850,000 each). Past experience shows that only the best work will stand in the Ohio River.

A contract was entered into June 8, 1904, with The T. A. Gillespie Company of Pittsburg, Pa., for building so much of the lock and guide walls as can be done within the limit of $255,000, with the proviso that should additional funds become available the company will complete the work. Preparations were in progress at the close of the year for commencing work under the contract.

A temporary building to be used as an office is under construction, an emergency contract having been entered into with Finley Brothers Company of Chester, W. Va.

Dam No. 11, about 77 miles below Pittsburg, Pa.-There is still one piece of land to be acquired on the abutment side of the river, the land on the lock side and one piece on the abutment side having been purchased. Plans similar to those described above under Dam No. 8, for lock and guide walls, were completed and received the approval of the Department.

A contract was entered into June 30, 1904, with the Etna Construction Company of Wheeling, W. Va., for building so much of the lock and guide walls as can be done within the limit of $250,000, with the proviso that should additional funds become available the company